Fuel supply system, engine and control method

Abstract

The present application relates to the technical field of engine, in particular to a fuel supply system, an engine and a control method, the fuel supply system comprising a first fuel storage assembly, the first fuel storage assembly comprising a plurality of first fuel tanks, the plurality of first fuel tanks being used for storing liquid fuel, and the plurality of first fuel tanks storing different types of liquid carbon-neutral fuel, a first switch valve being arranged at the outlet of each first fuel tank; a second fuel storage assembly, the second fuel storage assembly comprising a plurality of second fuel tanks, the plurality of second fuel tanks being used for storing gaseous fuel; a communication pipeline, a first end of the communication pipeline being in communication with the plurality of first fuel tanks and the plurality of second fuel tanks; a controller, the controller being electrically connected with the first switch valve and the second switch valve. The present application can take into account the power and economic requirements of the engine, and ensure efficient operation of the engine.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more particularly to a fuel supply system, an engine, and a control method. Background Technology

[0002] Currently, automotive power systems are showing a trend of simultaneous development of multiple technological routes, including pure electric, hybrid, and fuel cell. However, the production and manufacturing of power batteries are highly dependent on battery metals such as lithium, cobalt, and nickel, while the production and manufacturing of fuel cells are also highly dependent on platinum group metals such as platinum, palladium, and rhodium. These metal resources are scarce, difficult to mine, and expensive. Therefore, chemical energy storage using carbon-neutral fuels as carriers is an important energy storage technology route.

[0003] Carbon-neutral fuels are primarily derived from synthetic fuels. As the name suggests, synthetic fuels are artificially produced fuels rather than derived from fossil fuels. For example, they are produced by catalytically reacting hydrogen with atmospheric carbon dioxide to synthesize fuels such as alcohols, alkanes, hydrocarbons, and ethers. Replacing traditional fossil fuels like gasoline and diesel with carbon-neutral fuels can fundamentally solve the problems of engine carbon emissions and pollutant emissions.

[0004] Different carbon-neutral fuels possess different properties. For example, methanol has advantages such as strong anti-knock properties and high energy density, but also disadvantages such as low calorific value and poor cold-start performance. Hydrogen has a higher calorific value and better cold-start performance than methanol, but its energy density is lower. Furthermore, because hydrogen is a gaseous fuel, it requires a larger storage space than liquid fuels to achieve the same driving range, significantly impacting the overall vehicle layout. Therefore, a single carbon-neutral fuel cannot simultaneously meet both power and fuel economy requirements.

[0005] Therefore, a fuel supply system, engine, and control method are needed to solve the above problems. Summary of the Invention

[0006] The purpose of this invention is to provide a fuel supply system, engine, and control method that can balance the power and economy requirements of the engine and ensure its efficient operation.

[0007] To achieve this objective, the present invention adopts the following technical solution:

[0008] The fuel supply system includes:

[0009] A first fuel storage assembly includes a plurality of first fuel tanks for storing liquid fuel, and the plurality of first fuel tanks store different types of liquid carbon-neutral fuel. Each first fuel tank is provided with a first switching valve at its outlet.

[0010] The second fuel storage assembly includes a plurality of second fuel tanks for storing gaseous fuels, and the plurality of second fuel tanks store different types of gaseous carbon-neutral fuels. A second switching valve is provided at the outlet of each second fuel tank.

[0011] A connecting pipe is provided, the first end of which is connected to a plurality of first fuel tanks and a plurality of second fuel tanks, the second end of which is connected to the engine, and an intake fuel igniter is provided at the second end of the connecting pipe.

[0012] The controller is electrically connected to both the first and second switching valves, and the controller is capable of acquiring the opening degree of the accelerator pedal to control the opening of the first and / or the second switching valves.

[0013] Furthermore, a stroke sensor is provided at the accelerator pedal, which is used to collect the opening degree of the accelerator pedal and is electrically connected to the controller.

[0014] Furthermore, it also includes a temperature sensor for collecting the temperature of the external environment, and the temperature sensor is electrically connected to the controller.

[0015] Furthermore, it also includes a speed sensor and a torque sensor, both of which are electrically connected to the controller. The speed sensor is used to collect the speed of the engine crankshaft, and the torque sensor is used to collect the output torque of the engine crankshaft.

[0016] Furthermore, it also includes a liquid level sensor and a pressure sensor. The liquid level sensor is disposed in the first fuel tank and electrically connected to the controller, and the pressure sensor is disposed in the second fuel tank and electrically connected to the controller.

[0017] Furthermore, the liquid carbon-neutral fuel in the first fuel tank includes methanol and ethanol.

[0018] Furthermore, the gaseous carbon-neutral fuel in the second fuel tank includes hydrogen and synthetic methane.

[0019] An engine includes an engine body and a fuel supply system as described above, the fuel supply system being connected to the engine body, and an in-cylinder fuel igniter being provided in the cylinder of the engine body.

[0020] A control method for controlling the fuel supply system as described above includes the following steps:

[0021] S1. The controller obtains the current ambient temperature;

[0022] S2. Determine whether the current temperature is lower than the set temperature value. If so, control the second switch valve to open and use gaseous carbon-neutral fuel for engine cold start. Otherwise, control the first switch valve to open and use liquid carbon-neutral fuel for engine cold start.

[0023] S3. The controller collects the opening degree of the accelerator pedal. When the opening degree of the accelerator pedal is less than a first set value, the first switching valve is opened and the second switching valve is closed. When the opening degree of the accelerator pedal is not less than the first set value and is less than a second set value, the first switching valve and the second switching valve are opened simultaneously. When the opening degree of the accelerator pedal is not less than the second set value, the second switching valve is opened and the first switching valve is closed.

[0024] Furthermore, it also includes the following steps:

[0025] S4. The controller collects the engine speed, output torque and accelerator pedal opening, determines the number of cylinders involved in the engine operation and the thermodynamic cycle mode, and determines the corresponding compression ratio based on the thermodynamic cycle mode.

[0026] The beneficial effects of this invention are:

[0027] This invention provides a fuel supply system comprising a first fuel storage component and a second fuel storage component. The first fuel storage component includes multiple first fuel tanks storing different types of liquid carbon-neutral fuel. The second fuel storage component includes multiple second fuel tanks storing different types of gaseous carbon-neutral fuel. Both the first and second fuel tanks are connected to an engine via connecting pipes. A controller is electrically connected to a first switching valve mounted on the first fuel tank and a second switching valve mounted on the second fuel tank. The controller controls the opening of the first and / or second switching valves by acquiring the opening degree of the accelerator pedal. When the engine requires fuel economy, the accelerator pedal opening is small, and the controller controls the first switching valve to open, using liquid carbon-neutral fuel for fuel supply. When the engine requires both fuel economy and power, the accelerator pedal opening is moderate, and the controller controls both the first and second switching valves to open, using both liquid and gaseous carbon-neutral fuel for fuel supply. When the engine requires power, the accelerator pedal opening is large, the controller controls the second switching valve to open, the first switching valve to close, and gaseous carbon-neutral fuel with a high calorific value is used for fuel supply. By employing the above methods, the engine's power and fuel economy requirements can be balanced to meet the different needs of drivers, ensuring efficient engine operation.

[0028] The engine provided by this invention can utilize gaseous carbon-neutral fuel when the driver requires stronger power, or in special operating conditions such as acceleration, overtaking, and hill climbing that require an instantaneous boost in power. Gaseous carbon-neutral fuel has a high calorific value and low latent heat of vaporization, resulting in stronger explosive power and thus meeting the driver's power demands. The high energy density of liquid carbon-neutral fuel also supports a longer driving range, thereby balancing the engine's power and fuel economy requirements and ensuring efficient engine operation.

[0029] The control method provided by this invention utilizes gaseous carbon-neutral fuel, which has a high calorific value and low latent heat of vaporization, resulting in stronger explosive power and thus meeting the driver's power requirements. The high energy density of liquid carbon-neutral fuel also supports longer vehicle range, balancing the engine's power and fuel economy needs and ensuring efficient engine operation. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of a fuel supply system according to the present invention.

[0032] In the picture:

[0033] 1. First fuel storage assembly; 10. First fuel tank; 11. First switching valve; 2. Second fuel storage assembly; 20. Second fuel tank; 21. Second switching valve; 3. Engine body; 31. Intake fuel igniter; 32. In-cylinder fuel igniter; 4. Connecting pipeline. Detailed Implementation

[0034] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0035] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0036] In this application, the term "and / or" describes a relationship between related objects, indicating that three relationships can exist. For example, a fuel supply system and / or a fuel supply system can represent three scenarios: the existence of a single fuel supply system, the simultaneous existence of a fuel supply system and a fuel supply system, or the existence of a single fuel supply system. Additionally, the character " / " in this application generally indicates that the preceding and following related objects have an "and / or" relationship.

[0037] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0038] In this application, those skilled in the art will understand that relative terms (e.g., “about,” “approximately,” “basically,” etc.) used in conjunction with quantities or conditions are to include the values ​​and have the meaning indicated by the context. For example, such relative terms include at least the degree of error associated with the measurement of a particular value, tolerances associated with the particular value due to manufacturing, assembly, use, etc. Such terms should also be considered as disclosing a range defined by the absolute values ​​of the two endpoints. Relative terms may refer to a certain percentage (e.g., 1%, 5%, 10% or more) of the indicated value. Numerical values ​​that do not use relative terms should also be disclosed as specific values ​​with tolerances. Furthermore, “basically” when expressing relative angular relationships (e.g., substantially parallel, substantially perpendicular) may refer to a certain degree (e.g., 1 degree, 5 degrees, 10 degrees or more) added to or subtracted from the indicated angle.

[0039] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0040] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0041] When an engine uses fuel to perform work, in order to balance the engine's power and fuel economy requirements and ensure efficient engine operation, such as... Figure 1 As shown, the present invention provides a fuel supply system. The fuel supply system includes a first fuel storage component 1, a second fuel storage component 2, a connecting pipeline 4, and a controller.

[0042] The first fuel storage assembly 1 includes a plurality of first fuel tanks 10, which are used to store liquid fuels and store different types of liquid carbon-neutral fuels. Each first fuel tank 10 is provided with a first switching valve 11 at its outlet.

[0043] The second fuel storage assembly 2 includes multiple second fuel tanks 20 for storing gaseous fuel, and the multiple second fuel tanks 20 store different types of gaseous carbon-neutral fuel. Each second fuel tank 20 is provided with a second switching valve 21 at its outlet. The first end of the connecting pipe 4 is connected to multiple first fuel tanks 10 and multiple second fuel tanks 20, and the second end of the connecting pipe 4 is connected to the engine. An intake fuel igniter 31 is provided at the second end of the connecting pipe 4. The controller is electrically connected to both the first switching valve 11 and the second switching valve 21. The controller can collect the opening degree of the accelerator pedal to control the opening of the first switching valve 11 and / or the second switching valve 21.

[0044] When the engine requires fuel economy, the accelerator pedal is opened less, and the controller opens the first switching valve 11 to supply fuel using liquid neutral carbon fuel. When the engine requires both fuel economy and power, the accelerator pedal is opened moderately, and the controller opens both the first switching valve 11 and the second switching valve 21 to supply fuel using both liquid and gaseous neutral carbon fuel. When the engine requires power, the accelerator pedal is opened more, the controller opens the second switching valve 21 and closes the first switching valve 11, and supplies fuel using high-calorific-value gaseous neutral carbon fuel. Through this method, the engine's power and fuel economy needs can be balanced according to the driver's different requirements, ensuring efficient engine operation.

[0045] Furthermore, a stroke sensor is installed at the accelerator pedal to collect the accelerator pedal opening degree. The stroke sensor is electrically connected to the controller. By setting up the stroke sensor, the rotation angle of the accelerator pedal can be collected, thereby obtaining the accelerator pedal opening degree, which allows the controller to select fuel according to the accelerator pedal opening degree.

[0046] Furthermore, the fuel supply system also includes a temperature sensor, which collects the ambient temperature and is electrically connected to the controller. By incorporating the temperature sensor, the controller can obtain the ambient temperature and select the appropriate fuel for supply during engine cold starts.

[0047] Furthermore, the fuel supply system also includes a speed sensor and a torque sensor, both electrically connected to the controller. The speed sensor collects the engine crankshaft speed, and the torque sensor collects the engine crankshaft output torque. With these settings, the controller can determine the current driver's needs based on the engine speed and output torque. The controller can then control the engine's operating mode and the number of cylinders in operation to ensure the engine is in optimal working condition.

[0048] Furthermore, the fuel supply system also includes a liquid level sensor and a pressure sensor. The liquid level sensor is located in the first fuel tank 10 and electrically connected to the controller, while the pressure sensor is located in the second fuel tank 20 and electrically connected to the controller. By incorporating the liquid level sensor and the pressure sensor, the controller can obtain the amount of fuel in the first fuel tank 10 and the second fuel tank 20 in real time, and can remind the driver to refuel when the fuel is low. In this embodiment, the controller is a vehicle controller.

[0049] Furthermore, the liquid carbon-neutral fuel in the first fuel tank 10 includes methanol and ethanol. Methanol and ethanol have the advantages of strong anti-knock properties and high energy density, but they also have disadvantages such as low calorific value and poor cold start performance. They can be used when the engine is in economic operating mode. In other embodiments, other alcohol liquids can also be used as fuel, and no further restrictions are imposed here.

[0050] Furthermore, the gaseous carbon-neutral fuel in the second fuel tank 20 includes hydrogen and synthetic methane. Hydrogen and synthetic methane have higher calorific values ​​and better cold-start performance than methanol, but lower energy density, making them suitable as fuels when a rapid power boost is needed. In other embodiments, other combustible gases may also be used as fuels, without further restrictions.

[0051] Different carbon-neutral fuels possess different properties, making it impossible for a single carbon-neutral fuel to simultaneously meet both power and fuel economy requirements. For example, methanol has advantages such as strong anti-knock properties and high energy density, but also disadvantages such as low calorific value and poor cold-start performance. Hydrogen has a higher calorific value and better cold-start performance than methanol, but its energy density is lower. Furthermore, as a gaseous fuel, hydrogen requires a larger storage space compared to liquid fuels to achieve the same driving range, significantly impacting the overall vehicle layout. Therefore, when drivers prioritize fuel economy and require higher engine thermal efficiency and better fuel economy, liquid carbon-neutral fuels such as methanol and ethanol can be used. Methanol and ethanol have strong anti-knock properties, allowing the engine to operate at a higher compression ratio, resulting in better fuel economy. Simultaneously, compared to gaseous carbon-neutral fuels, the higher energy density of liquid carbon-neutral fuels like methanol and ethanol can support a longer driving range. When drivers require stronger power, or for special conditions such as acceleration, overtaking, and hill climbing that require an instantaneous boost in power, they can use gaseous carbon-neutral fuels such as hydrogen and synthetic methane. Hydrogen and synthetic methane have high calorific value and low latent heat of vaporization, resulting in stronger explosive power and thus meeting the driver's power requirements.

[0052] This embodiment also provides an engine, including an engine body 3 and the fuel supply system described above. The fuel supply system is connected to the engine body 3, and an in-cylinder fuel igniter 32 is provided in the cylinder of the engine body 3. This can balance the engine's power and fuel economy requirements, ensuring efficient engine operation. The intake fuel igniter 31 injects gaseous carbon-neutral fuel into the connecting pipe 4, igniting the gaseous carbon-neutral fuel in the intake manifold to provide power to the engine; liquid carbon-neutral fuel is injected into the engine cylinder, and the in-cylinder fuel igniter 32 ignites the liquid carbon-neutral fuel in the cylinder to provide power to the engine.

[0053] This embodiment also provides a control method for controlling the above-mentioned fuel supply system, including the following steps:

[0054] S1. The controller obtains the current ambient temperature;

[0055] S2. Determine whether the current temperature is lower than the set temperature value. If so, control the second switch valve 21 to open and use gaseous carbon-neutral fuel for engine cold start. Otherwise, control the first switch valve 11 to open and use liquid carbon-neutral fuel for engine cold start.

[0056] S3. The controller collects the opening degree of the accelerator pedal. When the opening degree of the accelerator pedal is less than the first set value, the first switch valve 11 is opened and the second switch valve 21 is closed. When the opening degree of the accelerator pedal is not less than the first set value and is less than the second set value, the first switch valve 11 and the second switch valve 21 are opened at the same time. When the opening degree of the accelerator pedal is not less than the second set value, the second switch valve 21 is opened and the first switch valve 11 is closed.

[0057] Because carbon-neutral fuels have different characteristics, their operating efficiencies vary significantly under the same operating conditions. Therefore, different carbon-neutral fuels can be used depending on the specific operating conditions to fully utilize their advantages. This embodiment uses methanol, ethanol, hydrogen, and synthetic methane as examples, but is not limited to these four carbon-neutral fuels. Methanol and ethanol have advantages such as strong anti-knock properties and high energy density, but they also have disadvantages such as low calorific value and poor cold start performance. Hydrogen and synthetic methane have higher calorific values ​​and better cold start performance than methanol, but their energy density is lower. Therefore, by controlling the use of different carbon-neutral fuels to ignite and start the engine at different ambient temperatures, methanol and ethanol are preferred when the ambient temperature is within the normal starting temperature range of methanol and ethanol to save costs; hydrogen and synthetic methane are preferred when the ambient temperature is below the normal starting temperature range of methanol and ethanol to improve the engine's cold start success rate.

[0058] The controller switches between different operating modes by receiving the accelerator pedal opening signal, while simultaneously controlling the type of carbon-neutral fuel used. Methanol and ethanol have the advantage of high energy density but low calorific value; hydrogen and synthetic methane have higher calorific value than methanol and ethanol, but lower energy density. Furthermore, because hydrogen is a gaseous fuel, it requires more storage space than liquid fuels to achieve the same driving range, significantly impacting the overall vehicle layout. Therefore, when drivers prioritize fuel economy and require higher engine thermal efficiency and better fuel economy, liquid carbon-neutral fuels such as methanol and ethanol can be used. The higher energy density of liquid carbon-neutral fuels like methanol and ethanol compared to gaseous fuels also supports a longer driving range. When drivers require stronger power, or for special conditions requiring instantaneous power increases such as acceleration, overtaking, and hill climbing, gaseous carbon-neutral fuels such as hydrogen and synthetic methane can be used. Hydrogen and synthetic methane have high calorific value and low latent heat of vaporization, resulting in stronger explosive power and thus meeting the driver's power demands. The specific operating modes are as follows: When the accelerator pedal opening is less than 60%, the controller determines that this is the fuel-saving mode, in which only methanol and ethanol are used to achieve better fuel economy; when the accelerator pedal opening is not less than 60% but less than 80%, the controller determines that this is the balanced mode, in which four carbon-neutral fuels—methanol, ethanol, hydrogen, and synthetic methane—are used simultaneously to balance power and economy; when the accelerator pedal opening is not less than 80%, the controller determines that this is the power mode, in which only hydrogen and synthetic methane are used to achieve better power. The settings for carbon-neutral fuel types and accelerator pedal opening limits are not unique and can be adjusted according to specific circumstances.

[0059] Because the engine operates in various modes, including combustion of the same type of carbon-neutral fuel alone and combustion of different types of carbon-neutral fuels together, and because different carbon-neutral fuels have different optimal compression ratios due to their unique characteristics, when economic costs are a primary consideration, a compression ratio with the best overall performance can be selected to maximize the overall efficiency of combustion of multiple carbon-neutral fuels, thereby saving costs. On the other hand, depending on the engine's operating conditions, the controller can control the number of cylinders involved in operation and the types of carbon-neutral fuel burned in those cylinders, thus better meeting the specific requirements of various operating conditions such as power operation, fuel-saving operation, and balanced operation.

[0060] Furthermore, it also includes the following steps:

[0061] S4. The controller collects the engine speed, output torque and accelerator pedal opening, determines the number of cylinders involved in the engine operation and the thermodynamic cycle mode, and determines the corresponding compression ratio based on the thermodynamic cycle mode.

[0062] The controller predicts the current engine operating condition by acquiring signals such as accelerator pedal opening, engine speed, and engine torque. Based on this condition, it selects the optimal operating scheme set in the calibration data, determining the number of cylinders involved and the optimal thermodynamic cycle scheme. For example, the Otto cycle can be used when higher power is required, while the Miller or Atkinson cycle can be used when higher fuel economy is required. Under balanced operating conditions, the Otto, Miller, and Atkinson cycles can be used simultaneously. Furthermore, the controller selects the optimal compression ratio based on the type of carbon-neutral fuel burned in each cylinder and the thermodynamic cycle scheme, thereby maximizing the advantages of different carbon-neutral fuels.

[0063] Taking an 8-cylinder engine as an example, when the controller predicts that the engine needs sufficient power by acquiring throttle pedal opening signals, engine speed signals, and engine torque signals, it switches the carbon-neutral fuel to hydrogen or synthetic methane, with all 8 cylinders of the engine participating in the operation. The thermodynamic cycle adopts the Otto cycle, and the compression ratio is switched to the optimal compression ratio of hydrogen or synthetic methane under this thermodynamic cycle. When the controller predicts that the engine needs lower fuel consumption by acquiring throttle pedal opening signals, engine speed signals, and engine torque signals, it switches the carbon-neutral fuel to methanol or ethanol, with 4 cylinders of the engine participating in the operation. The thermodynamic cycle adopts the Miller cycle, and the compression ratio is switched to the optimal compression ratio of methanol or ethanol under this thermodynamic cycle. When the controller predicts that the engine is in a balanced operating condition by acquiring throttle pedal opening signals, engine speed signals, and engine torque signals, it will simultaneously use methanol, ethanol, hydrogen, and synthetic methane, with 6 cylinders of the engine participating in the operation. The thermodynamic cycles adopt the Otto cycle, Miller cycle, and Atkinson cycle, and the compression ratio is the optimal compression ratio of the carbon-neutral fuel participating in the combustion under this thermodynamic cycle.

[0064] By employing multiple carbon-neutral fuels as engine fuels and combining them with various control strategies, this invention solves the problem that vehicle power systems cannot simultaneously meet both power and fuel economy requirements when using a single carbon-neutral fuel. This invention flexibly switches between different carbon-neutral fuels and control strategies based on varying power and fuel economy needs during vehicle operation, thereby ensuring the engine always operates at its most efficient state.

[0065] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A control method for controlling a fuel supply system, characterized in that, The fuel supply system includes: The first fuel storage assembly (1) includes a plurality of first fuel tanks (10), which are used to store liquid fuel and store different types of liquid carbon-neutral fuel. Each first fuel tank (10) is provided with a first switching valve (11) at its outlet. The second fuel storage assembly (2) includes a plurality of second fuel tanks (20) for storing gaseous fuels and for storing different types of gaseous carbon-neutral fuels. Each second fuel tank (20) is provided with a second switching valve (21) at its outlet. A connecting pipe (4) is provided at its first end, which is connected to a plurality of first fuel tanks (10) and a plurality of second fuel tanks (20). The second end of the connecting pipe (4) is connected to the engine. An intake fuel igniter (31) is provided at the second end of the connecting pipe (4). The controller is electrically connected to both the first switching valve (11) and the second switching valve (21). The controller is able to collect the opening degree of the accelerator pedal to control the opening of the first switching valve (11) and / or the second switching valve (21). The control method includes the following steps: S1. The controller obtains the current ambient temperature; S2. Determine whether the current temperature is lower than the set temperature value. If so, control the second switch valve (21) to open and use gaseous carbon-neutral fuel for engine cold start. Otherwise, control the first switch valve (11) to open and use liquid carbon-neutral fuel for engine cold start. S3. The controller collects the opening degree of the accelerator pedal. When the opening degree of the accelerator pedal is less than the first set value, the first switch valve (11) is opened and the second switch valve (21) is closed. When the opening degree of the accelerator pedal is not less than the first set value and is less than the second set value, the first switch valve (11) and the second switch valve (21) are opened at the same time. When the opening degree of the accelerator pedal is not less than the second set value, the second switch valve (21) is opened and the first switch valve (11) is closed.

2. The control method according to claim 1, characterized in that, A stroke sensor is installed at the accelerator pedal, which is used to collect the opening degree of the accelerator pedal and is electrically connected to the controller.

3. The control method according to claim 1, characterized in that, It also includes a temperature sensor, which is used to collect the temperature of the external environment and is electrically connected to the controller.

4. The control method according to claim 1, characterized in that, It also includes a speed sensor and a torque sensor, both of which are electrically connected to the controller. The speed sensor is used to collect the speed of the engine crankshaft, and the torque sensor is used to collect the output torque of the engine crankshaft.

5. The control method according to claim 1, characterized in that, It also includes a liquid level sensor and a pressure sensor. The liquid level sensor is located in the first fuel tank (10) and is electrically connected to the controller. The pressure sensor is located in the second fuel tank (20) and is electrically connected to the controller.

6. The control method according to claim 1, characterized in that, The liquid carbon-neutral fuel in the first fuel tank (10) includes methanol and ethanol.

7. The control method according to claim 1, characterized in that, The gaseous carbon-neutral fuel in the second fuel tank (20) includes hydrogen and synthetic methane.

8. The control method according to claim 1, characterized in that, It also includes the following steps: S4. The controller collects the engine speed, output torque and accelerator pedal opening, determines the number of cylinders involved in the engine operation and the thermodynamic cycle mode, and determines the corresponding compression ratio based on the thermodynamic cycle mode.

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