Engine system, vehicle, and vehicle control method

Abstract

The invention provides an engine system, a vehicle and a control method of the vehicle. The engine system comprises an engine, a methanol tank, a reformed gas tank and a reformed gas preparation module. The reformed gas preparation module comprises a heater, an evaporation chamber, a tail gas chamber and a first reaction chamber which are stacked in the first direction. A heater is arranged at one end, in the first direction, of the evaporation chamber, and a tail gas chamber is arranged at the other end, in the first direction, of the evaporation chamber. A heater is arranged at one end, in the first direction, of the first reaction chamber, and a tail gas chamber is arranged at the other end, in the first direction, of the first reaction chamber. An inlet of the tail gas chamber communicates with the exhaust end of the engine. An inlet of the evaporation chamber is communicated with the methanol box. The inlet of the first reaction chamber is communicated with the outlet of the evaporation chamber, and the outlet of the first reaction chamber is communicated with the reforming gas tank. Therefore, the contact area and the heat exchange efficiency between the heat supply structure and the heat requiring structure are improved, and the energy consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an engine system, a vehicle, and a method for controlling a vehicle. Background Technology

[0002] Currently, methanol-hydrogen coupled engine systems, which use methanol as the primary fuel, are widely used in commercial vehicles and construction machinery due to their high combustion efficiency and low pollutant emissions. Methanol has a high latent heat of vaporization and is not easily ignited at low temperatures. Therefore, methanol is usually converted into reformed gas containing hydrogen. Then, taking advantage of the easy ignition of hydrogen, the reformed gas and methanol are co-fired for ignition, thereby improving the reliability of engine cold starts.

[0003] In the process of reforming gas production, continuous heating of the reaction medium (such as methanol, water, catalyst, etc.) and reaction chamber within the reforming reactor is necessary to improve production efficiency. Related technologies primarily utilize electric heaters for heating, supplemented by waste heat from engine exhaust. However, the small contact area between the heating structures (such as electric heaters and exhaust pipes) and the heat-requiring structures (such as evaporation chambers and reaction chambers) of the reforming reactor results in low heat exchange efficiency, leading to increased energy consumption and decreased production efficiency. Summary of the Invention

[0004] This application provides an engine system, a vehicle, and a vehicle control method to address the problem that the small contact area between the heating structure and the heat-requiring structure of the reforming reaction device leads to low heat exchange efficiency.

[0005] To achieve the above objectives, the embodiments of this application adopt the following technical solutions: In a first aspect, embodiments of this application provide an engine system, comprising an engine, a methanol tank, a reformate tank, and a reformate generation module. Both the methanol tank and the reformate tank are connected to the engine's intake end. The reformate generation module includes a heater, an evaporation chamber, an exhaust gas chamber, and a first reaction chamber stacked along a first direction. A heater is located at one end of the evaporation chamber along the first direction, and an exhaust gas chamber is located at the other end of the evaporation chamber along the first direction. A heater is located at one end of the first reaction chamber along the first direction, and an exhaust gas chamber is located at the other end of the first reaction chamber along the first direction. The inlet of the exhaust gas chamber is connected to the engine's exhaust end. The inlet of the evaporation chamber is connected to the methanol tank. The inlet of the first reaction chamber is connected to the outlet of the evaporation chamber, and the outlet of the first reaction chamber is connected to the reformate tank.

[0006] In some possible implementations of the first aspect, a heat insulation plate is provided at least one end of the reforming gas production module along the first direction.

[0007] In some possible implementations of the first aspect, the reformate production module further includes: a second reaction chamber, which is stacked with the first reaction chamber along a first direction. A tail gas chamber is provided at one end of the second reaction chamber along the first direction, and a heater is provided at the other end of the second reaction chamber along the first direction. The outlet of the first reaction chamber is connected to the reformate tank through the second reaction chamber.

[0008] In some possible implementations of the first aspect, a catalyst is disposed within the first reaction chamber and / or the second reaction chamber. The catalyst includes a body and a catalyst attached to the surface of the body. The body includes a plurality of co-directionally extending flow channels. And / or, the body is a metal component or a silicon carbide component. And / or, the wall thickness of the body is greater than or equal to 2 mm and less than or equal to 4 mm. And / or, the catalyst includes one of a copper-based catalyst, a platinum-based catalyst, a gold-based catalyst, a chromium-based catalyst, a ruthenium-based catalyst, a nickel-based catalyst, a cobalt-based catalyst, and a zinc-based catalyst.

[0009] In some possible implementations of the first aspect, the engine system also includes a heat exchanger. The heat exchanger has a first passage and a second passage that exchange heat with each other. The second reaction chamber is connected to the reforming tank via the first passage. The inlet of the evaporation chamber is connected to the methanol tank via the second passage.

[0010] In some possible implementations of the first aspect, the engine system also includes a carbon capture system. The inlet of the carbon capture system is connected to both the exhaust end of the engine and the outlet of the exhaust chamber.

[0011] In some possible implementations of the first aspect, the carbon capture system includes: a collection module, a separation module, and a compression module. The collection module collects exhaust gases from the engine's exhaust end and exhaust chamber. The separation module is connected to the collection module. The separation module separates carbon dioxide from the exhaust gases. The compression module is connected to the separation module and is used to compress and store the carbon dioxide.

[0012] In some possible implementations of the first aspect, the engine system includes a first pump connected between a first outlet of the methanol tank and the engine intake. And / or, the engine system includes a second pump connected between a second outlet of the methanol tank and the inlet of the evaporator chamber. And / or, the engine system includes a pressure regulating valve connected between the outlet of the reformate tank and the engine intake, the pressure regulating valve being used to control the flow rate of reformate passing through the pressure regulating valve. And / or, the engine system includes a three-way proportional valve, the first port of the three-way proportional valve being connected to the engine exhaust, the second port of the three-way proportional valve being connected to the exhaust chamber inlet, and the third port of the three-way proportional valve being connected to the atmosphere or a carbon capture system.

[0013] In some possible implementations of the first aspect, the engine system includes an electronically controlled pressure relief valve connected to a reformer tank and in communication with the atmospheric environment. And / or, the engine system includes a mechanical pressure relief valve connected to a reformer tank and in communication with the atmospheric environment.

[0014] In some possible implementations of the first aspect, the engine system includes a reformate nozzle located at the engine intake end and connected to a reformate tank. The reformate nozzle is used to spray reformate into the engine intake end, and the flow rate of the reformate nozzle is adjustable. And / or, the engine system includes a first methanol nozzle located at the engine intake end and connected to a methanol tank. The first methanol nozzle is used to spray methanol into the engine intake end, and the flow rate of the first methanol nozzle is adjustable.

[0015] Secondly, embodiments of this application provide a vehicle, which includes a vehicle body and an engine system. The engine system is the same as the engine system described in the first aspect, and the engine system is located within the vehicle body.

[0016] Thirdly, embodiments of this application provide a vehicle control method. The vehicle is the same as the vehicle described in the second aspect. The vehicle has an ignition mode. In the ignition mode, the method includes: when the ambient temperature is greater than or equal to a first preset temperature and less than or equal to a second preset temperature, controlling a reforming gas production module to produce reforming gas; controlling a reforming gas tank to supply reforming gas to the engine; and controlling a methanol tank to supply methanol to the engine. When the ambient temperature is greater than the second preset temperature, controlling the methanol tank to supply methanol to the engine.

[0017] In some possible implementations of the third aspect, controlling the supply of reformate from the reformate tank to the engine and controlling the supply of methanol from the methanol tank to the engine includes: determining a first supply ratio of reformate to methanol based on the ambient temperature. The first supply ratio is the ratio of the total calorific value of the reformate to the methanol. According to the first supply ratio, the reformate tank is controlled to supply reformate to the engine, and the methanol tank is controlled to supply methanol to the engine.

[0018] In some possible implementations of the third aspect, when the ambient temperature is greater than or equal to the first preset temperature and less than or equal to the second preset temperature, the first supply ratio is negatively correlated with the ambient temperature.

[0019] In some possible implementations of the third aspect, the vehicle has an operating condition. In this operating condition, the method further includes: controlling the reformate generation module to generate reformate. A second supply ratio of reformate to methanol is determined based on the engine coolant temperature; the reformate tank is controlled to supply reformate to the engine according to this second supply ratio, and the methanol tank is controlled to supply methanol to the engine. The second supply ratio is the ratio of the total calorific value of the reformate to that of the methanol.

[0020] In some possible implementations of the third aspect, the second supply ratio is negatively correlated with the engine's water temperature.

[0021] In some possible implementations of the third aspect, controlling the reforming gas production module to produce reforming gas includes: controlling the heater to operate and controlling the inlet of the exhaust gas chamber to be connected to the exhaust end of the engine when the engine exhaust temperature is less than or equal to a fourth preset temperature; and controlling the heater to be turned off and controlling the inlet of the exhaust gas chamber to be connected to the exhaust end of the engine when the engine exhaust temperature is greater than the fourth preset temperature.

[0022] The engine system, vehicle, and vehicle control method provided in this application have the following beneficial effects: The engine system provided in this application includes a reforming gas production module. The reforming gas production module includes a heater, an evaporation chamber, an exhaust gas chamber, and a first reaction chamber stacked along a first direction. The evaporation chamber has a heater and an exhaust gas chamber respectively arranged on both sides of the first direction, and the first reaction chamber also has a heater and an exhaust gas chamber respectively arranged on both sides of the first direction. In this way, by stacking the heater, evaporation chamber, exhaust gas chamber, and first reaction chamber, it is beneficial to increase the contact area between the heating structure (such as the heater and exhaust gas chamber) and the heat-requiring structure (such as the evaporation chamber and the first reaction chamber), thereby improving the heat exchange efficiency between the heating structure and the heat-requiring structure, which in turn helps to reduce energy consumption and improve the reforming gas production efficiency. Attached Figure Description

[0023] Figure 1 A schematic diagram of a vehicle provided for some embodiments of this application.

[0024] Figure 2 for Figure 1 A schematic diagram of the engine system of a vehicle.

[0025] Figure 3 for Figure 2 A schematic diagram of the reforming gas generation module of the engine system.

[0026] Figure 4 for Figure 2 A schematic diagram of the engine, reformer tank, and methanol tank in the engine system.

[0027] Figure 5 A flowchart illustrating a vehicle control method provided in some embodiments of this application.

[0028] Figure 6 A flowchart of another vehicle control method provided for some embodiments of this application.

[0029] Figure 7A flowchart of yet another vehicle control method provided for some embodiments of this application.

[0030] Figure 8 A flowchart of yet another vehicle control method provided for some embodiments of this application.

[0031] Explanation of reference numerals in the attached figures Vehicle 1; Vehicle body 20; Doorway 20a; Door 30; Controller 40; Power battery 50; Engine system 10; First pump 111; Second pump 112; Pressure regulating valve 121; Three-way proportional valve 122; Electronic pressure relief valve 123; Mechanical pressure relief valve 124; First common rail 131; Second common rail 132; Reformer nozzle 141; First methanol nozzle 142; Second methanol nozzle 143; First temperature and pressure sensor 151; Second temperature and pressure sensor 152; Temperature sensor 153; Pressure sensor 154; Reformer gas production module 100; heater 110; evaporation chamber 120; tail gas chamber 130; first reaction chamber 140; second reaction chamber 150; heat insulation plate 160; Engine 200; Intake end 200a; Exhaust end 200b; Throttle valve 210; Spark plug 220; Ignition coil 230; Combustion chamber 240; Methanol tank 300; reformer tank 400; heat exchanger 500; first passage 510; second passage 520; carbon capture system 600; collection module 610; separation module 620; compression module 630; turbocharger 700; aftertreatment catalyst 800; methanol production module 900. Detailed Implementation

[0032] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0033] In this application, the accompanying drawings are not necessarily drawn to scale, and local features may be enlarged or reduced to more clearly show the details of the local features.

[0034] Unless otherwise stated, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items. The singular forms "a," "the," and "the" as used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0035] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified. In the description of this application, "several" means one or more, unless otherwise explicitly specified.

[0036] In the description of this application, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "height", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the purpose of simplifying the description of this application and do not indicate that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. In other words, they should not be construed as limitations on this application.

[0037] In the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "linking," "fixing," "setting," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can also refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0038] In the description of this application, unless otherwise expressly defined, the terms "above," "over," "on top of," "below," "below," "under," or "below" for "first feature over second feature" can refer to the first and second features being in direct contact, or to the first and second features being in indirect contact through an intermediate medium. Furthermore, "above," "below," and "over" for "first feature over second feature" can mean the first feature is directly above or diagonally above the second feature, or simply indicates that the horizontal height of the first feature is higher than the horizontal height of the second feature. Similarly, "below," "below," and "below" for "first feature over second feature" can mean the first feature is directly below or diagonally below the second feature, or simply indicates that the horizontal height of the first feature is lower than the horizontal height of the second feature.

[0039] Currently, methanol-hydrogen coupled engine systems, which use methanol as the primary fuel, are widely used in commercial vehicles and construction machinery due to their high combustion efficiency and low pollutant emissions. Methanol has a high latent heat of vaporization and is not easily ignited at low temperatures. Therefore, methanol is usually converted into reformed gas containing hydrogen. Then, taking advantage of the easy ignition of hydrogen, the reformed gas and methanol are co-fired for ignition, thereby improving the reliability of engine cold starts.

[0040] In the process of reforming gas production, continuous heating of the reaction medium (such as methanol, water, catalyst, etc.) and reaction chamber within the reforming reactor is necessary to improve production efficiency. Related technologies primarily utilize electric heaters for heating, supplemented by waste heat from engine exhaust. However, the small contact area between the heating structures (such as electric heaters and exhaust pipes) and the heat-requiring structures (such as evaporation chambers and reaction chambers) of the reforming reactor results in low heat exchange efficiency, leading to increased energy consumption and decreased production efficiency.

[0041] To address the aforementioned problems, some embodiments of this application provide an engine system, a vehicle, and a vehicle control method. The engine system includes a reformate generation module, which comprises a heater, an evaporation chamber, an exhaust gas chamber, and a first reaction chamber stacked along a first direction. The evaporation chamber has a heater and an exhaust gas chamber respectively disposed on both sides of its first direction, and the first reaction chamber also has a heater and an exhaust gas chamber respectively disposed on both sides of its first direction. Thus, by stacking the heater, evaporation chamber, exhaust gas chamber, and first reaction chamber, the contact area between the heating structure (such as the heater and exhaust gas chamber) and the heat-requiring structure (such as the evaporation chamber and the first reaction chamber) is increased, thereby improving the heat exchange efficiency between the heating structure and the heat-requiring structure, which in turn helps reduce energy consumption and improve the reformate generation efficiency.

[0042] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0043] Please see Figure 1 , Figure 1 This is a schematic diagram of a vehicle 1 provided in some embodiments of this application. The vehicle 1 includes a body 20 and a plurality of doors 30, with a portion of the body 20 forming a driver's cabin. The body 20 also has a plurality of door openings 20a communicating with the driver's cabin. Accordingly, the doors 30 are rotatably connected to the body 20 and correspond one-to-one with the door openings 20a. When the doors 30 are in the open state, the user can enter and exit the driver's cabin through the door openings 20a. When the doors 30 are in the closed state, the doors 30 can close the door openings 20a to protect the driver's cabin and ensure the personal and property safety of the user.

[0044] Please see Figures 2 to 4 , Figure 2 for Figure 1 A schematic diagram of the engine system 10 of the vehicle. Figure 3 for Figure 2 A schematic diagram of the reforming gas generation module 100 of the engine system 10. Figure 4 for Figure 2 A schematic diagram of the engine 200, reformer tank 400, and methanol tank 300 of the engine system 10. The vehicle 1 includes the engine system 10, which is located within the vehicle body 20.

[0045] Engine system 10 includes engine 200, methanol tank 300, reformate tank 400, and reformate generation module 100. Both methanol tank 300 and reformate tank 400 are connected to the intake end 200a of engine 200. Reformate generation module 100 includes a heater 110, an evaporation chamber 120, an exhaust chamber 130, and a first reaction chamber 140 stacked along a first direction. The heater 110 is located at one end of the evaporation chamber 120 along the first direction, and the exhaust chamber 130 is located at the other end of the evaporation chamber 120 along the first direction. The heater 110 is located at one end of the first reaction chamber 140 along the first direction, and the exhaust chamber 130 is located at the other end of the first reaction chamber 140 along the first direction. The inlet of exhaust chamber 130 is connected to the exhaust end 200b of engine 200. The inlet of evaporation chamber 120 is connected to methanol tank 300. The inlet of the first reaction chamber 140 is connected to the outlet of the evaporation chamber 120, and the outlet of the first reaction chamber 140 is connected to the reforming gas tank 400.

[0046] Thus, by stacking the heater 110, evaporation chamber 120, exhaust gas chamber 130 and first reaction chamber 140, it is beneficial to increase the contact area between the heating structure (such as heater 110 and exhaust gas chamber 130) and the heat-demanding structure (such as evaporation chamber 120 and first reaction chamber 140), thereby improving the heat exchange efficiency between the heating structure and the heat-demanding structure, which in turn helps to reduce energy consumption and improve the production efficiency of reformed gas.

[0047] In addition, by integrating the heater 110, evaporation chamber 120, exhaust gas chamber 130 and first reaction chamber 140 into the reforming gas production module 100, it is beneficial to simplify the structure of the engine system 10 and reduce the space occupied by the reforming gas production module 100 in the vehicle body 20.

[0048] In some embodiments, the heater 110 is an electric heating plate, and the structures of the evaporation chamber 120, the exhaust gas chamber 130, and the first reaction chamber 140 are all flat plates. This is beneficial to improving the stability of the stacked arrangement of the heater 110, the evaporation chamber 120, the exhaust gas chamber 130, and the first reaction chamber 140, and is also beneficial to further increasing the contact area between the heat-demanding structure and the heat-supplying structure, thereby improving the heat exchange efficiency between the heat-supplying structure and the heat-demanding structure.

[0049] In some embodiments, any one of the heater 110, evaporation chamber 120, exhaust gas chamber 130, and first reaction chamber 140 is detachably connected to an adjacent component along a first direction, for example, by a snap-fit ​​structure or a threaded connection; this application is not limited in this respect. This facilitates the maintenance and replacement of any one of the heater 110, evaporation chamber 120, exhaust gas chamber 130, and first reaction chamber 140, and allows for the addition or removal of the heater 110, evaporation chamber 120, exhaust gas chamber 130, and first reaction chamber 140, thereby improving the flexibility of the internal structure of the reformed gas production module 100.

[0050] A heater 110 is provided at one end of the evaporation chamber 120 along the first direction, and a tail gas chamber 130 is provided at the other end of the evaporation chamber 120 along the first direction. A heater 110 is provided at one end of the first reaction chamber 140 along the first direction, and a tail gas chamber 130 is provided at the other end of the first reaction chamber 140 along the first direction.

[0051] The reforming process of the reforming gas production module 100 includes: the evaporation chamber 120 being heated by the heater 110 or the tail gas chamber 130 to the temperature range for efficient methanol vapor reaction (e.g., 250°C to 350°C), so that the flowing liquid methanol forms methanol vapor, and the methanol vapor undergoes a catalytic reaction in the reaction chamber (e.g., the first reaction chamber 140) and is reformed into hydrogen, carbon dioxide and a small amount of carbon monoxide.

[0052] This application does not limit the number or arrangement of the heater 110, evaporation chamber 120, exhaust gas chamber 130 and first reaction chamber 140.

[0053] In some embodiments, the evaporation chamber 120 and the first reaction chamber 140 are spaced apart along a first direction. There are two heaters 110, namely a first heater and a second heater. There are two exhaust gas chambers 130, namely a first exhaust gas chamber and a second exhaust gas chamber connected in series.

[0054] For example, along the first direction, the first heater, the evaporation chamber 120, the first exhaust gas chamber, the second heater, the first reaction chamber 140, and the second exhaust gas chamber are arranged in sequence.

[0055] For example, along the first direction, the first heater, evaporation chamber 120, first tail gas chamber, second tail gas chamber, first reaction chamber 140, and second heater are arranged sequentially. In this case, the first tail gas chamber and the second tail gas chamber can also be simplified to one tail gas chamber, that is, the evaporation chamber 120 and the first reaction chamber 140 can share one tail gas chamber.

[0056] For example, along the first direction, the first exhaust gas chamber, the evaporation chamber 120, the first heater, the second heater, the first reaction chamber 140, and the second exhaust gas chamber are arranged sequentially. In this case, the first heater and the second heater can also be simplified to one heater, that is, the evaporation chamber 120 and the first reaction chamber 140 can share one heater.

[0057] For example, along the first direction, the first exhaust gas chamber, the evaporation chamber 120, the first heater, the second exhaust gas chamber, the first reaction chamber 140, and the second heater are arranged in sequence.

[0058] In some embodiments, such as Figure 3 As shown, vehicle 1 includes a drive motor and a power battery 50. The power battery 50 is electrically connected to the drive motor and to a heater 110. The heater 110 has a power of 15kW to 20kW. The power battery 50 can output a high-voltage power supply of 580V to 650V.

[0059] It should be noted that the heater 110 is used to heat the catalytic converter when the vehicle is cold-started or when the engine is not started under low-temperature conditions. Therefore, powering the heater 110 with a power battery 50 that can output 580V-650V high-voltage power is beneficial to improving the heating efficiency of the heater 110 and realizing the normal heating of the catalytic converter under low-temperature conditions, so as to reach the reaction temperature of the catalytic reaction.

[0060] In addition, the exhaust chamber 130 mainly uses the waste heat from the exhaust of the engine 200 to heat the catalytic converter after the engine 200 has warmed up, so as to ensure the active reaction temperature of the catalytic converter and realize the utilization of exhaust waste heat.

[0061] In some embodiments, such as Figure 3 As shown, a heat insulation plate 160 is provided at least one end of the reformer gas generation module 100 along the first direction. It can be understood that the heat insulation plate 160 can reduce heat exchange between the reformer gas generation module 100 and the external environment, thereby improving the utilization efficiency of heat from the heating structure and thus reducing energy consumption. Furthermore, the heat insulation plate 160 can provide thermal protection, at least to a certain extent reducing the thermal impact of the high-temperature reformer gas generation module 100 on other components within the vehicle 1, thus improving the reliability of the vehicle 1.

[0062] In some embodiments, such as Figure 3As shown, the reforming gas production module 100 further includes a second reaction chamber 150, which is stacked with the first reaction chamber 140 along a first direction. A tail gas chamber 130 is provided at one end of the second reaction chamber 150 along the first direction, and a heater 110 is provided at the other end of the second reaction chamber 150 along the first direction. The outlet of the first reaction chamber 140 is connected to the reforming gas tank 400 through the second reaction chamber 150. Thus, by connecting the first reaction chamber 140 and the second reaction chamber 150 in series, the unreacted mixed gas from the first reaction chamber 140 can be further catalytically reformed in the second reaction chamber 150, thereby improving the efficiency of methanol conversion to reforming gas (mainly hydrogen).

[0063] In some embodiments, a catalyst is provided in the first reaction chamber 140 and / or the second reaction chamber 150, the catalyst comprising a body and a catalyst attached to the surface of the body.

[0064] In some examples, the bulk material includes multiple channels extending in the same direction. For instance, the longitudinal section (the plane perpendicular to the gas inlet direction) of the bulk material is honeycomb-shaped. This increases the contact area between the catalyst adhering to the surface of the bulk material and the reactant gases (such as methanol, water, etc.), thereby improving the efficiency of the methanol reforming reaction.

[0065] In some examples, the body is made of metal or silicon carbide. It is understood that metal parts heat up quickly and have high thermal conductivity, which is beneficial for improving the efficiency of the methanol reforming reaction; silicon carbide parts have good thermal stability, wear resistance, and chemical corrosion resistance, which is beneficial for extending the service life of the catalyst.

[0066] In some examples, the wall thickness of the body is greater than or equal to 2 mm and less than or equal to 4 mm. For example, the wall thickness of the body is 2 mm, 2.5 mm, 3 mm, 3.5 mm, or 4 mm. This is beneficial for improving the structural strength and reliability of the body, and also helps to reduce the weight of the body.

[0067] In some examples, the catalyst includes one of copper-based catalysts, platinum-based catalysts, gold-based catalysts, chromium-based catalysts, ruthenium-based catalysts, nickel-based catalysts, cobalt-based catalysts, and zinc-based catalysts.

[0068] In some embodiments, such as Figure 2 and Figure 3As shown, the engine system 10 also includes a heat exchanger 500. The heat exchanger 500 has a first passage 510 and a second passage 520 that exchange heat with each other. The second reaction chamber 150 is connected to the reformate tank 400 via the first passage 510. The inlet of the evaporation chamber 120 is connected to the methanol tank 300 via the second passage 520. Thus, the high-temperature reformate flowing through the first passage 510 can exchange heat with the low-temperature methanol flowing through the second passage 520 from the methanol tank 300, thereby cooling the reformate before it enters the reformate tank 400, which helps improve the safety of reformate storage. Furthermore, this process simultaneously preheats the methanol, thereby reducing the heating demand of the evaporation chamber 120 on the heater 110 or the exhaust chamber 130 to some extent, thus helping to reduce the energy consumption of the engine system 10.

[0069] In some embodiments, such as Figure 2 As shown, the engine system 10 also includes a carbon capture system 600. The inlet of the carbon capture system 600 is connected to both the exhaust end 200b of the engine 200 and the outlet of the exhaust chamber 130. The carbon capture system 600 is used to collect and store carbon dioxide from the exhaust end 200b of the engine 200 and the exhaust chamber 130. This helps to reduce carbon emissions during the operation of the engine system 10.

[0070] In some embodiments, such as Figure 2 As shown, the carbon capture system 600 includes a collection module 610, a separation module 620, and a compression module 630. The collection module 610 collects exhaust gas from the exhaust end 200b of the engine 200 and the exhaust chamber 130. The separation module 620 is connected to the collection module 610 and is used to separate carbon dioxide from the exhaust gas. The compression module 630 is connected to the separation module 620 and is used to compress and store the carbon dioxide. In this way, the carbon dioxide emitted by the vehicle 1 is centrally collected, purified, and its volume reduced, which helps to improve carbon capture efficiency and purity.

[0071] In some embodiments, such as Figure 2 As shown, the engine system 10 includes a methanol production module 900, which is connected between the compression module 630 and the methanol tank 300. The methanol production module 900 is used to produce methanol from the carbon dioxide stored in the compression module 630 and output it to the methanol tank 300, thereby realizing carbon cycle inside the vehicle 1 to a certain extent.

[0072] In some embodiments, such as Figure 2As shown, the engine system 10 also includes a first methanol nozzle 142 and a first pump 111. The first methanol nozzle 142 is located at the air intake end 200a of the engine 200. The first pump 111 is connected between the first outlet of the methanol tank 300 and the first methanol nozzle 142. The first pump 111 is used to pump methanol from the methanol tank 300 to the first methanol nozzle 142. Thus, the first methanol nozzle 142 can spray the methanol pumped by the first pump 111 into the engine 200.

[0073] In some embodiments, the first pump 111 may also be integrated into the methanol tank 300, and this application does not limit this.

[0074] In some embodiments, such as Figure 2 and Figure 3 As shown, the engine system 10 also includes a second methanol nozzle 143 and a second pump 112. The second methanol nozzle 143 is located at the inlet of the evaporation chamber 120. The second pump 112 is connected between the second outlet of the methanol tank 300 and the second methanol nozzle 143. The second pump 112 is used to pump methanol from the methanol tank 300 to the second methanol nozzle 143. Thus, the second methanol nozzle 143 can spray the methanol pumped by the second pump 112 into the evaporation chamber 120.

[0075] In some embodiments, such as Figure 2 and Figure 3 As shown, the engine system 10 also includes a reforming gas nozzle 141. The reforming gas nozzle 141 is located at the intake end 200a of the engine 200. The reforming gas nozzle 141 is connected to the reforming gas tank 400. The reforming gas nozzle 141 can spray the reforming gas in the reforming gas tank 400 into the engine 200.

[0076] In some embodiments, the flow rate of the reformer nozzle 141 is adjustable; and / or the flow rate of the first methanol nozzle 142 is adjustable. Thus, by adjusting the flow rates of the reformer nozzle 141 and / or the first methanol nozzle 142, the ratio of reformer gas to methanol supplied to the engine 200 can be controlled. Therefore, by designing the reformer nozzle 141 and / or the first methanol nozzle 142 to have adjustable flow rates, the mixing ratio of reformer gas and methanol supplied to the engine can be controlled in real time or periodically, thereby optimizing combustion efficiency and emission performance under different operating conditions.

[0077] In some embodiments, such as Figure 2As shown, the engine system 10 includes a pressure regulating valve 121, which is connected between the outlet of the reformer tank 400 and the intake end 200a of the engine 200. The pressure regulating valve 121 is used to control the flow rate of the reformer gas flowing through it. Thus, the pressure regulating valve 121 can adjust the flow rate of the reformer gas supplied to the intake end 200a of the engine 200 according to the real-time operating conditions (such as load and speed) of the engine 200, thereby achieving the adjustment of the fuel blending ratio.

[0078] In some embodiments, such as Figure 2 and Figure 3 As shown, the engine system 10 includes a three-way proportional valve 122. The first port of the three-way proportional valve 122 is connected to the exhaust end 200b of the engine 200, the second port of the three-way proportional valve 122 is connected to the inlet of the exhaust chamber 130, and the third port of the three-way proportional valve 122 is connected to the atmosphere or the carbon capture system 600. Thus, by controlling the opening of the three-way proportional valve 122, the exhaust gas flow from the exhaust end 200b of the engine 200 to the exhaust chamber 130 can be adjusted according to the heat demand of the reforming gas production module 100 (such as the need for heating during cold start and the need to maintain temperature during steady-state operation), thereby achieving the adjustment of the heating temperature of the evaporator chamber 120 and the first reaction chamber 140 and optimizing the waste heat utilization efficiency.

[0079] In some embodiments, such as Figure 2 and Figure 3 As shown, the engine system 10 includes an aftertreatment catalyst 800, which is connected between the exhaust end 200b of the engine 200 and the three-way proportional valve 122. The aftertreatment catalyst 800 is used to treat the engine exhaust to remove exhaust pollutants such as carbon monoxide and nitrogen oxides. This helps to increase the pollutant content in the final exhaust gas emitted by the vehicle 1 and also helps to increase the concentration of carbon dioxide captured by the carbon capture system 600.

[0080] In some embodiments, such as Figure 2 and Figure 3As shown, the engine system 10 includes a first common rail 131 and a second common rail 132. The first common rail 131 is connected between the methanol tank 300 and the intake end 200a of the engine 200. The first common rail 131 is used to store and stabilize the pressure of methanol pumped from the first pump 111 and to evenly distribute the methanol to one or more first methanol nozzles 142. The second common rail 132 is connected between the reformate tank 400 and the intake end 200a of the engine 200. The second common rail 132 is used to store and stabilize the reformate pressure from the reformate tank 400 and to evenly distribute the reformate to one or more reformate nozzles 141. In this way, the first common rail 131 and the second common rail 132 can, to a certain extent, eliminate the pulsation caused by pumping or pressure regulation, providing a continuous and stable fuel pressure to the first methanol nozzles 142 and the reformate nozzles 141.

[0081] In some embodiments, such as Figure 3 As shown, the engine system 10 includes an electronically controlled pressure relief valve 123, which is connected to the reformate tank 400 and is open to the atmospheric environment. Thus, when the pressure inside the reformate tank 400 exceeds a preset pressure threshold due to fluctuations in the production process or an increase in temperature, the electronically controlled pressure relief valve 123 can be controlled to open and release pressure, preventing overpressure in the reformate tank 400 and ensuring storage safety. Furthermore, under the control of the controller, the electronically controlled pressure relief valve 123 can achieve high-precision and high-response pressure relief, thereby reducing unnecessary fuel emissions to a certain extent.

[0082] In some embodiments, such as Figure 3 As shown, the engine system 10 includes a mechanical pressure relief valve 124, which is connected to the reformate tank 400 and is open to the atmospheric environment. Thus, when the pressure inside the reformate tank 400 exceeds a preset pressure threshold due to fluctuations in the production process or an increase in temperature, the operator can manually open the mechanical pressure relief valve 124 to release the pressure, thereby further ensuring the safety of reformate storage.

[0083] In some embodiments, the reforming gas tank 400 may be equipped with both a mechanical pressure relief valve 124 and an electrically controlled pressure relief valve 123, thus providing dual protection.

[0084] In some embodiments, such as Figure 2 and Figure 4As shown, the engine system 10 includes a turbocharger 700, which is connected to the intake end 200a and exhaust end 200b of the engine 200. The turbocharger 700 uses the high-temperature, high-pressure engine exhaust to drive a turbine, which in turn drives a coaxial compressor to pre-compress the gas (such as air or a methanol-reformed gas-air mixture) entering the intake end 200a of the engine 200. This helps to increase the intake volume density and improve the output power and torque of the engine 200.

[0085] In some embodiments, such as Figure 4 As shown, engine 200 includes a throttle valve 210, spark plug 220, ignition coil 230, and combustion chamber 240. The throttle valve 210 is located in the intake manifold of engine 200, allowing air to enter the intake manifold and then the combustion chamber 240. The ignition coil 230 is used to ignite the spark plug 220, thereby igniting the reformed gas and / or methanol in the combustion chamber 240.

[0086] In some embodiments, such as Figure 3 and Figure 4 As shown, the engine system 10 includes a first temperature and pressure sensor 151, a second temperature and pressure sensor 152, a temperature sensor 153, and a pressure sensor 154.

[0087] The first temperature and pressure sensor 151 is located at the intake end 200a of the engine 200 to detect the temperature and pressure of the engine intake air. The second temperature and pressure sensor 152 is located at the manifold of the engine 200 to detect the temperature and pressure within the manifold. The temperature sensor 153 is located at the exhaust end 200b of the engine 200 to detect the temperature of the engine exhaust. The pressure sensor 154 is connected to the reformer tank 400 to detect the pressure within the reformer tank 400.

[0088] In some embodiments, such as Figure 3 and Figure 4 As shown, vehicle 1 includes a controller 40, which is communicatively connected to heater 110, first pump 111, second pump 112, pressure regulating valve 121, three-way proportional valve 122, electronically controlled pressure relief valve 123, reformer nozzle 141, first methanol nozzle 142, second methanol nozzle 143, first temperature and pressure sensor 151, second temperature and pressure sensor 152, temperature sensor 153 and pressure sensor 154, throttle valve 210 and ignition coil 230 to realize automated control of engine system 10.

[0089] In some embodiments, during the cold pneumatic operation of the engine system 10, the controller 40 is configured to: when the ambient temperature is below 0°C, control the heater 110 to heat the catalyst to 250°C to 350°C, then control the second pump 112 to start, drawing methanol from the methanol tank 300 and delivering it to the second methanol nozzle 143, and then control the second methanol nozzle 143 to inject methanol into the evaporation chamber 120 for heating. Thus, the methanol vaporizes in the evaporation chamber and enters the reaction chamber, where it undergoes a catalytic reaction with the high-temperature catalyst to produce reformed gas.

[0090] In some embodiments, the controller 40 detects the pressure inside the reformate tank 400 in real time or periodically via the pressure sensor 154. During the cold pneumatic operation of the engine system 10, the controller 40 is configured to: when the pressure inside the reformate tank 400 reaches the starting pressure, control the pressure regulating valve 121 to open and control the reformate nozzle 141 to spray reformate gas into the intake end 200a of the engine 200. At the same time, control the first pump 111 to start, draw methanol from the methanol tank 300 and deliver it to the first methanol nozzle 142. Then, control the first methanol nozzle 142 to spray methanol into the intake end 200a of the engine 200, thereby achieving the co-firing of reformate gas and methanol.

[0091] In the above process, the controller 40 can also control the flow rate of the reforming gas nozzle 141 and / or the first methanol nozzle 142 to adjust the mixing ratio of reforming gas and methanol supplied to the engine. For example, the ratio of reforming gas to methanol can be negatively correlated with the ambient temperature.

[0092] Some embodiments of this application also provide a vehicle control method, which can be applied to the vehicle 1 and engine system 10 in any of the above embodiments. Please refer to... Figure 5 , Figure 5 This is a flowchart illustrating a vehicle control method provided for some embodiments of this application. The method includes steps S10 to S20.

[0093] In step S10, during ignition, when the ambient temperature is greater than or equal to a first preset temperature and less than or equal to a second preset temperature, the reformate generation module is controlled to generate reformate. The reformate tank is controlled to supply reformate to the engine, and the methanol tank is controlled to supply methanol to the engine.

[0094] For example, the first preset dimension is -40℃, and the second preset temperature is 10℃.

[0095] It is understandable that when the ambient temperature is greater than or equal to the first preset temperature and less than or equal to the second preset temperature, it can be determined that the ambient temperature is low and the engine system is unlikely to ignite the methanol directly. In this case, it is necessary to control the reforming gas production module to produce reforming gas, control the reforming gas tank to supply reforming gas to the engine, and control the methanol tank to supply methanol to the engine, thereby achieving engine ignition.

[0096] In step S20, during ignition, when the ambient temperature is greater than the second preset temperature, the methanol tank is controlled to supply methanol to the engine.

[0097] It is understandable that when the ambient temperature is higher than the second preset temperature, it can be determined that the ambient temperature is high and methanol can be directly ignited. Therefore, there is no need to produce reformed gas, and the methanol tank can be directly controlled to supply methanol to the engine.

[0098] Therefore, the vehicle control method of some embodiments of this application, by controlling the starting strategy under ignition conditions based on ambient temperature, helps to improve the reliability of cold starts of the engine system. Furthermore, it helps to improve the vehicle's adaptability to ambient temperature.

[0099] Please see Figure 6 , Figure 6 This is a flowchart illustrating another vehicle control method provided in some embodiments of this application. Step S10 includes steps S11 to S12.

[0100] In step S11, under ignition conditions, when the ambient temperature is greater than or equal to a first preset temperature and less than or equal to a second preset temperature, a first supply ratio of reformate to methanol is determined based on the ambient temperature. The first supply ratio is the ratio of the total calorific value of the reformate to the methanol.

[0101] For example, the first supply ratio is greater than or equal to 1:20 and less than or equal to 4:1.

[0102] In step S12, the reformer tank is controlled to supply reformer gas to the engine according to the first supply ratio, and the methanol tank is controlled to supply methanol to the engine.

[0103] In this way, the first supply ratio is determined according to the ambient temperature, and the output ratio of reforming gas and methanol is controlled according to the first supply ratio. This allows the vehicle to adjust the ratio of reforming gas when ignition is achieved in different low-temperature environments, thereby saving the amount of reforming gas used and thus helping to reduce the overall vehicle energy consumption.

[0104] In some embodiments, when the ambient temperature is greater than or equal to a first preset temperature and less than or equal to a second preset temperature, the first supply ratio is negatively correlated with the ambient temperature. Thus, under extremely cold conditions (such as close to -40°C), the first supply ratio can be increased to ensure smooth vehicle ignition and start-up, and when approaching the second preset temperature, the first supply ratio can be reduced (down to a minimum of 1:20) to save hydrogen production energy consumption.

[0105] Please see Figure 7 , Figure 7 A flowchart illustrating yet another vehicle control method provided in some embodiments of this application. The method further includes step S30.

[0106] In step S30, under operating conditions, the reforming gas production module is controlled to produce reforming gas; the second supply ratio of reforming gas to methanol is determined according to the engine water temperature, and the reforming gas tank is controlled to supply reforming gas to the engine according to the second supply ratio, and the methanol tank is controlled to supply methanol to the engine; the second supply ratio is the ratio of the total calorific value of reforming gas and methanol.

[0107] For example, the second supply ratio is greater than or equal to 1:20 and less than or equal to 4:1.

[0108] It should be noted that the operating conditions correspond to several normal operating conditions of the vehicle after ignition, such as warm-up condition, idling condition, constant speed driving condition, acceleration condition, and hill climbing condition.

[0109] It is understandable that the second supply ratio of reformed gas and methanol is determined by the engine coolant temperature, and the output ratio of reformed gas and methanol is controlled according to the second supply ratio, so that the vehicle maintains stable power under different operating conditions.

[0110] For example, after engine ignition and during warm-up, the engine coolant temperature is low. At this time, the second fuel supply ratio can be increased (e.g., to 4:1) to accelerate warm-up. When the coolant temperature rises, the second fuel supply ratio can be reduced, such as to 1:20, to improve the combustion performance of the mixed fuel and increase the engine's power output.

[0111] In some embodiments, the second supply ratio is negatively correlated with the engine 200's coolant temperature. This allows the second supply ratio to be adjusted according to the engine's energy demands under multiple operating conditions, which helps reduce the amount of reforming gas prepared and lower overall vehicle energy consumption.

[0112] Please see Figure 8 , Figure 8 This is a flowchart illustrating yet another vehicle control method provided in some embodiments of this application. Step S30 includes steps S31 and S32.

[0113] In step S31, under operating conditions, when the exhaust temperature of the engine is less than or equal to the fourth preset temperature, the heater is controlled to work, and the inlet of the exhaust chamber is controlled to be connected to the exhaust end of the engine.

[0114] For example, the fourth preset temperature is 300℃.

[0115] In step S32, under operating conditions, when the exhaust temperature of the engine is greater than the fourth preset temperature, the heater is controlled to close, and the inlet of the exhaust chamber is controlled to connect with the exhaust end of the engine.

[0116] In this way, by switching the heat source according to the engine's exhaust temperature, the waste heat of the engine exhaust can be fully utilized, reducing the energy consumption of reforming gas production.

[0117] Some embodiments of this application also provide an electronic device, which includes at least one processor and a memory. For example, the electronic device further includes a communication component. The processor, memory, and communication component are connected via a bus. In some embodiments, at least one processor executes computer execution instructions stored in memory, causing at least one processor to perform the vehicle control method described above. The specific implementation process of the processor can be found in the above method embodiments, and its implementation principle and technical effect are similar, so it will not be repeated here. In some embodiments, the processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in this application can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor. The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device. Buses can be Industry Standard Architecture (ISA) buses, Peripheral Component Interconnect (PCI) buses, or Extended Industry Standard Architecture (EISA) buses, etc. Buses can be categorized into address buses, data buses, control buses, etc.

[0118] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described vehicle control method. This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the aforementioned vehicle control method. Readable storage media can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Readable storage media can be any available medium that can be accessed by a general-purpose or special-purpose computer. For example, a readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device. The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs. In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0119] It is understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0120] It is understood that the various implementation methods described in this application can be implemented individually or in combination, and the embodiments of this application are not limited in this respect.

[0121] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the aforementioned method implementations, and will not be repeated here.

[0122] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An engine system, characterized in that, It includes an engine (200), a methanol tank (300), a reformate tank (400), and a reformate production module (100); the methanol tank (300) and the reformate tank (400) are both connected to the air intake end (200a) of the engine (200); The reforming gas production module (100) includes: a heater (110), an evaporation chamber (120), a tail gas chamber (130), and a first reaction chamber (140) stacked along a first direction. The heater (110) is provided at one end of the evaporation chamber (120) along the first direction, and the exhaust gas chamber (130) is provided at the other end of the evaporation chamber (120) along the first direction. The heater (110) is provided at one end of the first reaction chamber (140) along the first direction, and the exhaust gas chamber (130) is provided at the other end of the first reaction chamber (140) along the first direction. The inlet of the exhaust chamber (130) is connected to the exhaust end (200b) of the engine (200); The inlet of the evaporation chamber (120) is connected to the methanol tank (300); The inlet of the first reaction chamber (140) is connected to the outlet of the evaporation chamber (120), and the outlet of the first reaction chamber (140) is connected to the reforming gas tank (400).

2. The engine system according to claim 1, characterized in that, The reforming gas production module (100) is provided with a heat insulation plate (160) at at least one end along the first direction.

3. The engine system according to claim 1, characterized in that, The reforming gas production module (100) further includes: a second reaction chamber (150), wherein the second reaction chamber (150) and the first reaction chamber (140) are stacked along the first direction; The exhaust gas chamber (130) is provided at one end of the second reaction chamber (150) along the first direction, and the heater (110) is provided at the other end of the second reaction chamber (150) along the first direction. The outlet of the first reaction chamber (140) is connected to the reforming gas tank (400) through the second reaction chamber (150).

4. The engine system according to claim 3, characterized in that, A catalyst is provided in the first reaction chamber (140) and / or the second reaction chamber (150), the catalyst comprising a body and a catalyst attached to the surface of the body; The body includes multiple flow channels extending in the same direction; and / or, The body is a metal part or a silicon carbide part; and / or, The wall thickness of the body is greater than or equal to 2 mm and less than or equal to 4 mm; and / or, The catalyst includes one of copper-based catalysts, platinum-based catalysts, gold-based catalysts, chromium-based catalysts, ruthenium-based catalysts, nickel-based catalysts, cobalt-based catalysts, and zinc-based catalysts.

5. The engine system according to claim 3, characterized in that, It also includes a heat exchanger (500); the heat exchanger (500) has a first passage (510) and a second passage (520) that can exchange heat with each other; The second reaction chamber (150) is connected to the reforming gas tank (400) through the first passage (510); The inlet of the evaporation chamber (120) is connected to the methanol tank (300) through the second passage (520).

6. The engine system according to claim 1, characterized in that, Also includes: Carbon capture system (600); the inlet of the carbon capture system (600) is connected to the exhaust end (200b) of the engine (200) and the outlet of the exhaust chamber (130), respectively.

7. The engine system according to claim 6, characterized in that, The carbon capture system (600) includes: Collection module (610) for collecting exhaust gas from the exhaust end (200b) of the engine (200) and the exhaust chamber (130); A separation module (620) is connected to the collection module (610); the separation module (620) is used to separate carbon dioxide from the exhaust gas. A compression module (630) is connected to the separation module (620), and the compression module (630) is used to compress and store carbon dioxide.

8. The engine system according to claim 1, characterized in that, The engine system includes a first pump (111) connected between a first outlet of the methanol tank (300) and an intake end (200a) of the engine (200); and / or, The engine system includes a second pump (112) connected between the second outlet of the methanol tank (300) and the inlet of the evaporation chamber (120); and / or, The engine system includes a pressure regulating valve (121) connected between the outlet of the reformer tank (400) and the intake end (200a) of the engine (200), the pressure regulating valve (121) being used to control the flow rate of reformer gas flowing through the pressure regulating valve (121); and / or, The engine system includes a three-way proportional valve (122), the first port of which is connected to the exhaust end (200b) of the engine (200), the second port of which is connected to the inlet of the exhaust chamber (130), and the third port of which is connected to the atmosphere or a carbon capture system (600).

9. The engine system according to claim 1, characterized in that, The engine system includes an electronically controlled pressure relief valve (123), which is connected to the reformer tank (400) and is in communication with the atmospheric environment; and / or, The engine system includes a mechanical pressure relief valve (124) connected to the reformer tank (400) and in communication with the atmospheric environment.

10. The engine system according to claim 1, characterized in that, The engine system includes a reformer nozzle (141) located at the intake end (200a) of the engine (200) and connected to the reformer tank (400); the reformer nozzle (141) is used to spray reformed gas into the intake end (200a) of the engine (200), and the flow rate of the reformer nozzle (141) is adjustable; and / or, The engine system includes a first methanol nozzle (142), which is located at the air intake end (200a) of the engine (200) and connected to the methanol tank (300); the first methanol nozzle (142) is used to spray methanol onto the air intake end (200a) of the engine (200), and the flow rate of the first methanol nozzle (142) is adjustable.

11. A type of vehicle, Its characteristics include: Vehicle body (20); as well as An engine system (10), wherein the engine system (10) is the engine system (10) according to any one of claims 1-10, and the engine system (10) is disposed on the vehicle body (20).

12. A method for controlling a vehicle, characterized in that, The vehicle is the vehicle according to claim 11; The vehicle is in ignition mode; In the ignition condition, the method includes: When the ambient temperature is greater than or equal to the first preset temperature and less than or equal to the second preset temperature, the reforming gas production module is controlled to produce reforming gas; the reforming gas tank is controlled to supply reforming gas to the engine, and the methanol tank is controlled to supply methanol to the engine. When the ambient temperature is higher than the second preset temperature, the methanol tank is controlled to supply methanol to the engine.

13. The control method for an engine system according to claim 12, characterized in that, The control of supplying reforming gas from the reforming gas tank to the engine and controlling the supply of methanol from the methanol tank to the engine includes: Based on the ambient temperature, a first supply ratio of reformed gas to methanol is determined; wherein, the first supply ratio is the ratio of the total calorific value of the reformed gas and the methanol. According to the first supply ratio, the reforming gas tank is controlled to supply reforming gas to the engine, and the methanol tank is controlled to supply methanol to the engine.

14. The control method for an engine system according to claim 13, characterized in that, When the ambient temperature is greater than or equal to the first preset temperature and less than or equal to the second preset temperature, the first supply ratio is negatively correlated with the ambient temperature.

15. The control method for an engine system according to claim 12, characterized in that, The vehicle has operating conditions; In the aforementioned operating condition, the method further includes: The reforming gas production module is controlled to produce reforming gas; a second supply ratio of reforming gas to methanol is determined based on the engine's water temperature; the reforming gas tank is controlled to supply reforming gas to the engine according to the second supply ratio, and the methanol tank is controlled to supply methanol to the engine; wherein, the second supply ratio is the ratio of the total calorific value of the reforming gas and the methanol.

16. The control method for an engine system according to claim 15, characterized in that, The second supply ratio is negatively correlated with the engine's water temperature.

17. The control method for an engine system according to claim 15, characterized in that, The process of controlling the reforming gas production module to produce reforming gas includes: When the exhaust temperature of the engine is less than or equal to a fourth preset temperature, the heater is controlled to operate, and the inlet of the exhaust chamber is controlled to be connected to the exhaust end of the engine; and When the exhaust temperature of the engine is greater than the fourth preset temperature, the heater is turned off, and the inlet of the exhaust chamber is connected to the exhaust end of the engine.

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