Fuel direct combustion supply system for internal combustion engine

Abstract

The application discloses a fuel direct combustion supply system for an internal combustion engine and belongs to the technical field of fuel supply, in particular to the fuel direct combustion supply system for the internal combustion engine. The fuel direct combustion supply system for the internal combustion engine has good use effect. The application comprises a hydrogen-oxygen gas preparation part and a hydrogen-oxygen separation and cracking catalysis part, wherein the output port of the hydrogen-oxygen gas preparation part is connected with the hydrogen-oxygen gas input port of the hydrogen-oxygen separation and cracking catalysis part, and the output port of the hydrogen-oxygen separation and cracking catalysis part is the input port for combustion supply of the internal combustion engine.

Description

Technical Field

[0001] This invention belongs to the field of fuel supply technology, and particularly relates to a direct combustion fuel supply system for internal combustion engines. Background Technology

[0002] As is well known, the main environmental pollutants affecting human survival are carbon dioxide, sulfur dioxide, hydrocarbons, and nitrogen oxides, which have severely harmed people's physical and mental health. According to domestic and international statistics, over 75% of urban environmental pollution originates from the incomplete combustion of fossil fuels and biofuels. The generation of environmental pollution depends on the nature of the fuel used. Currently, most fuels are solid fossil fuels, biofuels, and liquid gasoline and diesel. Their main components, formally known as carbon monoxide, carbon dioxide, C5-C12 alkanes, and C15-C18 alkanes, are respectively incomplete and unstable combustion, resulting in high levels of carbon monoxide, carbon dioxide, sulfur dioxide, hydrocarbons, and nitrogen oxides in the exhaust gases, causing severe air pollution. This has brought two major, yet difficult-to-solve, hazards to humanity: first, the emission of carbon dioxide and hydrocarbons; and second, the emission of sulfur dioxide and nitrogen oxides, severely polluting the living environment upon which humans depend.

[0003] In response to the aforementioned major problem that has attracted worldwide attention, some countries have taken corresponding measures to reduce emissions. However, to date, this critical problem has not been fundamentally solved.

[0004] Hydrogen is an energy carrier. It can be produced on a large scale using stored and self-supplied water. The properties and energy of hydrogen can be utilized to create new and convertible energy sources, altering the structure of existing fossil and bioenergy sources. As a secondary energy source, hydrogen is not only highly efficient but also produces no waste such as carbon dioxide or sulfur dioxide, exhibiting characteristics of being clean, efficient, widely available, and renewable. Developing hydrogen energy is expected to become an important pathway to improve energy efficiency, reduce pollution emissions, decrease the consumption of fossil and bioenergy sources, ensure energy security, improve the ecological environment, and achieve diversified energy development.

[0005] Hydrogen energy is hailed as humanity's ultimate energy source, utilizing hydrogen catalysis to crack alcohol-based fuels, biofuels, and fossil fuels, providing oxygen-enriched combustion. By catalyzing and cracking all fuels with hydrogen, new molecular structures are generated, producing a superior new energy source. The reasons are: ① Water, as a renewable and inexhaustible resource, separates after the hydrogen-oxygen bond is broken, producing two gases: hydrogen and oxygen. Hydrogen cracking catalyzes and oxygen-enriched combustion. ② The new fuel produced after hydrogen cracking catalysis undergoes complete combustion, improving efficiency and increasing combustion power. ③ It does not affect the original combustion principle and environment, improving the combustion environment. ④ It can reduce emissions of carbon dioxide, sulfur dioxide, hydrocarbons, and nitrogen oxides by more than 85%. ⑤ It increases combustion power by more than 15%.

[0006] Therefore, the full utilization of hydrogen energy and the design of related equipment have always been issues of concern. Summary of the Invention

[0007] The present invention addresses the above-mentioned problems by providing a direct combustion fuel supply system for internal combustion engines with good performance.

[0008] The present invention includes a hydrogen and oxygen production section and a hydrogen and oxygen separation and cracking catalytic section, characterized in that the output port of the hydrogen and oxygen production section is connected to the hydrogen and oxygen input port of the hydrogen and oxygen separation and cracking catalytic section, and the output port of the hydrogen and oxygen separation and cracking catalytic section is the combustion supply input port of the internal combustion engine.

[0009] As a preferred embodiment, the hydrogen and oxygen production section of the present invention includes an aqueous hydrogen and oxygen generator 1 and a hydrogen and oxygen safety isolation control tank 4. The hydrogen and oxygen outlet 2 of the aqueous hydrogen and oxygen generator 1 is connected to the hydrogen and oxygen inlet 5 of the hydrogen and oxygen safety isolation control tank 4 through a hydrogen and oxygen supply pipeline 3. The hydrogen and oxygen outlet 6 of the hydrogen and oxygen safety isolation control tank 4 is connected to the input port of the hydrogen and oxygen separation and cracking catalytic section through a hydrogen and oxygen input next-stage pipeline 7.

[0010] As another preferred embodiment, the hydrogen-oxygen safety isolation control tank 4 of the present invention is provided with a hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8. The hydrogen-oxygen inlet 5 is connected to the upper end of the gas inlet pipe inside the hydrogen-oxygen safety isolation control tank 4, the lower end of the gas inlet pipe is placed at the lower part of the hydrogen-oxygen safety isolation control tank 4, the lower end of the gas inlet pipe is placed below the hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8, and the hydrogen-oxygen outlet 6 is placed above the hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8.

[0011] As another preferred embodiment, the lower end of the hydrogen-oxygen safety isolation control tank 4 of the present invention is provided with a lower pressure relief port 9, and an automatic pressure relief valve 10 for the hydrogen-oxygen safety isolation control tank is provided at the lower pressure relief port 9.

[0012] As another preferred embodiment, the explosion-proof diaphragm 8 of the hydrogen-oxygen safety isolation control tank of the present invention is a level four explosion-proof diaphragm.

[0013] As another preferred embodiment, the hydrogen-oxygen separation and cracking catalytic section of the present invention includes a hydrogen-oxygen separation tank 11, a cracking catalytic tank G, and a raw material cracker 28. The hydrogen-oxygen input separation tank interface 12 of the hydrogen-oxygen separation tank 11 is the hydrogen-oxygen input port of the hydrogen-oxygen separation and cracking catalytic section. The hydrogen outlet 13 of the hydrogen-oxygen separation tank 11 is connected to the hydrogen input cracking catalytic tank interface 21 of the cracking catalytic tank G through a hydrogen input cracking catalytic pipeline 14. The separation tank oxygen outlet 17 of the hydrogen-oxygen separation tank 11 is the output port of the hydrogen-oxygen separation and cracking catalytic section.

[0014] The raw material cracking catalytic gas inlet 22 of the cracking catalytic tank G is connected to the outlet of the raw material cracker 28 via the raw material cracking gas input catalytic tank connecting pipe 23.

[0015] As another preferred embodiment, the cracking catalytic tank output port 19 of the cracking catalytic tank G of the present invention is connected to the cracking catalytic fuel gas input interface 32 of the cracking catalytic fuel buffer tank 31 through the cracking catalytic new fuel tank output pipeline 20, and the cracking catalytic fuel gas output interface 33 of the cracking catalytic fuel buffer tank 31 is the internal combustion engine combustion supply interface 35.

[0016] As another preferred embodiment, the hydrogen-oxygen separator 11 of the present invention is provided with a hydrogen separation diaphragm plate 15 and an oxygen separation diaphragm plate 16, which are disposed on both sides of the hydrogen-oxygen input separator interface 12.

[0017] As another preferred embodiment, the hydrogen separation membrane plate 15 and the oxygen separation membrane plate 16 of the present invention are both three-layer membrane plates.

[0018] As another preferred embodiment, the cracking catalytic tank G of the present invention is provided with a cracking catalytic combustible gas screening and cooling baffle T. The hydrogen input cracking catalytic tank interface 21 and the raw material cracking catalytic gas inlet 22 are located below the cracking catalytic combustible gas screening and cooling baffle T, and the cracking catalytic tank outlet 19 of the cracking catalytic tank G is located above the cracking catalytic combustible gas screening and cooling baffle T.

[0019] As another preferred embodiment, the raw material pyrolyzer 28 of the present invention is a spiral tube.

[0020] As another preferred embodiment, the baffle T of the pyrolysis catalytic combustible gas sieving cooler of the present invention can be a molecular sieve plate.

[0021] As another preferred embodiment, the raw material pyrolyzer 28 of the present invention is provided with an oxidation-reduction heat recovery interface 25 and an oxidation-reduction heat output interface 29 on the raw material pyrolyzer insulation shell 27.

[0022] As another preferred option, the pyrolyzer protective shell 30 of the present invention can be made of iron and wrapped with thermal insulation cotton.

[0023] Secondly, the raw material pyrolyzer 28 of the present invention has a pyrolyzer protective shell 30 and a microwave heating part inside the raw material pyrolyzer insulation shell 27, and the microwave heating part is located on the outside of the pyrolyzer protective shell 30.

[0024] In addition, a temperature sensor C is provided inside the heat insulation shell 27 of the raw material pyrolyzer described in this invention.

[0025] The beneficial effects of this invention.

[0026] The hydrogen-oxygen separation and cracking catalytic section of this invention separates the gas output from the hydrogen and oxygen production section, while simultaneously cracking and catalyzing the raw materials. The treated gas is then supplied to an internal combustion engine, enabling the effective utilization of hydrogen energy and resulting in good environmental performance. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the present invention.

[0028] Figure 2 This is a schematic diagram of the structure of the hydrogen and oxygen production part of the present invention.

[0029] Figure 3 This is a schematic diagram of the hydrogen-oxygen separation and cracking catalytic section of the present invention.

[0030] Figure 4 This is a schematic diagram of the relevant parts of the cracked catalytic fuel buffer tank of the present invention.

[0031] In the diagram, 1 is the aqueous hydrogen-oxygen generator, 2 is the hydrogen-oxygen outlet, 3 is the hydrogen-oxygen supply pipeline, 4 is the hydrogen-oxygen safety isolation control tank, 5 is the hydrogen-oxygen inlet, 6 is the hydrogen-oxygen outlet, 7 is the next-level hydrogen-oxygen input pipeline, 8 is the fourth-level explosion-proof diaphragm of the hydrogen-oxygen safety isolation control tank, 9 is the lower pressure relief port of the hydrogen-oxygen safety isolation control tank, 10 is the automatic pressure relief valve of the hydrogen-oxygen safety isolation control tank, 11 is the hydrogen-oxygen separator, 12 is the hydrogen-oxygen input interface to the separator, 13 is the hydrogen outlet, 14 is the hydrogen input catalytic cracking pipeline, 15 is the hydrogen separation diaphragm plate, 16 is the oxygen separation diaphragm plate, 17 is the oxygen outlet of the separator, 18 is the oxygen combustion-supporting pipeline, 19 is the catalytic cracking tank outlet, and 20 is the catalytic cracking new fuel. The following are the components of the pyrolysis catalytic cracking tank: G is the pyrolysis catalytic combustible gas screening and cooling baffle; 21 is the hydrogen input interface to the pyrolysis catalytic cracking tank; 22 is the raw material pyrolysis catalytic gas inlet; 23 is the raw material pyrolysis gas input catalytic tank connection pipeline; 24 is the pyrolysis catalytic raw material inlet; 25 is the redox heat recovery interface; 26 and 26+ are microwave heating power supply wiring ports; 27 is the raw material pyrolysis unit insulation shell; 28 is the raw material pyrolysis unit (the raw material pyrolysis unit 28 can use a spiral tube to increase the area and absorb heat, ensuring the temperature during pyrolysis and gasification); 29 is the redox heat output interface; 30 is the pyrolysis unit protective shell (the pyrolysis unit protective shell can be made of iron and wrapped with insulation cotton); C is the temperature sensor (when the temperature reaches the set temperature...). 26, 26+ microwave heating power supply stopped heating), 31 is cracked catalytic fuel buffer tank, 32 is cracked catalytic fuel gas input interface, 33 is cracked catalytic fuel gas new cracked catalytic fuel gas output interface, 34 is new cracked catalytic fuel gas delivery pipeline, 35 is internal combustion engine combustion supply interface, 36 is internal combustion engine. Detailed Implementation

[0032] As shown in the figure, the present invention includes a hydrogen and oxygen production section and a hydrogen and oxygen separation and cracking catalytic section. The characteristic of the present invention is that the output port of the hydrogen and oxygen production section is connected to the hydrogen and oxygen input port of the hydrogen and oxygen separation and cracking catalytic section, and the output port of the hydrogen and oxygen separation and cracking catalytic section is an internal combustion engine combustion supply interface 35.

[0033] The hydrogen and oxygen production section includes an aqueous hydrogen and oxygen generator 1 and a hydrogen and oxygen safety isolation control tank 4. The hydrogen and oxygen outlet 2 of the aqueous hydrogen and oxygen generator 1 is connected to the hydrogen and oxygen inlet 5 of the hydrogen and oxygen safety isolation control tank 4 through a hydrogen and oxygen supply pipeline 3. The hydrogen and oxygen outlet 6 of the hydrogen and oxygen safety isolation control tank 4 is connected to the input port of the hydrogen and oxygen separation and cracking catalytic section through a hydrogen and oxygen input next-level pipeline 7.

[0034] The hydrogen-oxygen safety isolation control tank 4 is equipped with a hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8. The hydrogen-oxygen inlet 5 is connected to the upper end of the gas inlet pipe inside the hydrogen-oxygen safety isolation control tank 4. The lower end of the gas inlet pipe is located at the lower part of the hydrogen-oxygen safety isolation control tank 4 and is located below the hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8. The hydrogen-oxygen outlet 6 is located above the hydrogen-oxygen safety isolation control tank explosion-proof diaphragm 8.

[0035] The lower end of the hydrogen-oxygen safety isolation control tank 4 is provided with a lower pressure relief port 9, and an automatic pressure relief valve 10 is provided at the lower pressure relief port 9.

[0036] The explosion-proof diaphragm 8 of the hydrogen-oxygen safety isolation control tank is a level four explosion-proof diaphragm (i.e., four explosion-proof diaphragms 8 of the hydrogen-oxygen safety isolation control tank are arranged vertically along the hydrogen-oxygen safety isolation control tank 4).

[0037] The hydrogen-oxygen separation and cracking catalytic section includes a hydrogen-oxygen separation tank 11, a cracking catalytic tank G, and a raw material cracker 28. The hydrogen-oxygen input separation tank interface 12 of the hydrogen-oxygen separation tank 11 is the hydrogen-oxygen input port of the hydrogen-oxygen separation and cracking catalytic section. The hydrogen outlet 13 of the hydrogen-oxygen separation tank 11 is connected to the hydrogen input cracking catalytic tank interface 21 of the cracking catalytic tank G through a hydrogen input cracking catalytic pipeline 14. The separation tank oxygen outlet 17 of the hydrogen-oxygen separation tank 11 is the output port of the hydrogen-oxygen separation and cracking catalytic section.

[0038] The raw material cracking catalytic gas inlet 22 of the cracking catalytic tank G is connected to the outlet of the raw material cracker 28 via the raw material cracking gas input catalytic tank connecting pipe 23.

[0039] The cracking catalytic tank output port 19 of the cracking catalytic tank G is connected to the cracking catalytic fuel gas input interface 32 of the cracking catalytic fuel buffer tank 31 through the cracking catalytic new fuel tank output pipeline 20. The cracking catalytic fuel gas output interface 33 of the cracking catalytic fuel buffer tank 31 is the internal combustion engine combustion supply interface 35.

[0040] The hydrogen-oxygen separator 11 is equipped with a hydrogen separation diaphragm plate 15 and an oxygen separation diaphragm plate 16, which are located on both sides of the hydrogen-oxygen input separator interface 12.

[0041] Both the hydrogen separation diaphragm plate 15 and the oxygen separation diaphragm plate 16 are three-layer diaphragm plates (i.e., three layers of diaphragm plates arranged in the transverse direction).

[0042] The cracking catalytic tank G is equipped with a cracking catalytic combustible gas sieving cooler baffle T (the cracking catalytic combustible gas sieving cooler baffle T can be a molecular sieve plate, where the larger part of the incompletely cracked particles is blocked by the molecular sieve plate, and the fully cracked part can pass through the molecular sieve plate and then be output from the cracking catalytic tank outlet 19). The hydrogen input cracking catalytic tank interface 21 and the raw material cracking catalytic gas inlet 22 are located below the cracking catalytic combustible gas sieving cooler baffle T, and the cracking catalytic tank outlet 19 of the cracking catalytic tank G is located above the cracking catalytic combustible gas sieving cooler baffle T.

[0043] The raw material pyrolyzer 28 is a spiral tube.

[0044] The raw material pyrolyzer 28 has an oxidation-reduction heat recovery interface 25 and an oxidation-reduction heat output interface 29 on its raw material pyrolyzer insulation shell 27.

[0045] The raw material pyrolyzer 28 has a pyrolyzer protective shell 30 and a microwave heating part inside the raw material pyrolyzer insulation shell 27. The microwave heating part is located on the outside of the pyrolyzer protective shell 30.

[0046] A temperature sensor C is installed inside the insulation shell 27 of the raw material pyrolyzer.

[0047] The aqueous hydrogen-oxygen generator 1 can adopt the aqueous hydrogen-oxygen generator described in patent CN202110745935.2. Using this aqueous hydrogen-oxygen generator allows for easy integration and installation with other components onto the vehicle body, enabling the production of hydrogen and oxygen and catalytic cracking anytime, anywhere, providing fuel for combustion in the vehicle's internal combustion engine. This overcomes the drawbacks of low conversion efficiency and the dangers and difficulties associated with storing and transporting hydrogen.

[0048] This invention is suitable for internal combustion engines and direct combustion injection applications.

[0049] This invention is applicable to diesel and gasoline internal combustion engines. The feedstock input into the cracking catalyst feedstock inlet 24 can be fossil fuels, biofuels, methanol and alcohol-based fuels. After cracking and catalysis, the internal combustion engine can directly use combustion.

[0050] The working process of the present invention will be described below with reference to the accompanying drawings.

[0051] The gas is separated and hydrogen and oxygen are produced. The gas output from the gas separation unit enters the hydrogen and oxygen separator 11 for separation. The separated hydrogen is used as a catalyst, and the separated oxygen is used to directly assist combustion in the internal combustion engine.

[0052] The feedstock to be cracked is added through the cracking catalytic feedstock inlet 24. Cracking involves sending the feedstock to the feedstock cracker 28 (which heats the feedstock) for cracking and gasification. After gasification, the feedstock is mixed into the cracking catalytic tank G, where hydrogen is used to catalyze the gas, changing its structure and altering the molecular structure of the feedstock. The gas is then output to the cracking catalytic fuel buffer tank 31, and finally supplied to the internal combustion engine.

[0053] The heat released by the internal combustion engine is supplied to the raw material pyrolyzer 28 (the internal combustion engine exhaust pipe is connected to the oxidation-reduction heat recovery interface 25). When the temperature of the raw material pyrolyzer 28 is insufficient, the microwave heating power supplies 26 and 26+ are activated. The oxidation-reduction heat output interface 29 discharges the gas after heat exchange.

[0054] This invention provides a technical solution for self-supplied new energy sources in existing internal combustion engines without altering the original combustion principle; it improves the efficiency of the original combustion raw materials; the raw material resources are abundant, as hydrogen can be produced from water, which is the most abundant resource on Earth, demonstrating a classic process of natural material recycling and sustainable development, and solving problems such as incomplete combustion and excessive pollution emissions in existing internal combustion engines; it changes the energy application structure and solves various problems related to hydrogen fuel cell stack hydrogen refueling and application.

[0055] It is understood that the above specific description of the present invention is only for illustrating the present invention and is not limited to the technical solutions described in the embodiments of the present invention. Those with ordinary skills in the art should understand that the present invention can still be modified or equivalently replaced to achieve the same technical effect; as long as the use needs are met, they are all within the protection scope of the present invention.

Claims

1. A fuel direct combustion supply system for internal combustion engines, comprising a hydrogen-oxygen gas producing section and a hydrogen-oxygen separation and dissociation catalytic section, characterized in that: The output port of the hydrogen-oxygen gas preparation part is connected with the hydrogen-oxygen gas input port of the hydrogen-oxygen separation and catalytic cracking part, and the output port of the hydrogen-oxygen separation and catalytic cracking part is connected with the combustion supply interface of the internal combustion engine; The hydrogen-oxygen gas preparation part comprises a water agent hydrogen-oxygen generator (1) and a hydrogen-oxygen gas safety isolation control tank (4), the hydrogen-oxygen gas outlet (2) of the water agent hydrogen-oxygen generator (1) is connected with the hydrogen-oxygen gas input port (5) of the hydrogen-oxygen gas safety isolation control tank (4) through a hydrogen-oxygen gas supply pipeline (3), and the hydrogen-oxygen gas output port (6) of the hydrogen-oxygen gas safety isolation control tank (4) is connected with the input port of the hydrogen-oxygen separation and catalytic cracking part through a hydrogen-oxygen gas input next-stage pipeline (7). The hydrogen-oxygen separation and catalytic cracking part comprises a hydrogen-oxygen gas separation tank (11), a cracking catalytic tank body (G) and a raw material cracker (28), the hydrogen-oxygen gas input separation tank interface (12) of the hydrogen-oxygen gas separation tank (11) is the hydrogen-oxygen gas input port of the hydrogen-oxygen separation and catalytic cracking part, the hydrogen gas outlet (13) of the hydrogen-oxygen gas separation tank (11) is connected with the hydrogen gas input cracking catalytic tank body interface (21) of the cracking catalytic tank body (G) through a hydrogen gas input cracking catalytic pipeline (14), and the separation tank oxygen gas outlet (17) of the hydrogen-oxygen gas separation tank (11) is the output port of the hydrogen-oxygen separation and catalytic cracking part. The raw material cracking catalytic gas inlet (22) of the cracking catalytic tank body (G) is connected with the outlet of the raw material cracker (28) through a raw material cracking gas input catalytic tank connecting pipeline (23). The cracking catalytic tank output port (19) of the cracking catalytic tank body (G) is connected with the cracking catalytic fuel gas input interface (32) of a cracking catalytic fuel buffer tank (31) through a cracking catalytic new fuel tank output pipeline (20), and the cracking catalytic fuel gas output interface (33) of the cracking catalytic fuel buffer tank (31) is also connected with the combustion supply interface (35) of the internal combustion engine. The hydrogen-oxygen gas safety isolation control tank (4) is provided with a hydrogen-oxygen gas safety isolation control tank lower end pressure relief port (9) at the lower end, and the hydrogen-oxygen gas safety isolation control tank lower end pressure relief port (9) is provided with a hydrogen-oxygen gas safety isolation control tank automatic pressure relief valve (10).

2. The fuel direct combustion supply system for an internal combustion engine according to claim 1, characterized by: The hydrogen-oxygen gas safety isolation control tank (4) is provided with a hydrogen-oxygen gas safety isolation control tank explosion-proof diaphragm (8) inside, the hydrogen-oxygen gas input port (5) is connected with the upper end of an air inlet pipe inside the hydrogen-oxygen gas safety isolation control tank (4), the lower end of the air inlet pipe is arranged in the lower part of the hydrogen-oxygen gas safety isolation control tank (4), the lower end of the air inlet pipe is arranged below the hydrogen-oxygen gas safety isolation control tank explosion-proof diaphragm (8), and the hydrogen-oxygen gas output port (6) is arranged above the hydrogen-oxygen gas safety isolation control tank explosion-proof diaphragm (8).

3. The fuel direct-feeding system for internal combustion engines according to claim 1, characterized in that: The hydrogen-oxygen gas separation tank (11) is provided with a separation hydrogen gas diaphragm plate (15) and a separation oxygen gas diaphragm plate (16) inside, and the separation hydrogen gas diaphragm plate (15) and the separation oxygen gas diaphragm plate (16) are arranged on both sides of the hydrogen-oxygen gas input separation tank interface (12).

4. The fuel direct-feeding system for internal combustion engines according to claim 1, characterized in that: The cracking catalyst tank body (G) is provided with a cracking catalyst combustible gas screening cooler partition (T), the hydrogen input cracking catalyst tank body interface (21) and the raw material cracking catalyst gas inlet (22) are arranged below the cracking catalyst combustible gas screening cooler partition (T), and the cracking catalyst tank output (19) of the cracking catalyst tank body (G) is arranged above the cracking catalyst combustible gas screening cooler partition (T).

5. The fuel direct-feeding system for internal combustion engines according to claim 1, characterized in that: The raw material cracker (28) is provided with a raw material cracker heat preservation shell (27), and the raw material cracker heat preservation shell (27) is provided with a redox heat recovery interface (25) and a redox heat output interface (29).

6. The fuel direct-feeding system for internal combustion engines according to claim 1, characterized in that: The raw material cracker (28) is provided with a raw material cracker heat preservation shell (27), and the raw material cracker heat preservation shell (27) is provided with a redox heat recovery interface (25) and a redox heat output interface (29). The raw material cracker (28) is provided with a raw material cracker heat preservation shell (27), and the raw material cracker heat preservation shell (27) is provided with a redox heat recovery interface (25) and a redox heat output interface (29).

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