Carbon-based particle combustion energy conversion system of internal combustion engine

Abstract

The invention discloses an internal combustion engine carbon-based particle combustion energy conversion system which comprises a fuel supply unit used for conveying carbon-based particles to a transmission and distribution unit; the transmission and distribution unit is used for forming a carbon-based particle gas-solid two-phase flow with the carbon-based particles by taking oxygen or air as carrier gas and sending the carbon-based particle gas-solid two-phase flow to the injection unit; the injection unit is used for injecting the carbon-based particle gas-solid two-phase flow and ignition fuel into an air cylinder of the internal combustion engine in a time-sharing mode; the ignition unit is used for conducting graded ignition in a compression ignition or spark plug ignition mode, generated high-temperature and high-pressure gas pushes a piston to reciprocate, chemical energy is converted into heat energy in the process, then the heat energy is converted into mechanical energy, and finally the ship is driven to operate; and the control unit is used for cooperatively regulating and controlling the transmission and distribution unit and the injection unit by receiving internal combustion engine sensor data in real time so as to realize efficient combustion. The engine adopting the system can cover low-speed, medium-speed and high-speed intervals and can meet different ship power requirements.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, and more particularly to a carbon-based particle combustion energy conversion system for internal combustion engines. BACKGROUND

[0002] Currently, the utilization of carbon cycle-based fuels mainly focuses on converting biomass carbon into liquid or gaseous fuels, such as methanol and dimethyl ether, through chemical processes. This type of path usually relies on the continuous supply of green hydrogen and green electricity, involves multiple stages of energy conversion and transmission, causes significant energy loss, and results in low overall energy utilization efficiency. In addition, this method has a strong dependence on auxiliary green energy, and in practical applications, there are limitations in system complexity and economy, which restricts the overall utilization efficiency of carbon resources.

[0003] For the application scenario of marine engines, the special operating environment such as limited engine room space and high standards of system safety and reliability therefore puts forward more stringent requirements for the stability of fuel supply and the compactness of the engine system. Currently, the mainstream fuel for marine engines is still liquid fossil fuel such as heavy oil and diesel, which meets the needs of energy density and transportation convenience, but has high carbon emissions in the whole life cycle and faces increasing pressure from environmental regulations. The aforementioned liquid / gaseous biofuels have defects such as high production cost and imperfect supply chain, making it difficult to meet the future large-scale, low-cost decarbonization needs of ships. Therefore, it is of great significance to improve the fuel for marine engines and explore a path for direct use of solid biomass carbon. In fact, powdered solid fuel (such as coal powder) has been widely used in power plant boilers, but the median particle size (D 50 ) of the particles is usually greater than 50 μm to ensure the safety of transportation, which results in a small specific surface area and limits the pyrolysis and combustion rate, making it unsuitable for direct application in marine engines which have higher requirements for transient response and combustion efficiency. These limitations seriously hinder the practical application of carbon-based particle fuel in marine engines. Therefore, developing a fuel delivery system that matches the requirements and can overcome particle agglomeration and achieve precise supply is crucial for promoting the application of this advanced fuel in the field of marine power. SUMMARY

[0004] The present application aims to overcome the above-mentioned defects in the prior art and provide a carbon-based particle combustion energy conversion system for internal combustion engines. First, the use of small-particle-size carbon-based particles can ensure burnout time and combustion efficiency. Furthermore, to avoid the problem of agglomeration of small particles during application, the present application designs a carrier gas delivery and uniformization method to avoid agglomeration defects. Based on the improved carrier gas delivery method, an ignition unit is further designed to adapt to the new application of carbon-based particles as engine fuel through compression ignition or ignition.

[0005] To achieve the above object, the technical scheme of the present application is as follows: A carbon-based particle combustion energy conversion system of an internal combustion engine, comprising a fuel supply unit, a delivery unit, a spraying unit, an ignition unit and a control unit; the fuel supply unit is used to send carbon-based particles to the delivery unit; the carbon-based particles include at least one of bio-based particles, coal-based particles and composite particles, and the particle size median D 50 is 10-40 μm; the bio-based particles include at least one of biochar particles and biomass particles; the raw material of the composite particles includes at least two of biochar, biomass and coal; the delivery unit is provided with a first input end and a second input end, the first input end is connected with the output end of the fuel supply unit for receiving the carbon-based particles, and the second input end is used to receive oxygen or air, and the oxygen or air is used as a carrier gas to form a carbon-based particle gas-solid two-phase flow with the carbon-based particles and send the carbon-based particle gas-solid two-phase flow to the spraying unit; the spraying unit is provided with a third input end and a fourth input end, the third input end is connected with the output end of the delivery unit for receiving the carbon-based particle gas-solid two-phase flow, and the fourth input end is used to receive a pilot fuel, and the carbon-based particle gas-solid two-phase flow and the pilot fuel are injected into the cylinder of the internal combustion engine in a time-sharing manner; the ignition unit is used to perform staged ignition by compression ignition or spark plug ignition; wherein the pilot fuel is first ignited by compression or spark plug to form a high-temperature kernel, and then ignites the carbon-based particles in the carbon-based particle gas-solid two-phase flow for combustion, the high-temperature and high-pressure gas generated pushes the piston to reciprocate, converts chemical energy into heat energy and then into mechanical energy, and finally drives the ship to run; the control unit receives sensor data arranged on the internal combustion engine in real time, cooperatively regulates the delivery unit and the spraying unit, and adjusts the concentration of the carbon-based particle gas-solid two-phase flow and the supply amount of the carbon-based particle gas-solid two-phase flow and the pilot fuel in real time to realize efficient combustion.

[0006] Optionally, the system further comprises an exhaust gas treatment unit, an input end of the exhaust gas treatment unit is connected with an exhaust pipe of the cylinder; the exhaust gas treatment unit comprises a particle recovery device and an ash collection device connected in series; the particle recovery device adopts a cyclone separator, the exhaust gas obtained through the ignition unit is introduced into the cyclone separator, and gas and unburned carbon-based particles are separated, the unburned carbon-based particles are returned to the input end of the delivery unit; the ash collection device adopts a ceramic fiber filter or a bag-type dust collector, the gas treated through the cyclone separator is introduced into the ceramic fiber filter or the bag-type dust collector to capture ash.

[0007] Optionally, the method for preparing the biochar particles comprises: crushing and sieving the biomass raw material, pyrolyzing the obtained biomass powder, and then freezing, ball milling and sieving to obtain the biochar particles; the biochar particles have a calorific value of 20-35 MJ / kg.

[0008] Optionally, the method for preparing the composite particles comprises: mixing at least two of biochar, biomass and coal as raw materials, and then ball milling and sieving to obtain the composite particles.

[0009] Optionally, the biomass comprises one or more of agricultural and forestry waste such as rice husk, wood chips and straw.

[0010] Optionally, the pyrolysis temperature is 550-750℃, and the pyrolysis time is 1-3 h.

[0011] Optionally, the freezing temperature is -15 to -5℃, and the freezing time is 3-5 h.

[0012] Optionally, the ball milling medium is zirconia balls, the ball milling speed is 300-500 r / min, and the ball milling time is 10-20 h.

[0013] Optionally, the feeding and distributing unit adopts a fluidizer, oxygen or air is introduced into the lower part of the hopper of the fluidizer as a carrier gas, the carbon-based particles are fluidized through the perforated plate of the fluidizer to form a carbon-based particle gas-solid two-phase flow and are sent to the injection unit, and the volume concentration of the carbon-based particles in the carbon-based particle gas-solid two-phase flow is 0.5%-2%.

[0014] Optionally, when the carbon-based particle gas-solid two-phase flow is injected, the injection unit adopts a ring-slit nozzle, when the pilot fuel is injected, the injection unit adopts a fuel nozzle, and after the injection is completed, the mass-volume ratio of the pilot fuel to the carbon-based particles in the carbon-based particle gas-solid two-phase flow in the cylinder of the internal combustion engine is (1-5):(5-20); when the injection unit injects the carbon-based particle gas-solid two-phase flow, the flow rate is 5-50 kg / h and the injection pressure is 5-20 MPa; when the injection unit injects the pilot fuel, the flow rate is 0.5-5 kg / h and the injection pressure is 50-60 MPa; and the pilot fuel comprises one of diesel, methanol and hydrogen.

[0015] Optionally, in the ignition unit, the air-fuel ratio is 1.3:1-1.5:1, and the combustion temperature is 1300-1550℃.

[0016] Optionally, the delivery unit regulates the intake air amount and the carbon-based particle delivery amount based on real-time analysis of the control unit on the crankshaft position, load, temperature and / or pressure data of the internal combustion engine, to adjust the ratio of the carbon-based particles to the carrier gas, and mix the carbon-based particles with the carrier gas to form a carbon-based particle gas-solid two-phase flow and deliver it to the injection unit, to control the carbon-based particle gas-solid two-phase flow concentration in real time.

[0017] Optionally, the injection unit triggers the injection action at the set operating point based on real-time analysis of the control unit on the crankshaft angle signal, and dynamically controls the injection advance angle, injection rate and injection time, to inject the carbon-based particle gas-solid two-phase flow and the pilot fuel into the cylinder of the internal combustion engine in the ignition unit in a time-sharing manner, to adjust the supply amount of the carbon-based particle gas-solid two-phase flow and the pilot fuel in real time.

[0018] The application also discloses a marine current-carrying engine comprising the internal combustion engine carbon-based particle combustion energy conversion system.

[0019] Optionally, the marine current-carrying engine is a two-stroke compression ignition engine or a four-stroke spark ignition engine.

[0020] The application has the following beneficial effects: The application innovatively uses carbon-based particles with a median particle size D 50 The carbon-based particles with a median particle size D BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 The figure is a preparation flowchart of the carbon-based particles.

[0022] Figure 2 The figure is a schematic diagram of the internal combustion engine carbon-based particle combustion energy conversion system. DETAILED DESCRIPTION

[0023] The application will be further described in conjunction with specific embodiments, but not in any way limit the application.

[0024] The application discloses a carbon-based particle combustion energy conversion system for internal combustion engine, comprising a fuel supply unit, a delivery unit, a injection unit, an ignition unit and a control unit; the fuel supply unit is used for sending carbon-based particles to the delivery unit; the carbon-based particles include at least one of bio-based particles, coal-based particles and composite particles, and the particle size median D 50 is 10-40 μm; the bio-based particles include at least one of biochar particles and biomass particles; the raw materials of the composite particles include at least two of biochar, biomass and coal; the delivery unit is provided with a first input end and a second input end, the first input end is connected with the output end of the fuel supply unit for receiving the carbon-based particles, and the second input end is used for receiving oxygen or air, and the oxygen or air is used as a carrier gas to form a carbon-based particle gas-solid two-phase flow with the carbon-based particles and send the carbon-based particle gas-solid two-phase flow to the injection unit; the injection unit is provided with a third input end and a fourth input end, the third input end is connected with the output end of the delivery unit for receiving the carbon-based particle gas-solid two-phase flow, and the fourth input end is used for receiving a pilot fuel, and the carbon-based particle gas-solid two-phase flow and the pilot fuel are injected into the cylinder of the internal combustion engine in a time-sharing manner; the ignition unit is used for grading ignition by compression ignition or spark plug ignition; wherein the pilot fuel is first ignited by compression or spark plug to form a high-temperature kernel, and then ignites the carbon-based particles in the carbon-based particle gas-solid two-phase flow for combustion, the high-temperature and high-pressure gas generated pushes the piston to reciprocate, converts chemical energy into heat energy and then into mechanical energy, and finally drives the ship to run; the control unit receives sensor data arranged on the internal combustion engine in real time, cooperatively controls the delivery unit and the injection unit, adjusts the concentration of the carbon-based particle gas-solid two-phase flow and the supply amount of the carbon-based particle gas-solid two-phase flow and the pilot fuel in real time, so as to realize efficient combustion.

[0025] In an embodiment, the preparation method of the biochar particles comprises: crushing and sieving the biomass raw material, pyrolyzing the obtained biomass powder, and then freezing, ball milling and sieving to obtain the biochar particles; and the calorific value of the carbon-based particles is 20-35 MJ / kg.

[0026] In an embodiment, the preparation method of the composite particles comprises: mixing at least two of biochar, biomass and coal as raw materials, ball milling and sieving to obtain the composite particles.

[0027] In an embodiment, the biomass includes one or more of rice husk, sawdust and straw.

[0028] In an embodiment, the pyrolysis temperature is 550-750 ℃, and the pyrolysis time is 1-3 h.

[0029] In a specific embodiment, the freezing temperature is -15~ -5℃, and the freezing time is 3~5h.

[0030] In a specific embodiment, the ball milling is performed by a planetary ball mill.

[0031] In a specific embodiment, the ball milling medium is zirconia ball, the rotation speed is 300~500r / min, and the ball milling time is 10~20h.

[0032] Specifically, the particle size of the carbon particles is usually required to be ≥85% of particles passing through 200 mesh (≤74 μm), and the particle size distribution D 50 v50 is between 60~90 μm. In actual operation, the air-fuel ratio (mass ratio of air to coal powder) is controlled to be 1.6:1~1.9:1 (corresponding to an air excess coefficient of about 1.25~1.35). The present application can realize a significant reduction in the particle size of carbon particles by crushing, pyrolysis, freezing, ball milling and sieving, and obtain carbon-based particles with a median particle size D 50 v50 of 10~40 μm, i.e., ≥85% of carbon-based particles passing through 500 mesh (≤25 μm), significantly increasing the specific surface area and the reaction rate of carbon-based particles in the combustion stage, realizing rapid and sufficient combustion, and making it suitable for marine engine environments with extreme requirements for combustion speed and efficiency; at the same time, the drying and pyrolysis process of smaller particles is significantly shortened compared to large particles, the homogeneous ignition delay period is greatly shortened, and the flame stability is enhanced, which is beneficial to realizing rapid and stable ignition and energy release within the millisecond working cycle of the engine.

[0033] In a specific embodiment, since the combustion efficiency of traditional large-particle coal powder is significantly affected by the gas flow rate, which is dominated by the diffusion rate of oxygen to the particle surface during the combustion process, a higher gas flow rate can effectively thin the gas boundary layer by enhancing turbulence, thereby greatly improving the mass transfer rate of oxygen and the removal rate of reaction products, and accelerating the combustion reaction. However, too high a gas flow rate will shorten the limited residence time of coal powder in the furnace, which may result in incomplete combustion of the particles. Therefore, in actual operation, the best balance between strengthening diffusion and ensuring burnout time needs to be sought to achieve the highest combustion efficiency. For the present application, the median particle size D 50The carbon-based particles are 10-40 μm in size, and due to their high reactivity, the sensitivity to the relative velocity difference between the gas and solid phases is reduced, so that high-efficiency combustion can be maintained even at a high turbulent intensity. This makes it possible to achieve full burnout without a high air-fuel ratio in the engine combustion chamber. Therefore, in the ignition unit of the present application, the air-fuel ratio is controlled to be 1.3:1-1.5:1 (corresponding to an air excess coefficient of 1.05-1.15), and a lower excess air coefficient means a higher combustion temperature (reducing flue gas heat absorption) and smaller heat loss. Compared with the actual temperature of the coal dust flame zone, which is 1200-1400℃, the combustion temperature in the ignition unit is further controlled to be 1300-1550℃ in the present application, thereby improving the overall thermal efficiency of the system. That is, the present application further improves the overall thermal efficiency of the system by adjusting the air-fuel ratio and the combustion temperature.

[0034] In a specific embodiment, the system further comprises an exhaust gas treatment unit, the input end of the exhaust gas treatment unit being connected to the exhaust pipe of the cylinder; the exhaust gas treatment unit comprises a particle recovery device and an ash collection device connected in series.

[0035] In a specific embodiment, the particle recovery device uses a cyclone separator, and the exhaust gas obtained through the ignition unit is introduced into the cyclone separator to separate the gas and unburned carbon-based particles, and the unburned carbon-based particles are returned to the input end of the feeding and distribution unit.

[0036] In a specific embodiment, the method for returning the unburned carbon-based particles to the input end of the feeding and distribution unit comprises: a standpipe is connected below the discharge port of the cyclone separator, and the unburned carbon-based particles are blown into the standpipe through the discharge port of the cyclone separator to form a material seal in the standpipe; the bottom of the standpipe is connected to a return pipe, and the unburned carbon-based particles are continuously blown back to the input end of the feeding and distribution unit in a controllable state with the aid of fluidizing air or conveying air.

[0037] In a specific embodiment, the ash collection device uses a ceramic fiber filter or a bag-type dust collector, and the gas obtained through the cyclone separator is introduced into the ceramic fiber filter or the bag-type dust collector to capture the ash, thereby effectively preventing the accumulation of ash in the cylinder or downstream components.

[0038] In a specific embodiment, the feeding and distribution unit uses a fluidizer, and oxygen or air is introduced into the lower part of the hopper of the fluidizer as a carrier gas, the carbon-based particles are fluidized through the perforated plate of the fluidizer to form a carbon-based particle gas-solid two-phase flow, and then the flow is conveyed to the injection unit by the outlet conveying air.

[0039] In a specific embodiment, the volume concentration of the carbon-based particles in the carbon-based particle gas-solid two-phase flow is 0.5%-2%.

[0040] In a specific embodiment, when the carbon-based particle gas-solid two-phase flow is injected, the nozzle used by the injection unit is an annular slit nozzle; when the pilot fuel is injected, the nozzle used by the injection unit is a fuel nozzle, and the mass-volume ratio of the pilot fuel to the carbon-based particles in the carbon-based particle gas-solid two-phase flow in the cylinder of the internal combustion engine after injection is (1-5):(5-20).

[0041] In a specific embodiment, the material of the annular slit nozzle can be selected from an anti-abrasion material.

[0042] Specifically, the annular slit nozzle used by the present application is composed of two inner and outer pipe sleeves, forming a concentric annular gap channel. When the central main channel transports the carbon-based particle gas-solid two-phase flow, the outer annular gap channel transports a pure, high-speed protective gas (usually air or oxygen). The gas curtain of the outer layer forms a gas lining to prevent solid particles from directly scouring and wearing the nozzle wall; at the same time, the interaction between the central gas flow and the outer gas flow helps to keep the particles suspended and clean the nozzle outlet, preventing particles from adhering and accumulating on the edge of the outlet.

[0043] In a specific embodiment, when the injection unit injects the carbon-based particle gas-solid two-phase flow, the flow rate is 5-50 kg / h, and the injection pressure is 5-20 MPa; when the injection unit injects the pilot fuel, the flow rate is 0.5-5 kg / h, and the injection pressure is 50-60 MPa.

[0044] In a specific embodiment, the pilot fuel includes one of diesel, methanol, and hydrogen.

[0045] In a specific embodiment, based on the real-time analysis of the control unit on the crankshaft position, load, temperature, and / or pressure data of the internal combustion engine, the delivery unit adjusts the throttle opening (controls the intake amount), the EGR valve (controls the exhaust gas recirculation), and the amount of carbon-based particles delivered to adjust the ratio of carbon-based particles to carrier gas, and mixes carbon-based particles with carrier gas to form a carbon-based particle gas-solid two-phase flow and deliver it to the injection unit, to control the concentration of the carbon-based particle gas-solid two-phase flow in real time and ensure that it is within the flammable range.

[0046] In a specific embodiment, based on the real-time analysis of the control unit on the crankshaft angle signal of the internal combustion engine, the injection unit triggers the injection action at a set operating point (such as the end of the compression stroke), and dynamically controls the injection advance angle, injection rate, and injection time, to inject the carbon-based particle gas-solid two-phase flow and the pilot fuel into the cylinder of the internal combustion engine in the ignition unit in a time-sharing manner, to adjust the supply amount of the carbon-based particle gas-solid two-phase flow and the pilot fuel in real time.

[0047] In a specific embodiment, the oxygen content in the combustion zone can be controlled by an air distribution device (such as CFS, OFA) to reduce the temperature in the local high-temperature zone and prevent ash melting; the air-pulverized coal distribution can be balanced to ensure uniform air-pulverized coal distribution for each burner and avoid flame deflection and erosion of the furnace wall; the excess air coefficient can be controlled to maintain the oxygen content at the furnace outlet at 3%-4% (excess air coefficient of about 1.2) to avoid reducing the ash melting point in a reducing atmosphere (oxygen deficiency); high-ash-point coal (such as anthracite) or additives such as limestone and kaolin can be added to the ash and slag generated after the combustion of carbon-based particles to increase the ash melting temperature.

[0048] In a specific embodiment, the fuel supply unit includes a storage tank, the outlet end of the storage tank is connected to the delivery and distribution unit through a pipeline with a double valve set; the pipeline is preferably a wear-resistant flexible pipeline; the double valve set is an upper and lower isolation valve and a metering valve. Specifically, the fuel supply unit can realize temporary storage and supply through a normal pressure or slightly positive pressure storage tank. The outlet end of the storage tank is connected to the delivery and distribution unit through a pipeline, a gas locking and metering mechanism composed of a double valve set (an upper and lower isolation valve and a metering valve), and carbon-based particles are stably delivered to the delivery and distribution unit in a controllable manner by gravity or supplemented with a small amount of fluidizing gas.

[0049] The application also discloses a marine current-carrying type engine comprising the internal combustion engine carbon-based particle combustion energy conversion system according to any embodiment of the application.

[0050] Specifically, the application innovatively designs a fluidized current-carrying delivery and direct in-cylinder injection system based on active carrier gas in view of the characteristics of carbon-based particles, such as easy agglomeration, difficult stable delivery and ignition, and combines with time-sharing injection and staged ignition strategies. The scheme ensures the formation of homogeneous and stable gas-solid two-phase flow through fluidization technology, avoids premixing risk and strengthens combustion through direct in-cylinder injection; and realizes reliable ignition, gradient combustion and pollution control through the cooperative mode of first injecting ignition fuel to form a core and then injecting particle main fuel, so that efficient, stable and clean combustion of carbon-based particle fuel is realized in the environment of a marine engine.

[0051] In a specific embodiment, the marine current-carrying type engine is a two-stroke compression ignition engine or a four-stroke ignition engine.

[0052] In a specific embodiment, the engine system of the application can cover low-speed, medium-speed and high-speed ranges and can adapt to different ship power requirements.

[0053] In a specific embodiment, the marine current-carrying type engine is suitable for one of a diesel engine, a hydrogen fuel engine, an ammonia fuel engine and a methanol fuel engine.

[0054] In a specific embodiment, the engine system of the present application can be applied to engine platforms provided by various internal combustion engine manufacturers, including but not limited to MAN, Cummins, WINGD, Shangchai, Dachai, Guangchai, Zichai, Weichai, etc.

[0055] The above-described embodiments only express several embodiments of the present application, which are described in a more specific and detailed manner, but should not be understood as limiting the scope of the patent application. It should be noted that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of protection of the present application. Therefore, the scope of protection of the patent of the present application should be subject to the appended claims.

Claims

1. An internal combustion engine carbon-based particulate combustion energy conversion system characterized by, The system comprises a fuel supply unit, a delivery unit, a spraying unit, an ignition unit and a control unit; The fuel supply unit is configured to supply carbon-based particles to the delivery unit, wherein the carbon-based particles include at least one of bio-based particles, coal-based particles, and composite particles, and a particle size median D 50 is in a range of 10-40 μm, the bio-based particles include at least one of biochar particles and biomass particles, and raw materials of the composite particles include at least two of biochar, biomass, and coal. The delivery unit is provided with a first input end and a second input end, the first input end is connected with the output end of the fuel supply unit for receiving the carbon-based particles, and the second input end is used for receiving oxygen or air and forming carbon-based particle gas-solid two-phase flow with the carbon-based particles as carrier gas and sending to the spraying unit; The spraying unit is provided with a third input end and a fourth input end, the third input end is connected with the output end of the delivery unit for receiving carbon-based particle gas-solid two-phase flow, and the fourth input end is used for receiving pilot fuel, and the carbon-based particle gas-solid two-phase flow and the pilot fuel are injected into the cylinder of the internal combustion engine in a time-sharing manner; The ignition unit is used for grading ignition by compression ignition or spark plug ignition; wherein the pilot fuel is first ignited by compression ignition or spark plug to form a high-temperature ignition core, and then ignites the carbon-based particles in the carbon-based particle gas-solid two-phase flow for combustion, the high-temperature and high-pressure gas generated pushes the piston reciprocating motion, converts chemical energy into heat energy and then into mechanical energy, and finally drives the ship to run; The control unit receives sensor data set on the internal combustion engine in real time, cooperates with the delivery unit and the spraying unit, adjusts the concentration of carbon-based particle gas-solid two-phase flow and the supply amount of carbon-based particle gas-solid two-phase flow and pilot fuel in real time, so as to realize efficient combustion.

2. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1 wherein, The system further comprises an exhaust treatment unit, the input end of the exhaust treatment unit is connected with the exhaust pipe of the cylinder; the exhaust treatment unit comprises a particle recovery device and an ash collection device connected in series; The particle recovery device adopts a cyclone separator, the exhaust gas obtained through the ignition unit is introduced into the cyclone separator, and the gas and unburned carbon-based particles are separated, and the unburned carbon-based particles are returned to the input end of the delivery unit; The ash collection device adopts a ceramic fiber filter or a bag-type dust collector, and the gas treated by the cyclone separator is introduced into the ceramic fiber filter or the bag-type dust collector to capture ash.

3. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1 wherein, The preparation method of the biochar particles comprises: crushing and sieving the biomass raw material, pyrolyzing the obtained biomass powder, and then freezing, ball milling and sieving to obtain the biochar particles; the calorific value of the biochar particles is 20-35 MJ / kg; The preparation method of the composite particles comprises: mixing at least two of biochar, biomass and coal as raw materials, and then ball milling and sieving to obtain the composite particles; The biomass comprises one or more of rice husk, sawdust and straw; The pyrolysis temperature is 550-750℃; the pyrolysis time is 1-3h; The freezing temperature is-15--5℃, and the freezing time is 3-5h; The ball milling medium is zirconia ball; the rotation speed of the ball mill is 300-500r / min; and the ball milling time is 10-20h.

4. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1, wherein, The delivery and distribution unit adopts a fluidizer, and oxygen or air is introduced into the lower part of the hopper of the fluidizer as a carrier gas, the carbon-based particles are fluidized through the porous plate of the fluidizer, a carbon-based particle gas-solid two-phase flow is formed, and is sent to the injection unit; The volume concentration of the carbon-based particles in the carbon-based particle gas-solid two-phase flow is 0.5% to 2%.

5. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1 wherein, When the carbon-based particle gas-solid two-phase flow is injected, the injection unit adopts a ring-slit nozzle; when the pilot fuel is injected, the injection unit adopts a fuel nozzle, and after the injection is completed, the mass-volume ratio of the pilot fuel to the carbon-based particles in the carbon-based particle gas-solid two-phase flow in the cylinder of the internal combustion engine is (1-5):(5-20); When the injection unit injects the carbon-based particle gas-solid two-phase flow, the flow rate is 5-50 kg / h, and the injection pressure is 5-20 MPa; When the injection unit injects the pilot fuel, the flow rate is 0.5-5 kg / h, and the injection pressure is 50-60 MPa; The pilot fuel includes one of diesel, methanol, and hydrogen.

6. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1, wherein, In the ignition unit, the air-fuel ratio is 1.3:1 to 1.5:1, and the combustion temperature is 1300-1550°C.

7. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1 wherein, Based on the real-time analysis of the crankshaft position, load, temperature, and / or pressure data of the internal combustion engine by the control unit, the delivery and distribution unit adjusts the air intake, the delivery amount of the carbon-based particles, to adjust the ratio of the carbon-based particles to the carrier gas, mixes the carbon-based particles with the carrier gas to form a carbon-based particle gas-solid two-phase flow, and delivers the carbon-based particle gas-solid two-phase flow to the injection unit, to control the concentration of the carbon-based particle gas-solid two-phase flow in real time.

8. The internal combustion engine carbon-based particulate combustion energy conversion system of claim 1, wherein, Based on the real-time analysis of the crankshaft angle signal of the internal combustion engine by the control unit, the injection unit triggers the injection action at a set operating point, dynamically controls the injection advance angle, the injection rate, and the injection time, and injects the carbon-based particle gas-solid two-phase flow and the pilot fuel into the cylinder of the internal combustion engine in the ignition unit in a time-sharing manner, to adjust the supply amount of the carbon-based particle gas-solid two-phase flow and the pilot fuel in real time.

9. A marine current generator, characterised in that, The internal combustion engine carbon-based particle combustion energy conversion system includes the internal combustion engine carbon-based particle combustion energy conversion system according to any one of claims 1-8.

10. The marine current generator engine of claim 9, wherein, The marine current-carrying engine is a two-stroke compression ignition engine or a four-stroke spark-ignition engine.

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