CO2 recovery device

Abstract

The present invention provides a CO2 recovery device that can improve the efficiency of CO2 adsorption performance in a CO2 adsorption filter, regardless of vehicle speed. [Solution] The CO2 recovery device 30 is mounted on the vehicle 1 and comprises a bumper face opening 2A, CO2 adsorption filters 21-23, and filter inlet wind speed control means 10. The CO2 adsorption filters 21-23 are located downstream of the bumper face opening 2A, and the filter inlet wind speed control means 10 varies the wind speed of the airflow entering the CO2 adsorption filters 22 and 23. The CO2 adsorption filters 21-23 are each positioned at different locations along the first direction in which the airflow passes. The filter inlet wind speed control means 10 varies the wind speed entering the CO2 adsorption filters 22 and 23, which are located behind the CO2 adsorption filter 21 along the first direction.

Description

Technical Field

[0006] , , ,

[0005] , ,

[0001] The present disclosure relates to a CO2 recovery device mounted on a vehicle.

Background Art

[0002] Various technologies for recovering CO2 in the atmosphere for environmental protection have been proposed. Among them, in recent years, technologies for mounting a CO2 recovery device on a vehicle and actively recovering CO2 in the outside air have been proposed (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When recovering CO2 in the atmosphere, a CO2 adsorption filter is often used. On the other hand, through the studies by the inventors of the present application, it has been found that there is a speed range in which the adsorption of CO2 is highly efficient in the air flow passing through the CO2 adsorption filter.

[0005] In view of this point, the present disclosure has been made, and an object thereof is to provide a CO2 recovery device mounted on a vehicle, which can improve the CO2 adsorption performance in a CO2 adsorption filter with high efficiency regardless of the vehicle speed.

Means for Solving the Problems

[0006] To achieve the above objective, the CO2 recovery device according to the present disclosure is a CO2 recovery device mounted on a vehicle, comprising: a driving air intake section; a plurality of CO2 adsorption filters arranged downstream of the driving air intake section; and filter inlet wind speed control means, wherein at least two of the plurality of CO2 adsorption filters are arranged at different positions along a first direction in which the driving air flows, and the filter inlet wind speed control means is characterized in that it varies the wind speed entering at least one of the plurality of CO2 adsorption filters that is located rearward along the first direction. [Effects of the Invention]

[0007] According to this disclosure, the CO2 adsorption performance of the CO2 adsorption filter can be made more efficient regardless of vehicle speed. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram of a vehicle according to the first embodiment. [Figure 2] This is a schematic diagram showing the main components of the filter inlet air velocity control mechanism as viewed from the front. [Figure 3A] This figure shows the relationship between gas flow velocity and CO2 capture efficiency. [Figure 3B] This figure shows the relationship between gas flow velocity and CO2 capture amount. [Figure 4] The CO2 capture procedure is shown in the flowchart. [Figure 5A] This figure shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during low-speed driving. [Figure 5B] This figure shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during high-speed driving. [Figure 6] This is a flowchart showing the CO2 recovery procedure according to the second embodiment. [Figure 7A] This figure shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during low-speed driving. [Figure 7B] This figure shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during medium-speed driving. [Figure 7C]This figure shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during high-speed driving. [Modes for carrying out the invention]

[0009] Embodiments of the present disclosure will be described below with reference to the drawings. The following description of preferred embodiments is illustrative in nature and is not intended to limit the present disclosure, its applications, or its uses.

[0010] (First Embodiment) [Configuration of CO2 capture system] Figure 1 is a schematic diagram of a vehicle according to the first embodiment. Figure 2 is a schematic diagram of the main part of the filter inlet air velocity control means viewed from the front. For the sake of clarity, in Figures 1 and 2, parts that are not directly related to the technology of this disclosure (filter inlet air velocity control means) are omitted or simplified in illustration, description, or both.

[0011] As shown in Figure 1, vehicle 1 has a high-voltage battery (HV-BT) 3, an inverter (INV) 4, and an ECU 5. In addition, the engine compartment 2 of vehicle 1 contains a motor (MOTOR) 6, a low-voltage battery (LV-BT) 7, an anemometer (VS) 8, a filter drive unit (FDU) 11, a filter control unit (FCU) 12, and a radiator 40. The first to third filters 21 to 23 are located between the bumper face opening 2A, which is the air intake section, and the radiator 40. The first to third filters 21 to 23 are each connected to a rail 13. If vehicle 1 is a BEV (Battery Electric Vehicle) without an engine, the terminal voltage of the high-voltage battery 3 is, for example, around 300V to 800V. If vehicle 1 is a HEV (Hybrid Electric Vehicle) with an engine, the terminal voltage of the high-voltage battery 3 is 48V or higher. Furthermore, the terminal voltage of the low-voltage battery 7 is approximately 12V.

[0012] During normal driving of the vehicle 1, DC power is supplied from the high-voltage battery 3 to the inverter 4 via the high-voltage line 9A according to a command from the ECU 5 or another ECU (not shown). The DC power is converted into AC power by the inverter 4. The AC power is supplied to the motor 6 via the high-voltage line 9A, and the motor 6 rotates. The vehicle 1 travels forward at a speed corresponding to the rotation of the motor 6. At this time, traveling wind (see FIGS. 5A and 5B) enters the interior of the engine room 2 from the bumper face opening 2A. A part of the traveling wind flows from the bumper face opening 2A toward the radiator 40. Further, the wind speed sensor 8 measures the wind speed of the traveling wind. When a headwind blows from the front of the vehicle 1 during the vehicle 1 is traveling, this headwind is added to the traveling wind. In the following description, the direction in which the traveling wind flows may be referred to as the first direction. In the present specification, the first direction is the same direction as the front-rear direction.

[0013] As shown in FIG. 2, the first filter 21 slides in the left-right direction by an annular electric drive belt 13A provided on the rail 13. Although not shown, the second filter 22 and the third filter 23 also slide in the left-right direction by the electric drive belt 13A provided on the rail 13, respectively. Rotating shafts 13B parallel to the front-rear direction are provided at both ends of the electric drive belt 13A.

[0014] The filter drive unit 11 is driven according to a command from the filter control unit 12. The filter drive unit 11 corresponding to the example shown in FIG. 2 is a motor connected to at least one of the two rotating shafts 13B, and the filter control unit 12 is a motor driver that drives the motor. Further, the drive power of the filter drive unit 11 and the filter control unit 12 is supplied from the low-voltage battery 7 via the low-voltage line 9B. Although the voltage of the low-voltage battery 7 in the present embodiment is 12V, it is not particularly limited thereto.

[0015] In the filter drive unit 11, in this case, when the motor rotates, the electric drive belt 13A connected to the two rotary shafts 13B rotates. In response to this rotation, the first to third filters 21 to 23 arranged on the upper surface of the rail 13 slide in the left - right direction respectively. Also, depending on the rotation direction of the motor, the slide direction of each of the first to third filters 21 to 23, that is, whether it is to the right or left, is determined. Further, the wind speed measured by the wind speed sensor 8 is input to the ECU 5 via the signal line 9C, and a control signal including the wind speed is input from the ECU 5 to the filter control unit 12 via the low - voltage line 9B.

[0016] The first to third filters 21 to 23 are CO2 adsorption filters mainly composed of a CO2 adsorbent as the main constituent material. Therefore, in the following description, the first to third filters 21 to 23 may be referred to as CO2 adsorption filters 21 to 23 respectively. The CO2 adsorbent is a known material, for example, composed of porous diatomaceous earth, zeolite, activated carbon, etc.

[0017] Also, the means composed of the ECU 5, the filter drive unit 11, the filter control unit 12 and the rail 13 may be referred to as the filter inlet wind speed control means 10. Further, the CO2 recovery device 30 is composed of the bumper face opening 2A which is the traveling wind introduction part, the first to third filters 21 to 23, and the filter inlet wind speed control means 10.

[0018] [Findings Leading to the Present Disclosure] Figure 3A is a diagram showing the relationship between the gas flow rate and the CO2 capture rate. Figure 3B is a diagram showing the relationship between the gas flow rate and the CO2 capture amount. In Figure 3A, the CO2 capture rate of the filter made of the aforementioned CO2 adsorbent is shown, and in Figure 3B, the CO2 capture amount by the filter made of the same CO2 adsorbent is shown.

[0019] The inventors of this application have found that when a gas containing CO2 passes through a filter, the CO2 capture efficiency changes in accordance with the change in gas flow rate, as shown in Figure 3A. Specifically, they found that when the gas flow velocity is low, the CO2 capture efficiency is nearly constant at a value close to 100%, whereas when the gas flow velocity exceeds a predetermined speed, the CO2 capture efficiency decreases as the gas flow velocity increases.

[0020] Furthermore, in response to this phenomenon, as shown in Figure 3B, the amount of CO2 captured increases as the gas flow velocity increases, but beyond a certain flow velocity, the rate of increase in CO2 captured amount with respect to gas flow velocity decreases, and conversely, the amount of CO2 captured decreases as the flow velocity increases even further.

[0021] Further consideration of these findings revealed that at a certain gas flow velocity, the CO2 adsorption efficiency of the filter becomes the same as the velocity at which it becomes highly efficient. If we call this velocity V1, then by controlling the airflow velocity entering the filter to be equal to or close to V1, it becomes possible to maintain high efficiency in CO2 adsorption by the filter.

[0022] The technology disclosed herein is based on this knowledge and specifically controls the airflow velocity of the air entering the CO2 adsorption filter using a filter inlet airflow velocity control means 10. The details are described below.

[0023] [CO2 Capture Procedure] Figure 4 is a flowchart of the CO2 recovery procedure. Figure 5A shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during low-speed driving. Figure 5B shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during high-speed driving. In the following, it is assumed that vehicle 1 is driving normally, that is, driving forward. In addition, along the first direction, which is the direction of airflow while driving, the first filter 21 is located closest to the bumper face opening 2A, the third filter 23 is located closest to the radiator 40, and the second filter 22 is located between the first filter 21 and the third filter 23.

[0024] First, the wind speed V of the airflow is detected by the wind speed sensor 8 while the vehicle 1 is in motion (step S1). As mentioned above, the ECU 5 may calculate the wind speed V based on the output signal of the wind speed sensor 8.

[0025] Next, the ECU 5 determines whether the wind speed V is lower than the velocity V0 (step S2). The velocity V0 is the same value as the velocity V1 mentioned above, or close to the velocity V1. V0 > V1 is also acceptable, but it is preferable that V0 is lower than the velocity range in which the amount of CO2 collected decreases with gas flow velocity (see Figure 3B).

[0026] If the result of step S2 is positive, that is, if the wind speed V is lower than the speed V0, then it can be said that vehicle 1 is traveling at a low speed. In other words, when vehicle 1 is traveling at a low speed, the CO2 adsorption efficiency of each of the first to third filters 21 to 23 will be high.

[0027] In this case, the ECU 5 further determines whether the first to third filters 21 to 23 are in overlapping positions (step S3). Here, "overlapping positions" means that, as shown in Figure 5B, the first to third filters 21 to 23 are positioned at different locations along the first direction, and when viewed from the front, the first to third filters 21 to 23 are positioned to overlap.

[0028] If the judgment result in step S3 is negative, in other words, if the first to third filters 21 to 23 are arranged in parallel, return to step S1.

[0029] On the other hand, if the judgment result in step S3 is positive, that is, if the first to third filters 21 to 23 are in overlapping positions, the filter drive unit 11 is driven by a command from the filter control unit 12 to move the first to third filters 21 to 23 so that they are in parallel positions (step S4). After step S4 is completed, the process returns to step S1. Here, "parallel arrangement" means that, as shown in Figure 5A, the first to third filters 21 to 23 are arranged in different positions along the first direction, but when viewed from the front, the first to third filters 21 to 23 are arranged so that they do not overlap each other.

[0030] When the first to third filters 21 to 23 are arranged in parallel during low-speed driving, as mentioned above, the CO2 adsorption efficiency of each of the first to third filters 21 to 23 is high. Therefore, as shown in Figure 5A, the sum of the CO2 adsorbed by the first to third filters 21 to 23 can be increased.

[0031] If the result of the judgment in step S2 is negative, that is, if the wind speed V is greater than or equal to the speed V0, then it can be said that vehicle 1 is traveling at high speed. In this case, ECU 5 further determines whether the first to third filters 21 to 23 are arranged in parallel (step S5). If the result of the judgment in step S5 is negative, in other words, if the first to third filters 21 to 23 are arranged in overlapping positions, the process returns to step S1.

[0032] On the other hand, if the judgment result in step S5 is positive, that is, if the first to third filters 21 to 23 are arranged in parallel, the filter drive unit 11 is driven by a command from the filter control unit 12 to move the first to third filters 21 to 23 so that they are arranged in overlapping positions (step S6). After step S6 is completed, the process returns to step S1.

[0033] When vehicle 1 is traveling at a low speed, as shown in Figure 5A, by arranging the first to third filters 21 to 23 in parallel, the wind speed of the airflow entering each of the first to third filters 21 to 23 will be lower than or close to the aforementioned speed V1. In other words, CO2 is adsorbed in each of the first to third filters 21 to 23 with high adsorption efficiency.

[0034] When vehicle 1 is traveling at high speed, as shown in Figure 5B, by arranging the first to third filters 21 to 23 in an overlapping configuration, the wind speed of the airflow entering the first filter 21 becomes higher than the aforementioned speed V1. As a result, CO2 is adsorbed in the first filter 21 under conditions where the adsorption efficiency is not high.

[0035] Meanwhile, the airflow that has been decelerated after passing through the first filter 21 enters the second filter 22, and the airflow that has been further decelerated after passing through the second filter 22 enters the third filter 23. As a result, the airflow velocity entering the second filter 22 and the airflow velocity entering the third filter 23 become close to the speed V1, and CO2 is adsorbed in each with improved adsorption efficiency.

[0036] When the first to third filters 21 to 23 are arranged in parallel during high-speed driving, the sum of the CO2 adsorption amounts by the first to third filters 21 to 23 is only about three times the amount of CO2 adsorbed by the first filter 21, as shown in Figure 5B. On the other hand, when the first to third filters 21 to 23 are arranged in overlapping configurations during high-speed driving, the CO2 adsorption amounts by the second filter 22 and the third filter 23 can be increased compared to that of the first filter 21. In other words, as shown in Figure 5B, the sum of the CO2 adsorption amounts by the first to third filters 21 to 23 can be increased by overlapping the first to third filters 21 to 23 during high-speed driving.

[0037] Furthermore, whether the first to third filters 21 to 23 are arranged in overlapping or parallel configurations, the airflow that passes through the first to third filters 21 to 23 will reach the radiator 40. This ensures that the radiator 40 is reliably cooled while the vehicle 1 is in motion. Also, when the first to third filters 21 to 23 are arranged in parallel, as shown in Figure 5A, they are positioned at different locations along the first direction so that an airflow path to the radiator 40 is formed.

[0038] [Effects, etc.] As described above, the CO2 recovery device 30 according to this embodiment is mounted on a vehicle 1 and includes a bumper face opening (air intake section) 2A, a plurality of CO2 adsorption filters 21 to 23, and a filter inlet air velocity control means 10.

[0039] CO2 adsorption filters 21-23 are located downstream of the bumper face opening 2A, and the filter inlet wind speed control means 10 varies the wind speed of the airflow entering the CO2 adsorption filters 22 and 23. In this specification, "variable wind speed" means making the wind speed of the airflow at the point of entering one CO2 adsorption filter different from the wind speed measured by the wind speed sensor 8. More specifically, when the vehicle 1 is traveling at high speed, the wind speed of the airflow at the point of entering one CO2 adsorption filter is reduced to a level lower than the wind speed measured by the wind speed sensor 8.

[0040] The CO2 adsorption filters 21 to 23 are each positioned at different locations along the direction of airflow (first direction). The filter inlet air velocity control means 10 also varies the air velocity entering the CO2 adsorption filters 22 and 23, which are located behind CO2 adsorption filter 21 along the first direction.

[0041] Furthermore, the filter inlet air velocity control means 10 controls the arrangement of the CO2 adsorption filters 21 to 23 so that when the vehicle 1 is traveling at a low speed, the CO2 adsorption filters 21 to 23 are arranged in parallel with respect to the first direction, and when the vehicle is traveling at a low speed, the CO2 adsorption filters 21 to 23 are arranged in overlapping positions.

[0042] According to this embodiment, the CO2 adsorption performance of the CO2 adsorption filters 21-23 can be made highly efficient regardless of the vehicle speed of the vehicle 1. In particular, even when high-speed driving with a high wind speed V acts to reduce the CO2 adsorption efficiency of the CO2 adsorption filters 21-23, the decrease in wind speed entering the CO2 adsorption filters 22 and 23 can be suppressed, thereby increasing the amount of CO2 adsorbed. Furthermore, since the amount of CO2 collected while the vehicle 1 is in motion can be increased, it can contribute to environmental protection.

[0043] The CO2 adsorption filters 21-23 are preferably most efficient at low speeds, and more specifically, when the wind speed V is less than or equal to speed V1. Speed ​​V1 is the wind speed at which the CO2 adsorption rate by the CO2 adsorption filters is approximately the same as the CO2 adsorption rate when each of the CO2 adsorption filters 21-23 is installed individually.

[0044] By arranging the CO2 adsorption filters 21-23 in parallel during low-speed driving, each of the CO2 adsorption filters 21-23 maintains a high CO2 adsorption efficiency, thereby increasing the amount of CO2 adsorbed. In other words, the CO2 adsorption performance of the CO2 adsorption filters 21-23 can be made highly efficient during low-speed driving.

[0045] The CO2 adsorption filters 21 to 23 are preferably positioned in front of the radiator 40, and more preferably are positioned at different locations along the first direction so that when the CO2 adsorption filters 21 to 23 are arranged in parallel, an air passage to the radiator 40 is formed.

[0046] First, the CO2 recovery device 30 is designed so that airflow from the vehicle is reliably drawn in through the bumper face opening 2A. Since the radiator 40 is located behind the CO2 adsorption filters 21-23, after this airflow has passed through them, the airflow reliably hits the radiator 40, allowing it to be cooled.

[0047] Furthermore, even when CO2 adsorption filters 21 to 23 are arranged in parallel, the arrangement of each CO2 adsorption filter 21 to 23 is adjusted so that an air passage to the radiator 40 is formed, ensuring that the airflow reaches the radiator 40 reliably. In addition, it becomes easier to control the wind speed V of the airflow before it reaches the radiator 40.

[0048] (Second Embodiment) Figure 6 is a flowchart showing the CO2 recovery procedure according to the second embodiment. Figure 7A shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during low-speed driving. Figure 7B shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during medium-speed driving. Figure 7C shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during high-speed driving. For the sake of explanation, in Figures 6 and 7A to 7C, the same reference numerals are used for parts that are the same as in the first embodiment, and detailed explanations are omitted.

[0049] The CO2 recovery device 30 in this embodiment differs from the CO2 recovery device 30 shown in the first embodiment in that it further includes a fourth filter 24. Although not shown, the first to fourth filters 21 to 24 are each arranged on the upper surface of the rail 13, similar to the arrangement shown in Figure 1. Furthermore, the first to fourth filters 21 to 24 are arranged at different positions along the first direction. Specifically, along the first direction, the first to fourth filters 21 to 24 are arranged in this order from the side closest to the bumper face opening 2A.

[0050] According to this embodiment, the arrangement of the first to fourth filters 21 to 24 can be changed more precisely than in the first embodiment 1, depending on the wind speed V of the airflow, and more specifically, the driving speed of the vehicle 1, thereby improving the efficiency of CO2 adsorption performance. The following explanation will be given with reference to the flowchart shown in Figure 4. In this embodiment as well, it is assumed that the vehicle 1 is traveling forward. Also, as in the first embodiment, the CO2 adsorption efficiency of each of the first to fourth filters 21 to 24 is high when the vehicle 1 is traveling at a low speed.

[0051] The process in step S11 is the same as in step S1 shown in Figure 4, so its explanation is omitted.

[0052] Next, the ECU 5 determines whether the wind speed V is lower than the velocity V01 (step S12). The velocity V01 is the same value as the velocity V0 mentioned above, or close to the velocity V0. V01 > V0 is acceptable, but it is preferable that V01 is lower than the velocity range in which the amount of CO2 collected decreases with gas flow velocity (see Figure 3B).

[0053] If the result of the judgment in step S12 is positive, that is, if the wind speed V is lower than the speed V01, then it can be said that vehicle 1 is traveling at a low speed. In this case, the ECU 5 further determines whether the first to fourth filters 21 to 24 are arranged in four rows (step S13). Here, "arranged in four rows" means that, as shown in Figure 7A, the first to fourth filters 21 to 24 are arranged at different positions along the first direction, while when viewed from the front, the first to fourth filters 21 to 24 are arranged so that they do not overlap each other.

[0054] If the result of the judgment in step S13 is positive, in other words, if the first to fourth filters 21 to 24 are arranged in four columns, the process returns to step S11. On the other hand, if the result of the judgment in step S13 is negative, that is, if the first to fourth filters 21 to 24 are not arranged in four columns, the filter drive unit 11 is driven by a command from the filter control unit 12 to move the first to fourth filters 21 to 24 so that they are arranged in four columns (step S14). After the completion of step S14, the process returns to step S11.

[0055] When the first to fourth filters 21 to 24 are arranged in four rows during low-speed driving, as mentioned above, the CO2 adsorption efficiency is high in each of the first to fourth filters 21 to 24, and the amount of CO2 adsorbed can be increased. Therefore, as shown in Figure 7A, the sum of the CO2 adsorbed by the first to fourth filters 21 to 24 can be increased.

[0056] If the determination result in step S12 is negative, that is, when the wind speed V is greater than or equal to the speed V01, the ECU 5 determines whether the wind speed V is lower than the speed V02 (> V01) (step S15).

[0057] If the determination result in step S15 is affirmative, that is, when V01 ≤ V < V02, it can be said that the vehicle 1 is traveling at a medium speed. In this case, the ECU 5 further determines whether the first to fourth filters 21 to 24 are arranged in a two-row double arrangement (step S16). If the determination result in step S16 is affirmative, that is, when the first to fourth filters 21 to 24 are arranged in a two-row double arrangement, the process returns to step S11.

[0058] Here, the "two-row double arrangement" means that, as shown in FIG. 7A, the first to fourth filters 21 to 24 are arranged at different positions along the first direction, while when viewed from the front, the first filter 21 and the second filter 22 overlap, and the third filter 23 and the fourth filter 24 overlap. In this case, when viewed from the front, the first filter 21 and the third filter 23 are arranged so as not to overlap.

[0059] On the other hand, if the determination result in step S15 is negative, that is, when the first to fourth filters 21 to 24 are not arranged in a two-row double arrangement, the filter drive unit 11 is driven according to a command from the filter control unit 12 to move the first to fourth filters 21 to 24 so that they are arranged in a two-row double arrangement (step S17). After the end of step S17, the process returns to step S11.

[0060] When the vehicle 1 is traveling at a medium speed, as shown in FIG. 7B, if the first to fourth filters 21 to 24 are arranged in a two-row double arrangement, the wind speed of the traveling wind entering the first filter 21 and the third filter 23 becomes higher than the aforementioned speed V01. Therefore, in the first filter 21 and the third filter 23, CO2 is adsorbed in a state where the adsorption efficiency is not high.

[0061] Meanwhile, the decelerated airflow that has passed through the first filter 21 enters the second filter 22, and the decelerated airflow that has passed through the third filter 23 enters the fourth filter 24. As a result, the airflow velocity entering the second filter 22 and the airflow velocity entering the third filter 23 become close to the speed V01, and CO2 is adsorbed in each with improved adsorption efficiency.

[0062] When the first to fourth filters 21 to 24 are arranged in four rows during medium-speed driving, the sum of the CO2 adsorption amounts by the first to fourth filters 21 to 24 is only about four times the amount of CO2 adsorbed by the first filter 21, as shown in Figure 7B. On the other hand, when the first to fourth filters 21 to 24 are arranged in two rows in a double configuration during medium-speed driving, the amount of CO2 adsorbed by the second filter 22 and the fourth filter 24 can be made larger than the amount of CO2 adsorbed by the first filter 21 and the third filter 23. In other words, as shown in Figure 7B, the sum of the CO2 adsorbed by the first to fourth filters 21 to 24 can be made larger.

[0063] On the other hand, if the result of the judgment in step S15 is positive, that is, if V ≥ V02, then it can be said that vehicle 1 is traveling at high speed. In this case, ECU 5 further determines whether the first to fourth filters 21 to 24 are arranged in a single row of four (step S18). If the result of the judgment in step S18 is positive, in other words, if the first to fourth filters 21 to 24 are arranged in a single row of four, the process returns to step S11.

[0064] Here, "single-row quadruple arrangement" means that, as shown in Figure 7A, the first to fourth filters 21 to 24 are arranged at different positions along the first direction, while when viewed from the front, the first to fourth filters 21 to 24 are arranged to overlap each other.

[0065] On the other hand, if the result of the judgment in step S18 is negative, that is, if the first to fourth filters 21 to 24 are not arranged in a single row of four, the filter drive unit 11 is driven by a command from the filter control unit 12 to move the first to fourth filters 21 to 24 so that they are arranged in a single row of four (step S19). After the completion of step S19, the process returns to step S11.

[0066] When vehicle 1 is traveling at high speed, as shown in Figure 7C, if the first to fourth filters 21 to 24 are arranged in a single row of four, the wind speed of the airflow entering the first filter 21 will be higher than the aforementioned speed V01. Therefore, CO2 is adsorbed in the first filter 21 at a low adsorption efficiency.

[0067] On the other hand, the airflow that has been decelerated after passing through the first filter 21 enters the second filter 22, the airflow that has been decelerated after passing through the second filter 22 enters the third filter 23, and the airflow that has been decelerated after passing through the third filter 23 enters the fourth filter 24. As a result, the airflow speed entering the second to fourth filters 22 to 24 decreases in this order. In other words, the airflow speed entering the second to fourth filters 22 to 24 approaches the speed V01, and CO2 is adsorbed in each of them with improved adsorption efficiency.

[0068] When the first to fourth filters 21 to 24 are arranged in four rows during high-speed driving, the sum of the CO2 adsorption amounts by the first to fourth filters 21 to 24 is only about four times the amount of CO2 adsorbed by the first filter 21, as shown in Figure 7C. On the other hand, when the first to fourth filters 21 to 24 are arranged in a single row of four during high-speed driving, the CO2 adsorption amounts by the second to fourth filters 22 to 24 can be made significantly larger than that of the first filter 21. In other words, as shown in Figure 7C, the sum of the CO2 adsorption amounts by the first to fourth filters 21 to 24 can be increased.

[0069] Furthermore, in all cases where the first to fourth filters 21 to 24 are arranged in four rows, in a double arrangement of two rows, or in a quadruple arrangement of a single row, the airflow that has passed through the first to fourth filters 21 to 24 will hit the radiator 40. This ensures that the radiator 40 is reliably cooled while the vehicle 1 is in motion. Also, when the first to fourth filters 21 to 24 are arranged in four rows, as shown in Figure 7A, they are positioned at different locations along the first direction so that an air passage to the radiator 40 is formed.

[0070] (Other embodiments) The arrangement of the first to third filters 21 to 23 in the first embodiment is not particularly limited to those shown in Figures 5A and 5B. For example, when the vehicle 1 is traveling at a medium speed, the first filter 21 and the second filter 22 may be arranged to overlap when viewed from the front, while the first filter 21 and the third filter 23 may be arranged not to overlap.

[0071] Furthermore, the arrangement of the first to fourth filters 21 to 24 in the second embodiment is not particularly limited to those shown in Figures 7A to 7C. For example, when the vehicle 1 is traveling at a speed between medium and high speed, the first to third filters 21 to 23 may be arranged so that they overlap each other when viewed from the front, while the first filter 21 and the fourth filter 24 may be arranged so that they do not overlap.

[0072] Furthermore, the number of CO2 adsorption filters provided in the CO2 recovery device 30 may be two or more than four. In the case of two filters, depending on the wind speed V of the airflow while driving, the two CO2 adsorption filters may be arranged so that they overlap when viewed from the front, or so that they do not overlap.

[0073] Considering the above, it can be said that the CO2 recovery device 30 disclosed in this specification has the following features.

[0074] In other words, the CO2 recovery device 30 includes a running air intake section, a plurality of CO2 adsorption filters located downstream of the running air intake section, and a filter inlet wind speed control means 10.

[0075] At least two of the multiple CO2 adsorption filters are positioned at different locations along the first direction of airflow. The filter inlet air velocity control means 10 makes the air velocity entering at least one of the multiple CO2 adsorption filters, which is located at the rear along the first direction, variable.

[0076] Furthermore, each of the multiple CO2 adsorption filters is set to have an adsorption efficiency suitable for low vehicle speeds. In other words, each of the multiple CO2 adsorption filters has a high adsorption efficiency when the vehicle 1 is traveling at low speeds. The filter inlet air velocity control means 10 controls the arrangement of the CO2 adsorption filters so that each filter is arranged in parallel with respect to the first direction at low vehicle speeds, and at least two filters are arranged in series at high vehicle speeds. In this way, when traveling at high speeds, the air velocity entering the rearmost filter among the series-arranged filters decreases. As a result, the CO2 adsorption efficiency of the rearmost filter is improved, and consequently, the sum of the amount of CO2 adsorbed by the multiple CO2 adsorption filters can be increased.

[0077] The filter inlet air velocity control means 10 preferably controls the arrangement of the CO2 adsorption filters such that the number of CO2 adsorption filters arranged in series increases as the vehicle speed of the vehicle 1 increases.

[0078] It is preferable that the multiple CO2 adsorption filters are positioned in front of the radiator 40 installed in the vehicle 1. In this case, the multiple CO2 adsorption filters are positioned at different locations along the first direction so that an air passage to the radiator 40 is formed when they are arranged in parallel. This ensures that airflow reaches the radiator 40 even when the vehicle 1 is traveling at low speed. This suppresses the decrease in the cooling performance of the radiator 40 due to airflow when traveling at low speeds. It also makes it easier to control the airflow velocity V.

[0079] Furthermore, the first to third filters 21 to 23 or the first to fourth filters 21 to 24 and the filter inlet air velocity control means 10 may be provided in locations other than in front of the radiator 40. For example, the filter inlet air velocity control means 10 may be provided in front of the air intake of an air conditioner (not shown) provided in the vehicle 1. Also, the set of the first to third filters 21 to 23 or the first to fourth filters 21 to 24 and the filter inlet air velocity control means 10 may be provided in front of the radiator 40 and in other locations, respectively.

[0080] Furthermore, although this specification shows that the ECU 5 has the function of determining the relative magnitudes of the wind speed V and predetermined speeds V0, V01, and V02, and also the function of determining the arrangement of the first to fourth filters 21 to 24, these functions may also be provided to the filter control unit 12. In other words, the filter inlet wind speed control means 10 may consist of a filter drive unit 11, a filter control unit 12, and a rail 13.

[0081] Furthermore, although this specification uses a rail 13 having an electric drive belt 13A as an example of a mechanism for sliding the first to fourth filters 21 to 24 in the left-right direction, it is not limited to this. For example, the sliding mechanism may be composed of a ball screw and a base that screws onto the ball screw. In this case, the first to fourth filters 21 to 24 are arranged on the upper surface of the base. The filter drive unit 11 is a motor connected to the ball screw that rotates the ball screw.

[0082] Furthermore, while the first and second embodiments described configurations in which the first to third filters 21 to 23, or the first to fourth filters 21 to 24, are moved in the left-right direction, the invention is not limited thereto. For example, the first to third filters 21 to 23, or the first to fourth filters 21 to 24, may be moved in the up-down direction.

[0083] In other words, each filter inlet air velocity control means 10 has multiple filter displacement mechanisms that hold a CO2 adsorption filter and displace the CO2 adsorption filter in a direction intersecting the first direction of airflow. Furthermore, the filter inlet air velocity control means 10 also has a filter drive unit 11 that drives the multiple filter displacement mechanisms and a filter control unit 12 that controls the operation of the filter drive unit 11. [Industrial applicability]

[0084] The CO2 recovery device described herein is useful because it can improve the efficiency of CO2 adsorption performance in the CO2 adsorption filter, regardless of vehicle speed. [Explanation of symbols]

[0085] 1 vehicle 2. Engine Room 2A Bumper face opening (air intake area) 3 High-voltage battery 4 Inverters 5 ECU 6 motors 7 Low-voltage battery 8. Wind speed sensor 9A high-voltage line 9B Low-voltage line 9C signal line 10 Filter inlet air velocity control means 11 Filter drive unit 12 Filter control unit 13 rails 13A Electric drive belt 13B Rotation axis 21. First filter (CO2 adsorption filter) 22. Second filter (CO2 adsorption filter) 23. Third filter (CO2 adsorption filter) 24. Fourth filter (CO2 adsorption filter) 30 CO2 Recovery Device 40 Radiator

Claims

1. CO2 installed in vehicles ２ A recovery device, The air intake section and Multiple CO2s arranged downstream of the aforementioned air intake section ２ Adsorption filter and It includes a filter inlet air velocity control means, Multiple CO ２ At least two of the adsorption filters are positioned at different locations along the first direction of airflow. The filter inlet air velocity control means comprises a plurality of CO ２ Among the adsorption filters, at least one CO located rearward along the first direction ２ CO2 is characterized by its variable airflow velocity into the adsorption filter. ２ Recovery device.

2. CO as described in claim 1 ２ In the recovery device, The filter inlet air velocity control means is When the vehicle is traveling at a low speed, the CO ２ Each of the adsorption filters is arranged in parallel with respect to the first direction. When the vehicle is traveling at high speed, at least two of the CO ２ adsorption filters are arranged in series, and the arrangement of the CO ２ adsorption filter is controlled. A CO ２ recovery device characterized by this.

3. CO as described in claim 2 ２ In the recovery device, The filter inlet air velocity control means controls the CO2, which is arranged in series, as the vehicle speed of the vehicle increases. ２ The CO ２ CO2, characterized by the arrangement control of adsorption filters. ２ Recovery device.

4. CO as described in claim 1 ２ In the recovery device, Multiple CO ２ The adsorption filter is positioned in front of the radiator installed in the vehicle, and has multiple CO2 adsorption filters. ２ When adsorption filters are arranged in parallel, multiple CO2 filters are arranged so as to form an air passage to the radiator. ２ CO2 is characterized by having adsorption filters arranged at different positions along the first direction. ２ Recovery device.

5. CO according to any one of claims 1 to 4 ２ In the recovery device, The filter inlet air velocity control means is Multiple filter displacement mechanisms, A filter drive unit that drives multiple filter displacement mechanisms, The filter control unit controls the operation of the filter drive unit, The filter displacement mechanism is the CO ２ The adsorption filter is held, and the CO is positioned in a direction intersecting the first direction. ２ CO2, characterized by displacing the adsorption filter ２ Recovery device.

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