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, a CO2 adsorption filter 20, and a filter passage air velocity control means 10. The CO2 adsorption filter 20 is located downstream of the bumper face opening 2A. The filter passage air velocity control means 10 makes the air velocity of the driving air passing through the CO2 adsorption filter 20 variable.

Description

Technical Field

[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 have been proposed for environmental conservation. 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 study 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 that 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 object, a CO2 recovery device according to the present disclosure is a CO2 recovery device mounted on a vehicle, comprising: an oncoming air introduction part; a CO2 adsorption filter disposed downstream of the oncoming air introduction part; and filter passing air speed control means for variably controlling the air speed of the oncoming air passing through the CO2 adsorption filter.

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 perspective view of a CO2 adsorption filter. [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 is a schematic diagram showing the orientation of the CO2 adsorption filter during low-speed driving. [Figure 5B] This is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving. [Figure 6A] This figure shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during low-speed driving. [Figure 6B] This figure shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during high-speed driving. [Figure 6C] This is a schematic diagram showing the relationship between the amount of CO2 adsorbed and the vehicle's speed when the first surface of the CO2 adsorption filter is facing forward. [Figure 7] This is a schematic diagram of a vehicle according to the second embodiment. [Figure 8A] This is a perspective view of the CO2 adsorption filter according to the second embodiment. [Figure 8B] Figure 8A is a schematic diagram of the CO2 adsorption filter as seen from the first surface. [Figure 8C] Figure 8A is a schematic diagram of the CO2 adsorption filter as seen from the second side. [Figure 8D] Figure 8A is a schematic diagram of the CO2 adsorption filter as seen from the third side. [Figure 9]It is a flowchart showing the CO2 recovery procedure according to the second embodiment. [Figure 10A] It is a schematic diagram showing the orientation of the CO2 adsorption filter during low-speed driving. [Figure 10B] It is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving. [Figure 10C] It is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving. [Figure 11A] It is a diagram showing the arrangement of the CO2 adsorption filter and the CO2 adsorption amount during low-speed driving. [Figure 11B] It is a diagram showing the arrangement of the CO2 adsorption filter and the CO2 adsorption amount during medium-speed driving. [Figure 11C] It is a diagram showing the arrangement of the CO2 adsorption filter and the CO2 adsorption amount during high-speed driving. [Figure 12A] It is a schematic diagram of the CO2 adsorption filter according to the modified example as viewed from the first surface. [Figure 12B] It is a schematic diagram of the CO2 adsorption filter according to the modified example as viewed from the third surface. [Figure 12C] It is a schematic diagram of the CO2 adsorption filter according to the modified example as viewed from the second surface. [Figure 13A] It is a schematic diagram of another CO2 adsorption filter according to the modified example as viewed from the first surface. [Figure 13B] It is a schematic diagram of another CO2 adsorption filter according to the modified example as viewed from the third surface. [Figure 13C] It is a schematic diagram of another CO2 adsorption filter according to the modified example as viewed from the second surface.

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present disclosure will be described based on the drawings. Note that the following description of the preferred embodiments is merely exemplary in nature and is not intended to limit the present disclosure, its applications, or its uses.

[0010] (First Embodiment) [Configuration of CO2 Recovery Device] 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-passing air velocity control means viewed from the front. For the sake of explanation, in Figures 1 and 2, parts that are not directly related to the technology of this disclosure (filter-passing 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. A CO2 adsorption filter 20 is positioned between the bumper face opening 2A, which is the air intake section, and the radiator 40. The CO2 adsorption filter 20 is connected to a rotating shaft 15 that extends in the left-right direction. Note that if vehicle 1 is a BEV (Battery Electric Vehicle) without an engine, the terminal voltage of the high-voltage battery 3 is approximately 300V to 800V. If vehicle 1 is equipped with an engine, for example, a HEV (Hybrid Electric Vehicle), 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 operation of Vehicle 1, DC power is supplied from the high-voltage battery 3 to the inverter 4 via the high-voltage line 9A by a command from the ECU 5 or another ECU (not shown). The DC power is converted to AC power and supplied to the inverter 4. AC power is supplied to the motor 6 via the high-voltage line 9A, causing the motor 6 to rotate. Vehicle 1 travels forward at a speed corresponding to the rotation of the motor 6. At this time, airflow (see Figures 6A and 6B) enters the engine compartment 2 through the bumper face opening 2A. A portion of the airflow flows from the bumper face opening 2A towards the radiator 40. The wind speed sensor 8 measures the wind speed of the airflow. When a headwind is blowing from the front of Vehicle 1 while it is traveling, this headwind is added to the airflow. In the following description, the direction in which the airflow flows may be referred to as the first direction. In this specification, the first direction is the same as the front-rear direction.

[0013] The filter drive unit 11 is driven by commands from the filter control unit 12. In this embodiment, the filter drive unit 11 includes an electric drive unit 13 provided on the frame 14 (see Figures 5A and 5B). The electric drive unit 13 is a motor connected to the rotating shaft 15, and the filter control unit 12 is a motor driver that drives the motor.

[0014] The rotating shaft (filter rotation mechanism) 15 is connected at both ends to the inner surfaces of the frame 14 surrounding the CO2 adsorption filter 20, and penetrates the CO2 adsorption filter 20 in the left-right direction. The rotating shaft 15 is also held in a rotatable manner by the CO2 adsorption filter 20.

[0015] Furthermore, the power to drive 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. In this embodiment, the voltage of the low-voltage battery 7 is 12V, but it is not limited to this.

[0016] The wind speed measured by the wind speed sensor 8 is input to the ECU 5 via the first 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.

[0017] Furthermore, the means comprising the ECU 5, filter drive unit 11, filter control unit 12, and rotating shaft 15 is sometimes referred to as the filter passage air velocity control means 10. In addition, the CO2 recovery device 30 is composed of the bumper face opening 2A, which is the air intake section, the CO2 adsorption filter 20, and the filter passage air velocity control means 10.

[0018] [CO2 adsorption filter configuration] Figure 2 is a perspective view of the CO2 adsorption filter. As shown in Figure 2, the CO2 adsorption filter 20 is a rectangular parallelepiped member whose main component is a CO2 adsorbent. The CO2 adsorbent is made of known materials, such as porous diatomaceous earth, zeolite, or activated carbon. The CO2 adsorbent itself does not exhibit anisotropy in terms of CO2 adsorption performance. In other words, if the CO2 adsorption filter 20 is a cube, the CO2 adsorption performance is the same regardless of which side the airflow enters from, and the wind speed of the airflow after passing through the CO2 adsorption filter 20 is also the same.

[0019] The vertical length L3, horizontal length L2, and height L1 of the CO2 adsorption filter 20 are set to satisfy the relationship shown in equation (1).

[0020] L2≧L1>L3 ···(1) In this embodiment, L2 > L1.

[0021] Furthermore, the CO2 adsorption filter 20 has three rectangular surfaces 20A, 20B, and 20C, the first to third surfaces 20A, 20B, and 20C, whose normals are perpendicular to each other. In the first surface 20A, the lengths of the two sides forming a right angle are L1 and L2, respectively. In the second surface 20B, the lengths of the two sides forming a right angle are L2 and L3, respectively. In the third surface 20C, the lengths of the two sides forming a right angle are L3 and L1, respectively.

[0022] Furthermore, from the perspective of the function of the CO2 adsorption filter 20, the surface facing the first surface 20A is equivalent to the first surface 20A. Therefore, this opposing surface is also called the first surface 20A. Similarly, the surface facing the second surface 20B is called the second surface 20B, and the surface facing the third surface 20C is called the third surface 20C.

[0023] When airflow enters from the first surface 20A, the area perpendicular to the first direction is large and the distance L3 through which the airflow passes is short, resulting in low airflow resistance. On the other hand, when airflow enters from the second surface 20B, the area perpendicular to the first direction is smaller and the distance L1 through which the airflow passes is longer compared to when airflow enters from the first surface 20A, resulting in high airflow resistance. The third surface 20C is the surface through which the rotating shaft 15 passes, and therefore, in this embodiment, it is not used as a surface that receives airflow. However, even when airflow is received on the third surface 20C, the airflow still passes through the CO2 adsorption filter 20.

[0024] [Knowledge leading to this disclosure] Figure 3A shows the relationship between gas flow velocity and CO2 capture efficiency. Figure 3B shows the relationship between gas flow velocity and CO2 capture amount. Figure 3A shows the CO2 capture efficiency of the filter made of the aforementioned CO2 adsorbent, and Figure 3B shows the CO2 capture amount by the filter made of the same CO2 adsorbent. In this experiment, the gas was always flowed through the same side of the rectangular filter.

[0025] 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.

[0026] 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.

[0027] Further investigation revealed that at a certain gas flow velocity, the CO2 adsorption efficiency of the filter becomes high, which is the same velocity at which the CO2 adsorption efficiency of the filter becomes high. If this velocity is V1, it was found that by controlling the airflow velocity passing through the filter to be the same as or close to V1, it is possible to maintain high efficiency in CO2 adsorption performance by the filter.

[0028] The technology disclosed herein is based on this knowledge and specifically controls the wind speed of the airflow passing through the CO2 adsorption filter 20 using a filter passage air velocity control means 10. The details are described below.

[0029] [CO2 Capture Procedure] Figure 4 is a flowchart of the CO2 capture procedure. Figure 5A is a schematic diagram showing the orientation of the CO2 adsorption filter during low-speed driving. Figure 5B is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving.

[0030] Figure 6A shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during low-speed driving. Figure 6B shows the arrangement of the CO2 adsorption filter and the amount of CO2 adsorbed during high-speed driving. Figure 6C is a schematic diagram showing the relationship between the amount of CO2 adsorbed and the vehicle's speed when the first surface of the CO2 adsorption filter faces forward. For the sake of explanation, the rotating shaft 15 is not shown in Figures 6A to 6C.

[0031] In the following, we assume that vehicle 1 is in normal driving mode, that is, driving forward. Furthermore, in this embodiment, the arrangement of the filter passage air velocity control means 10 is set so that the orientation of the surface of the CO2 adsorption filter 20 can be selected to be either with the first surface 20A facing forward and receiving the airflow in the first direction, or with the second surface 20B facing forward (see Figures 5A and 5B).

[0032] 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.

[0033] 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).

[0034] 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 this case, the ECU 5 further determines whether the second surface 20B of the CO2 adsorption filter 20 is facing forward (step S3).

[0035] If the result of the determination in step S3 is negative, that is, in this embodiment, if the first surface 20A is the front surface, the process returns to step S1.

[0036] On the other hand, if the result of the judgment in step S3 is positive, that is, if the second surface 20B is facing forward, the filter drive unit 11 is driven by a command from the filter control unit 12 to rotate the CO2 adsorption filter 20 so that the first surface 20A faces forward (step S4). After step S4 is completed, the process returns to step S1.

[0037] The specific process of step S4 is as follows: When the electric drive unit 13 of the filter drive unit 11 is driven, the rotating shaft 15 connected to the electric drive unit 13 rotates. The amount of rotation is determined according to the command from the filter control unit 12. In this embodiment, the amount of rotation per cycle may be fixed at 90°. The direction of rotation, i.e., whether it is clockwise or counterclockwise, may also be determined according to the command from the filter control unit 12.

[0038] As the rotating shaft 15 rotates, the CO2 adsorption filter 20 also rotates. Therefore, in step S4, as shown in Figure 5A, the electric drive unit 13 is driven to rotate the rotating shaft 15 so that the first surface 20A of the CO2 adsorption filter 20 faces forward.

[0039] As shown in Figure 6A, consider the case where the CO2 adsorption filter 20 is positioned so that the first surface 20A faces forward during low-speed driving. In this case, as mentioned above, the airflow resistance to the air passing through the CO2 adsorption filter 20 is low. Therefore, the wind speed of the air passing through the CO2 adsorption filter 20 is only slightly lower than the wind speed V measured by the wind speed sensor 8. In other words, the wind speed of the air passing through the CO2 adsorption filter 20 can be brought close to the speed at which the CO2 adsorption efficiency is high. As a result, the amount of CO2 adsorbed by the CO2 adsorption filter 20 can be increased compared to the case where the second surface 20B faces forward.

[0040] Next, 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, the ECU 5 further determines whether the first surface 20A of the CO2 adsorption filter 20 is facing forward (step S5). If the result of the judgment in step S5 is negative, that is, in this embodiment, if the second surface 20B is facing forward, the process returns to step S1.

[0041] On the other hand, if the result of the judgment in step S5 is positive, that is, if the first surface 20A is facing forward, the filter drive unit 11 is driven by a command from the filter control unit 12 to rotate the CO2 adsorption filter 20 so that the second surface 20B faces forward, as shown in Figure 5B (step S6). After the completion of step S6, the process returns to step S1.

[0042] When vehicle 1 is traveling at high speed, the amount of airflow per unit time passing through the CO2 adsorption filter 20 increases. On the other hand, the wind speed V of the airflow becomes higher than the aforementioned speed V1, so as shown in Figures 3A and 3B, the CO2 adsorption efficiency of the CO2 adsorption filter 20 decreases.

[0043] When the first surface 20A of the CO2 adsorption filter 20 faces forward, the airflow resistance of the CO2 adsorption filter 20 to the airflow is low, resulting in a small decrease in the airflow velocity passing through the CO2 adsorption filter 20. Consequently, as shown in Figure 6C, the amount of CO2 adsorbed at low speeds (shown by the dashed line) decreases to the level shown by the solid line at high speeds.

[0044] On the other hand, when the vehicle 1 is traveling at high speed, if the CO2 adsorption filter 20 is rotated so that the second surface 20B faces forward, the airflow resistance of the CO2 adsorption filter 20 to the airflow can be increased compared to when the first surface 20A faces forward, as shown in Figure 2. As a result, the airflow passing through the CO2 adsorption filter 20 is slowed down and approaches the speed V1, improving the CO2 adsorption efficiency of the CO2 adsorption filter 20. Consequently, the amount of CO2 adsorbed can be increased compared to when the first surface 20A faces forward, as shown in Figure 6B.

[0045] Furthermore, regardless of the orientation of the CO2 adsorption filter 20, the airflow passing through the CO2 adsorption filter 20 will hit the radiator 40. This ensures that the radiator 40 is reliably cooled while the vehicle 1 is in motion. Of the first to third surfaces 20A, 20B, and 20C, the first surface 20A has the largest area. On the other hand, as shown in Figure 6A, even when the first surface 20A faces forward, an air passage is formed from the bumper face opening 2A to the radiator 40. In other words, the size of the CO2 adsorption filter 20 is set so that this air passage is formed.

[0046] [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 CO2 adsorption filter 20, and a filter passage air velocity control means 10.

[0047] The CO2 adsorption filter 20 is positioned downstream of the bumper face opening 2A, and the filter passage air velocity control means 10 makes the air velocity of the air passing through the CO2 adsorption filter 20 variable. In this specification, "making the air velocity variable" means making the air velocity of the air passing through the CO2 adsorption filter 20 different from the air velocity measured by the air velocity sensor 8. More specifically, when the vehicle 1 is traveling at high speed, the air velocity of the air passing through the CO2 adsorption filter 20 is made lower than the air velocity measured by the air velocity sensor 8.

[0048] According to this embodiment, the CO2 adsorption performance of the CO2 adsorption filter 20 can be made more efficient regardless of the vehicle speed of the vehicle 1. In particular, when the airflow velocity V is high during high-speed driving, which tends to reduce the CO2 adsorption efficiency of the CO2 adsorption filter 20, the surface of the CO2 adsorption filter 20 that receives the airflow is changed to increase the airflow resistance of the CO2 adsorption filter 20. By doing so, the airflow velocity passing through the CO2 adsorption filter 20 is reduced, suppressing the decrease in CO2 adsorption efficiency and 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.

[0049] The CO2 adsorption filter 20 preferably has high CO2 adsorption efficiency when driving at low speeds, and more specifically when the wind speed V of the airflow is less than or equal to speed V1. Speed ​​V1 is the airflow speed that is approximately the same as the CO2 adsorption rate of the CO2 adsorption filter 20. In this way, the CO2 adsorption performance of the CO2 adsorption filter 20 can be made more efficient when driving at low speeds.

[0050] The CO2 adsorption filter 20 is a rectangular parallelepiped, and the airflow can pass through it from any side to adsorb CO2. Furthermore, as shown in equation (1), at least two of the lengths of the CO2 adsorption filter 20—the vertical length L3, the horizontal length L2, and the height L1—are different.

[0051] The filter-passing air velocity control means 10 controls the orientation of the CO2 adsorption filter 20 so that its length along the first direction of airflow is shortened when the vehicle 1 is traveling at a low speed. When the vehicle 1 is traveling at a high speed, the orientation of the CO2 adsorption filter 20 is controlled so that its length along the first direction is lengthened.

[0052] By setting the shape of the CO2 adsorption filter 20 as described above, the airflow resistance of the air passing through the CO2 adsorption filter 20 can be changed depending on which side of the CO2 adsorption filter 20 the airflow enters from. Furthermore, based on this, by controlling the orientation of the CO2 adsorption filter 20 using the filter passage airflow velocity control means 10 as described above, the CO2 adsorption performance of the CO2 adsorption filter 20 can be made more efficient, regardless of the vehicle speed of the vehicle 1 and, consequently, the airflow velocity.

[0053] Furthermore, the filter passage air velocity control means 10 includes a rotating shaft (filter rotation mechanism) 15 that rotates the CO2 adsorption filter 20 around a first axis, a filter drive unit 11 that drives the rotating shaft, and a filter control unit 12 that controls the operation of the filter drive unit 11. The first axis is perpendicular to the first direction and, in this embodiment, corresponds to the central axis of the rotating shaft 15 which is parallel to the left-right direction. The rotating shaft 15 rotates the CO2 adsorption filter 20 around the first axis, thereby changing the surface of the CO2 adsorption filter 20 that receives the airflow.

[0054] By configuring the filter passage air velocity control means 10 in this way, the surface of the CO2 adsorption filter 20 that receives the airflow can be reliably changed. This allows the airflow resistance of the airflow passing through the CO2 adsorption filter 20 to be changed, and consequently, the CO2 adsorption performance of the CO2 adsorption filter 20 can be made more efficient regardless of the vehicle speed of the vehicle 1.

[0055] The CO2 adsorption filter 20 is preferably positioned in front of the radiator 40. Furthermore, it is more preferable that the size of the CO2 adsorption filter 20 be set such that, when the surface that receives the airflow is the surface with the largest area, in this case the first surface 20A, an air passage is formed around the CO2 adsorption filter 20 to the radiator 40.

[0056] First, the CO2 recovery device 30 is designed so that airflow from the vehicle is reliably blown in through the bumper face opening 2A. Since the radiator 40 is located behind the CO2 adsorption filter 20, after this airflow has passed through it, the airflow reliably hits the radiator 40 and can cool it.

[0057] Furthermore, even when the first surface 20A of the CO2 adsorption filter 20 is the front surface that receives the airflow while driving, the size of the CO2 adsorption filter 20 is set 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.

[0058] (Second Embodiment) [Vehicle configuration] Figure 7 is a schematic diagram of a vehicle according to the second embodiment. For the sake of explanation, in Figure 7 and the subsequent drawings, the same reference numerals are used for parts that are the same as those in the first embodiment, and detailed explanations are omitted.

[0059] Vehicle 1 shown in Figure 7 differs from Vehicle 1 shown in the first embodiment in the following respects. First, the CO2 adsorption filter 21 shown in Figure 7 is configured to be rotatable around either a first rotation axis 16A or a second rotation axis 16B (see Figures 10A to 10C) connected to the frame 14. The first rotation axis 16A is a pair of rotation axes provided on the inner surfaces of the frame 14, which face each other in the left-right direction, and extends in the left-right direction. In other words, the first rotation axis 16A is rotatable around a virtual axis (hereinafter sometimes referred to as the first axis) that extends in the left-right direction.

[0060] The second rotation axis 16B is a pair of rotation axes provided on the inner surfaces of the vertically opposing frame bodies 14, and extends in the vertical direction. In other words, the second rotation axis 16B is rotatable around a virtual axis (hereinafter sometimes referred to as the second axis) that extends in the vertical direction.

[0061] The first rotation shaft 16A and the second rotation shaft 16B are each mounted so as to be able to extend and retract from the frame 14. When the first rotation shaft 16A protrudes from the frame 14, the second rotation shaft 16B moves so as to be embedded in the frame 14. In other words, in this case, the first rotation shaft 16A is connected to the CO2 adsorption filter 21 from the right and left, respectively, while the second rotation shaft 16B is not connected to the CO2 adsorption filter 21. Therefore, as the first rotation shaft 16A rotates, the CO2 adsorption filter 21 also rotates around the first shaft.

[0062] On the other hand, if the second rotation axis 16B protrudes from the frame 14, the first rotation axis 16A moves so as to be embedded in the frame 14. In other words, in this case, the second rotation axis 16B is connected to the CO2 adsorption filter 21 from above and below, respectively, while the first rotation axis 16A is not connected to the CO2 adsorption filter 21. Therefore, as the second rotation axis 16B rotates, the CO2 adsorption filter 21 also rotates around the second axis. In short, the first rotation axis 16A and the second rotation axis 16B are a filter rotation mechanism that rotates the CO2 adsorption filter 21 around the first axis or the second axis. The configuration of the CO2 adsorption filter 21 will be described later.

[0063] Next, the filter drive unit 11 consists of a pair of first drive units (FDU1) 11A and a pair of second drive units (FDU2) 11B. The first drive unit 11A has a first motor drive unit 13A, and the second drive unit 11B has a second motor drive unit 13B (see Figures 10A to 10C). The filter control unit 12 is connected to each of the pair of first drive units 11A and the pair of second drive units 11B via a second signal line 9D. The filter control unit 12 also controls the operation of each of the pair of first drive units 11A and the pair of second drive units 11B.

[0064] The first electric drive unit 13A is, for example, a motor connected to the first rotating shaft 16A, which rotates the first rotating shaft 16A around the first shaft. The second electric drive unit 13B is, for example, a motor connected to the second rotating shaft 16B, which rotates the second rotating shaft 16B around the second shaft. In this case, in the first drive unit 11A, the extension and retraction of the first rotating shaft 16A relative to the frame 14 is performed by another electric drive unit (not shown). Similarly, in the second drive unit 11B, the extension and retraction of the second rotating shaft 16B relative to the frame 14 is performed by another electric drive unit (not shown).

[0065] [Configuration of the CO2 adsorption filter] Figure 8A is a perspective view of the CO2 adsorption filter according to the second embodiment. Figure 8B is a schematic diagram of the CO2 adsorption filter shown in Figure 8A as viewed from the first side. Figure 8C is a schematic diagram of the CO2 adsorption filter shown in Figure 8A as viewed from the second side. Figure 8D is a schematic diagram of the CO2 adsorption filter shown in Figure 8A as viewed from the third side.

[0066] The CO2 adsorption filter 21 shown in Figure 8A is made of the same CO2 adsorbent material as the CO2 adsorption filter 20 shown in the first embodiment, but differs from the CO2 adsorption filter 20 in the following respects.

[0067] First, the vertical length L3, horizontal length L2, and height L1 of the CO2 adsorption filter 21 are set to satisfy the relationship shown in equation (2).

[0068] L1>L2>L3 ···(2) As the size of the rectangular CO2 adsorption filter 21 satisfies the relationship shown in equation (2), the airflow resistances R1 to R3 satisfy the relationship shown in equation (3).

[0069] R1 <R3<R2 ···(3) Here, R1 is the airflow resistance when the airflow enters from the first surface 21A, R2 is the airflow resistance when the airflow enters from the second surface 21B, and R3 is the airflow resistance when the airflow enters from the third surface 21C.

[0070] Furthermore, as shown in Figures 8A to 8D, a first connecting portion 22A is provided on each of the opposing third surfaces 21C, 21C of the CO2 adsorption filter 21. In addition, a second connecting portion 22B is provided on each of the opposing first surfaces 21A, 21A of the CO2 adsorption filter 21. The first connecting portion 22A is connected to the first rotating shaft 16A, and the second connecting portion 22B is connected to the second rotating shaft 16B.

[0071] Furthermore, as shown in Figures 8B to 8D, the CO2 adsorption filter 21 is provided with a first internal shaft 23A and a second internal shaft 23B. Both ends of the first internal shaft 23A are connected to the first connecting section 22A, and both ends of the second internal shaft 23B are connected to the second connecting section 22B.

[0072] In other words, if a pair of first rotating shafts 16A each protrude from the frame 14, the pair of first rotating shafts 16A are connected to the first internal shaft 23A via a pair of first connecting parts 22A. As the first rotating shafts 16A rotate, the first internal shaft 23A and then the CO2 adsorption filter 21 rotate around the first shaft. If a pair of second rotating shafts 16B each protrude from the frame 14, the pair of second rotating shafts 16B are connected to the second internal shaft 23B via a pair of second connecting parts 22B. As the second rotating shafts 16B rotate, the second internal shaft 23B and then the CO2 adsorption filter 21 rotate around the second shaft.

[0073] [CO2 Recovery Procedure] Figure 9 is a flowchart showing the CO2 recovery procedure according to the second embodiment. Figure 10A is a schematic diagram showing the orientation of the CO2 adsorption filter during low-speed driving. Figure 10B is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving. Figure 10C is a schematic diagram showing the orientation of the CO2 adsorption filter during high-speed driving.

[0074] Figure 11A shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during low-speed driving. Figure 11B shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during medium-speed driving. Figure 11C shows the arrangement of the CO2 adsorption filters and the amount of CO2 adsorbed during high-speed driving. For the sake of clarity, the first rotating shaft 16A and the second rotating shaft 16B are omitted from the illustration in Figures 11A to 11C.

[0075] The following explanation will refer to the flowchart shown in Figure 9. In this embodiment, we assume that vehicle 1 is traveling forward.

[0076] The process in step S11 is the same as in step S1 shown in Figure 4, so its explanation is omitted.

[0077] 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).

[0078] 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 front surface of the CO2 adsorption filter 21 that receives the airflow is the first surface 21A (step S13).

[0079] If the result of the judgment in step S13 is positive, in other words, if the first surface 21A of the CO2 adsorption filter 21 is facing forward, 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 surface 21A of the CO2 adsorption filter 21 is not facing forward, the filter drive unit 11 is driven by a command from the filter control unit 12 to rotate the CO2 adsorption filter 21 so that the first surface 21A faces forward (step S14).

[0080] Specifically, as shown in Figure 10A, the first drive unit 11A and the second drive unit 11B are operated by a command from the filter control unit 12 to cause a pair of first rotating shafts 16A to protrude from the frame 14, while the pair of second rotating shafts 16B are embedded in the frame 14. Furthermore, when a pair of first electric drive units 13A are driven by a command from the filter control unit 12, the first rotating shafts 16A connected to the first electric drive units 13A rotate around the first shaft. The amount of rotation is determined according to the command from the filter control unit 12. In this embodiment, the amount of rotation per rotation may be fixed at 90°. The direction of rotation, i.e., clockwise or counterclockwise, may also be determined according to the command from the filter control unit 12.

[0081] As described above, the CO2 adsorption filter 20 rotates along with the first rotating shaft 16A. In step S14, the pair of first electric drive units 13A are driven to rotate the first rotating shaft 16A so that the first surface 21A of the CO2 adsorption filter 21 faces forward. After step S14 is completed, the process returns to step S11.

[0082] When the first surface 21A of the CO2 adsorption filter 21 faces forward during low-speed driving, the airflow resistance (=R1) of the CO2 adsorption filter 21 can be lowered, as described above. In other words, the wind speed of the airflow passing through the CO2 adsorption filter 21 can be brought closer to the aforementioned V01. For this reason, the CO2 adsorption efficiency is maintained at a higher level than when the second surface 21B or the third surface 21C of the CO2 adsorption filter 21 faces forward, and the amount of CO2 adsorbed can be increased, as shown in Figure 11A.

[0083] 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).

[0084] 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 third surface 21C of the CO2 adsorption filter 21 faces the front (step S16). If the determination result in step S16 is affirmative, that is, when the third surface 21C of the CO2 adsorption filter 21 faces the front, the process returns to step S11.

[0085] On the other hand, if the determination result in step S15 is negative, that is, when the third surface 21C of the CO2 adsorption filter 21 does not face the front, the filter drive unit 11 is driven according to a command from the filter control unit 12 to rotate the CO2 adsorption filter 21 so that the first surface 21A faces the front (step S17). Also in step S17, similar to step S14, the pair of first electric drive units 13A are driven according to a command from the filter control unit 12 to rotate the CO2 adsorption filter 20 together with the first rotating shaft 16A. After the end of step S17, the process returns to step S!

[0086] [[ID=???]]

[0087] It seems there is a small error in your original text where the "11" in "After the end of step S17, the process returns to step S! " should be "S11". I've translated it as best as possible with the corrected understanding.Therefore, as shown in Figures 10B and 11B, by positioning the third surface 21C of the CO2 adsorption filter 21 facing forward, the airflow resistance (=R3) of the CO2 adsorption filter 21 can be adjusted to bring the wind speed of the airflow passing through the CO2 adsorption filter 21 closer to the aforementioned V01. As a result, the CO2 adsorption efficiency is maintained at a higher level than when the first surface 21A or the second surface 21B of the CO2 adsorption filter 21 faces forward, and the amount of CO2 adsorbed can be increased, as shown in Figure 11B.

[0088] 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 second surface 21B of the CO2 adsorption filter 21 is facing forward (step S18). If the result of the judgment in step S18 is positive, in other words, if the second surface 21B of the CO2 adsorption filter 21 is facing forward, the process returns to step S11.

[0089] On the other hand, if the result of the judgment in step S18 is negative, that is, if the second surface 21B of the CO2 adsorption filter 21 is not facing forward, the filter drive unit 11 is driven by a command from the filter control unit 12 to rotate the CO2 adsorption filter 21 so that the second surface 21B faces forward (step S19).

[0090] Specifically, as shown in Figure 10C, the first drive unit 11A and the second drive unit 11B are operated by a command from the filter control unit 12 to retract the pair of first rotating shafts 16A from the frame 14, while the pair of second rotating shafts 16B protrude from the frame 14. Furthermore, when the pair of second electric drive units 13B are driven by a command from the filter control unit 12, the second rotating shafts 16B connected to the second electric drive units 13B rotate around the second shafts. The amount of rotation is determined according to the command from the filter control unit 12. In this embodiment, the amount of rotation per rotation may be fixed at 90°. The direction of rotation, i.e., clockwise or counterclockwise, may also be determined according to the command from the filter control unit 12.

[0091] As mentioned above, the CO2 adsorption filter 20 rotates along with the second rotating shaft 16B. In step S19, the pair of second electric drive units 13B are driven to rotate the second rotating shaft 16B so that the second surface 21B of the CO2 adsorption filter 21 faces forward. After step S19 is completed, the process returns to step S11.

[0092] When vehicle 1 is traveling at high speed, as shown in Figure 10C, the wind speed of the airflow entering the CO2 adsorption filter 21 is higher than the aforementioned speed V01. Therefore, if the airflow resistance of the CO2 adsorption filter 21 is too low, CO2 will be adsorbed at a low adsorption efficiency.

[0093] Therefore, as shown in Figures 10C and 11C, by positioning the second surface 21B of the CO2 adsorption filter 21 facing forward, the airflow resistance (=R2) of the CO2 adsorption filter 21 can be adjusted to bring the wind speed of the airflow passing through the CO2 adsorption filter 21 closer to the aforementioned V01. As a result, the CO2 adsorption efficiency is maintained at a higher level than when the first surface 21A or the third surface 21C of the CO2 adsorption filter 21 faces forward, and the amount of CO2 adsorbed can be increased, as shown in Figure 11C.

[0094] Furthermore, regardless of whether the first to third surfaces 21A, 21B, or 21C of the CO2 adsorption filter 21 face forward, the airflow that has passed through the CO2 adsorption filter 21 will hit the radiator 40. As a result, the radiator 40 is reliably cooled while the vehicle 1 is in motion.

[0095] [Effects, etc.] As described above, in the CO2 recovery device 30 according to this embodiment, the length L3 in the vertical direction, the length L2 in the horizontal direction, and the height L1 of the CO2 adsorption filter 20 are all different.

[0096] Furthermore, the filter passage air velocity control means 10 controls the orientation of the CO2 adsorption filter 20 so that the length of the first direction in which the airflow passes increases as the vehicle speed of the vehicle 1 increases.

[0097] In this way, the orientation of the CO2 adsorption filter 21 can be changed in response to changes in the wind speed V of the airflow, and more specifically, changes in the driving speed of the vehicle 1. This allows for multi-stage changes in the airflow resistance of the CO2 adsorption filter 21 compared to the first embodiment. As a result, the CO2 adsorption performance of the CO2 adsorption filter 20 can be made more efficient regardless of the vehicle speed of the vehicle 1. In addition, the amount of CO2 collected while the vehicle 1 is running can be increased, thus contributing to environmental protection.

[0098] Furthermore, similar to the first embodiment, it is more preferable that the size of the CO2 adsorption filter 20 be set such that when the surface receiving the airflow is the surface with the largest area, in this case the first surface 21A, an air passage to the radiator 40 is formed around the CO2 adsorption filter 21.

[0099] This method allows the size of the CO2 adsorption filter 21 to be set, ensuring that the airflow reaches the radiator 40. Furthermore, it facilitates the control of the airflow velocity V before it reaches the radiator 40.

[0100] In this embodiment, the vertical length L3, horizontal length L2, and height L1 of the CO2 adsorption filter 21 are set to satisfy the relationship shown in equation (2), but this is not limited to this and can be changed as appropriate. For example, the size of the CO2 adsorption filter 20 may be set as shown in equation (4).

[0101] L2>L1>L3 ···(4) In this case, the aforementioned airflow resistances R1 to R3 satisfy the relationship shown in equation (3A).

[0102] R1 <R2<R3 ···(3A) In this case, the rotational operation of the CO2 adsorption filter 21 in accordance with the vehicle speed is changed from the operation described above. When the vehicle is traveling at a medium speed, a pair of second electric drive units 13B are driven to rotate the second rotating shaft 16B so that the second surface 21B of the CO2 adsorption filter 21 faces forward. Also, when the vehicle 1 is traveling at a high speed, a pair of first electric drive units 13A are driven to rotate the first rotating shaft 16A so that the third surface 21C of the CO2 adsorption filter 21 faces forward.

[0103] <Variation> Figure 12A is a schematic diagram of the modified CO2 adsorption filter viewed from the first side. Figure 12B is a schematic diagram of the modified CO2 adsorption filter viewed from the third side. Figure 12C is a schematic diagram of the modified CO2 adsorption filter viewed from the second side.

[0104] Figure 13A is a schematic diagram of another modified CO2 adsorption filter viewed from the first side. Figure 13B is a schematic diagram of another modified CO2 adsorption filter viewed from the third side. Figure 13C is a schematic diagram of another modified CO2 adsorption filter viewed from the second side.

[0105] The arrangement of the first to third surfaces 24A, 24B, and 24C of the CO2 adsorption filter 24 is the same as the arrangement of the first to third surfaces 20A, 20B, and 20C of the CO2 adsorption filter 20 shown in Figure 2. Similarly, the arrangement of the first to third surfaces 26A, 26B, and 26C of the CO2 adsorption filter 26 is the same as the arrangement of the first to third surfaces 20A, 20B, and 20C of the CO2 adsorption filter 20.

[0106] In the first and second embodiments, the size of the rectangular parallelepiped CO2 adsorption filters 20 and 21 is defined as shown in equation (1) or equation (2), thereby creating anisotropy in the airflow resistance of the CO2 adsorption filters 20 and 21. This makes it possible to improve the efficiency of CO2 adsorption performance in the CO2 adsorption filters 20 and 21 regardless of the vehicle speed of the vehicle 1. However, the configuration for creating anisotropy in the airflow resistance of the CO2 adsorption filters is not limited to the configurations shown in the first and second embodiments.

[0107] For example, the structure of the CO2 adsorption filter 24 may be set as shown in Figures 12A to 12C. The CO2 adsorption filter 24 consists of a plurality of first subfilters 25A and a plurality of second subfilters 25B made of the aforementioned CO2 adsorbent material, fixed in the arrangement shown in Figures 12A to 12C. For example, the CO2 adsorption filter 24 is constructed by assembling a plurality of first subfilters 25A and a plurality of second subfilters 25B in a cage-like frame (not shown). When this CO2 adsorption filter 24 is incorporated into the CO2 recovery device 30 shown in the second embodiment, the frame is provided with connecting parts for the first rotating shaft 16A and the second rotating shaft 16B. In the CO2 adsorption filter 24 including the frame, the vertical length L3, the horizontal length L2, and the height L1 satisfy the relationship shown in equation (5).

[0108] L1=L2=L3 ···(5) In other words, the CO2 adsorption filter 24 has a cube shape. On the other hand, the CO2 adsorption filter 24 is set up so that, when viewed from the first to third faces 24A, 24B, and 24C, the sum of the areas occupied by the first subfilter 25A and the second subfilter 25B on each face is different.

[0109] Specifically, as shown in Figures 12A and 12B, the multiple first subfilters 25A and the multiple second subfilters 25B are arranged alternately with spacing between them in the height direction, and are also arranged with a staggered position relative to each other in the horizontal direction. Furthermore, when viewed from the third surface 24C, the first subfilters 25A and the second subfilters 25B are arranged so that they partially overlap.

[0110] By arranging multiple first subfilters 25A and multiple second subfilters 25B in this manner, the sum of the areas of the first subfilters 25A and second subfilters 25B on the first surface 24A of the CO2 adsorption filter 24 is minimized. In other words, in the CO2 adsorption filter 24, the area of ​​the air passage through which the airflow entering from the first surface 24A passes is largest, followed by the second surface 24B and then the third surface 24C, in decreasing order of the sum of the air passage areas. In other words, the relationship shown in equation (6) holds true.

[0111] S1>S2>S3 ···(6) Here, S1 is the cross-sectional area of ​​the air passage through which the airflow passes when the CO2 adsorption filter 24 is cut by a plane parallel to the first surface 24A. S2 is the cross-sectional area of ​​the air passage through which the airflow passes when the CO2 adsorption filter 24 is cut by a plane parallel to the second surface 24B. S3 is the cross-sectional area of ​​the air passage through which the airflow passes when the CO2 adsorption filter 24 is cut by a plane parallel to the third surface 24C.

[0112] In this way, the airflow resistance of the air entering from the first surface 24A can be made the lowest, and the airflow resistance can be increased in the order of the second surface 24B and the third surface 24C. In other words, anisotropy can be introduced into the airflow resistance of the CO2 adsorption filter 24.

[0113] The relationship between the cross-sectional areas S1, S2, and S3 is not particularly limited to equation (6). When one surface of the CO2 adsorption filter 24 is designated as the first surface 24A, and the surfaces sharing edges with the first surface 24A are designated as the second surface 24B and the third surface 24C, it is sufficient that the aforementioned cross-sectional areas S1, S2, and S3 are different from each other. In this way, anisotropy can be introduced into the airflow resistance of the CO2 adsorption filter 24. Furthermore, the CO2 adsorption performance of the CO2 adsorption filters 20 and 21 can be made more efficient regardless of the vehicle speed of the vehicle 1.

[0114] Furthermore, if the cross-sectional areas S1, S2, and S3 are different from each other, the CO2 adsorption filter 24 does not have to be a cube, but a rectangular prism. In that case, it is more preferable to make the length of the side perpendicular to the face with the lowest airflow resistance the shortest, and the length of the side perpendicular to the face with the highest airflow resistance the longest. In the example shown in Figures 12A to 12C, it is more preferable to satisfy the relationship shown in equation (4) above.

[0115] Alternatively, the structure of the CO2 adsorption filter 26 may be set as shown in Figures 13A to 13C. Similar to the CO2 adsorption filter 24, the CO2 adsorption filter 26 is formed by incorporating a plurality of third subfilters 27A and a plurality of fourth subfilters 27B made of the aforementioned CO2 adsorbent material into a cage-like frame in the arrangement shown in Figures 13A to 13C. When the CO2 adsorption filter 26 is incorporated into the CO2 recovery device 30 shown in the second embodiment, the frame is provided with connection parts for the first rotating shaft 16A and the second rotating shaft 16B. Furthermore, in the CO2 adsorption filter 26 including the frame, the vertical length L3, the horizontal length L2, and the height L1 satisfy the relationship shown in equation (3).

[0116] The CO2 adsorption filter 26 has the same cross-sectional areas S1, S2, and S3 as described above. On the other hand, the sizes of the third subfilter 27A and the fourth subfilter 27B as viewed from the first to third surfaces 24A, 24B, and 24C are set to be different. In other words, the sizes of the air passages as viewed from the first to third surfaces 26A, 26B, and 26C are set to be different.

[0117] In this way, the CO2 adsorption filter 26 can be given anisotropy in its airflow resistance. Furthermore, the CO2 adsorption performance of the CO2 adsorption filters 20 and 21 can be made more efficient regardless of the vehicle speed of the vehicle 1.

[0118] Note that the CO2 adsorption filter 26 does not have to be a cube; it may be a rectangular prism. In that case, it is more preferable to make the length of the side perpendicular to the face with the lowest airflow resistance the shortest, and the length of the side perpendicular to the face with the highest airflow resistance the longest. In the example shown in Figures 13A to 13C, it is more preferable to satisfy the relationship shown in equation (4) above.

[0119] (Other embodiments) New embodiments can be created by appropriately combining the components shown in the first and second embodiments and modified examples. For example, the CO2 adsorption filter 24 shown in the modified example may be applied to the CO2 recovery device 30 of the first or second embodiment.

[0120] The combination of any of the CO2 adsorption filters 20, 21, 24, or 26 and the filter-passing air velocity control means 10 may be provided in a location other than in front of the radiator 40. For example, the combination of any of the CO2 adsorption filters 20, 21, 24, or 26 and the filter-passing 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. Alternatively, the combination of any of the CO2 adsorption filters 20, 21, 24, or 26 and the filter-passing air velocity control means 10 may be provided in front of the radiator 40 and in other locations, respectively.

[0121] 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 orientation of the surfaces of the CO2 adsorption filters 20 and 21, these functions may also be provided to the filter control unit 12. In other words, the filter passage wind speed control means 10 may consist of a filter drive unit 11, a filter control unit 12, and a filter rotation mechanism (rotation shaft 15 or first rotation shaft 16A and second rotation shaft 16B). [Industrial applicability]

[0122] 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]

[0123] 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 First signal line 9D Second signal line 10 Filter-passing air velocity control means 11 Filter drive unit 11A First Drive Unit 11B Second Drive Unit 12 Filter control unit 13 Electric drive unit 13A First Electric Drive Unit 13B Second Electric Drive Unit 14 Frame 15 Rotation axis 16A First rotation axis 16B Second rotation axis 20 CO2 adsorption filters 20A, Page 1 20B 2nd side 20C 3rd page 21 CO2 adsorption filter 21A 1st page 21B 2nd side 21C 3rd page 22A 1st connection part 22B 2nd connection part 23A First internal shaft 23B Second internal shaft 24 CO2 adsorption filter 25A First subfilter 25B Second subfilter 26 CO2 adsorption filter 27A Third subfilter 27B 4th subfilter 30 CO2 Recovery Device 40 Radiator

Claims

1. CO2 installed in vehicles ２ A recovery device, The air intake section and CO2 is located downstream of the aforementioned air intake section. ２ Adsorption filter and The aforementioned CO ２ CO2 is characterized by comprising a filter passage air velocity control means that makes the air velocity of the air passing through the adsorption filter variable. ２ Recovery device.

2. CO as described in claim 1 ２ In the recovery device, The aforementioned CO ２ The adsorption filter is rectangular, and the airflow passing through it from any side allows CO to be absorbed. ２ It is capable of adsorbing, The aforementioned CO ２ In the adsorption filter, at least two of the lengths of length, width, and height are different. The aforementioned filter-passing air velocity control means is When the vehicle is running at a low speed, the direction of the CO adsorption filter is controlled so that the length along the first direction in which the running wind flows becomes shorter. ２ ​ When the vehicle is traveling at high speed, the CO2 is adjusted so that the length along the first direction increases. ２ CO2 adsorption filter orientation control is a key feature. ２ Recovery device.

3. CO as described in claim 1 ２ In the recovery device, The aforementioned CO ２ The length, width, and height of the adsorption filter are all different lengths. The filter-passing air velocity control means controls the CO2 such that the length of the first direction in which the airflow passes increases as the vehicle speed of the vehicle increases. ２ CO2 adsorption filter orientation control is a key feature. ２ Recovery device.

4. CO as described in claim 2 ２ In the recovery device, The aforementioned CO ２ The adsorption filter is positioned in front of the radiator installed in the vehicle. The aforementioned CO ２ In an adsorption filter, when the surface receiving the airflow is the surface with the largest area, the CO ２ The CO2 is formed so that an air passage is formed around the adsorption filter to the radiator. ２ CO2 is characterized by having a set size for the adsorption filter. ２ Recovery device.

5. CO as described in claim 1 ２ In the recovery device, The aforementioned CO ２ The adsorption filter is a rectangular prism or a cube. The aforementioned CO ２ One side of the adsorption filter is designated as the first surface, and the surfaces that share an edge with the first surface are designated as the second surface and the third surface. The aforementioned CO ２ When the adsorption filter is cut along planes parallel to the first to third surfaces, the cross-sectional areas of the air passages through which the airflow passes are denoted as S1, S2, and S3, CO is characterized by S1, S2, and S3 being different from each other. ２ Recovery device.

6. CO as described in claim 1 ２ In the recovery device, The aforementioned CO ２ The adsorption filter is a rectangular prism or a cube. The aforementioned CO ２ One side of the adsorption filter is designated as the first surface, and the surfaces that share an edge with the first surface are designated as the second surface and the third surface. The aforementioned CO ２ When the adsorption filter is cut along planes parallel to the first to third surfaces, the cross-sectional areas of the air passages through which the airflow passes are denoted as S1, S2, and S3, CO is characterized in that S1, S2, and S3 are the same, while the sizes of the ventilation passages as viewed from each of the first to third surfaces are different from each other. ２ Recovery device.

7. CO according to any one of claims 2 to 6 ２ In the recovery device, The aforementioned filter-passing air velocity control means is The CO2 is located around a first axis perpendicular to the first direction in which the aforementioned airflow flows. ２ A filter rotation mechanism that rotates the adsorption filter, A filter drive unit that drives the filter rotation mechanism, The filter control unit controls the operation of the filter drive unit, The filter rotation mechanism rotates around the first axis ２ By rotating the adsorption filter, the CO ２ CO2 adsorption filter characterized by changing the surface that receives the airflow during driving. ２ Recovery device.

8. CO as described in claim 7 ２ In the recovery device, The filter rotation mechanism rotates around the first or second axis of the CO ２ By rotating the adsorption filter, the CO ２ By changing the surface of the adsorption filter that receives the airflow, The second axis is characterized by being perpendicular to the first axis and the first direction, respectively. ２ Recovery device.

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