JP2008297955A - Dual carbon dioxide gas engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently extract at least the same level of energy as that by a conventional internal combustion engine without causing problems resulting from fuel resources. <P>SOLUTION: The dual carbon dioxide engine comprises a sealed housing 101, an inner chamber 103 having a circular cross-section and formed in the housing, and a rotor 105 rotatably provided in the inner chamber. The rotor 105 has five or more equally-divided operating surfaces on the periphery along the rotating direction. A plurality of supply ports 107 and exhaust ports 109 are opened in the housing 101. The rotor is rotated in one direction by force produced by volume expansion of carbon dioxide occurring when the carbon dioxide in the condition of high pressure supplied from the supply ports is discharged from the exhaust ports after the pressure of the carbon dioxide has been reduced to a normal level. A plurality of times of suction and expansion strokes, expansion and discharge strokes and atmospheric pressure holding strokes are performed during one rotation of the rotor. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a dual carbon dioxide engine that takes advantage of the physical properties of carbon dioxide to extract energy without burning fuel.

  An internal combustion engine burns fuel inside the engine and uses its thermal energy. There are various types such as a gasoline engine, a gas engine, an oil engine, etc. depending on the fuel used, and it is widely used all over the world.

  However, there is concern about the exhaustion of petroleum resources, and it causes pollution problems due to exhaust gas emitted as a result of combustion.

  The external combustion engine also causes the above-described problems, that is, pollution problems due to exhaustion of resources and exhaust gas in that the fuel is burned.

  In order to solve these problems, the use of hydrogen as a clean energy has been attracting attention.

  While securing an energy source is important in this way, adverse effects caused by the increase in carbon dioxide, especially the problem of global warming, have been pointed out. Japan's carbon dioxide emissions are said to account for 5% of the world, and an enormous amount of carbon dioxide of about 381 million tons is released into the atmosphere every year. About 30% of this is occupied by energy conversion departments such as power generation. Despite this alarming situation, CO2 emissions are said to increase further due to political constraints such as the Kyoto Protocol due to the global economic revitalization and the development of developing countries. The effective use as well as the prevention of increase cannot be prevented. In particular, the above-mentioned concerns are serious because electric power energy that supports modern life is mainly thermal power generation that burns fossil fuels such as oil that generate a large amount of carbon dioxide.

  The present invention is a completely new and innovative energy system that is proposed under such a background.

With respect to the present invention, prior art documents have been investigated, but no effective patent documents have been found. To be strong, it is the next patent document relating to the applicant's patent application. Patent Document 1 relates to a carbon dioxide engine using a three-surface rotor, Patent Document 2 relates to a carbon dioxide engine using a two-surface rotor, and Patent Document 3 relates to a circulation system using these carbon dioxide engines.
Japanese Patent Application No. 2006-213941 Japanese Patent Application No. 2006-213944 Japanese Patent No. 3929477

  The present invention proposes a completely new and innovative dual carbon dioxide engine that eliminates the above-mentioned drawbacks by extracting energy without burning fuel.

  In other words, an object of the present invention is to secure an energy source without causing problems caused by fuel resources, and a dual carbon dioxide engine that can efficiently extract energy equal to or higher than that of a conventional internal combustion engine. Provide.

  Another object is to prevent an increase in carbon dioxide gas due to the use of the internal combustion engine, thereby contributing to the prevention of the warming phenomenon.

To achieve the above object, a dual carbon dioxide engine according to the present invention comprises a housing formed in a hermetically sealed manner, an inner chamber formed in a circular cross section in the housing, and a rotor provided rotatably in the inner chamber. The rotor has a working surface equally divided into five or more on the circumferential surface along the rotation direction, and the housing is provided with a plurality of supply ports and discharge ports, and a high-pressure carbon dioxide supplied from the supply port. The rotor is rotated in one direction by the force due to volume expansion when the gas is discharged from the discharge port at normal pressure, and a plurality of suction expansion strokes, expansion / discharge strokes, and atmospheric pressure maintenance are performed during one rotation of the rotor. It is characterized by going through a process.
Further, in the dual carbon dioxide engine according to claim 1, the working surface of the rotor is formed in a concave arc shape.
Further, in the dual carbon dioxide engine according to claim 2, the operating surface is substantially line symmetric with the arc of the inner peripheral surface of the corresponding housing.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the operating surface of the rotor is an odd number.
In the dual carbon dioxide engine according to claim 1 or 2, the rotor has five working surfaces.
The dual carbon dioxide engine according to claim 1 or 2, wherein the rotor has seven operating surfaces.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the rotor has nine operating surfaces.
The dual carbon dioxide engine according to claim 1 is characterized in that a plurality of the rotors are provided, and the rotors are provided so as to be shifted so that the phases of the operation surfaces do not overlap.
The dual carbon dioxide engine according to claim 1 or 2, wherein a heating section is provided outside the housing.

  The present invention utilizes three excellent physical properties of carbon dioxide, that is, gas inertness, room temperature liquefaction and high volume expansion, so that carbon dioxide supplied to the inner chamber at high pressure is at normal pressure. The actuator is driven by the force due to the volume expansion at the time, and the energy generated thereby is taken out a plurality of times. Therefore, since energy is extracted without fuel combustion, problems caused by fuel resources, that is, resource depletion and pollution problems due to exhaust gas are not caused. Therefore, it is completely clean energy.

  Further, although carbon dioxide is used, carbon dioxide is not generated, so that an increase in carbon dioxide more than the current amount can be prevented, which can contribute to prevention of a warming phenomenon.

  Since the energy source is carbon dioxide gas with no fear of resource depletion, and the extracted energy is equal to or higher than that of a gasoline engine as will be described later, there is no problem in terms of energy performance.

  Next, a dual carbon dioxide engine according to the present invention will be described in more detail with reference to the drawings showing embodiments. For convenience, portions having the same function are denoted by the same reference numerals and description thereof is omitted.

  1 and 2, the carbon dioxide engine 1 includes a housing 101 made of a sealed cylinder made of aluminum alloy, and a rotor 105 made of aluminum alloy that is rotatably provided in an inner chamber 103 of the housing 101. The housing 101 is provided with an inner chamber 103 which is formed in a hermetically sealed cylinder and has a circular cross section. A first supply port 107a, a first discharge port 109a, a second supply port 107b, and a second discharge port 109b are sequentially provided in a portion obtained by dividing the peripheral wall of the housing 101 into four equal parts (for convenience, the supply port “107”, This is indicated as “109”. As a result, the first discharge port 109a and the second discharge port 109b have a pressure equilibrium point at which the high-pressure carbon dioxide gas 35a supplied from the first supply port 107a and the second supply port 107b becomes the normal-pressure carbon dioxide gas 35b. It arrange | positions so that it may become immediately before. The first discharge port 109a and the second discharge port 109b are formed larger than the first supply port 107a and the second supply port 107b.

  The rotor 105 divides the circumferential surface into five equal parts along the rotation direction indicated by the arrows to form the operation surfaces a, b, c, d, and e. Each of the operating surfaces a, b, c, d, and e is formed in a concave arc shape, and is substantially symmetrical with the arc of the inner peripheral surface of the corresponding housing 101. Each apex portion of the rotor 105 is formed in a curved shape, and a pressure seal 105a for maintaining pressure is provided. The pressure seal 105a also serves as an oil seal.

  In the case of this embodiment, two housings 101 and two rotors 105 having the above-described configuration are connected. In FIGS. 1 and 2, the housing and the rotor are shown as “housing 101A”, “housing 101B”, “rotor 105A”, and “rotor 105B”. For convenience, they are referred to as “housing 101” and “rotor 105”. Reference numeral 102 denotes a rotor shaft to which the two rotors 105 are fixed, and the two rotors 105 are rotatably attached to the central portions of the two housings 101 by the rotor shafts 102. At this time, the rotors 105 are provided so that the phases of the operation surfaces do not overlap to ensure smooth output. Reference numeral 110 denotes a flywheel provided at one end of the rotor shaft 102.

  Each inner chamber 103 of each housing 101 is supplied with a high-pressure carbon dioxide gas 35a, and each rotor 105 is centered on the rotor shaft 102 by a force due to volume expansion when the carbon dioxide gas 35a reaches atmospheric pressure. Rotate in one direction shown. The inner chamber 103 is partitioned and formed into a first chamber 111, a second chamber 112, a third chamber 113, a fourth chamber 114, and a fifth chamber 115 as the rotor 105 rotates. The chambers 111, 112, 113, 114, and 115 are responsible for any of the suction / expansion stroke, the expansion / discharge stroke, and the atmospheric pressure maintaining stroke in relation to the operation surfaces a, b, c, d, and e of the rotor 105. . The first chamber 111 does not allow the first discharge port 109a to be “open” when a certain operation surface (a surface in the case of FIGS. 3A and 3B) comes to a position where the first supply port 107a is “open”. At this time, the respective chambers adjacent to the first chamber 111 are sequentially designated as a second chamber 112, a third chamber 113, a fourth chamber 114, and a fifth chamber 115 in the rotation direction.

  The suction expansion stroke is a stroke in which carbon dioxide gas 35a is supplied into the first chamber 111 and presses one of the operating surfaces a to e of the rotor 105. At this time, the supply ports 107a and 107b are “open” and the discharge port 109a. 109b are “closed” (A1 to A2 in FIG. 3A, B1 to B2 in FIG. 3B). The expansion and discharge stroke is a stroke in which the carbon dioxide gas 35b that has been brought into the atmospheric pressure state due to the rotation of the rotor 105 is discharged to the outside from the discharge ports 109a and 109b. At this time, the supply ports 107a and 107b are “closed”. 109b are “open” (A3 to A4 in FIG. 3A, B3 to B4 in FIG. 3B). In the atmospheric pressure maintaining process, the supply ports 107a and 107b are “closed”, the discharge ports 109a and 109b are “open”, and the working chambers 111 and 112 in the case of A5 in FIG. 3A and the working chamber 113 in the case of B5 in FIG. , 114 is a process of maintaining the carbon dioxide gas 35b at atmospheric pressure in an atmospheric pressure state, thereby providing smoothness to the rotation of the rotor 105 (A5 in FIG. 3A, B5 in FIG. 3B).

  The normal pressure means that contributes to the sub-expansion of high-pressure carbon dioxide gas in the first chamber of the carbon dioxide gas engine 1 and accumulates the expansion energy can be achieved when the atmospheric pressure is set from the inside of the carbon dioxide gas engine 1 or the carbon dioxide gas engine 1. Any of the cases where the atmospheric pressure is applied from the outside is acceptable. The former is a case where the atmospheric pressure is brought into contact with the inner chamber 103 via a bearing portion (not shown) of the rotor shaft 102, and is an example shown in FIGS. In this case, it is not always necessary to install a circulation circuit for the discharged carbon dioxide gas. In the latter case, when the atmospheric pressure is brought into contact with the inner chamber 103 via the atmospheric drying unit 65 in the circulation circuit of the discharged carbon dioxide gas (FIG. 10), the valve pressure regulating valve and circuit for regulating the valve pressure Is attached (FIG. 11). Details will be described later.

  Next, the operation principle of the present invention will be described with reference to FIGS. 3A and 3B. FIG. 3A and FIG. 3B are diagrams schematically showing the position when the rotor 105 rotates in the inner chamber 103 and the state of expansion of carbon dioxide gas. A1 to A5 in FIG. 3A show a first expansion energy extraction step on the working surface a, and B1 to B5 in FIG. 3B show a second expansion energy extraction step on the operation surface a. A1 and A2 in FIG. 3A indicate the suction expansion stroke, and the carbon dioxide gas at this time is in a “subexpansion” state. A3 and A4 in FIG. 3A indicate an expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. A5 in FIG. 3A indicates an atmospheric pressure holding process, and the working chambers 111 and 112 at this time are at atmospheric pressure (1 atm). Further, B1 and B2 in FIG. 3B indicate a suction expansion stroke, and the carbon dioxide gas at this time is in a “sub-expansion” state. B3 and B4 in FIG. 3B indicate an expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. B5 in FIG. 3B indicates an atmospheric pressure maintaining process, and the working chambers 113 and 114 at this time are at atmospheric pressure (1 atm). As a result, the rotor 105 rotates once and the other surface (surface b) becomes the working surface.

  The carbon dioxide gas 35 a is supplied from the initial tank 31 or the circulation tank 73 through the pipe 33 to the carbon dioxide gas engine 1 in a high pressure state. When the carbon dioxide gas 35 a flows into the inner chamber 103 of the carbon dioxide gas engine 1. The situation will be described with reference to FIGS. 3A and 3B.

  First, starting is performed by a cell starter (not shown), and the rotor 105 is forcibly rotated. When the rotor 105 is at the position A1 in FIG. 3A, that is, when the supply port 107a is “open”, the high-pressure carbon dioxide gas 35a flows into the first chamber 111. The carbon dioxide gas 35a starts to expand as soon as it flows into the first chamber 111, but this expansion once ends when the rotor 105 reaches the position of the discharge port 109a as indicated by A2 in FIG. 3A. This is because the expansion of the carbon dioxide gas 35 a is performed within the limit of the volume of the first chamber 111. This is tentatively called “sub-expansion”. The pressure energy received by the rotor 105 at the time of sub-expansion is received by the entire a-plane as in the gasoline engine. That is, in the intake and expansion strokes A1 and A2 in FIG. 3A, the carbon dioxide gas 35a moves to the next expansion and discharge stroke in a state where the stress of subexpansion energy is accumulated and held.

  In the expansion and discharge strokes of A3 and A4 in FIG. 3A, when the discharge port 109a is "opened" by the rotation of the rotor 105, that is, when the discharge port 109a is in a pinhole state, the carbon dioxide gas 35a becomes an atmospheric pressure and explosive. Inflates. At this time, when the movement of the carbon dioxide gas 35a is taken as the center, the expanded carbon dioxide gas 35a moves along the surface of the rotor 105 and moves rapidly toward the discharge port 109a which is “open”. The expansion pressure of the carbon dioxide gas 35a at this time is not applied evenly to the entire a surface of the rotor 105, but is concentrated only on the half surface of the rotor 105 on the discharge port 109a side, unlike the case of the suction expansion stroke. Accordingly, the discharge port 109a opens more and more, so that the carbon dioxide gas 35a moves more rapidly toward the discharge port 109a, so that the force due to expansion of the carbon dioxide gas 35a (referred to as “expansion force”) is further increased by the rotor 105. It concentrates only on the half surface on the discharge port 109a side. This state can be referred to as a “chain expansion” state, in which case the carbon dioxide gas 35a is sufficiently expanded, so that a sufficient rotational moment can be obtained on the half surface of the rotor 105 on the discharge port 109a side. As a result, the rotor 105 rotates.

This point will be described in more detail based on FIGS. 4A (A) to 4 (D). 4A (A) is an enlarged view of part A in step A2 in FIG. 3A, FIG. 4A (B) is an enlarged view of part B in step A3 in FIG. 3A, and FIG. 4A (C) is an intermediate between step A3 and step A4 in FIG. FIG. 4A (D) is an enlarged view of a portion D in step A4 in FIG. 3A. As shown in FIG. 4A (A), in the state immediately before the expansion / discharge process, the expansion (subexpansion) force of the carbon dioxide gas 35 a is applied to all surfaces of the first chamber 111 and the rotor 105. However, at the moment when the discharge port 109a is “open”, the carbon dioxide gas 35a rapidly flows and jets from the high-pressure first chamber 111 toward the low-pressure (atmospheric pressure) opening 109a (FIG. 4A (B)). At this time, when the inside of the first chamber 111 is viewed, the vicinity of the discharge port 109a is exposed to the atmospheric pressure, so that a pressure imbalance portion P ₀ in which the pressure is unbalanced is formed, and this pressure imbalance portion P ₀ Since the pressure becomes low when 35a is ejected, the carbon dioxide gas 35a of the adjacent layer P ₁ moves. As a result, a relatively low pressure portion L (shown as A3 in FIG. 3A) is formed on the opposite side of the discharge port 109a in the first chamber 111. Such movement of the carbon dioxide gas 35a is successively performed as shown in FIGS. 4A (C) and 4A (D). Therefore, the low pressure space L from which the carbon dioxide gas 35a has escaped is formed in the first chamber 111, and the low pressure space L gradually increases. On the other hand, new carbon dioxide gas is successively added to the pressure imbalance portion P ₀ near the discharge port 109a. Since 35a moves explosively, the pressure imbalance portion P ₀ is always higher than atmospheric pressure. And when carbon dioxide 35a discharged one after another from the pressure imbalance portion P ₀ is discharged from the discharge port 109a, namely because the rotor 105 expands explosively from the position up to the position of "n", "1" The discharged carbon dioxide gas 35a presses the half surface of the rotor 105 on the first discharge port 109a side, and the rotor 105 is pivotally attached to the housing 101. Therefore, the carbon dioxide gas 35a is rotated by the expansion force of the carbon dioxide gas 35a. That is, the discharged carbon dioxide gas 35a is continuously expanded explosively because the explosive expansion at the pressure imbalance portion P ₀ and the replenishment to the pressure imbalance portion P ₀ are continuously performed. The rotor 105 rotates.
In addition, since the compartments of the respective chambers change as the rotor 105 rotates, the compartments indicated by “111” in the stroke after the stroke A3 in FIG. 3A may not be the first chamber. For convenience, the reference numerals of the respective chambers shown in the process A1 in FIG. 3A are used for the processes A3 to A5 in FIG. 3A and the processes B1 to B5 in FIG. 3B.

  Next, from the end of the expansion / discharge process shown in A4 of FIG. 3A, the rotor 105 rotates by inertial force in the atmospheric pressure holding process shown in A5 of FIG. 3A, the a-plane moves to the second chamber 112 having the atmospheric pressure, Rotate to the position indicated by B1 in FIG. 3B. Thereby, it becomes the expansion energy extraction process of the 2nd time in a surface.

  That is, when the rotor 105 is rotated by the moment of inertia and the surface a is at the position indicated by B1 in FIG. 3B, the supply port 107b is “open”, and the high-pressure carbon dioxide gas 35a flows into the third chamber 113. The carbon dioxide gas 35a starts to expand as soon as it flows into the third chamber 113, but this expansion once ends when the rotor 105 comes to the position of the discharge port 109b as indicated by B2 in FIG. 3B. This is due to “sub-expansion” in which the expansion of the carbon dioxide gas 35 a is performed within the limit of the volume of the third chamber 113. The pressure energy received by the rotor 105 at the time of sub-expansion is received by the entire a-plane as in the gasoline engine. That is, in the suction and expansion strokes B1 and B2 in FIG. 3B, the carbon dioxide gas 35a moves to the next expansion and discharge stroke in a state where the stress of subexpansion energy is accumulated and held.

  In the expansion / discharge process of B3 and B4 in FIG. 3B, when the discharge port 109b is "opened" by the rotation of the rotor 105, that is, when the discharge port 109b is in a pinhole state, the carbon dioxide gas 35a becomes an atmospheric pressure and explosive. Inflates. At this time, when the movement of the carbon dioxide gas 35a is taken as the center, the expanded carbon dioxide gas 35a moves along the surface of the rotor 105 and moves rapidly toward the discharge port 109b that is "open". The expansion pressure of the carbon dioxide gas 35a at this time is not applied evenly to the entire a surface of the rotor 105, but is concentrated only on the half surface of the rotor 105 on the discharge port 109b side, unlike the case of the suction expansion stroke. Therefore, the discharge port 109b opens more and more, and the carbon dioxide gas 35a moves more rapidly toward the discharge port 109b. Therefore, the force (expansion force) due to the expansion of the carbon dioxide gas 35a is further increased on the discharge port 109b side of the rotor 105. Concentrate only on one side. This state can be referred to as a “chain expansion” state, in which case the carbon dioxide gas 35a is fully expanded, so that a sufficient rotational moment can be obtained on the half surface of the rotor 105 on the discharge port 109b side. As a result, the rotor 105 rotates.

This point will be described in more detail based on FIGS. 4B (E) to 4B (H). FIG. 4B (E) is an enlarged view of portion E in step B2 in FIG. 3B, FIG. 4B (F) is an enlarged view of portion F in step B3 in FIG. 3B, and FIG. 4B (G) is an intermediate between steps B3 and B4 in FIG. FIG. 4B (H) is an enlarged view showing a portion H in a process B4 in FIG. 3B. As shown in FIG. 4B (E), the expansion (subexpansion) force of the carbon dioxide gas 35a is applied to all surfaces of the third chamber 113 and the rotor 105 in the state immediately before the expansion / discharge process. However, at the moment when the discharge port 109b is “opened”, the carbon dioxide gas 35a rapidly flows out from the high-pressure third chamber 113 toward the low-pressure (atmospheric pressure) opening portion 109b (FIG. 4B (F)). At this time, when the inside of the third chamber 113 is viewed, the vicinity of the discharge port 109b is exposed to the atmospheric pressure, so that a pressure imbalance portion P ₀ in which the pressure is unbalanced is formed, and this pressure imbalance portion P ₀ Since the pressure becomes low when 35a is ejected, the carbon dioxide gas 35a of the adjacent layer P ₁ moves. As a result, a relatively low pressure portion L (shown as B3 in FIG. 3B) is formed on the opposite side of the discharge port 109b in the third chamber 113. Such movement of the carbon dioxide gas 35a is successively performed as shown in FIGS. 4B (G) and 4B (H). Therefore, the low pressure space L from which the carbon dioxide gas 35a has escaped is formed in the third chamber 113, and the low pressure space L gradually increases. On the other hand, new carbon dioxide gas is successively added to the pressure imbalance portion P ₀ near the discharge port 109b. Since 35a moves explosively, the pressure imbalance portion P ₀ is always higher than atmospheric pressure. And when carbon dioxide 35a discharged one after another from the pressure imbalance portion P ₀ is discharged from the discharge port 109b, i.e. from the rotor 105 expands explosively from the position up to the position of "n", "1" The discharged carbon dioxide gas 35a presses the half surface of the rotor 105 on the second discharge port 109b side, and the rotor 105 is pivotally attached to the housing 101. Therefore, the rotor 105 is rotated by the expansion force of the carbon dioxide gas 35a. That is, the discharged carbon dioxide gas 35a is continuously expanded explosively because the explosive expansion at the pressure imbalance portion P ₀ and the replenishment to the pressure imbalance portion P ₀ are continuously performed. The rotor 105 rotates.

  Next, from the end of the expansion / discharge process shown in B4 of FIG. 3B, the rotor 105 rotates by the inertial force in the atmospheric pressure holding process shown in B5 of FIG. 3B, and the a-plane moves to the fourth chamber 114 having the atmospheric pressure. As a result, the other surface (surface b) becomes the position of the first supply port 107a “open” and becomes the operating surface, so that the series of steps described above is repeated on the surface b of the rotor 105.

  After that, the carbon dioxide engine is operated by continuously repeating the series of steps described above.

  And also in b surface, the expansion energy of carbon dioxide twice is taken out through the same process as described above. The rotor 105 further rotates, and the expansion energy of carbon dioxide gas is extracted twice through the same process as described above on the c-plane to e-plane. Further, in the present embodiment, since the two rotors 105 are connected with a phase shift, the operation surfaces ae of the rotor 105A and the operation surfaces ae of the rotor 105B are continuous in the above-described strokes in the operation surfaces ae. Done. Therefore, the engine output increases and the smoothness of the output is ensured.

  5A to 5C show another embodiment in which the rotor 105 has seven working surfaces a, b, c, d, e, f, and g. In the housing 101, a first supply port 107a, a first discharge port 109a, a second supply port 107b, a second discharge port 109b, a third supply port 107c, and a third discharge port 109c are sequentially formed in a portion where the peripheral wall is divided into six equal parts. Provide. (When generically referred to, they are indicated as a supply port “107” and a discharge port “109” for convenience). As a result, the first discharge port 109a, the second discharge port 109b, and the third discharge port 109c are at the normal pressure of the high-pressure carbon dioxide gas 35a that is supplied from the first supply port 107a, the second supply port 107b, and the third supply port 107c. It arrange | positions so that it may be just before the equilibrium point of the pressure used as the carbon dioxide gas 35b. The first discharge port 109a, the second discharge port 109b, and the third discharge port 109c are formed larger than the first supply port 107a, the second supply port 107b, and the third supply port 107c.

  The rotor 105 divides the peripheral surface into seven equal parts along the rotation direction indicated by the arrow to form the operation surfaces a, b, c, d, e, f, and g. Each of the operation surfaces a, b, c, d, e, f, and g is formed in a concave arc shape, and is formed substantially in line symmetry with the arc of the inner peripheral surface of the corresponding housing 101. Similar to the five-sided rotor, each apex of the seven-sided rotor 105 is formed in a curved shape and is provided with a pressure seal for maintaining pressure. The pressure seal 105a also serves as an oil seal (not shown).

  Next, the operation principle of this embodiment will be described with reference to FIGS. 5A to 5C. FIG. 5A to FIG. 5C are diagrams schematically illustrating the position when the rotor 105 rotates in the inner chamber 103 and the state of expansion of the carbon dioxide gas. A1 to A5 in FIG. 5A show the first expansion energy extraction process on the operation surface a, B1 to B5 in FIG. 5B show the second expansion energy extraction process on the operation surface a, and C1 to C5 in FIG. The expansion energy extraction process of the 3rd time in the surface a is shown. A1 and A2 in FIG. 5A show the suction and expansion stroke, and the carbon dioxide gas at this time is in a “sub-expansion” state. A3 and A4 in FIG. 5A indicate an expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. A5 in FIG. 5A indicates an atmospheric pressure maintaining process, and the working chambers 111 and 112 at this time are at atmospheric pressure (1 atm). Further, B1 and B2 in FIG. 5B indicate the suction expansion stroke, and the carbon dioxide gas at this time is in a “sub-expansion” state. B3 and B4 in FIG. 5B indicate the expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. B5 in FIG. 5B indicates an atmospheric pressure maintaining process, and the working chambers 113 and 114 at this time are at atmospheric pressure (1 atm). Further, C1 and C2 in FIG. 5C indicate the suction expansion stroke, and the carbon dioxide gas at this time is in a “sub-expansion” state. C3 and C4 in FIG. 5C indicate an expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. C5 in FIG. 5C indicates an atmospheric pressure maintaining process, and the working chambers 115 and 116 at this time are at atmospheric pressure (1 atm). As a result, the rotor 105 rotates once and the other surface (surface b) becomes the working surface.

  The carbon dioxide gas 35 a is supplied from the initial tank 31 or the circulation tank 73 through the pipe 33 to the carbon dioxide gas engine 1 in a high pressure state. When the carbon dioxide gas 35 a flows into the inner chamber 103 of the carbon dioxide gas engine 1. The state will be described with reference to FIGS. 5A to 5C.

  First, starting is performed by a cell starter (not shown), and the rotor 105 is forcibly rotated. When the rotor 105 is at the position A1 in FIG. 5A, that is, when the supply port 107a is “open”, the high-pressure carbon dioxide gas 35a flows into the first chamber 111. The carbon dioxide gas 35a starts to expand as soon as it flows into the first chamber 111, but this expansion once ends when the rotor 105 reaches the position of the discharge port 109a as shown by A2 in FIG. 5A. This is because of the “sub-expansion” in which the expansion of the carbon dioxide gas 35 a is performed within the limit of the volume of the first chamber 111. The pressure energy received by the rotor 105 at the time of sub-expansion is received by the entire a-plane as in the gasoline engine. That is, in the intake and expansion strokes A1 and A2 in FIG. 5A, the carbon dioxide gas 35a moves to the next expansion and discharge stroke in a state where the stress of subexpansion energy is accumulated and held.

  In the expansion / discharge process of A3 and A4 in FIG. 5A, when the discharge port 109a is "opened" by the rotation of the rotor 105, that is, when the discharge port 109a is in a pinhole state, the carbon dioxide gas 35a becomes an atmospheric pressure and explosive. Inflates. At this time, when the movement of the carbon dioxide gas 35a is taken as the center, the expanded carbon dioxide gas 35a moves along the surface of the rotor 105 and moves rapidly toward the discharge port 109a which is “open”. The expansion pressure of the carbon dioxide gas 35a at this time is not applied evenly to the entire a surface of the rotor 105, but is concentrated only on the half surface of the rotor 105 on the discharge port 109a side, unlike the case of the suction expansion stroke. Accordingly, the discharge port 109a opens more and more, so that the carbon dioxide gas 35a moves more rapidly toward the discharge port 109a, so that the force (expansion force) due to the expansion of the carbon dioxide gas 35a is further increased on the discharge port 109a side of the rotor 105. Concentrate only on one side. This state can be referred to as a “chain expansion” state, in which case the carbon dioxide gas 35a is sufficiently expanded, so that a sufficient rotational moment can be obtained on the half surface of the rotor 105 on the discharge port 109a side. As a result, the rotor 105 rotates. Details are the same as those described for the five-sided rotor, and will be omitted.

  In addition, since the compartments of the respective chambers change as the rotor 105 rotates, the compartment indicated by “111” in the stroke after the stroke A3 in FIG. Although it may not be one room, for the sake of convenience, the processes A3 to A5 in FIG. 5A, the processes B1 to B5 in FIG. 5B, and the processes C1 to C5 in FIG. 5C are all shown in the process A1 in FIG. 5A. A code is used.

  Next, from the end of the expansion / discharge process shown in A4 of FIG. 5A, the rotor 105 rotates by inertial force in the atmospheric pressure holding process shown in A5 of FIG. 5A, and the a-plane shifts to the second chamber 112 having the atmospheric pressure. Rotate to the position indicated by B1 in FIG. 5B. Thereby, it becomes the expansion energy extraction process of the 2nd time in a surface.

  That is, when the rotor 105 is rotated by the moment of inertia and the surface a is at the position indicated by B1 in FIG. 5B, the supply port 107b is “open” and the high-pressure carbon dioxide gas 35a flows into the third chamber 113. The carbon dioxide gas 35a starts to expand as soon as it flows into the third chamber 113, but this expansion once ends when the rotor 105 comes to the position of the discharge port 109b as shown by B2 in FIG. 5B. This is due to “sub-expansion” in which the expansion of the carbon dioxide gas 35 a is performed within the limit of the volume of the third chamber 113. The pressure energy received by the rotor 105 at the time of sub-expansion is received by the entire a-plane as in the gasoline engine. That is, in the suction and expansion strokes B1 and B2 in FIG. 5B, the carbon dioxide gas 35a moves to the next expansion and discharge stroke in a state where the stress of subexpansion energy is accumulated and held.

  In the expansion / discharge process of B3 and B4 in FIG. 5B, when the discharge port 109b is "opened" by the rotation of the rotor 105, that is, when the discharge port 109b is in a pinhole state, the carbon dioxide gas 35a becomes an atmospheric pressure and explosive. Inflates. At this time, when the movement of the carbon dioxide gas 35a is taken as the center, the expanded carbon dioxide gas 35a moves along the surface of the rotor 105 and moves rapidly toward the discharge port 109b that is "open". The expansion pressure of the carbon dioxide gas 35a at this time is not applied evenly to the entire a surface of the rotor 105, but is concentrated only on the half surface of the rotor 105 on the discharge port 109b side, unlike the case of the suction expansion stroke. Therefore, the discharge port 109b opens more and more, and the carbon dioxide gas 35a moves more rapidly toward the discharge port 109b. Therefore, the force (expansion force) due to the expansion of the carbon dioxide gas 35a is further increased on the discharge port 109b side of the rotor 105. Concentrate only on one side. This state can be referred to as a “chain expansion” state, in which case the carbon dioxide gas 35a is fully expanded, so that a sufficient rotational moment can be obtained on the half surface of the rotor 105 on the discharge port 109b side. As a result, the rotor 105 rotates. Details of this point are also the same as described above, and will be omitted.

  Next, from the end of the expansion / discharge stroke shown in B4 of FIG. 5B, the rotor 105 rotates due to the inertial force in the atmospheric pressure holding stroke shown in B5 of FIG. 5B, and the a-plane moves to the fourth chamber 114 having the atmospheric pressure. Rotate to the position indicated by C1 in FIG. 5C. This is the third expansion energy extraction step on the a-plane.

  That is, when the rotor 105 is rotated by the moment of inertia and the surface a is at the position indicated by C1 in FIG. 5C, the supply port 107c is “open”, and the high-pressure carbon dioxide gas 35a flows into the fifth chamber 115. The carbon dioxide gas 35a starts to expand as soon as it flows into the fifth chamber 115, but this expansion once ends when the rotor 105 comes to the position of the discharge port 109c as indicated by C2 in FIG. 5C. This is due to “sub-expansion” in which the expansion of the carbon dioxide gas 35 a is performed within the limit of the volume of the fifth chamber 115. The pressure energy received by the rotor 105 at the time of sub-expansion is received by the entire a-plane as in the gasoline engine. That is, in the suction and expansion strokes C1 and C2 in FIG. 5C, the carbon dioxide gas 35a moves to the next expansion and discharge stroke in a state where the stress of the subexpansion energy is accumulated and held.

  In the expansion and discharge strokes of C3 and C4 in FIG. 5C, when the discharge port 109c is "opened" by the rotation of the rotor 105, that is, when the discharge port 109c is in a pinhole state, the carbon dioxide gas 35a becomes an atmospheric pressure and explosive. Inflates. At this time, when the movement of the carbon dioxide gas 35a is taken as the center, the expanded carbon dioxide gas 35a moves along the surface of the rotor 105 and moves rapidly toward the discharge port 109c that is "open". The expansion pressure of the carbon dioxide gas 35a at this time is not applied evenly to the entire a surface of the rotor 105, but is concentrated only on the half surface of the rotor 105 on the discharge port 109c side, unlike the case of the suction expansion stroke. Accordingly, the discharge port 109c opens more and more, so that the carbon dioxide gas 35a rapidly moves toward the discharge port 109c. Therefore, the force (expansion force) due to the expansion of the carbon dioxide gas 35a is further increased on the discharge port 109c side of the rotor 105. Concentrate only on one side. This state can be referred to as a “chain expansion” state, in which case the carbon dioxide gas 35a is sufficiently expanded, so that a sufficient rotational moment can be obtained on the half surface of the rotor 105 on the discharge port 109c side. As a result, the rotor 105 rotates. Details of this point are also the same as described above, and will be omitted.

  Next, from the end of the expansion / discharge process shown at C4 in FIG. 5C, the rotor 105 rotates due to the inertial force in the atmospheric pressure holding process shown at C5 in FIG. 5C, and the a-plane shifts to the sixth chamber 116 having the atmospheric pressure. As a result, the other surface (surface b) becomes the position of the first supply port 107a “open” and becomes the operating surface, so that the series of steps described above is repeated on the surface b of the rotor 105.

  After that, the carbon dioxide engine is operated by continuously repeating the series of steps described above.

  And also in b surface, the expansion energy by carbon dioxide gas is taken out through the same process as described above. Further, the rotor 105 is rotated, and the expansion energy by the carbon dioxide gas is extracted three times through the same process as described above in the c-plane to the g-plane. Further, in this embodiment, since the two rotors 105 are connected with a phase shift, the operation surfaces a to g of the operation surfaces a to g are continuously connected to the operation surfaces a to g of the rotor 105A and the operation surfaces a to g of the rotor 105B. Done. Therefore, the engine output increases and the smoothness of the output is ensured.

  FIG. 6 shows an example of a circuit for supplying carbon dioxide gas 35a serving as a pressure material to the carbon dioxide engine 1. The circuit of FIG. 6 shows a circulation circuit in which carbon dioxide gas circulates. As described above, the supply of the carbon dioxide gas 35a serving as the pressure material does not necessarily have to be a circulation circuit. However, the following description will be based on the supply by the circulation circuit.

  Specifically, the supply path 34 </ b> A includes an initial tank 31 including a pressure vessel that stores virgin carbon dioxide gas in a liquid state, and the initial tank 31 via a switching valve 51, a three-way switching valve 54, and a flow control valve 55. The heating unit 56 is connected by pipes 33 a, 33 b, and 33 c, and the pipe 33 d is connected to the supply port 107 of the carbon dioxide engine 1 connected to the heating unit 56.

  Specifically, the recovery path 34B includes a cooling unit 57 that recovers atmospheric carbon dioxide gas 35b discharged from the discharge port 109 of the carbon dioxide gas engine 1 and engine oil from the atmospheric discharge carbon dioxide gas 35b. A separation unit 68 comprising a filter for separating components, a primary carbon dioxide compression unit 69a comprising a compressor and pumping the exhausted carbon dioxide gas 35b having undergone the separation process by the separation unit 68, and the primary carbon dioxide compression Carbon dioxide gas 35a ′ pressurized and compressed by the unit 69a is fed, and the cooling unit 57 that cools the fed carbon dioxide gas 35a ′ with, for example, the heat of vaporization of exhaust at −30 ° C., A secondary carbon dioxide compression unit 69b that further pressurizes and compresses the carbon dioxide gas 35a 'fed from the cooling unit 57, which is composed of a compressor, and is fed from the secondary carbon dioxide compression unit 69b. Consisting circulation tank 73 consisting of a pressure vessel for reserving the carbon dioxide 35a. The carbon dioxide engine 1 and the cooling part 57 are connected by a pipe 33e, the cooling part 57 and the separation part 68 are connected by a pipe 33g, and the separation part 68 and the primary carbon dioxide compression part 69a are connected by a pipe 33h. The primary carbon dioxide compression section 69a and the cooling section 57 are connected by a pipe 33i, and the cooling section 57 and the secondary carbon dioxide compression section 69b are connected by a pipe 33k, the secondary carbon dioxide compression section 69b and the circulation tank. 73 is connected by a pipe 33m, and the circulation tank 73 and the three-way switching valve 54 are connected by a pipe 33n. The pipes are collectively referred to as “pipe 33”.

  The above-described three-way switching valve 54 is provided at the contact point between the supply path 34A and the recovery path 34B, and both paths 34A and 34B are connected to a closed circuit via the carbon dioxide engine 1 and the three-way switching valve 54. The circulation circuit 34 is configured. A sensor 53 for detecting the purity of the carbon dioxide gas 35a is connected to the pipe 33a of the supply path 34A and the pipe 33n of the recovery path 34B. The sensor 53 always detects the purity of the carbon dioxide gas 35a fed through the pipe 33a and the pipe 33n, and issues an initial switching signal when the purity is not within the set range, and when it is within the set range. A circulation switching signal is issued.

  When the carbon dioxide gas discharged from the carbon dioxide engine 1 is collected by the cooling unit 57, the carbon dioxide gas is cooled to about −30 ° C. by heat of vaporization or the like. This discharged carbon dioxide expands explosively when it reaches atmospheric pressure. Since the expanded carbon dioxide gas is discharged in an ejected state when exhausted, the discharged carbon dioxide gas 35b is recovered in the cooling unit 57 by this jet output, and the primary carbon dioxide gas is passed through the cooling unit 57. It is pumped to the compression part 69a. The separation unit 68 is provided with a check valve 75, and the separated engine oil is returned to the carbon dioxide engine 1 through the check valve 75.

  The cooling part 57 includes a casing 57a and a return pipe 33j built in the casing 57a so as to overlap with the casing 57a. The pipe 33j is connected to the pipe 33i and the pipe 33k. When the discharged carbon dioxide gas 35b flowing from the outward pipe 33e is exposed to atmospheric pressure, it becomes a low temperature of, for example, −30 ° C. due to heat of vaporization and the like, and the casing 57a is filled with the discharged carbon dioxide gas 35b of −30 ° C. ing. Here, the carbon dioxide gas 35a 'which has not been fully compressed by the primary carbon dioxide compression section 69a flows into the pipe 33j on the return path. Therefore, the carbon dioxide gas 35a 'is cooled by the vaporization heat of the discharged carbon dioxide gas at -30 ° C. By passing through this primary cooling step, it becomes possible to reduce the load energy for the compression of the carbon dioxide gas 35b by the next secondary carbon dioxide gas compression part 69b.

  This point will be explained in more detail. The structure of the primary carbon dioxide compression part 69a and the secondary carbon dioxide compression part 69b constituting the carbon dioxide compression part is composed of the same compressor, and the inflowing carbon dioxide is pulled in by the blade structure (not shown). (Suction) and discharge of carbon dioxide gas (pressure feed). Therefore, the suction by the front unit 69a and the pressure feeding by the rear unit 69b act as a set, and the synergistic action of the two can easily increase the compression processing capacity of the carbon dioxide gas according to the amount of carbon dioxide. This is a substantial reason for having a plurality of carbon dioxide gas compression units.

In the cooling unit 57, the high-pressure carbon dioxide gas 35a becomes normal-pressure carbon dioxide gas 35b and is recovered from the discharge port 109 through the pipe 33e. At this time, the atmosphere mixed in the cooling unit 57 is measured. It has been found in recent experiments that there is virtually no problem for the operation of the engine 1 even if this atmosphere is mixed in the subsequent circulation of the carbon dioxide gas 35a, 35b. Carbon dioxide gas has a higher specific gravity than the outside air, and the carbon dioxide gas 35a moves downward in a high pressure state and is ejected from the discharge port 109. For this reason, even if the carbon dioxide gas 35 a becomes atmospheric pressure at the pressure imbalance portion P ₀ near the discharge port 109, the external air of the same pressure does not flow into the inner chamber 103. Therefore, it is considered that the outside air is not mixed into the carbon dioxide gas 35b that has been recovered to the atmospheric pressure and is not mixed in the subsequent circulation of the carbon dioxide gas. Therefore, since there is no substantial adverse effect due to air mixing, it is not necessary to provide an isolation device for discharging air to the recovery path 34B.

  Most of the carbon dioxide gas 35a stored in the initial tank 31 is in a liquid state, but a part thereof may be in a gas state in the tank. In this case, the liquid carbon dioxide gas 35a exists in the lower part of the tank, and the gaseous carbon dioxide gas 35a exists in the upper part of the tank.

  FIG. 7 shows the operation steps of the circuit of this embodiment. In the initial start, first, the switching valve 51 is opened, and the virgin carbon dioxide gas 35a is caused to flow from the initial tank 31 to the pipe 33a (S1). The purity of the virgin carbon dioxide gas 35a flowing through the pipe 33a is detected by the sensor 53 (S2), and an initial switching signal is issued (S3). As a result, the three-way switching valve 54 is actuated to bring the pipe 33a and the pipe 33b to “open” and the pipe 33b and the pipe 33n to “close” (first open) (S4). Next, the flow control valve 55 for engine throttle is opened (S5), and the carbon dioxide gas 35a is heated by the heating unit 56 and the pressure is further increased from the inside of the pipe 33d (S6). (S7).

  When the carbon dioxide engine 1 is driven by the force due to the volume expansion of the carbon dioxide gas 35a, for example, an automobile is driven by the power (A). At the same time, the power is transmitted to the primary carbon dioxide compression section 69a by the belt 58a and contributes to the operation of the primary carbon dioxide compression section 69a. The power is transmitted to the secondary carbon dioxide compression section 69b by the belt 58b and contributes to the operation of the secondary carbon dioxide compression section 69b.

  The carbon dioxide gas 35b discharged from the carbon dioxide engine 1 is explosively expanded and then discharged, and is supplied to the cooling unit 57 by the jet output at the time of discharge (S8). The carbon dioxide gas 35b emitted from the cooling section 57 is separated from the oil by the separation section 68 (S10), and is pumped to the primary carbon dioxide compression section 69a (S9). The carbon dioxide gas 35a ′ compressed by the primary carbon dioxide compression section 69a is fed again to the cooling section 57, where it comes into contact with the low temperature of the discharged carbon dioxide gas 35b in the casing 57a and is cooled by the heat of vaporization thereof. (S11). The cooled carbon dioxide gas 35a 'is sent to the secondary carbon dioxide gas compression unit 69b, where it is pressurized to form carbon dioxide gas 35a (S12). Next, the carbon dioxide gas 35a is sent from the pipe 33m to the circulation tank 73 and stored in the circulation tank 73 (S13).

  After the start-up, the sensor 53 detects the concentration of the carbon dioxide gas 35a flowing through the pipe 33n and the pipe 33a (S2). When the concentration of the carbon dioxide gas 35a is within the set range, a circulation switching signal is issued (S3). The three-way switching valve 54 is actuated by this circulation switching signal, and the pipe 33n and the pipe 33b are "opened" and the pipe 33a and the pipe 33b are "closed", and the "second open" state is established (S4). Thereafter, the series of steps described above is repeated, and the engine operates continuously.

  Carbon dioxide gas is supplied from the supply port 107 opened through the pipe 33 into the closed chamber in a high pressure state 35a, and is discharged and collected in a normal pressure state. Regarding the carbon dioxide gas 35, carbon dioxide gas in a high pressure state is represented by “35a”, and carbon dioxide gas in a normal pressure state is represented by “35b”.

Let's compare the principle with a conventional gasoline engine.
The conventional gasoline engine requires four strokes of <1> intake stroke, <2> compression stroke, <3> combustion stroke and exhaust stroke, but the carbon dioxide engine according to the present invention does not require the above <3> combustion stroke. Yes, <2> The compression stroke may or may not be present. The strokes of the carbon dioxide engine according to the present invention are <a> intake expansion stroke, <b> expansion / discharge stroke, and <c> atmospheric pressure maintaining stroke. Regarding engine characteristics, combustion expansion of a conventional gasoline engine (internal combustion engine) is transient energy, whereas a carbon dioxide engine (internal pressure engine) according to the present invention has continuous expansion energy. Due to the difference in energy characteristics, each stroke of the conventional gasoline engine can be clearly distinguished, but each stroke of the carbon dioxide engine according to the present invention is continuous.
Therefore, the principle is completely different between the conventional gasoline engine and the carbon dioxide engine according to the present invention, and the theory applied to the gasoline engine cannot be directly applied to the carbon dioxide engine according to the present invention.

Let's take a closer look at the above points. Since the gasoline engine uses instantaneous energy at the time of explosion combustion, the equal pressure applied to the rotor surface is decentered from the coupling portion of the rotor from the central axis to give the ellipse rotational directionality. The compression stroke of air and fuel is indispensable, and the cylinder has an elliptical configuration in order to cause the rotor to be eccentric and to change the volume of the inner chamber.
On the other hand, in the carbon dioxide engine according to the present invention, the compression stroke is not necessarily required, and may not be as shown in the illustrated embodiment. This is because, in the present invention, a compression stroke of air and fuel for combustion is not required as in a gasoline engine, so that the sub-expansion occurs immediately after shifting from the atmospheric pressure holding stroke to the suction expansion stroke. This is because the carbon dioxide gas in a high pressure state causes a “chain expansion” that explosively expands at the moment when the tip cuts off the discharge port. As a result, the expansion pressure is concentrated on the half surface of the rotor on the discharge port 109 side, and thus the rotor rotates. Thus, the principle is completely different between the conventional gasoline engine and the carbon dioxide engine according to the present invention.

As a result of the difference in principle, the aspect of the carbon dioxide engine is also different as follows. First, with respect to the rotor, the conventional gasoline engine must have an elliptical cylinder, and cannot be a cylinder with a perfect circle. The reason for this is that, as described above, the gasoline engine uses instantaneous energy at the time of explosion combustion, and therefore it is necessary to decenter the uniform pressure applied to the rotor surface to provide rotational directionality. This is because it is necessary to change the volume of the working chamber.
On the other hand, in the present invention, since the compression stroke is not required, the cylinder may have an elliptical configuration or a perfect circular configuration, and in any case, the rotor rotates.

Here, the carbon dioxide gas 35 will be described in detail. Carbon dioxide (carbon dioxide CO ₂ ) has the following physical properties.
Specific gravity with air 1.529
Toxicity Odorless Odorless Property Nonflammability Molecular weight 44.01
Triple point (0.53 MPa) -56.6 ° C
Boiling point (sublimation) -78.5 ° C
Critical temperature 31.1 ℃
Critical pressure 7.38 MPa
Thermodynamic properties As shown in Figure 8.

  Carbon dioxide is generated with burning of animals, respiration of animals, decay of organic substances, fermentation, etc., and is normally present in the air. On the other hand, plants absorb carbon dioxide and perform carbon assimilation.

  The present invention pays attention to the inertness of carbon dioxide gas having such physical properties, room temperature liquefaction property, and high volume expansion property, and makes maximum use of this.

  Here, the expansion rate of the carbon dioxide gas 35a, that is, the magnitude of energy extracted by the carbon dioxide gas 35a will be considered. When the carbon dioxide gas 35a supplied into the inner chamber 103 such as the first chamber 111 which is a closed room is at room temperature (25 ° C.), the pressure of the carbon dioxide gas 35a is 6.432 MPa (64.32 atmospheres) from FIG. A pressure of 64.32 times is applied to the rotor 105 in the inner chamber 103 such as the first chamber 111 at atmospheric pressure (1 atm). Therefore, theoretically, about 64 times as much kinetic energy can be extracted.

  This energy is compared with the energy extracted from a gasoline engine as a representative of a conventional internal combustion engine.

(Gasoline combustion under open conditions)
Since the molecular notation of gasoline is difficult, octane (C ₈ H ₁₈ ), which is a hydrocarbon relatively close to the average molecular weight of gasoline, is calculated as the gasoline composition. The physical properties of octane are as follows.
Chemical formula C ₈ H ₁₈
Specific gravity d = 0.7
Molecular weight M = 114.0
Combustion heat 10200kcal / kg = 10200 × 114/1000 × 4.186 ≒ 4868kJ / mol

（１）式よりオクタン１molが燃焼すると空気中の酸素を取り込みながら１７molのガスが発生する。 The combustion reaction formula of octane is as shown in equation (1).

From the formula (1), when 1 mol of octane burns, 17 mol of gas is generated while taking in oxygen in the air.

となる。 (Calculation of gas specific volume V ₀ )
Since the product gas is assumed to be an ideal gas, the volume occupied by 1 mol in the standard state is 22.4 l. Therefore, the gas specific volume V ₀ is obtained from the equation (1).

It becomes.

(Calculation of the combustion temperature T ₁₎
In order to obtain the explosion temperature T ₁ , the number of moles of the product gas, the calorific value, and the constant volume specific heat of the product gas are required. Here, only constant volume specific heat is unknown, but it is assumed that it is the same as explosives such as TNT.

なお、生成ガスの平均定容比熱が約４０J/℃として知られていることについては、日本火薬工業会、「一般火薬学新改訂第２版」、Ｐ１８（２００５）参照。 The explosion temperature T ₁ can be obtained by equation (2).

As for the fact that the average constant volume specific heat of the product gas is known as about 40 J / ° C., refer to the Japan Explosives Manufacturers Association, “General Explosives New Revision 2nd Edition”, P18 (2005).

従って

From equation (2), the explosion temperature T ₁ is

Therefore

となる。 In other words, 1 kg of octane occupies 90900 (l) at 7430 (K) (about 7100 ° C.) when exploded. Since the volume before the reaction is 1000 / 0.7 = 1430 (ml), the expansion rate when the temperature before the reaction is 0 ° C. is

It becomes.

  However, since the above value assumes the same explosion state as the explosive, the explosion temperature is higher than actual. Actually, the reaction does not proceed unless the explosion temperature is about 1500K and there is not enough air for combustion. Therefore, in reality, since oxygen is insufficient, the reaction does not occur like TNT explosives.

となる。 (Gas specific volume considering air)
Therefore, let us consider the combustion reaction formula of octane considering air. The necessary oxygen in the formula (1) is 12.5 mol. If the composition of air is 21% oxygen and 79% nitrogen, the accompanying nitrogen is 12.5 mol × (79/21) = 47.0 mol.
It becomes. Therefore, the combustion reaction equation is

It becomes.

  When 1 mol of octane burns, a total of 17 mol of gas is generated while taking in oxygen in the air, and there is 47.0 mol of nitrogen that does not affect combustion.

となる。 Since the product gas is assumed to be an ideal gas, the volume occupied by 1 mol in the standard state is 22.4 l. Therefore, the gas specific volume V ₀ is obtained from the equation (3):

It becomes.

(Calculation of combustion temperatures T ₁ Considering air)
In order to obtain the combustion temperature T ₁ , the number of moles of the product gas, the calorific value, and the constant volume specific heat of the product gas are required. Here, only constant volume specific heat is unknown, but it is assumed that it is the same as explosives such as TNT. The combustion temperature T ₁ can be obtained by the following equation.

従って、

From equation (4), the explosion temperature T ₁ is

Therefore,

That is, considering the initial volume of air, 1 kg of octane occupies 100185 (l) at 2175 (K) (about 1900 ° C.), assuming that it burned instantaneously. Since the volume before the reaction is (12.5 + 47) × 22.4 + 1 / 0.7 = 1334 (l), the expansion rate when the temperature before the reaction is 0 ° C. is 100185 / 1334≈75 times. However, the above values should actually further reduce the combustion temperature because heat is dissipated to the surroundings during combustion.

(Combustion in gasoline engine)
Consider an automobile gasoline engine with a fuel consumption of 10km / l, displacement of 2000cc, average speed of 40km / h, and average speed of 2000rpm / min. The gasoline engine consumes 4 (l) of gasoline per hour. Further, since the gasoline engine is 2000 rpm / min, it becomes 2000 × 2 × 60 (stroke / h). Further, since the bore stroke of the engine is 86 mm in diameter and the stroke is 86 mm, the volume in the cylinder chamber is S = (8.6) × (4.3) ² × π = 500 (cm ³ )
It becomes.

This is 4000 (ml) / (2000 x 2 x 60) = 1/60 (ml) per stroke
Of gasoline is consumed, and the combustion gas at that time becomes 500 (cm ³ ).

Next, let's analyze the stroke of this engine from the compression ratio.
The compression ratio is around “9” in a general passenger car engine. Assuming that the combustion chamber volume is Vb (ml), the compression ratio = (Vb + 500) / Vb, so 9Vb = Vb + 500, and when this is solved, Vb = 62.5 (ml).

Summarizing the above without the details,
Gasoline of 1/60 (ml) (= 16.7 x 10 ^-3 (ml) = 1.025 x 10 ^-4 (mol) of gasoline in the combustion chamber of 62.5 (ml) and the cylinder chamber of 500 (ml) About 560 (ml) of air (oxygen 5.25 × 10 ⁻³ (mol) and nitrogen 19.75 × 10 ⁻³ (mol)) inhaled together (1 atm), compressed gasoline and air 9 times It is ignited at (9 atmospheres), and the oxygen consumed from equation (3) is
1.025 × 10 ^-4 × 12.5 = 1.281 × 10 ^-3
It is. Therefore, the remaining oxygen and nitrogen are (5.25-1.28) × 10 ⁻³ = 1.97 × 10 ⁻³ (mol) and 19.75 × 10 ⁻³ (mol), respectively.
It becomes.

The generated gas and heat quantity are
H ₂ O: 1.025 × 10 ⁻⁴ × 9 = 9.225 × 10 ⁻⁴ (mol)
CO ₂ : 1.025 × 10 ⁻⁴ × 8 = 8.200 × 10 ⁻⁴ (mol)
Q = 1.025 x 10 ^-4 x 4868 = 0.499 kJ
It is.

In order to obtain the combustion temperature T ₁ , as described above, the number of moles of product gas, the calorific value, and the constant volume specific heat of the product gas are required. Here, only constant volume specific heat is unknown, but it is assumed that it is the same as explosives such as TNT. As described above, the combustion temperature T ₁ can be obtained by the following equation.

From (4 '), the combustion temperature T ₁ is

In other words, it is assumed that the 2000 cc engine burned instantaneously, and at 805 (K) (about 532 ° C.), 23.5 × 10 ⁻³ (mol) (= 9.225 × 10 ⁻⁴ + 8.200 × 10 ⁻⁴ +19) 7 × 10 ⁻⁴ + 197.5 × 10 ⁻⁴ ) gas occupies 62.5 (ml).

である。 When calculating the pressure P ₁ at this time, the ideal gas is

It is.

Finally, when this high temperature and high pressure gas expands 9 times in the expansion stroke that pushes down the cylinder,
Since P ₁ V ₀ = constant, the pressure P ₂ when expanded 9 times is P ₂ = P ₁ /9=24.8/9=2.7 (atm)
It becomes.

  In this case, the amount of energy extracted from the conventional gasoline engine is about 25 times in this case.

  Therefore, the energy extracted from the carbon dioxide engine according to the present invention is equal to or higher than the energy extracted from the conventional internal combustion engine. In particular, 2.5 times the energy can be obtained as compared with the conventional example (64 times at 25 ° C.) and the comparative example (25 times example).

  Thus, since the generation of energy according to the present invention does not involve combustion of fuel, it is safe without causing depletion of resources due to fuel resources and pollution problems due to exhaust gas, and it is possible to obtain complete clean energy. it can. Further, since no carbon dioxide is generated, an increase in carbon dioxide can be prevented, which can contribute to prevention of a warming phenomenon. Moreover, since the extracted energy is equal to or higher than that of the gasoline engine as described above, the energy executability is also ensured.

  According to the dual carbon dioxide engine according to the present invention, the pressure of the supplied carbon dioxide gas 35a is constant (for example, about 64 times at normal temperature (25 ° C.)) without being affected by the compression ratio of the closed chamber (inner chamber 103). . The carbon dioxide gas 35a stored in the tank or cylinder can be used effectively up to the last 1 mol. Therefore, the energy extraction efficiency is very good.

  In the extraction of the energy, the carbon dioxide gas discharged by configuring the circulation circuit is recovered and reused, so that the energy efficiency can be greatly increased.

  Moreover, the design of the closed chamber (inner chamber 103) is facilitated by the room temperature liquefaction and high volume expansion of the carbon dioxide gas 35a. Furthermore, due to the inertness of the carbon dioxide gas 35a, it is much easier to handle than, for example, hydrogen gas or oxygen gas, and the controllability is great. Therefore, it has a high degree of practicality.

  There is a correlation between the volume expansion rate of carbon dioxide gas 35 and the temperature, and the volume of the high-pressure carbon dioxide gas 35 a supplied into the inner chamber 103 such as the first chamber 111 is further expanded by heating by the heating unit 56. Therefore, the work rate of the carbon dioxide engine is further improved.

  In this regard, the pressure of the carbon dioxide gas 35a supplied into the inner chamber 103 such as the first chamber 111 will be specifically calculated according to FIG. 8 and Boyle-Charle's law.

の式により表わす。炭酸ガス３５ａは初期タンク３１からパイプ３３を経由して大気圧（２５℃）・気体状態にて上記内室１０３に供給されるから、内室１０３の内圧は内室１０３が５０℃に加熱される場合次の如く算出される。ただし、内室１０３の容量を２０ccとする。

Boyle-Charles' law is that PV / T always has a constant value for a certain amount of gas.

This is expressed by the following formula. Since the carbon dioxide gas 35a is supplied from the initial tank 31 through the pipe 33 to the inner chamber 103 in an atmospheric pressure (25 ° C.) / Gas state, the inner pressure of the inner chamber 103 is heated to 50 ° C. In this case, it is calculated as follows. However, the capacity of the inner chamber 103 is 20 cc.

When the inner chamber 103 such as the first chamber 111 is heated to 100 ° C., the internal pressure of the inner chamber 103 such as the first chamber 111 becomes the following calculated value.

  Therefore, when the inner chamber 103 such as the first chamber 111 is heated by the heating unit 56, the work rate of the carbon dioxide engine 1 is further improved.

  The present invention is not limited to the embodiments described above. For example, the working surface of the rotor 105 can be an arbitrary number of five or more. When the number of operating surfaces of the rotor 105 is four or less, the expansion energy of the carbon dioxide gas cannot be extracted twice or more during one rotation of the rotor 105.

  The number of operating surfaces of the rotor 105 has a certain relationship with “all supply ports 107 + all discharge ports 109 of the housing 101” as shown in the table below.

┌──────────┬─────┬──────┬┬──────┬───────┐
│Housing 101 │ Rotor │Rotor │Expansion energy│ Remarks │
│ Number of withdrawals of │105 │ of all supply ports 107 │105 │ │
│ + Discharge port 109 │Working surface │Name │ │ │
├──────────┼─────┼──────┼┼──────┼───────┤
│ 4 │ 5 │ Five-sided rotor │ Twice │Figures 1 to 4B│
├──────────┼─────┼──────┼┼──────┼───────┤
│ 4 │ 6 │ 6-sided rotor │ 2 times │ Not shown │
├──────────┼─────┼──────┼┼──────┼───────┤
│ 6 │ 7 │7-sided rotor │ 3 times │ Fig. 5A to │
│ │ │ │ │ Figure 5C │
├──────────┼─────┼──────┼┼──────┼───────┤
│ 6 │ 8 │ Eight-sided rotor │ 3 times │ Not shown │
├──────────┼─────┼──────┼┼──────┼───────┤
│ 8 │ 9 │ Nine-faced rotor │ 4 times │ Not shown │
├──────────┼─────┼──────┼┼──────┼───────┤
│ 8 │ 10 │ Ten-faced rotor │ 4 times │ Not shown │
└──────────┴─────┴──────┴┴──────┴───────┘

  Although it is theoretically possible that the working surface of the rotor 105 and all the supply ports 107 + all the discharge ports 109 of the housing 101 are more than the number shown in the above table (for example, an eleventh surface rotor), it is theoretically possible. Omitted because there is no actual benefit. The five-face rotor and the six-face rotor, the seven-face rotor and the eight-face rotor, the nine-face rotor and the ten-face rotor have the same number of extractions of expansion energy. In each of these cases, the smaller the number of operating surfaces of the rotor 105, the smaller the chambers formed between the inner wall of the housing 101 (in the case of FIG. 1, the respective chambers “111” to “115”, FIGS. 5A to 5C). In this case, the internal volume of each of the chambers “111” to “117”) is large, which is desirable because the efficiency of extracting the expansion energy of carbon dioxide gas is large. That is, when the number of working surfaces of the rotor 105 is “1” added to the number of “all supply ports 107 + all discharge ports 109” of the housing 101, the number of working surfaces of the rotor 105 becomes an odd number. Increases the number of extractions of expansion energy.

  Further, as means for normalizing the carbon dioxide gas to obtain “expansion force”, for example, as shown in FIG. 11, carbon dioxide gas whose pressure is adjusted by a pressure regulating valve is supplied to the carbon dioxide engine 1. In such a case, “expansion force” can be obtained by inducing “sub-expansion” and “chain expansion” due to the expansion of carbon dioxide gas as described herein.

  The installation of the heating unit (56) is optional, and even when the heating unit (56) is installed, if the installation site is a site heated before the high-pressure carbon dioxide gas 35a is supplied to the carbon dioxide engine 1, the supply system path is not necessarily provided. It may not be provided in the pipe connection of 34A. For example, the heating unit (137) may be provided in the carbon dioxide engine 1 itself. FIG. 9 illustrates such a case.

  In FIG. 9, the housing 101 is integrally covered with a housing cover 139 made of aluminum alloy, and a heating portion 137 made of a hollow body is provided outside the side wall of the cylinder body. A hot air supply port 141 and a hot air discharge port 143 are opened in the side wall of the housing cover 139. The hot air supply pipe 145 that supplies the hot air 40a for heating the heating unit 137 and the hot air that has finished heating the heating unit 137, respectively. A hot air discharge pipe 147 for discharging 40b is connected. The hot air supply pipe 145 and the hot air discharge pipe 147 are connected to a compressor 149 provided separately so as to be circulated.

  Further, in the circuit of FIG. 6, the carbon dioxide engine 1 may be replaced with the engine 1 having the heating unit 137 as shown in FIG. 9, and the heating unit 56 may not be installed. In such a case, there is an advantage of eliminating the adverse effects caused by low temperatures on the metal parts constituting the engine cylinder and the engine oil.

  10 and 11 show a case where the atmospheric pressure is set from the outside of the carbon dioxide engine 1. 10 differs from FIG. 6 in that the check valve 63 and the air drying unit 65 are connected to the cooling unit 57 by pipes 33r and 33s, and the air is in contact with the inner chamber 103 via the air drying unit 65. It is a point to be pressured. The rest of the configuration is the same as that of FIG.

  In the case of FIG. 11, the difference from FIG. 6 is that the inner chamber 103 is brought to normal pressure by the valve pressure adjusting device. In other words, the valve pressure adjusting device includes an adjusting tank 72, a pressure adjusting valve 70a, and a pressure adjusting valve 70b, and stores the carbon dioxide gas in the cooling unit 57 and the circulation tank 73 through the pressure adjusting valves 70a and 70b, respectively. A tank 72 is connected. The adjustment tank 72 and the cooling unit 57 are connected by a pipe 33t, and the adjustment tank 72 and the pipe 33m are connected by a pipe 33u. The adjustment tank 72 is provided with a pressure adjustment valve 70a for setting the pressure in the inner chamber on the exhaust port 109 side of the carbon dioxide engine 1 to normal pressure, and adjusting the pressure on the supply port 107 side of the carbon dioxide engine 1 for increasing the pressure. A valve 70b is provided. The pressure adjustment valve 70a adjusts the pressure of the carbon dioxide gas in the adjustment tank 72 to a set pressure (for example, 1 atm) by automatic control by a computer (not shown). Further, the pressure adjusting valve 70b adjusts the pressure of the carbon dioxide gas to a set pressure (for example, 40 atmospheres). The rest of the configuration is the same as that of FIG.

  Further, as shown in FIGS. 6 and 10, when the inner chamber 103 is in contact with the atmosphere and is at normal pressure, a check valve that isolates only the carbon dioxide component between the secondary carbon dioxide compressor 69 b and the circulation tank 73. It is also possible to provide an isolation device comprising a tank provided with a device for releasing the air component and further purifying the carbon dioxide component. However, as described above, in the circulation of carbon dioxide, the amount of air mixed in the cooling unit 57 is so small that measurement is not possible. Therefore, even if this air is mixed in the subsequent circulation of carbon dioxide 35a, 35b, the engine Since it has been found in a recent experiment that there is substantially no problem for the operation of 1, it is not always necessary to install an isolation device as shown in FIGS. 6 and 10. In any case, the atmospheric air in contact with the inner chamber 103 contributes to accumulation of expansion energy by high-pressure carbon dioxide gas sub-expanding in the first chamber. In addition, the air in the other chamber is discharged together with carbon dioxide gas explosively expanded and discharged in a chamber that is in an expansion / discharge stroke, and contributes to maintaining atmospheric pressure in a chamber that is in an atmospheric pressure stroke.

  The multi-stage carbon dioxide gas compression unit is a set of suction by the front machine and pumping by the rear machine, and the purpose is to easily increase the compression processing capacity of the carbon dioxide gas according to the amount of carbon dioxide gas by the synergistic action of both. Depending on the desired output, for example, as shown in FIGS. 12A and 12B, the carbon dioxide gas compression units 69a, 69b, and 69c can be arranged in three or more stages. When the generator is operated according to the present invention to generate electric power, it is desirable to use three or more stages as described above so that a large amount of carbon dioxide gas can be processed easily and quickly. Of course, as long as a desired large output can be obtained, the carbon dioxide gas compression unit is not prevented from being a single machine.

  The plurality of carbon dioxide gas compression units can be connected to each other not only in series as shown in FIG. 12 (A) but also in parallel as shown in FIG. 12 (B), for example.

  In addition, the driving force of the primary carbon dioxide compression unit 69a and the secondary carbon dioxide compression unit 69b is, as its first example, the jet output of the carbon dioxide gas that is exposed to the atmospheric pressure described in the above-described embodiment, and is discharged by chain expansion and the belt 58a. , 58b, the driving force from the carbon dioxide engine 1 transmitted as part 2, the driving force only for the former (carbon dioxide jet output), and the third as the latter (from the carbon dioxide engine 1 transmitted by the belts 58a, 58b). There are three patterns of driving force only. That is, the driving force from the carbon dioxide engine 1 transmitted by the belts 58a and 58b may or may not be present.

  If another circulation tank (not shown) is provided between the carbon dioxide compression section 69b and the circulation tank 73 and the circulation tank is divided into the primary and secondary, the flow rate adjustment of the carbon dioxide gas 35a for controlling the carbon dioxide engine 1 is performed. Is expected to be smooth.

  The initial start may be taken out from the remaining amount of the circulation tank 73 and the initial tank 31 may not be provided.

  The pressurization by the carbon dioxide compression unit is appropriately selected depending on the external environment such as temperature, and can be performed at a pressure that does not necessarily liquefy at room temperature, for example, about 20 to 40 atmospheres. Incidentally, hydrogen gas, for example, does not have liquefiability at room temperature, so it does not liquefy with this degree of cooling.

  Carbon dioxide flowing through the pipe of the supply system may be mixed with dry ice as a gas and powder or supplied in a liquid state. Which phase is taken depends on conditions such as atmospheric pressure and temperature at the site.

  The material constituting the dual carbon dioxide engine can also be appropriately selected from iron and the like.

  Application of the extracted energy is arbitrary, and driving of a generator or power generation, as well as driving of an automobile, train, aircraft, ship, etc., driving of a motor, etc. can be performed.

  In the present invention, “high pressure” refers to the level of pressure sufficient to operate the carbon dioxide engine, and is of course about 70 atmospheres, which is liquefied at room temperature, of course, for example, about 20 to 40 atmospheres or about 60 atmospheres. Including. “Atmospheric pressure” and “normal pressure” are used interchangeably.

  The present invention can be used for, for example, power generation, driving of automobiles, trains, airplanes, ships, etc., driving of motors, driving of generators.

1 is a front view showing an embodiment of a dual carbon dioxide engine according to the present invention. FIG. 2 is an exploded perspective view of FIG. 1. It is description which shows the principle of operation of the double-type carbon dioxide engine by this invention. It is description which shows the principle of operation of the double-type carbon dioxide engine by this invention. It is description which shows the principle of operation of the double-type carbon dioxide engine by this invention. It is description which shows the principle of operation of the double-type carbon dioxide engine by this invention. It is a front view which shows other embodiment of the double-type carbon dioxide gas engine by this invention. It is a front view which shows other embodiment of the double-type carbon dioxide gas engine by this invention. It is a front view which shows other embodiment of the double-type carbon dioxide gas engine by this invention. It is a figure which shows the Example of the circuit which supplies a carbon dioxide gas to the dual-type carbon dioxide engine by this invention. It is a flowchart which shows the operation | movement step of FIG. It is a table | surface which shows the dynamic property of a carbon dioxide gas. It is a front view which shows further another embodiment of the double-type carbon dioxide gas engine by this invention. It is a figure which shows the other Example of the circuit which supplies a carbon dioxide gas to the dual-type carbon dioxide engine by this invention. It is a figure which shows the further another Example of the circuit which supplies a carbon dioxide gas to the dual-type carbon dioxide engine by this invention. (A) shows a connection example of the carbon dioxide compression section used in the present invention, and (B) shows another connection example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Carbon dioxide engine 31 Initial tank 33 Pipe 34 Circulation circuit 34A Supply path 34B Recovery path 35 Carbon dioxide gas 35a Carbon dioxide gas 35b Carbon dioxide gas 51 Switching valve 53 Sensor 54 Three-way switching valve 55 Flow rate control valve 56 Heating part 57 Cooling part 58a Belt 58b Belt 63 Check valve 65 Air drying section 68 Separating section 69a Primary carbon dioxide compression section 69b Secondary carbon dioxide compression section 73 Circulating tank 75 Check valve 101 Housing 102 Rotor shaft 103 Inner chamber 105 Rotor 105a Oil seal pressure seal 105A Rotor 105B rotor 107 supply port 107a first supply port 107b second supply port 107c third supply port 109 discharge port 109a first discharge port 109b second discharge port 109c third discharge port 110 flywheel 111 first chamber 112 second chamber 13 3rd chamber 114 4th chamber 115 5th chamber 137 Heating part 139 Housing cover 141 Hot-air supply port 143 Hot-air discharge port 145 Hot-air supply pipe 147 Hot-air discharge pipe 149 Compressor a Operation surface b Operation surface c Operation surface d Operation surface e Working surface

To achieve the above object, a dual carbon dioxide engine according to the present invention comprises a housing formed in a hermetically sealed manner, an inner chamber formed in a circular cross section in the housing, and a rotor provided rotatably in the inner chamber. The rotor has a working surface equally divided into five or more on the circumferential surface along the rotation direction, and the inner chamber is partitioned and formed into a working chamber sealed by the working surface. A supply port and a discharge port are provided, and the rotor is rotated in one direction by a force due to volume expansion when carbon dioxide gas in a high pressure state supplied from the supply port is discharged from the discharge port at normal pressure . A plurality of suction / expansion strokes, expansion / discharge strokes, and atmospheric pressure holding strokes are performed in the meantime.
Further, in the dual carbon dioxide engine according to claim 1, the working surface of the rotor is formed in a concave arc shape.
Further, in the dual carbon dioxide engine according to claim 2, the operating surface is substantially line symmetric about an imaginary line connecting the arc of the inner peripheral surface of the corresponding housing and the apexes on both sides of the operating surface. Features.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the operating surface of the rotor is an odd number.
In the dual carbon dioxide engine according to claim 1 or 2, the rotor has five working surfaces.
The dual carbon dioxide engine according to claim 1 or 2, wherein the rotor has seven operating surfaces.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the rotor has nine operating surfaces.
The dual carbon dioxide engine according to claim 1 is characterized in that a plurality of the rotors are provided, and the rotors are provided so as to be shifted so that the phases of the operation surfaces do not overlap.
The dual carbon dioxide engine according to claim 1 or 2, wherein a heating section is provided outside the housing.

The above-described three-way switching valve 54 is provided at the contact point between the supply path 34A and the recovery path 34B, and both paths 34A and 34B are connected to a closed circuit via the carbon dioxide engine 1 and the three-way switching valve 54. The circulation circuit 34 is configured. A sensor 53 for detecting the concentration of carbon dioxide gas 35a is connected to the pipe 33a of the supply path 34A and the pipe 33n of the recovery path 34B. The sensor 53 always detects the concentration of the carbon dioxide gas 35a fed through the pipe 33a and the pipe 33n, and issues an initial switching signal when the concentration is not within the set range, and when it is within the set range. A circulation switching signal is issued.

FIG. 7 shows the operation steps of the circuit of this embodiment. In the initial start, first, the switching valve 51 is opened, and the virgin carbon dioxide gas 35a is caused to flow from the initial tank 31 to the pipe 33a (S1). The concentration of the virgin carbon dioxide gas 35a flowing through the pipe 33a is detected by the sensor 53 (S2), and an initial switching signal is issued (S3). As a result, the three-way switching valve 54 is actuated to bring the pipe 33a and the pipe 33b to “open” and the pipe 33b and the pipe 33n to “close” (first open) (S4). Next, the flow control valve 55 for engine throttle is opened (S5), and the carbon dioxide gas 35a is heated by the heating unit 56 and the pressure is further increased from the inside of the pipe 33d (S6). (S7).

To achieve the above object, a dual carbon dioxide engine according to the present invention comprises a housing formed in a hermetically sealed manner, an inner chamber formed in a circular cross section in the housing, and a rotor provided rotatably in the inner chamber. The rotor has a working surface equally divided into five or more on the circumferential surface along the rotation direction, and the inner chamber is partitioned and formed into a working chamber sealed by the working surface. the inlet and outlet provided to rotate the rotor in one direction by the force due to volume expansion when the carbon dioxide gas high pressure supplied from the supply port is discharged at atmospheric pressure from the discharge port, one rotation A plurality of suction / expansion strokes, expansion / discharge strokes, and atmospheric pressure holding strokes are performed in the meantime.
Further, in the dual carbon dioxide engine according to claim 1, the working surface of the rotor is formed in a concave arc shape.
Further, substantially in the dual carbon gas engine according to claim 2, a line and an arc of the inner peripheral surface of the housing which arc and the working surface of the working surface facing the connecting vertex portions on both sides of the working surface as an axis It is characterized by line symmetry.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the operating surface of the rotor is an odd number.
In the dual carbon dioxide engine according to claim 1 or 2, the rotor has five working surfaces.
The dual carbon dioxide engine according to claim 1 or 2, wherein the rotor has seven operating surfaces.
Further, in the dual carbon dioxide engine according to claim 1 or 2, the rotor has nine operating surfaces.
The dual carbon dioxide engine according to claim 1 is characterized in that a plurality of the rotors are provided, and the rotors are provided so as to be shifted so that the phases of the operation surfaces do not overlap.
Further, in the dual carbon dioxide engine according to claim 1 or 2, a heating unit is provided outside the housing.

Claims (9)

A housing formed in a hermetically sealed manner, an inner chamber formed in a circular cross section in the housing, and a rotor rotatably provided in the inner chamber, wherein five or more rotors are provided on the circumferential surface along the rotation direction. A volume when the high-pressure carbon dioxide gas supplied from the supply port is discharged at normal pressure from the supply port. A dual carbon dioxide engine characterized in that the rotor is rotated in one direction by a force of expansion, and a plurality of intake / expansion strokes, expansion / discharge strokes, and atmospheric pressure holding strokes are performed during one rotation of the rotor. 2. The dual carbon dioxide engine according to claim 1, wherein the working surface of the rotor is formed in a concave arc shape. 3. The dual carbon dioxide engine according to claim 2, wherein the operating surface is substantially line symmetric with an arc of the inner peripheral surface of the corresponding housing. 3. The dual carbon dioxide engine according to claim 1 or 2, wherein the rotor has an odd number of operating surfaces. 3. The dual carbon dioxide engine according to claim 1, wherein the rotor has five working surfaces. 3. The dual carbon dioxide engine according to claim 1, wherein the rotor has seven operating surfaces. 3. The dual carbon dioxide engine according to claim 1, wherein the rotor has nine operating surfaces. 2. The dual carbon dioxide engine according to claim 1, wherein a plurality of the rotors are provided, and the rotors are provided so as to be shifted so that the phases of the operation surfaces do not overlap. The dual carbon dioxide engine according to claim 1 or 2, wherein a heating unit is provided outside the housing.

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