JP4042823B1 - Circulating internal pressure engine and power generation system - Google Patents

Abstract

[PROBLEMS] To efficiently extract energy equal to or higher than that of a conventional internal combustion engine without causing a problem caused by fuel resources. When carbon dioxide gas 35a supplied in a high pressure state becomes atmospheric pressure Supplied to the carbon dioxide engine 1, the carbon dioxide engine 1 that drives the actuator by the force of the volume expansion, the pressure adjusting valve 70 a that makes the pressure of the carbon dioxide gas on the exhaust port side of the carbon dioxide engine 1 atmospheric pressure, and the carbon dioxide engine 1. A heating unit 56 that heats the high-pressure carbon dioxide gas, a cooling unit 57 that collects and cools the carbon dioxide gas 35b discharged from the carbon dioxide engine, and a cooled carbon dioxide gas that is pumped from the cooling unit 57. Carbon dioxide gas liquefying sections 69a and 69b that liquefy at high pressure and a circulation tank 73 that stores the liquefied carbon dioxide gas are connected by a pipe 33 to circulate the carbon dioxide gas. That constitutes the circulation circuit 34.
[Selection] Figure 1

Description

  The present invention relates to a circulation type internal pressure engine that takes out energy without combustion of fuel and makes the best use of the physical properties of carbon dioxide, and a power generation system using the same.

  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.
Japanese Patent Application No. 2006-213842

  The present invention proposes a completely new and innovative circulating internal pressure engine and power generation system that eliminates the above-mentioned drawbacks by extracting energy without burning fuel.

  That is, an object of the present invention is to secure an energy source without causing problems caused by fuel resources, and a circulating internal pressure engine that can efficiently extract energy equal to or higher than that of a conventional internal combustion engine and Provide power generation system.

  Another object is to prevent an increase in carbon dioxide gas by an energy generation engine or a power generation engine, and thus contribute to prevention of a warming phenomenon.

In order to achieve the above object, a circulating internal pressure engine according to the present invention includes a carbon dioxide engine that drives an actuator by a force caused by volume expansion when carbon dioxide supplied in a high pressure state becomes atmospheric pressure, and the carbon dioxide engine. Carbon dioxide normal pressure means for setting the pressure of the carbon dioxide gas on the exhaust port side to atmospheric pressure, a heating section for heating the high-pressure carbon dioxide gas supplied to the carbon dioxide engine, and carbon dioxide discharged from the carbon dioxide engine A cooling unit that collects and cools the gas, a carbon dioxide liquefaction unit that liquefies the cooled carbon dioxide pumped from the cooling unit at a high pressure, and a circulation tank that stores the liquefied carbon dioxide. carbon dioxide constitute a circulation circuit for circulating linked by a pipe, a three-way valve in contact with the collection pathway and the supply pathway of the circulating circuit is provided, the initial tank via the three-way valve Thus, a sensor for detecting the liquefaction purity of the liquefied carbon dioxide gas fed to the supply system pipe and the recovery system pipe is provided, and the sensor outputs an initial switching signal when the liquefaction purity is not within the set range. issued when a within the setting range is characterized by emitting a circulation switching signal.
The circulating internal pressure engine according to claim 1, wherein the circulation circuit collects a high-pressure carbon dioxide gas to the carbon dioxide engine, and collects atmospheric carbon dioxide discharged from the carbon dioxide engine. And a recovery system route.
The circulating internal pressure engine according to claim 2 is characterized in that the heating section is provided in the supply system path.
Further, in the circulating internal pressure engine according to claim 2, the heating unit is provided in the carbon dioxide engine.
The circulating internal pressure engine according to claim 1 is characterized in that the carbon dioxide liquefying section is composed of a plurality of parts, and each carbon dioxide liquefying section is connected to the cooling section.
The circulating internal pressure engine according to claim 5 is characterized in that each of the carbon dioxide liquefaction units is connected in series to the cooling unit.
Further, in the circulating internal pressure engine according to claim 5, each of the carbon dioxide liquefaction units is connected in parallel to the cooling unit.
The circulating internal pressure engine according to claim 1 is characterized in that the carbon dioxide engine is a rotary carbon dioxide engine.
The circulating internal pressure engine according to claim 1 is characterized in that the carbon dioxide engine is a reciprocating carbon dioxide engine.
Further, the power generation system according to the present invention includes a carbon dioxide engine that drives an actuator by a force due to volume expansion when carbon dioxide supplied in a high pressure state becomes atmospheric pressure, and carbon dioxide gas on an exhaust port side of the carbon dioxide engine. Carbon dioxide normal pressure means for bringing the pressure of the carbon dioxide to atmospheric pressure, a heating section for heating the high-pressure carbon dioxide gas supplied to the carbon dioxide engine, and recovering and cooling the carbon dioxide gas discharged from the carbon dioxide engine A cooling section, a carbon dioxide liquefying device that liquefies the cooled carbon dioxide pumped from the cooling section at a high pressure, and a circulation tank for storing the liquefied carbon dioxide, and the above sections are connected by pipes for carbonation. constitute a circulation circuit in which the gas is circulated, the provided supply pathway of the circulation circuit and the three-way valve in contact with the recovery system path, connecting the initial tank via the three-way valve, supply system A sensor for detecting the liquefaction purity of the liquefied carbon dioxide gas fed to the pipe and the recovery system pipe is provided, and the sensor generates an initial switching signal when the liquefaction purity is not within the set range. In some cases, a circulation switching signal is generated to generate power by the carbon dioxide engine.
11. The power generation system according to claim 10, wherein the circulation circuit recovers the normal pressure carbon dioxide discharged from the carbon dioxide engine, and a supply system path for supplying high-pressure carbon dioxide to the carbon dioxide engine. It consists of a system path.
The power generation system according to claim 11, wherein the heating unit is provided in the supply system path.
The power generation system according to claim 11, wherein the heating unit is provided in the carbon dioxide engine.
The power generation system according to claim 10 is characterized in that the carbon dioxide liquefaction unit is composed of a plurality, and each carbon dioxide liquefaction unit is connected to the cooling unit.
The power generation system according to claim 14 , wherein each of the carbon dioxide liquefaction units is connected in series to the cooling unit.
The power generation system according to claim 14 , wherein each of the carbon dioxide liquefaction units is connected in parallel to the cooling unit.
The power generation system according to claim 10, wherein the carbon dioxide engine is a rotary carbon dioxide engine.
The power generation system according to claim 10, wherein the carbon dioxide engine is a reciprocating carbon dioxide engine.

  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. 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.

  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.

  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, the circulating internal pressure 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. “Atmospheric pressure” and “normal pressure” are used synonymously.

  Reference numeral 1 denotes a carbon dioxide gas engine, which drives the actuator by a force due to volume expansion of the carbon dioxide gas 35a supplied in a high pressure state after vaporization. Specifically, the carbon dioxide engine 1 is a rotary type carbon dioxide engine exemplified in FIGS. 3, 5 and 6, or a reciprocating type carbon dioxide engine exemplified in FIG. In the former case, the actuator is the rotor 105, and in the latter case, the actuator is the piston 7.

  Details of the carbon dioxide engine 1 will be described later. A supply path 34A for supplying carbon dioxide gas 35a serving as a pressure material to the carbon dioxide engine 1 and a recovery path 34B for recovering the carbon dioxide gas 35b are connected to a closed circuit to constitute a circulation circuit 34.

  Specifically, the supply path 34A includes an initial tank 31 composed of a pressure vessel for storing virgin liquefied carbon dioxide gas, and a pipe 33a via a switching valve 51, a three-way switching valve 54, and a flow rate control valve 55. , 33b, 33c, and a pipe 33d connected to the air inlets 13, 107, 117 of the carbon dioxide engine 1 connected to the heating part 56.

  Specifically, the recovery path 34B includes a cooling unit 57 that recovers atmospheric carbon dioxide 35b discharged from the exhaust ports 11, 109, and 119 of the carbon dioxide engine 1 in an ejected state, and an atmospheric exhaust carbon dioxide. A separation unit 68 comprising a filter that separates engine oil components from 35b, a primary carbon dioxide liquefaction unit 69a comprising a compressor, to which the exhausted carbon dioxide gas 35b subjected to the separation process by the separation unit 68 is pumped, and the 1 Next, carbon dioxide 35a ', which is pressurized and compressed by the next carbon dioxide liquefaction unit 69a and partially liquefied, is fed, and the fed carbon dioxide 35a' is fed into the heat of vaporization of exhaust gas at, for example, -30 ° C. The cooling unit 57 that cools the secondary gas, the secondary carbon dioxide liquefaction unit 69b that is composed of a compressor and that further pressurizes and compresses the carbon dioxide 35a 'fed from the cooling unit 57 to liquefy it, and the 2 A circulation tank 73 comprising a pressure vessel for storing the liquefied carbon dioxide gas 35a fed from the carbon dioxide liquefaction unit 69b, and the cooling unit 57 and the circulation tank 73 are connected to the circulation tank 73 via pressure regulating valves 70a and 70b, respectively. It consists of an adjustment tank 72 for storing gas. The carbon dioxide engine 1 and the cooling part 57 are connected by a pipe 33e, the cooling part 57 and the separating part 68 are connected by a pipe 33g, and the separating part 68 and the primary carbon dioxide liquefying part 69a are connected by a pipe 33h. The primary carbon dioxide liquefaction unit 69a and the cooling unit 57 are connected by a pipe 33i, and the cooling unit 57 and the secondary carbon dioxide liquefaction unit 69b are connected by a pipe 33k, and the secondary carbon dioxide liquefaction unit 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 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 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 liquefaction purity of the liquefied 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 liquefaction purity of the liquefied 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 is within the set range. When a circulation switching signal is issued. 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 adjustment tank 72 is provided with a pressure adjustment valve 70a for making the pressure in the inner chambers on the exhaust ports 11, 109, 111 side of the carbon dioxide engine 1 normal, and on the air supply ports 13, 107, 117 side of the carbon dioxide engine 1 A pressure regulating valve 70b is provided to increase the pressure of. 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, 60 atmospheres).

  The carbon dioxide gas in the adjustment tank 72 adjusted in pressure by the pressure adjustment valve 70a flows into the cooling unit 57 at a set pressure (for example, 1 atm), and the inside of the cooling unit 57 becomes normal pressure. Therefore, the carbon dioxide discharged into the inner chamber of the carbon dioxide engine 1 communicating with the cooling unit 57 expands explosively when it reaches normal pressure. This expanded carbon dioxide gas is discharged in an ejected state when exhausted. Therefore, the discharged carbon dioxide gas 35b is collected in the cooling unit 57 by this jet power, and is pumped to the primary carbon dioxide gas liquefying unit 69a via the cooling unit 57.

  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 outgoing pipe 33e is exposed to atmospheric pressure, it becomes a low temperature of, for example, −30 ° C. due to the heat of vaporization. Therefore, the casing 57a is filled with the discharged carbon dioxide gas 35b of −30 ° C. Yes. Here, carbon dioxide gas 35a ', which has not been liquefied by the primary carbon dioxide gas liquefying portion 69a, flows into the return pipe 33j with its temperature raised. Therefore, the temperature rise of the carbon dioxide gas 35a 'is cooled by the heat of vaporization of the exhausted carbon dioxide gas at -30 ° C. By passing through this primary cooling step, it becomes possible to reduce the energy for the liquefaction of the carbon dioxide gas 35b by the next secondary carbon dioxide liquefaction unit 69b. Incidentally, hydrogen gas, for example, does not have liquefiability at room temperature, so that it is not liquefied by this degree of cooling. However, in the present invention, in order to utilize the room temperature liquefaction property of carbon dioxide, the cooling and subsequent pressurization / compression facilitate the liquefaction of the recovered carbon dioxide 35b.

  This point will be explained in more detail. The structure of the primary carbon dioxide liquefaction part 69a and the secondary carbon dioxide liquefaction part 69b constituting the carbon dioxide liquefaction part is composed of the same compressor, and the inflowing carbon dioxide is pulled 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 processing capacity for compressing and liquefying carbon dioxide gas according to the amount of carbon dioxide gas. . This is the substantial reason for having a plurality of carbon dioxide liquefaction units.

  The carbon dioxide gas 35a stored in the initial tank 31 and the circulation tank 73 is mostly 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. 2 shows the operation steps of the circulating internal pressure engine and the power generation system according to the present invention. In the initial start, first, the switching valve 51 is opened and the virgin liquefied carbon dioxide gas 35a is caused to flow from the initial tank 31 to the pipe 33a (S1). The liquefaction purity of the virgin liquefied 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 liquefied carbon dioxide gas 35a is heated by the heating unit 56 and further increased in pressure (S6) from 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 liquefaction unit 69a by the belt 58a, and contributes to the operation of the primary carbon dioxide liquefaction unit 69a. The power is transmitted to the secondary carbon dioxide liquefaction unit 69b by the belt 58b, and contributes to the operation of the secondary carbon dioxide liquefaction unit 69b.

  The carbon dioxide gas 35b discharged from the carbon dioxide engine 1 is explosively expanded and discharged because the pressure adjustment carbon dioxide G (shown in FIG. 1) derived from the adjustment tank 72 flows into the inner chamber from the exhaust port and becomes atmospheric pressure. Is done. The carbon dioxide gas 35b passes through the cooling portion 57 (S8 to S10) and is pumped to the primary carbon dioxide liquefying portion 69a by the jetting power at the time of discharge (S12). The carbon dioxide gas 35b emitted from the cooling unit 57 is separated from the oil (S11) and is pumped to the primary carbon dioxide gas liquefying unit 69a (S12). The carbon dioxide gas 35a 'compressed and liquefied by the primary carbon dioxide liquefaction unit 69a is supplied again to the cooling unit 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 its vaporization heat. (S13). The cooled carbon dioxide gas 35a 'is sent to the secondary carbon dioxide gas liquefying section 69b, where it is pressurized to form liquefied carbon dioxide gas 35a (S14). The liquefied carbon dioxide gas 35a has a high purity, is sent to the circulation tank 73 through the pipe 33m, and is stored in the circulation tank 73 (S15). In order to cope with an unexpected air leak, a carbon dioxide gas isolation tank can be provided between the secondary carbon dioxide gas liquefying portion 69 b and the circulation tank 73. In this case, a check valve is provided in the carbon dioxide isolation tank, liquefied carbon dioxide gas having a higher specific gravity due to the difference in specific gravity is divided into the lower part of the tank, and air having a lower specific gravity is divided into the upper part of the tank, and the check valve is opened. To release the atmosphere.

  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 to the closed chamber from the air supply ports 13, 107, 117 opened through the pipe 33 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”.

  Next, the carbon dioxide engine 1 used in the present invention will be described. FIG. 3 shows a case where the carbon dioxide engine 1 is a rotary carbon dioxide engine. A housing 101 constituting the carbon dioxide engine 1 includes a sealed aluminum alloy cylinder and an aluminum alloy rotor 115 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. An air supply port 117 communicating with the inner chamber 103 is provided in the upper peripheral wall of the housing 101, and an exhaust port 119 is opened in the opposing peripheral wall. In the case of the present embodiment, the exhaust port 119 is provided so as to be located slightly on the secondary working chamber 122 side from the diameter line f passing through the air supply port 117. In the illustrated example, the angle α is about 15 ° with respect to the diameter line f.

  The rotor 115 is formed of a substantially elliptical plate as shown in FIG. 4, and two or more rotor shafts 116 are usually fixed to the rotor shaft 116 which is rotatably provided at the center of the inner chamber 103 of the housing 101. Is done. The contour of the rotor 115 is provided with a pressure seal 115a for maintaining pressure, as shown in FIG. The pressure seal 115a also serves as an oil seal. A valve chamber 124 that covers the air supply port 117 is provided on the upper peripheral wall of the housing 101, and an air supply valve 125 that is movable up and down is provided in the valve chamber 124. A spring 129 that is biased in a direction to close the valve chamber 124 is wound around the valve shaft 127 of the air supply valve 125. 131 is a cam linked to the rotor 115, and the cam 131 opens and closes the air supply valve 125. Reference numeral 130 denotes a spring cover.

  The inner chamber 103 is supplied with carbon dioxide gas 35a in a high pressure state after vaporization, and the rotor 115 is indicated by an arrow about the rotor shaft 116 by a force due to volume expansion when the carbon dioxide gas 35a reaches atmospheric pressure. Rotate in the direction. The inner chamber 103 is partitioned and formed into a primary working chamber 121 and a secondary working chamber 122 as the rotor 115 rotates. Each of the working chambers 121 and 122 is responsible for one of the suction expansion stroke, the expansion / discharge stroke, and the atmospheric pressure holding stroke in relation to the working surfaces a and b of the rotor 115.

  The suction expansion stroke is a stroke in which carbon dioxide gas 35a is supplied into the primary working chamber 121 and presses one of the working surfaces a or b of the rotor 115. At this time, the air supply port 117 is “open” and the exhaust port 119 is opened. Is “closed” (FIG. 3A). 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 115 is discharged to the outside from the exhaust port 119. At this time, the air supply port 117 is “closed” and the exhaust port 119 is “open”. (Fig. 3B). In the atmospheric pressure maintaining process, the supply port 117 is “closed”, the exhaust port 119 is “open”, and the carbon dioxide gas 35b in which the working chambers 121 and 122 are both in the inner chamber 103 is kept in the atmospheric pressure state. This provides smoothness to the rotation of the rotor 115 (FIG. 3C).

  The rotary carbon dioxide engine shown in FIGS. 5 and 6 is a case where the rotor is a three-sided rotor as shown in FIG. FIG. 5 shows a case where the housing is a perfect circle, and FIG. 6 shows a case where it is oval. In FIG. 5, a housing 101 constituting the carbon dioxide engine 1 includes an aluminum alloy hermetically sealed cylinder and an aluminum alloy rotor 105 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. The housing 101 is provided with an air supply port 107 on the peripheral wall, and an exhaust port 109 is opened on the opposing peripheral wall. The exhaust port 109 is preferably provided so as to be positioned below the air supply port 107. Here, “opposite” includes installation of the air supply port 107 and the exhaust port 109 having such a positional relationship.

  The rotor 105 is formed of a rounded equilateral triangular plate, and two rotor shafts 106 that are rotatably provided at the center of the inner chamber 103 of the housing 101 are usually fixed in a plurality of phases. . The contour of the rotor 105 is provided with a pressure seal 105a for maintaining pressure, as shown in FIG. The pressure seal 105a also serves as an oil seal.

  The inner chamber 103 is supplied with carbon dioxide gas 35a in a high-pressure state after vaporization, and the rotor 105 is indicated by an arrow about the rotor shaft 106 by a force due to volume expansion when the carbon dioxide gas 35a reaches atmospheric pressure. Rotate in the direction. The inner chamber 103 is partitioned and formed into a primary working chamber 111, a secondary working chamber 112, and a tertiary working chamber 113 as the rotor 105 rotates. Each of the working chambers 111, 112, 113 is responsible for any of the suction expansion stroke, the expansion / discharge stroke, or the atmospheric pressure holding stroke in relation to the working surfaces a, b, c of the rotor 105.

  During the suction and expansion stroke, carbon dioxide gas 35a is supplied into the primary working chamber 111. At this time, the carbon dioxide gas 35a is in a “sub-expansion” state and presses one of the working surfaces of the rotor 105 (FIG. 5A). In the expansion / discharge process, the carbon dioxide gas 35b that has been brought into the atmospheric pressure state due to the rotation of the rotor 105 is discharged from the exhaust port 109 to the outside. The carbon dioxide gas 35a at this time is in a “chain expansion” state (FIG. 5B). The atmospheric pressure holding process is a process of holding the carbon dioxide gas 35b at atmospheric pressure because the air supply port 107 and the exhaust port 109 are blocked by the other operating surfaces of the rotor 105, thereby rotating the rotor 105. To give smoothness. At this time, the inner chamber 103 is at atmospheric pressure (1 atm) (FIG. 5C).

  In the case of a rotary type carbon dioxide engine, the shape of the housing does not necessarily need to be a circular shape in cross section, and may be elliptical. In the latter case, for example, it can be configured as shown in FIG. In this case, the inner chamber 123 of the housing 102 is formed along a locus drawn by two circles having the same diameter intersecting symmetrically. The rotor 126 is formed of a rounded equilateral triangular plate, and rotates while moving in the inner chamber 123. A circular rotor hole 126a is provided at the center of the rotor 126, and the rotor shaft 126b is inserted through the rotor hole 126a. The rotor shaft 126b is provided with a gear (not shown) on the outer periphery, and meshes with a gear (not shown) provided on the inner periphery of the rotor hole 126a. 123a is a primary working chamber, 123b is a secondary working chamber, and 123c is a tertiary working chamber. Energy is extracted from the rotor shaft 126b through appropriate means. Note that a pressure seal (not shown) also serving as an oil seal is provided on the contour of the rotor 126 as in FIG.

  FIG. 8 shows a reciprocating carbon dioxide engine as the carbon dioxide engine 1. The cylinder 2 constituting the carbon dioxide gas engine 1 includes a cylinder head 3 made of aluminum alloy and a cylinder body 5 made of aluminum alloy, and the cylinder head 3 is fixed to the cylinder body 5 so as to be disassembled. An aluminum alloy piston 7 is slidably contacted in the cylinder body 5 so as to be able to reciprocate. An inner chamber 9 having a sealed structure is formed in the upper portion of the cylinder body 5 by the cylinder head 3 and the piston 7. An exhaust port 11 that opens at the bottom dead center D of the piston 7 is provided on the side wall of the cylinder body 5. An air supply port 13 is opened in the cylinder head 3, and an air supply valve 15 that can move up and down is provided in the air supply port 13. A spring 19 is wound around the valve shaft 17 of the air supply valve 15 so as to be biased in the direction of closing the air supply port 13. A cam 21 interlocks with the piston 7 and opens and closes the air supply valve 15 by the cam 21. A connecting rod 23 connects the piston 7 and the crankshaft 25. A flywheel 27 is attached to one end of the crankshaft 25. Reference numeral 26 denotes a balance weight of the crankshaft 25. Reference numeral 20 denotes a spring cover. A pressure ring 29a is attached to the upper portion of the piston 7 so as to seal the inner chamber 9. 29b is an oil ring.

  Next, the operation principle of the present invention will be described with reference to FIG. FIG. 9 is a diagram schematically showing the position when the rotor 115 rotates in the inner chamber 103 and the state of expansion of the carbon dioxide gas. A1 in FIG. 9 (FIG. 3A) and A2 in FIG. 9 indicate a suction expansion stroke, and the carbon dioxide gas at this time is in a “sub-expansion” state. B1 in FIG. 9 and B2 in FIG. 9 (FIG. 3B) show an expansion / discharge process, and the carbon dioxide gas at this time is in a “chain expansion” state. C in FIG. 9 shows the atmospheric pressure holding process, which is the state immediately before FIG. 3C, and the inner chamber 103 at this time is at atmospheric pressure (1 atm). FIG. 9D shows a state in which the rotor 115 makes one rotation and the other surface (surface b) is the working surface.

  The carbon dioxide gas 35a is heated from the initial tank 31 or the circulation tank 73 through the pipes 33a to 33c and is heated by the heating unit 56 and supplied to the carbon dioxide gas engine 1 in a high pressure state. The carbon dioxide gas 35a is supplied to the carbon dioxide gas engine. The state when flowing into one inner chamber 103 will be described with reference to FIG.

  First, starting is performed by a cell starter (not shown), and the rotor 115 is forcibly rotated. When the rotor 115 reaches the position A1 in FIG. 9, that is, the position immediately before the air inlet 117, the air supply valve 125 is opened, and the high-pressure carbon dioxide gas 35a flows into the primary working chamber 121. The carbon dioxide gas 35a starts to expand as soon as it flows into the primary working chamber 121. However, when the rotor 115 reaches a position passing through the air inlet 117 as shown by A2 in FIG. Therefore, the expansion is temporarily terminated. This is because the carbon dioxide gas 35a is expanded within the volume limit of the primary working chamber 121. This is tentatively called “sub-expansion”. The pressure energy received by the rotor 115 during the sub-expansion receives pressure over the entire a-plane, as in the gasoline engine. That is, in the intake and expansion strokes A1 in FIG. 9 and A2 in FIG. 9, 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. Note that the pressure on the other surface (b surface) side in this suction / expansion stroke is atmospheric pressure.

In the expansion / discharge process of B1 in FIG. 9 and B2 in FIG. 9, the moment for the exhaust tank 119 to be “open” by the rotation of the rotor 115, that is, when the exhaust outlet 119 is in a pinhole state, Since the carbon dioxide gas G (shown in FIG. 2) flows into the inner chamber from the exhaust port and becomes atmospheric pressure, the carbon dioxide gas 35a expands explosively. 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 115 and moves rapidly toward the exhaust port 119 which is “open”. That is, the expansion pressure in the expansion / discharge stroke is not applied evenly to the entire a surface of the rotor 115, but is concentrated only on the half surface of the rotor 115 on the exhaust port 119 side, unlike the case of the suction expansion stroke. Therefore, the exhaust port 119 opens more and more, so that the carbon dioxide gas 35a moves more rapidly toward the exhaust port 119, so that the force due to expansion of the carbon dioxide gas 35a (referred to as “expansion force”) is further increased by the rotor 115. It concentrates only on the half surface of the exhaust port 119 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 115 on the exhaust port 119 side. As a result, the rotor 115 rotates. In B1 in FIG. 9, the pressure on each surface in the expansion / discharge process is the atmospheric pressure on the other surface (b surface) side, and in B2 (FIG. 3B) in FIG. Atmospheric pressure.
Since the carbon dioxide gas 35b is discharged from the exhaust port 119 in the expansion and discharge process, the carbon dioxide gas 35b is pumped through the pipe by the spray output at the time of discharge.

  Next, in the atmospheric pressure holding process shown in FIG. 9C and FIG. 3C from the end of the expansion / discharge process shown in B2 of FIG. 9, both the surfaces a and b of the rotor 115 become the atmospheric pressure. It is rotated by the force and becomes the position shown in FIG. 9D (FIG. 3D). As a result, the other surface (b surface) becomes the operating surface, and this time, the series of strokes described above is repeated on the b surface of the rotor 115.

  Thus, when the start is completed, the carbon dioxide engine starts full-scale operation by continuously repeating the above-described series of strokes.

  The operation principle in the case of the three-surface rotor shown in FIGS. 5 and 6 is the same as described above, and the expansion of the carbon dioxide gas 35a takes the suction expansion stroke, the expansion discharge stroke, and the atmospheric pressure holding stroke, and acts in the same manner as above in each stroke. To do. The difference from the case of the two-sided rotor shown in FIG. 3 is that there is no air supply valve 125, but the function of this air supply valve 125, that is, the opening and closing of the air inlet 117 is performed according to the rotational position of the rotors 105 and 126. .

The movement of the carbon dioxide engine 1 will be described in detail based on FIG.
As shown in FIG. 5A, when the working surface a of the rotor 105 is in a position where the suction and expansion stroke is performed, the carbon dioxide gas 35a (gas) in a high-pressure state after vaporization (for example, 60 atmospheres) is supplied from the air supply port 107. It is supplied into the primary working chamber 111. When the carbon dioxide gas 35a is supplied into the primary working chamber 111, the carbon dioxide gas 35a is exposed to an atmospheric pressure of 1 atm. This expansion is “sub-expansion”.

  In the suction / expansion stroke, the rotor 105 is pressed by the inertial force and rotates to the position shown in FIG. As a result, the working surface a is located in the secondary working chamber 112, and the exhaust port 109 is "open", so that the expansion and exhaust stroke is performed. When the exhaust port 109 is “opened” by the rotation of the rotor 105, that is, when the exhaust port 109 is in a pinhole state, the carbon dioxide gas 35a becomes atmospheric pressure and expands explosively. 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 115 and moves rapidly toward the exhaust port 109 which is “open”. Therefore, as described in the case of the two-sided rotor, the carbon dioxide gas 35 a becomes “chain expansion” that expands explosively because the inside of the secondary working chamber 112 becomes atmospheric pressure, and is ejected from the exhaust port 109.

  Further, when the rotor 105 is rotated to the position shown in FIG. 5C, both the air supply port 107 and the exhaust port 109 are “closed”, so that the atmospheric pressure holding process is performed, and the mixed gas is held in the atmospheric pressure state.

  The rotor 105 further rotates to the position shown in FIG. Thus, the rotor continuously rotates in the housing due to the volume expansion force and inertial force of the carbon dioxide gas 35a, so that the resulting energy is taken out by appropriate means.

  The operating principle in the case of the reciprocating carbon dioxide engine shown in FIG. 8 is also the same as described above, and the expansion of the carbon dioxide gas 35a takes the suction expansion stroke, the expansion / discharge stroke, and the atmospheric pressure holding stroke, and acts in the same manner as above in each stroke. To do. As the piston 7 descends, the suction and expansion stroke occurs, and the inside of the inner chamber 9 becomes “sub-expansion”. Subsequently, the expansion / discharge process continues from the start of the "open" of the exhaust port 11 through the "full open" shown in FIG. 8C to the end of the "open" of the exhaust port 11, and the high-pressure carbon dioxide gas 35a is brought to atmospheric pressure. It becomes “chain expansion” which is explosively expanded when exposed. Subsequently, an atmospheric pressure maintaining process is performed until the exhaust port 11 is “closed” due to the rising of the piston. The piston 7 is operated by the expansion force of this chain expansion.

  Based on FIG. 8, the movement of the carbon dioxide engine 1 will be described in detail. First, the cam 21 is rotated by a starter motor (not shown). Then, in conjunction with the cam 21, the piston 7 is lowered as shown in FIG. 8A, and the air supply valve 15 is pressed by the cam 21. Then, as shown in FIG. 8B, the air supply valve 15 is “opened” against the biasing force of the spring 19. At this time, the piston 7 is located at the top dead center U. Next, when the cam 21 further rotates, the pressure of the air supply valve 15 is released immediately after the rotation, so that the air supply valve 15 is “closed” by the urging force of the spring 19. FIG. 8C shows a state where the piston 7 is lowered to the bottom dead center D.

  The process of shifting from the top dead center U to the bottom dead center D will be described in detail. When the air supply valve 15 is “closed”, the carbon dioxide gas 35a (gas) supplied in a high pressure state (for example, 60 atm) in the closed chamber is reduced to an atmospheric pressure of 1 atm in the limited space of the inner chamber 9. Because it is exposed, its volume is expanded. This expansion is “sub-expansion”. The force due to the volume expansion is transmitted to the piston 7 and lowers the piston 7, and this force is also transmitted to the flywheel 27 fixed to one end of the crankshaft 25. When the piston 7 reaches the bottom dead center D, the piston 7 shifts to an ascending process due to the inertial force resulting from the force transmitted to the flywheel 27.

  As shown in FIG. 8C, since the exhaust port 11 of the inner chamber 9 is “open” at the bottom dead center D, the carbon dioxide gas 35a applied to the depression of the piston 7 has an atmospheric pressure inside. It becomes “chain expansion” which expands explosively, and is ejected from the exhaust port 11. The piston 7 is operated by the expansion force of this chain expansion. Next, at the top dead center U of the piston 7 which has shifted to the ascending process, all the carbon dioxide gas 35b is exhausted.

  Thus, the piston 7 continuously repeats the descending process and the ascending process by the volume expansion force of the carbon dioxide gas 35a and the inertial force. Therefore, since the piston 7 of the carbon dioxide engine continuously reciprocates, the energy generated thereby is taken out by appropriate means.

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 high-pressure carbon dioxide gas undergoes a “chain expansion” that explosively expands at the moment when the tip cuts the exhaust port. As a result, the expansion pressure is concentrated on the half surface of the rotor on the exhaust port 119 side, thereby rotating the rotor. 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, regarding the three-sided rotor, the conventional gasoline engine must have an elliptical cylinder, and cannot be a circular cylinder. As for the two-sided rotor, the conventional gasoline engine must have an elliptical cylinder, and cannot be a circular cylinder. 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 necessary, the cylinder may be an elliptical configuration or a perfect circular configuration for both the three-surface rotor and the two-surface rotor, and the rotor rotates in either case.

  The power generation system according to the present invention is a system that generates power by operating a generator by the above-described circulating internal pressure engine. In this case, a large-scale carbon dioxide engine 1 having a large output is used. Also, it is desirable that the carbon dioxide liquefaction section is multi-staged with three or more stages so that a large amount of carbon dioxide gas can be processed quickly and easily.

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 FIG.

  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 9, which is a closed chamber 9, and the primary working chambers 111 and 121 is at room temperature (25 ° C.), the pressure of the carbon dioxide gas 35a is 6.432 MPa (64.32 atmospheres) from FIG. Therefore, a pressure 64.32 times is applied to the piston 7 and the rotors 105 and 115 in the inner chamber 9 and the primary working chambers 111 and 121 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 circulating internal pressure engine according to the present invention, the pressure of the supplied carbon dioxide gas 35a is constant (for example, about 64 at normal temperature (25 ° C.) without being affected by the compression ratio of the closed chamber (inner chambers 9, 103, 123). Times). 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 chambers 9, 103, 123) 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.

  The volume expansion coefficient of the carbon dioxide gas 35 and the temperature are correlated, and the high-pressure carbon dioxide gas 35 a supplied into the inner chambers 9, 103, 123, and the primary working chambers 111, 121 is heated by the heating unit 56. As a result, the volume of the carbon dioxide engine is further improved.

  In this regard, the pressure of the carbon dioxide gas 35a supplied into the inner chambers 9, 103, 123 and the primary working chambers 111, 121 will be specifically calculated according to FIG. 10 and Boyle-Charles' 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９、１０３、１２３に供給されるから、内室９、１０３、１２３の内圧は内室９、１０３、１２３が５０℃に加熱される場合次の如く算出される。ただし、内室９、１０３、１２３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 via the pipe 33 to the inner chambers 9, 103, 123 in the atmospheric pressure (25 ° C.) / Gas state, the inner pressure of the inner chambers 9, 103, 123 is the internal pressure. When the chambers 9, 103, and 123 are heated to 50 ° C., calculation is performed as follows. However, the capacity of the inner chambers 9, 103, 123 is 20 cc.

When the inner chambers 9, 103, 123 and the primary working chambers 111 and 121 are heated to 100 ° C., the internal pressures of the inner chambers 9, 103, 123 and the primary working chambers 111 and 121 are calculated as follows.

  Therefore, when the inner chambers 9, 103, 123 and the primary working chambers 111, 121 are heated by the heating unit 56, the work rate of the carbon dioxide gas engine 1 is further improved.

  The present invention is not limited to the embodiment described above. For example, the installation part of the heating unit (56) is not necessarily provided in the pipe connection of the supply system path 34A as long as the high-pressure carbon dioxide gas 35a is heated before being supplied to the carbon dioxide engine 1. It does not have to be. For example, the heating unit (137) may be provided in the carbon dioxide engine 1 itself. FIG. 11 illustrates such a case.

  In FIG. 11, the housing 101 is integrally covered with a housing cover 139 made of aluminum alloy, and a heating unit 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. In FIG. 11, (A) shows the suction and expansion stroke on the a-plane, (B) shows the same expansion and discharge stroke, (C) shows the same atmospheric pressure maintaining stroke, and (D) shows the suction and expansion stroke on the b-plane. The carbon dioxide gas in the high pressure state becomes “sub-expansion” in the suction and expansion stroke of (A), and the carbon dioxide gas in the high pressure state becomes “chain expansion” in the expansion and discharge stroke of (B), as in the above embodiment. is there.

  In the circuit of FIG. 1, the carbon dioxide engine 1 can be replaced with an engine 1 having a heating unit 137 as shown in FIG. 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.

  The multi-stage carbon dioxide liquefaction section is a set of suction by the front machine and pumping by the rear machine, and the synergistic effect of both to easily increase the processing capacity of compression liquefaction of carbon dioxide according to the amount of carbon dioxide. Therefore, according to the desired output, for example, as shown in FIGS. 12A and 12B, the carbon dioxide gas liquefying sections 69a, 69b, and 69c can be arranged in three or more stages. Of course, as long as a desired large output can be obtained, it is not disturbed that it is a single machine.

  The plurality of carbon dioxide liquefaction 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.

  The driving force of the primary carbon dioxide gas liquefying unit 69a and the secondary carbon dioxide gas liquefying unit 69b is, as its first example, the jet power of the carbon dioxide gas that is exposed to the atmospheric pressure described above in the above embodiment and chain-expanded and discharged, 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 the circulation tank 73 is divided into primary and secondary, it is expected that the flow rate adjustment of the carbon dioxide gas 35a for controlling the carbon dioxide engine 1 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 liquefaction unit for liquefying the carbon dioxide is appropriately selected depending on the external environment such as temperature, and can be, for example, about 40 atm.

  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 type of the carbon dioxide engine 1 constituting the circulation internal pressure engine and the power generation system is arbitrary. Moreover, the material which comprises the carbon dioxide engine 1 can also be suitably selected, such as iron.

  In the case of a reciprocating carbon dioxide engine, the air supply valve 15 provided in the inner chamber 9 may be closed or opened from the outside by the valve lid of the air supply valve 15, contrary to the illustrated example. Further, the supply valve 15 may be installed on the side wall of the cylinder body 5. Further, other known cam mechanisms can be applied, and for example, a cam mechanism that does not require a spring is also conceivable.

  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 a degree of pressure sufficient to operate the carbon dioxide engine, and is, for example, 40 atmospheres or 60 atmospheres.

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

The circuit block diagram of the circulation type internal pressure engine and power generation system by this invention is shown. It is a flowchart which shows the operation | movement step of the circulation type internal pressure engine and electric power generation system by this invention. The Example of the internal pressure engine used for this invention is shown. It is a schematic perspective view which shows the Example of a rotor. Another embodiment of the internal pressure engine used in the present invention will be shown. Another embodiment of the internal pressure engine used in the present invention will be described. It is a schematic perspective view which shows the other Example of a rotor. Another embodiment of the internal pressure engine used in the present invention will be described. It is explanatory drawing which shows the operating principle of the carbon dioxide gas engine by this invention. It is a table | surface which shows the thermodynamic property of a carbon dioxide gas. Another embodiment of the internal pressure engine used in the present invention will be described. (A) shows a connection example of the carbon dioxide liquefaction unit used in the present invention, and (B) shows another connection example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Carbon dioxide engine 2 Cylinder 3 Cylinder head 5 Cylinder main body 7 Piston 9 Inner chamber 11 Exhaust port 13 Supply port 15 Supply valve 17 Valve shaft 19 Spring 20 Spring cover 21 Cam 23 Connecting rod 25 Crankshaft 26 Balance weight 27 Flywheel 29a Pressure ring 29b Oil ring 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 control valve 56 Heating section 57 Cooling section 58a Belt 58b Belt 63 Check valve 65 Air drying section 68 Separation section 69a Primary carbon dioxide liquefaction section 69b Secondary carbon dioxide liquefaction section 71 Carbon dioxide isolation section 73 Circulation tank 75 Check valve 77 Check valve 101 Uzing 102 Housing 103 Inner chamber 105 Rotor 105a Pressure seal combined with oil seal 106 Rotor shaft 107 Air supply port 109 Exhaust port 111 Primary operation chamber 112 Secondary operation chamber 113 Tertiary operation chamber 115 Rotor 115a Pressure seal combined with oil seal 116 Rotor shaft 117 Air supply port 119 Exhaust port 121 Primary working chamber 122 Secondary working chamber 123 Inner chamber 123a Primary working chamber 123b Secondary working chamber 123c Tertiary working chamber 124 Valve chamber 125 Air supply valve 126 Rotor 126a Rotor hole 126b Rotor shaft 127 Valve shaft 129 Spring 130 Spring cover
131 cam 137 heating unit 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 working surface b working surface c working surface G atmospheric pressure carbon dioxide

Claims (18)

Carbon dioxide gas engine that drives the actuator by the force of volume expansion when carbon dioxide gas supplied in a high pressure state becomes atmospheric pressure, and carbon dioxide gas that makes the pressure of carbon dioxide gas on the exhaust port side of the carbon dioxide gas engine atmospheric pressure From normal pressure means, a heating part that heats high-pressure carbon dioxide gas supplied to the carbon dioxide engine, a cooling part that collects and cools the carbon dioxide gas discharged from the carbon dioxide engine, and the cooling part and carbon dioxide liquefaction unit for liquefying pumped is cooled carbon dioxide at high pressure, consists of a circulation tank for reserving the liquefied carbon dioxide constitute a circulation circuit carbon dioxide gas is circulated to the various parts are connected by a pipe The three-way switching valve is provided at the contact point between the supply system path and the recovery system path of the circulation circuit, and the initial tank is connected via the three-way switching valve, and is fed to the supply system pipe and the recovery system pipe. A sensor for detecting the liquefaction purity liquefied carbon dioxide is provided that, in that said sensor when the liquefied purity is less than the set range emits an initial switching signal, for emitting a circulation switching signal when within the set range Characteristic circulation internal pressure engine. 2. The circulating internal pressure engine according to claim 1, wherein the circulation circuit collects a high-pressure carbon dioxide gas to the carbon dioxide engine, and recovers the atmospheric carbon dioxide discharged from the carbon dioxide engine. A circulating internal pressure engine characterized by comprising a system path. The circulating internal pressure engine according to claim 2, wherein the heating section is provided in the supply system path. The circulating internal pressure engine according to claim 2, wherein the heating unit is provided in the carbon dioxide engine. 2. The circulating internal pressure engine according to claim 1, wherein the carbon dioxide liquefying section comprises a plurality, and each carbon dioxide liquefying section is connected to the cooling section. 6. The circulating internal pressure engine according to claim 5, wherein each of the carbon dioxide liquefaction units is connected in series to the cooling unit. 6. The circulating internal pressure engine according to claim 5, wherein each of the carbon dioxide liquefaction units is connected in parallel to the cooling unit. 2. The circulating internal pressure engine according to claim 1, wherein the carbon dioxide engine is a rotary type carbon dioxide engine. 2. The circulating internal pressure engine according to claim 1, wherein the carbon dioxide engine is a reciprocating carbon dioxide engine. Carbon dioxide gas engine that drives the actuator by the force of volume expansion when carbon dioxide gas supplied in a high pressure state becomes atmospheric pressure, and carbon dioxide gas that makes the pressure of carbon dioxide gas on the exhaust port side of the carbon dioxide gas engine atmospheric pressure From normal pressure means, a heating part that heats high-pressure carbon dioxide gas supplied to the carbon dioxide engine, a cooling part that collects and cools the carbon dioxide gas discharged from the carbon dioxide engine, and the cooling part It consists of a carbon dioxide liquefaction device that liquefies the cooled carbon dioxide that is pumped at a high pressure, and a circulation tank that stores the liquefied carbon dioxide. the three-way valve in contact with the collection pathway and the supply pathway of the circulating circuit is provided, the initial tank connected via the three-way valve, is fed to the feed system of pipes and recovery system of pipes Comes a sensor for detecting the liquefaction purity liquefied carbon dioxide provided, the sensor is when the liquefied purity is less than the set range emits an initial switching signal, emits a cyclic switching signal when it is within the set range, the carbonate A power generation system characterized by generating power with a gas engine. 11. The power generation system according to claim 10, wherein the circulation circuit supplies a high-pressure carbon dioxide gas to the carbon dioxide engine, and a recovery system route collects the atmospheric carbon dioxide discharged from the carbon dioxide engine. A power generation system characterized by comprising: 12. The power generation system according to claim 11, wherein the heating unit is provided in the supply system path. The power generation system according to claim 11, wherein the heating unit is provided in the carbon dioxide engine. The power generation system according to claim 10, wherein the carbon dioxide liquefaction unit includes a plurality, and each carbon dioxide liquefaction unit is connected to the cooling unit. 15. The power generation system according to claim 14 , wherein each of the carbon dioxide liquefaction units is connected in series to the cooling unit. 15. The power generation system according to claim 14 , wherein each of the carbon dioxide liquefaction units is connected in parallel to the cooling unit. The power generation system according to claim 10, wherein the carbon dioxide engine is a rotary carbon dioxide engine. 11. The power generation system according to claim 10, wherein the carbon dioxide engine is a reciprocating carbon dioxide engine.

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