JP2015070752A - On-vehicle power generation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle power generation system capable of applying voltage to a first device according to a state of the first device, suppressing damage of the first device, improving power generation efficiency, detecting damage of the first device when receiving the damage, suppressing damage being generated in the whole system, and reducing a cost by suppressing application of unnecessary voltage.SOLUTION: An on-vehicle power generation system 1 comprises: an internal combustion engine 2; a first device 3 to be electrically polarized by supply of an exhaust gas which is discharged from the internal combustion engine 2 and whose temperature increases and decreases with time; a second device 4 for extracting power from the first device 3; a voltage application device 9 for applying voltage to the first device 3; a current detector 26 for detecting current flowing in the first device 3; a prediction program P for predicting temperature and electrostatic capacity of the first device 3; and a central processing unit (CPU) 21 for starting up and stopping the voltage application device 9.

Description

  The present invention relates to an on-vehicle power generation system, and more particularly to an on-vehicle power generation system mounted on a vehicle such as an automobile.

  Conventionally, in internal combustion engines such as automobile engines, heat exchangers such as boilers and air conditioning equipment, electric engines such as generators and motors, and various energy utilization devices such as light emitting devices such as lighting, for example, as exhaust heat, light, etc. A lot of thermal energy is released and lost.

  In recent years, from the viewpoint of energy saving, it has been required to recover the released thermal energy and reuse it as an energy source. As such a system, specifically, for example, a heat source whose temperature rises and falls over time, and a first device that is electrically polarized by a piezo effect, a pyroelectric effect, a Seebeck effect, or the like according to a temperature change of the heat source ( In order to extract electric power from the first device, a power generation system has been proposed that includes a second device (electrode or the like) disposed so as to sandwich the first device. In addition, it has been proposed to load the power generation system on an automobile or the like, and to arrange a first device (such as a dielectric) in an exhaust pipe to which the exhaust gas of the automobile is supplied in such a case ( For example, see Patent Document 1.)

JP 2011-250675 A

  In such a power generation system, the temperature of the first device may exceed its Curie point depending on temperature conditions. If the first device is used in an environment that exceeds the Curie point of the first device, the first device may be damaged, resulting in a decrease in power generation performance or inability to generate power.

  Therefore, in the above-described power generation system, it may be required to suppress damage to the first device and prevent a decrease in power generation performance.

  Furthermore, in the power generation system described above, in order to generate power more efficiently, it is considered to apply a voltage to the first device according to the temperature condition of the first device.

  In addition, when a voltage is applied to the first device, it is required to appropriately control the voltage application conditions (for example, application time) according to the electrical state of the first device.

  In addition, in such a power generation system, when a first device such as a dielectric is disposed in the exhaust pipe of an automobile, for example, an afterfire phenomenon in which unburned fuel burns in the exhaust pipe, vibrations associated with running of the automobile, etc. May cause physical damage to the first device.

  And if a voltage is applied in the state where the 1st device was damaged, a short circuit will be produced between the electrodes for applying the voltage, and when the whole power generation system is damaged, for example, the conducting wire for applying the voltage is There is a possibility of energizing the vehicle body in contact with the exhaust pipe.

  Therefore, an object of the present invention is to apply a voltage to the first device according to the state of the first device, to suppress damage to the first device, and to improve power generation efficiency. In addition, if the first device is damaged, the damage can be detected, the occurrence of damage to the entire system can be suppressed, and in addition, the application of extra voltage can be suppressed. Therefore, an object is to provide an in-vehicle power generation system capable of reducing the cost.

  In order to achieve the above object, an in-vehicle power generation system of the present invention includes an internal combustion engine, a first device that is electrically polarized by being supplied with exhaust gas that is exhausted from the internal combustion engine and whose temperature rises and falls over time, A second device for extracting power from the first device; a voltage applying means for applying a voltage to the first device; a current detecting means for detecting a current flowing through the first device; a temperature of the first device; A predicting means for predicting electrostatic capacity; a voltage applied to the first device by the voltage applying means; a current flowing through the first device detected by the current detecting means; and the first predicted by the predicting means. And control means for operating and stopping the voltage application means based on the temperature and capacitance of one device.

  In the in-vehicle power generation system according to the present invention, the control unit may be configured such that the temperature of the first device predicted by the prediction unit is equal to or higher than the Curie point of the first device and / or the first device. Is activated, the voltage application means is operated, the temperature of the first device predicted by the prediction means is equal to or lower than the Curie point of the first device, and the first device is It is preferable to operate the voltage applying means when the temperature is lowered.

  In the in-vehicle power generation system of the present invention, the control unit is predicted by the voltage applied to the first device by the voltage application unit and the prediction unit when the voltage application unit is operated. Calculating the theoretical value of the current flowing through the first device based on the temperature and capacitance of the first device, and calculating the theoretical value and the current flowing through the first device detected by the current detection means. By detecting the abnormality of the current flowing through the first device, when the abnormality of the current is detected, the voltage application unit is stopped, and when the abnormality of the current is not detected, Based on the time during which current flows through the first device, the optimum time for operating the voltage applying means is calculated, and the voltage indication is determined until it is determined that the optimum time has elapsed. When it is determined that the optimum time has elapsed by operating the apparatus, the voltage application unit is stopped, the voltage applied to the first device by the voltage application unit, and the prediction unit predicts Based on the temperature and capacitance of the first device, calculate the theoretical charge amount accumulated in the first device, and based on the current flowing through the first device detected by the current detection means, It is preferable to detect damage of the first device by calculating an actual amount of charge accumulated in the first device and comparing them.

  In the in-vehicle power generation system of the present invention, the temperature of the first device is predicted by the prediction unit, and the voltage application unit is activated and stopped based on the predicted temperature.

  Therefore, in the in-vehicle power generation system of the present invention, when the first device exceeds its Curie point, it is possible to suppress damage to the first device by operating the voltage application means based on the predicted temperature, and the in-vehicle power generation system It is possible to prevent the power generation performance of the power generator from being degraded or the power generation from being disabled.

  In the in-vehicle power generation system of the present invention, the voltage can be applied to the first device with high responsiveness by operating and stopping the voltage applying unit based on the predicted temperature based on the temperature condition of the first device. The power generation efficiency can be improved.

  In the in-vehicle power generation system of the present invention, the voltage applied to the first device by the voltage application unit, the current flowing through the first device detected by the current detection unit, and the temperature of the first device predicted by the prediction unit Based on the capacitance, the voltage applying means is activated and stopped. Therefore, according to the in-vehicle power generation system of the present invention, it is possible to suppress the application of an extra voltage and to reduce the cost.

FIG. 1 is a schematic configuration diagram showing an embodiment in which an in-vehicle power generation system of the present invention is mounted on a vehicle. FIG. 2 is a flowchart showing a control process executed in the control unit of FIG. FIG. 3 is a flowchart showing a control process executed in the control unit of FIG. 1 when a voltage is applied to the first device in the control process of FIG.

  FIG. 1 is a schematic configuration diagram showing an embodiment in which an in-vehicle power generation system of the present invention is mounted on a vehicle.

  In FIG. 1, an automobile 25 includes an in-vehicle power generation system 1.

  The in-vehicle power generation system 1 takes out electric power from the internal combustion engine 2, the first device 3 that is electrically polarized by being supplied with exhaust gas that is exhausted from the internal combustion engine 2 and whose temperature rises and falls over time. A second device 4, a voltage application device 9 as a voltage application means for applying a voltage to the first device, a current detector 26 as a current detection means for detecting a current flowing through the first device 3, and a voltage application And a control unit 10 for actuating and stopping the device 9.

  The internal combustion engine 2 includes an engine 16 and an exhaust manifold 17.

  The engine 16 is a device that outputs the power of the automobile 25. For example, a single-cylinder type or a multi-cylinder type (for example, a 2-cylinder type, a 4-cylinder type, or a 6-cylinder type) is employed. A multi-cycle method (for example, a 2-cycle method, a 4-cycle method, a 6-cycle method, etc.) is employed.

  FIG. 1 shows a four-cylinder engine 16. In the following, the case where the four-cycle method is adopted for each cylinder will be described.

  The exhaust manifold 17 is an exhaust manifold provided to converge exhaust gas discharged from the cylinders of the engine 16, and a plurality (four) of branch pipes 18 (which are connected to the cylinders of the engine 16). When it is necessary to distinguish, the branch pipes 18a, the branch pipes 18b, the branch pipes 18c, and the branch pipes 18d are called in order from the upper side of FIG. And an air collecting tube 19 that integrates the two into one.

  In such an exhaust manifold 17, the upstream end portion of the branch portion 18 is connected to each cylinder of the engine 16, and the downstream end portion of the branch pipe 18 and the upstream end portion of the air collecting pipe 19 are connected to each other. It is connected. Further, the downstream end of the air collecting pipe 19 is connected to the upstream end of the catalyst mounting portion 12 (described later).

  Each branch pipe 18 includes one box-shaped space 20 in the middle of the flow direction. The box-shaped space 20 is a substantially rectangular parallelepiped space interposed so as to communicate with the branch pipe 18 in the engine room. Inside the box-shaped space 20, a plurality of first devices 3 and second devices 4 are connected. I have.

  The first device 3 is a device in which the temperature is increased and decreased over time by the supply of exhaust gas from the internal combustion engine 2 (engine 16), and electric polarization is performed.

  The electric polarization referred to here is a phenomenon in which a potential difference occurs due to dielectric polarization due to displacement of positive and negative ions due to crystal distortion, such as a piezo effect and / or a phenomenon in which a dielectric constant changes due to a temperature change and a potential difference occurs, such as pyroelectricity. It is defined as a phenomenon in which an electromotive force is generated in a material, such as an effect.

  More specifically, examples of the first device 3 include a device that is electrically polarized by a piezo effect, a device that is electrically polarized by a pyroelectric effect, and the like.

  The piezo effect is an effect (phenomenon) in which when a stress or strain is applied, it is electrically polarized according to the magnitude of the stress or strain.

  The first device 3 that is electrically polarized by the piezo effect is not particularly limited, and a known piezo element (piezoelectric element) can be used.

  When a piezo element is used as the first device 3, the piezo element is disposed, for example, in a state where the periphery thereof is fixed by a fixing member and volume expansion is suppressed.

  The fixing member is not particularly limited, and for example, a second device 4 (for example, an electrode) described later can be used.

  In such a case, the piezo element is heated or cooled by the temperature change of the exhaust gas with time, and thereby expanded or contracted.

  At this time, since the volume expansion of the piezo element is suppressed by the fixing member, the piezo element is pressed by the fixing member and is electrically polarized by the piezo effect (piezoelectric effect) or phase transformation near the Curie point. . Thereby, as will be described in detail later, power is extracted from the piezo element via the second device 4.

  In addition, such a piezo element is normally maintained in a heated state or a cooled state, and when its temperature becomes constant (that is, a constant volume), the electric polarization is neutralized, and then cooled or heated, Again, it is electrically polarized.

  Therefore, as described above, when the exhaust gas periodically changes in temperature and the high temperature state and the low temperature state are periodically repeated, the piezo element is periodically heated and cooled. Electrical polarization and its neutralization are repeated periodically.

  As a result, electric power is extracted as a waveform (for example, alternating current, pulsating flow, etc.) that fluctuates periodically by the second device 4 described later.

  The pyroelectric effect is, for example, an effect (phenomenon) in which the insulator is electrically polarized in accordance with a change in temperature when the insulator (dielectric) is heated and cooled, and includes the first effect and the second effect. It is out.

  The first effect is an effect in which, when the insulator is heated and cooled, it spontaneously polarizes due to the temperature change and generates a charge on the surface of the insulator.

  In addition, the second effect is an effect that pressure deformation occurs in the crystal structure due to temperature changes during heating and cooling of the insulator, and piezoelectric polarization occurs due to stress or strain applied to the crystal structure (piezo effect, piezoelectric effect). ).

  The device that is electrically polarized by such a pyroelectric effect is not particularly limited, and a known pyroelectric element can be used.

  The pyroelectric element is heated or cooled by the temperature change of the exhaust gas with time, and is electrically polarized by the pyroelectric effect (including the first effect and the second effect). Thereby, although mentioned later in detail, electric power is taken out from the pyroelectric element via the second device 4.

  Also, such pyroelectric elements are usually maintained in a heated state or a cooled state, and when the temperature becomes constant, the electric polarization is neutralized, and then cooled or heated again to be electrically polarized again. .

  Therefore, when the temperature of the exhaust gas changes periodically as described above and the high temperature state and the low temperature state are periodically repeated, the pyroelectric element is periodically heated and cooled. The electrical polarization of the element and its neutralization are repeated periodically.

  As a result, electric power is extracted as a waveform (for example, alternating current, pulsating flow, etc.) that fluctuates periodically by the second device 4 described later.

Specifically, as described above, the first device 3 is a known pyroelectric element (for example, BaTiO ₃ , CaTiO ₃ , (CaBi) TiO ₃ , BaNd ₂ Ti ₅ O ₁₄ , BaSm ₂ Ti _4. O ₁₂ , lead zirconate titanate (PZT: Pb (Zr, Ti) O ₃ ), etc., known piezo elements (eg, quartz (SiO ₂ ), zinc oxide (ZnO), Rochelle salt (potassium sodium tartrate) _{(KNaC 4 H 4 O 6)} , lead zirconate titanate (PZT: Pb (Zr, Ti ) O 3), lithium niobate (LiNbO _3), lithium tantalate (LiTaO _3), lithium tetraborate _(Li 2 B ₄ O ₇ ), Langasite (La ₃ Ga ₅ SiO ₁₄ ), Aluminum Nitride (AlN), Tourmaline, Poly Vinylidene fluoride (PVDF) or the like can be used.

  These first devices 3 can be used alone or in combination of two or more.

  The Curie point of the first device 3 is, for example, −77 ° C. or higher, preferably −10 ° C. or higher, for example, 1300 ° C. or lower, preferably 900 ° C. or lower.

  The relative dielectric constant of the first device 3 (insulator (dielectric)) is, for example, 1 or more, preferably 100 or more, more preferably 2000 or more.

  In such an in-vehicle power generation system 1, the higher the relative permittivity of the first device 3 (insulator (dielectric material)), the higher the energy conversion efficiency and the higher voltage the electric power can be extracted. If the relative dielectric constant is less than the lower limit, the energy conversion efficiency may be low, and the voltage of the obtained power may be low.

  The first device 3 (insulator (dielectric)) is electrically polarized by the temperature change of the exhaust gas. The electrical polarization may be any of electronic polarization, ion polarization, and orientation polarization.

  For example, it is expected that a material that exhibits polarization by orientation polarization (for example, a liquid crystal material) can improve power generation efficiency by changing its molecular structure.

  Such a first device 3 is arranged in the box-shaped space 20 of each branch pipe 18.

  Specifically, the first device 3 is formed in a sheet shape, and a plurality of first devices 3 are arranged in the box-shaped space 20 at intervals, and the second device 4 (and a fixing member provided as necessary). (Not shown)). In FIG. 1, a plurality of first devices 3 are simplified, and one first device 3 is shown for one box-shaped space 20.

  Thereby, both the front surface and the back surface (and the peripheral side surface) of the first device 3 are exposed in the box-shaped space 20 via the second device 4 (not shown) and can be exposed (exposed) to the exhaust gas. Has been.

  The second device 4 is provided to extract power from the first device 3.

  More specifically, the second device 4 is not particularly limited, but, for example, two electrodes (for example, a copper electrode, a silver electrode, and the like) 23 disposed to face each other with the first device 3 interposed therebetween, For example, a lead wire connected to the electrodes 23 is provided, and is electrically connected to the first device 3.

  The voltage application device 9 is provided directly or close to the first device 3 in order to apply a voltage to the first device 3.

  Specifically, the voltage application device 9 includes, for example, a pair (two) of electrodes (for example, a copper electrode, a silver electrode, etc.) 22 that are arranged to face each other with the first device 3 interposed therebetween, and a voltage application power source 31. And conducting wires connected to them, and are arranged so that the first device 3 is interposed between the electrodes 22.

  The electrode 22 of the voltage application device 9 may be provided separately from the electrode 23 of the second device 4 described above and an electrode 27 of a current detector 26 described later, and the electrode 23 of the second device 4, And it may be shared with either one or both of the electrodes 27 of the current detector 26. In FIG. 1, the electrode 22 of the voltage application device 9, the electrode 23 of the second device 4, and the electrode 27 of the current detector 26 are shared.

  Each electrode 22 is connected in parallel by a branch conducting wire or the like. A voltage can be applied between the electrodes 22, that is, the first device 3 by applying a voltage to the electrodes 22 from the voltage application power supply 31.

  When the voltage application device 9 applies a voltage to the first device 3, the current detector 26 measures the magnitude (current value) of the current flowing through the first device 3 and the time from when the energization starts until the current becomes zero. It is provided to detect the required time (the time during which current flows through the first device 3).

  Specifically, the current detector 26 includes, for example, a pair of (two) electrodes (for example, a copper electrode, a silver electrode, etc.) 27 that are arranged to face each other with the first device 3 interposed therebetween, and A conductive wire to be connected is provided, and the first device 3 is interposed between the electrodes 27.

  The electrode 27 of the current detector 26 may be provided separately from the electrode 22 of the voltage application device 9 and the electrode 23 of the second device 4, and the electrode 22 of the voltage application device 9 and It may be shared with either one or both of the electrodes 23 of the second device 4. In FIG. 1, the electrode 27 of the current detector 26, the electrode 22 of the voltage application device 9, and the electrode 23 of the second device 4 are shared.

  Such a current detector 26 is electrically connected to the control unit 10, and the detected current can be input to a memory 11 (described later) of the control unit 10.

  The control unit 10 is a unit (for example, ECU: Electronic Control Unit) that executes electrical control in the in-vehicle power generation system 1, and is configured by a microcomputer including a memory 11 and a central processing unit (CPU) 21. Yes.

  The memory 11 includes a ROM and a RAM. Various programs and fixed data are stored in the ROM, and temporary input data is stored in the RAM.

  The ROM of the memory 11 stores a prediction program P as prediction means for predicting the temperature and capacitance of the first device 3.

The prediction program P predicts the temperature (T) of the first device 3 from, for example, the operating state of the internal combustion engine 2 and the temperature and flow rate of the exhaust gas generated from the internal combustion engine 2, and the first program 3 according to the temperature. This is a program for predicting the capacitance (C _T ) of one device 3, and is created based on data measured in advance.

  The memory 11 is electrically connected to various detection devices such as a current detector 26, a vehicle speed sensor of the automobile 25, an output meter of the engine 16, and a pressure sensor and a flow meter in the intake and exhaust systems. It is possible to input various data. Thereby, temporary values for processing the prediction program P such as the operating state of the internal combustion engine 2 and the temperature and flow rate of the exhaust gas generated from the internal combustion engine 2 are input to the RAM of the memory 11 and Stored.

  Further, the memory 11 stores a temperature-capacitance map indicating the relationship between the temperature (T) of the first device 3 and the capacitance (C), and corresponds to the temperature (T) of the first device 3. The electrostatic capacity (C) can be calculated.

  The central processing unit (CPU) 21 is configured such that the voltage applied to the first device 3 by the voltage application device 9, the current flowing through the first device 3 detected by the current detector 26, and the first device predicted by the prediction program P 3 is a control means for actuating and stopping the voltage applying device 9 based on the temperature (T) and the capacitance (C) of 3, and is electrically connected to the memory 11 as indicated by a broken line. The voltage application device 9 is electrically connected.

  In the central processing unit (CPU) 21, which will be described in detail later, the target output and acceleration / deceleration state of the engine 16, based on the information detected by the various detection devices described above according to the prediction program P, The temperature and flow rate of the exhaust gas can be predicted, and the temperature of the first device 3 can be predicted based on the prediction. In addition, the capacitance of the first device 3 can be predicted based on the temperature of the first device 3.

  The central processing unit (CPU) 21, which will be described in detail later, is a voltage applied to the first device 3 by the voltage application device 9, a current flowing through the first device 3 detected by the current detector 26, and a prediction program Based on the temperature and capacitance of the first device 3 predicted by P, the voltage application device 9 can be activated and stopped.

  Furthermore, the in-vehicle power generation system 1 includes a warning device (not shown) as necessary. Although a warning device (not shown) will be described in detail later, when damage to the first device 3 is detected, the warning device or the warning sound is used to notify the first device 3 of damage, and the in-vehicle power generation system 1 is notified. It is provided to warn that damage will occur. Such a warning device (not shown) is electrically connected to the control unit 10, for example.

  Further, as indicated by a broken line in FIG. 1, the second device 4 of the in-vehicle power generation system 1 is sequentially electrically connected to the booster 5, the AC / DC converter 6, and the battery 7.

  In addition to the on-vehicle power generation system 1 described above, the automobile 25 further includes a catalyst mounting portion 12, an exhaust pipe 13, a muffler 14, and a discharge pipe 15.

The catalyst mounting unit 12 includes, for example, a catalyst carrier and a catalyst coated on the catalyst carrier, and includes hydrocarbons (HC), nitrogen oxides (NO _x ), exhaust gas exhausted from the internal combustion engine 2, In order to purify harmful components such as carbon monoxide (CO), it is connected to the downstream end of the internal combustion engine 2 (exhaust manifold 17).

  The exhaust pipe 13 is provided to guide the exhaust gas purified in the catalyst mounting portion 12 to the muffler 14. The upstream end is connected to the catalyst mounting portion 12 and the downstream end is the muffler 14. It is connected to the.

  The muffler 14 is provided to silence noise generated in the engine 16 (in particular, an explosion process (described later)), and an upstream end thereof is connected to a downstream end of the exhaust pipe 13. The downstream end of the muffler 14 is connected to the upstream end of the discharge pipe 15.

  The exhaust pipe 15 is provided to discharge exhaust gas that has been exhausted from the engine 16 and sequentially passes through the exhaust manifold 17, the catalyst mounting portion 12, the exhaust pipe 13, and the muffler 14, and has been purified and silenced. The upstream end is connected to the downstream end of the muffler 14, and the downstream end is open to the outside air.

  In such an automobile 25, when the engine 16 is driven, the pistons are repeatedly moved up and down in each cylinder, and the intake process, the compression process, the explosion process, and the exhaust process are sequentially performed. Is done.

  More specifically, for example, in two cylinders, that is, a cylinder connected to the branch pipe 18a and a cylinder connected to the branch pipe 18c, the pistons are interlocked to perform the intake process, the compression process, the explosion process, and the exhaust process. , Implemented in phase. As a result, the fuel is combusted and power is output, and high-temperature exhaust gas passes through the branch pipe 18a and the branch pipe 18c in the exhaust process.

  At this time, the heat of the engine 16 is transmitted through the exhaust gas, and the temperature of the exhaust gas (the internal temperature of the branch pipe 18a and the branch pipe 18c) rises in the exhaust process. On the other hand, in other processes (intake process, compression process, explosion process), the amount of exhaust gas is reduced, so the temperature of exhaust gas (the internal temperature of the branch pipe 18a and the branch pipe 18c) decreases.

  Thus, the temperature of the exhaust gas rises in the exhaust process and falls in the intake process, the compression process, and the explosion process, that is, rises and falls over time.

  In particular, since each of the above steps is periodically repeated sequentially according to the piston cycle, the exhaust gas periodically changes in temperature with the repetition cycle of each of the above steps, more specifically, The high temperature state and the low temperature state are periodically repeated.

  On the other hand, in the two cylinders, the cylinder connected to the branch pipe 18b and the cylinder connected to the branch pipe 18d at different timings from the two cylinders, the pistons are interlocked, and the intake process, the compression process, The explosion process and the exhaust process are performed in the same phase. As a result, fuel is combusted and power is output, and at a timing different from that of the branch pipe 18a and the branch pipe 18c, high-temperature exhaust gas passes through the branch pipe 18b and the branch pipe 18d in the exhaust process.

  At this time, the heat of the engine 16 is transmitted through the exhaust gas, and the temperature of the exhaust gas (the internal temperature of the branch pipe 18b and the branch pipe 18d) rises in the exhaust process. On the other hand, in other processes (intake process, compression process, explosion process), the amount of exhaust gas is reduced, so the temperature of exhaust gas (internal temperature of branch pipe 18b and branch pipe 18d) decreases.

  Thus, the temperature of the exhaust gas rises in the exhaust process and falls in the intake process, the compression process, and the explosion process, that is, rises and falls over time.

  In particular, since each of the above steps is periodically repeated sequentially according to the piston cycle, the exhaust gas periodically changes in temperature with the repetition cycle of each of the above steps, more specifically, The high temperature state and the low temperature state are periodically repeated.

  This periodic temperature change has the same period but a different phase from the periodic temperature changes of the branch pipe 18a and the branch pipe 18c.

  In such an in-vehicle power generation system 1, the temperature of the internal combustion engine 2 and the exhaust gas is, for example, 200 to 1200 ° C., preferably 700 to 900 ° C. in the high temperature state, and the temperature in the low temperature state is the above-described temperature. Less than the temperature in the high temperature state, more specifically, for example, 100 to 800 ° C., preferably 200 to 500 ° C., and the temperature difference between the high temperature state and the low temperature state is, for example, 10 to 600 ° C., 20 to 500 ° C.

  Moreover, the repetition period of these high temperature states and low temperature states is, for example, 10 to 400 cycles / second, preferably 30 to 100 cycles / second.

  In the in-vehicle power generation system 1, as described above, the first device 3 is arranged inside each branch pipe 18 (in the box-shaped space 20).

  For this reason, when exhaust gas discharged from the engine 16 (internal combustion engine 2) is introduced into the branch pipe 18 and filled into the box-shaped space 20, the exhaust gas is exhausted to the first device 3 within the box-shaped space 20. The gas is supplied, and both the front surface and the back surface (and the peripheral side surface) of the first device 3 are brought into contact (exposed) with the exhaust gas via the second device 4 and heated and / or cooled.

  That is, both the front surface and the back surface of the first device 3 are heated and / or cooled by the temperature change of the engine 16 (internal combustion engine 2) and the exhaust gas that transmits heat of the engine 16 with time.

  And thereby, the 1st device 3 can be periodically made into a high temperature state or a low temperature state, and the effect (for example, piezo element, pyroelectric element, etc.) according to the element (for example, piezo element, pyroelectric element, etc.) , Piezo effect, pyroelectric effect, etc.).

  Therefore, in this in-vehicle power generation system 1, the electric power can be extracted from each first device 3 through the second device 4 as a waveform (for example, alternating current, pulsating current) that periodically varies.

  Moreover, in this vehicle-mounted power generation system 1, since the temperature of the branch pipe 18a and the branch pipe 18c and the temperature of the branch pipe 18b and the branch pipe 18d change periodically with the same period and different phases, It can be continuously extracted as a waveform that fluctuates periodically (for example, alternating current, pulsating flow, etc.).

  Thereafter, in this method, for example, as indicated by a dotted line in FIG. 1, the electric power obtained as described above is periodically changed in the booster 5 connected to the second device 4 (for example, alternating current, pulse, etc.). And then the boosted power is converted into a DC voltage by the AC / DC converter 6 and then stored in the battery 7. The electric power stored in the battery 7 can be appropriately used as the power of the automobile 25 or various electric components mounted on the automobile 25.

  And according to such an in-vehicle power generation system 1, since the internal combustion engine 2 whose temperature rises and falls with time is used, a fluctuating voltage (for example, AC voltage) can be taken out, and as a result, a constant voltage (DC voltage) ), And can be stored by being boosted with superior efficiency compared to the case of conversion by a DC-DC converter.

  The exhaust gas passes through each branch pipe 18, is supplied to the air collection pipe 19, is collected, is supplied to the catalyst mounting section 12, and is purified by the catalyst provided in the catalyst mounting section 12. Thereafter, the exhaust gas is supplied to the exhaust pipe 13, silenced in the muffler 14, and then discharged to the outside air through the discharge pipe 15.

  At this time, since the exhaust gas passing through each branch pipe 18 is collected in the air collection pipes 19, the exhaust gas sequentially passes through the air collection pipe 19, the catalyst mounting portion 12, the exhaust pipe 13, the muffler 14, and the exhaust pipe 15. The temperature is smoothed.

  Therefore, the temperature of the air collection pipe 19, the catalyst mounting portion 12, the exhaust pipe 13, the muffler 14 and the exhaust pipe 15 through which such exhaust gas whose temperature has been smoothed normally does not increase or decrease with time, It is constant.

  Therefore, when the air collecting pipe 19, the catalyst mounting portion 12, the exhaust pipe 13, the muffler 14 or the exhaust pipe 15 is used as the internal combustion engine 2 and the first device 3 is arranged around or inside the first device 3, The electric power extracted from 3 has a small voltage and is constant (DC voltage).

  Therefore, in such a method, there is a problem that the obtained power cannot be boosted efficiently with a simple configuration, and the storage efficiency is poor.

  On the other hand, as described above, if the first device 3 is arranged in the internal space of the branch pipe 18, the first device 3 is periodically brought into a high temperature state or a low temperature state due to a temperature change of the internal combustion engine 2 over time. The first device 3 can be periodically electrically polarized by an effect (for example, piezo effect, pyroelectric effect, etc.) according to the device (for example, piezo element, pyroelectric element, etc.).

  Therefore, in this in-vehicle power generation system 1, the electric power can be extracted from each first device 3 through the second device 4 as a waveform (for example, alternating current, pulsating current) that periodically varies.

  On the other hand, in such an in-vehicle power generation system 1, the temperature of the first device 3 may exceed the Curie point depending on the temperature condition. If the first device 3 is used in an environment that exceeds the Curie point of the first device 3, the first device 3 may be damaged, resulting in a decrease in power generation performance or inability to generate power.

  In the in-vehicle power generation system 1, it is required to apply a voltage to the first device 3 based on the temperature condition of the first device 3 in order to generate power more efficiently.

  Therefore, in the in-vehicle power generation system 1, the temperature of the first device 3 is predicted by the above-described prediction program P, and the control of the central processing unit (CPU) 21 is performed based on the predicted temperature of the first device 3. Then, the voltage application device 9 is activated and stopped.

  FIG. 2 is a flowchart showing a control process executed in the control unit 10 of FIG. The control process (prediction program P) shown in FIG. 2 is stored in the ROM of the memory 11, and the control process is executed by the central processing unit (CPU) 21.

  This control process is started with the start of driving of the engine 16 as a trigger.

  When the process is started, for example, the target output and acceleration / deceleration state of the engine 16 are predicted from the load (vehicle weight and the like) when the automobile 25 is running, the vehicle speed, the accelerator opening, the rotational speed of the engine 16, and the like. Predicted according to P (step S1).

  The calculation method for predicting the target output and acceleration / deceleration state of the engine 16 is not particularly limited, and a known method can be adopted.

  At the same time, the temperature of the exhaust gas is predicted according to the prediction program P from, for example, the rotational speed of the engine 16 and the intake pressure in the intake system (step S2).

  The calculation method for predicting the temperature of the exhaust gas is not particularly limited, and a known method can be adopted.

  Further, along with this, for example, the flow rate of exhaust gas is predicted according to the prediction program P from the intake air amount in the intake system, the fuel flow rate in the engine 16, and the air-fuel ratio (intake air amount / fuel flow rate). Step S3).

  The calculation method for predicting the flow rate of the exhaust gas is not particularly limited, and a known method can be adopted. For example, the exhaust gas flow rate is calculated as the sum of the intake air amount and the fuel flow rate. Further, the fuel flow rate is calculated from, for example, the injector injection amount (calculated from the injection time, fuel pressure, intake pressure, etc.), the rotational speed of the engine 16, and the like.

  Next, in this processing, the temperature change of the exhaust gas is predicted from the target output and acceleration / deceleration state of the engine 16 predicted as described above and the predicted temperature of the exhaust gas (further, the fuel supply state in the engine 16 and the like). Predicted according to P (step S4).

  In addition, the calculation method which estimates the temperature change of waste gas is not restrict | limited, A well-known method is employable.

  Next, in this process, the temperature of the first device 3 is calculated from the temperature change of the exhaust gas predicted as described above and the flow rate of the exhaust gas (further, for example, the heat capacity of the first device 3, a preset correction coefficient, etc.). Is predicted according to the prediction program P (step S5).

  In addition, the calculation method in particular which estimates the temperature of the 1st device 3 is not restrict | limited, A well-known method is employable.

In this process, the central processing unit (CPU) 21 predicts the capacitance (Q _T ) corresponding to the temperature of the first device 3 of the first device 3.

  That is, the electrostatic capacity (C) of the first device 3 formed of a dielectric or the like is usually the dielectric constant (ε) of the first device 3 and the area of the electrode 23 of the second device 4 sandwiching the first device 3. From (A) and the distance (d) between the electrodes 23, it is shown by the following formula (1).

C [F] = ε [F / m] × A [m ² ] / d [m] (1)
The capacitance (C) changes depending on the temperature (T) of the first device 3, but in the in-vehicle power generation system 1, the temperature (T) of the first device and the temperature (T) A temperature-capacitance map showing the relationship with the capacitance (C _T ) is stored in the memory 11.

Therefore, by predicting the temperature (T) of the first device 3, the capacitance (C _T ) at the temperature ( _T ) is predicted. Note that the predicted capacitance (C _T ) is used in detection of damage of the first device 3 to be described later.

  On the other hand, in this process, the central processing unit (CPU) 21 determines whether or not the temperature (predicted temperature) of the first device 3 is equal to or higher than the Curie point (step S7).

  When the temperature (predicted temperature) of the first device 3 is equal to or higher than the Curie point (YES in step S7), the voltage application device 9 is actuated by the central processing unit (CPU) 21 and a predetermined value is applied to the first device 3. Is applied (step S8).

  The magnitude of the voltage is appropriately set according to the type of the first device 3 and the temperature condition. The time for applying the voltage is until the predicted temperature of the first device 3 becomes lower than the Curie point of the first device 3.

  When the predicted temperature predicted according to the prediction program P is lower than the Curie point of the first device 3 (NO in step S7), the temperature of the first device 3 is raised by the central processing unit (CPU) 21. Whether it is in a state or a temperature drop state is determined (step S9).

  More specifically, for example, when the temperature of the first device 3 predicted according to the prediction program P rises by a predetermined value (for example, 0.2 ° C./s), the temperature rise state In addition, when the temperature of the first device 3 is lowered by a predetermined value (for example, 0.2 ° C./s), it is determined that the temperature is in the lowered state.

  In this in-vehicle power generation system 1, when it is determined that the first device 3 is in the temperature rising state (YES in step S9), the voltage application device 9 is operated by the central processing unit (CPU) 21, and the first device 3 is activated. A predetermined voltage is applied to one device 3 (step S8).

  Note that the magnitude of the voltage is appropriately set according to the type of the first device 3, the temperature condition, and the like, but the strength of the electric field is, for example, 0.2 kV / mm or more, preferably 0.4 kV / For example, 5 kV / mm or less, preferably 4 kV / mm or less.

  Further, the voltage application time is until the first device 3 reaches the temperature-decreasing state, and specifically, the temperature-rising state.

  When it is predicted that the first device 3 is in the temperature-lowering state (NO in step S9), the central processing unit (CPU) 21 stops the voltage application device 9, and voltage application to the first device 3 is stopped. Stopped (step S10).

  In the on-vehicle power generation system 1 described above, the first device 3 is heated and / or cooled by the internal combustion engine 2, so that the temperature rising state and the temperature lowering state are repeated without substantially becoming a constant temperature state.

  In addition, a time required for the voltage to be applied (that is, the magnitude of the electric field reaches the predetermined value) after the voltage applying device 9 is operated, and the electric field after the voltage applying device 9 is stopped. The time required to reach 0 kV / mm can be regarded as substantially 0 second. That is, in such an in-vehicle power generation system 1, the time during which the voltage less than the predetermined value is applied is substantially 0 second, and the voltage with the predetermined value is applied (ON). The state in which no voltage is applied (OFF) is switched by the central processing unit (CPU) 21.

  On the other hand, when applying a voltage to the first device 3 in this way, it is required to control voltage application conditions (for example, application time) according to the state of the first device 3 in order to save energy. Has been.

  In such an in-vehicle power generation system 1, since the first device 3 such as a dielectric is disposed in the branch pipe 18, for example, afterfire phenomenon in which unburned fuel burns in the branch pipe 18, The first device 3 may be physically damaged due to vibrations associated with traveling.

  When a voltage is applied in a state where the first device 3 is damaged, a short circuit occurs between the electrodes 22 for applying the voltage, and the entire in-vehicle power generation system 1 is damaged, or for example, a voltage is applied. May contact the branch pipe 18 to energize the vehicle body.

Therefore, in the in-vehicle power generation system 1, the voltage application device 9 is more controlled by the control of the central processing unit (CPU) 21 based on the capacitance (C _T ) of the first device 3 predicted by the prediction program P. Operate and stop precisely.

  FIG. 3 is a flowchart showing a control process executed in the control unit of FIG. 1 when a voltage is applied to the first device in the control process of FIG. The control process (prediction program P) shown in FIG. 3 is stored in the ROM of the memory 11, and the control process is executed by the central processing unit (CPU) 21.

  This control process is started with the operation start of the voltage application device 9 by the control process shown in FIG. 2 as a trigger, and is ended by the operation stop of the voltage application device 9.

  In the following description, the stop of the voltage application device 9 by the control process of FIG. 3 has priority over the operation of the voltage application device 9 by the control process shown in FIG. That is, according to the control process shown in FIG. 2, even when it is a condition for operating the voltage application device 9, according to the control process shown in FIG. The voltage application device 9 is stopped.

  Specifically, when the control process shown in FIG. 3 is started, the current flowing through the first device 3 is detected by the current detector 26 (step S11).

  That is, when a voltage is applied to the first device 3 by the operation of the voltage application device 9, a current (I) flows through the first device 3 temporarily. The current is detected by the current detector 26.

  Next, in this process, the theoretical value (theoretical maximum value) of the current (I) flowing through the first device 3 is calculated, and the theoretical value is compared with the actually detected current (I) to obtain the first value. Abnormality of the actual current flowing through one device 3 is detected (step S12).

  The theoretical value of the current (I) flowing through the first device 3 is obtained as follows from the voltage applied to the first device 3 and the temperature and capacitance of the first device 3 predicted by the prediction program P. be able to.

That is, normally, when a voltage is applied to the first device 3, the current (I _T ) flowing through the first device 3 at the temperature (T) of the first device 3 at that time is a differential value of the charge amount (Q). Is expressed by the following formula (2).

I _T [A] = dQ / dt (2)
At this time, assuming that the first device 3 is a capacitor, the accumulated charge amount (Q _T ) is calculated from the capacitance (C _T ) and the voltage (V) at the temperature (T) of the first device 3. Is represented by the following formula (3).

Q _T [C] = C _T [F] × V [V] (3)
Therefore, the following formula (4) is established from the above formula (2) and the above formula (3).

I _T [A] = C _T [F] × dV / dt (4)
That is, the theoretical value of the current (I) flowing through the first device 3 is calculated from the voltage change amount (dV / dt), the temperature (T), and the capacitance (C _T ) at the temperature (T).

  Then, the above theoretical value is compared with the actual current detected by the current detector 26. If the actual current exceeds the above theoretical value, it is determined that the current is abnormal.

  When an abnormality in the current is detected in this way (YES in step S12), it is predicted that the first device 3 is damaged, so the central processing unit (CPU) 21 causes the voltage applying device 9 to The application of the voltage to the first device 3 is stopped (step S13). Along with this, a warning light or a warning sound from a warning device (not shown) notifies the damage of the first device 3 and warns the possibility that the in-vehicle power generation system 1 will be damaged.

  On the other hand, if no current abnormality is detected (NO in step S12), then, the optimum time for operating the voltage applying device 9 is calculated based on the time during which the current flows through the first device 3 ( Step S14).

  That is, as described above, when a voltage is applied to the first device 3 by the operation of the voltage application device 9, a current flows temporarily through the first device 3. Indicates 0.

  The time (t) required until the current shows 0 is determined from the capacitance of the first device 3, the magnitude of the voltage applied to the first device 3, the magnitude of the flowing current, and the like. The

Specifically, when the rate of increase (dV / dt) of the voltage up to the applied voltage (V) is constant and the current (I _T ) flowing through the first device 3 is constant, the current indicates 0. The required time (t) until is ideally expressed by the following formula (5).

Time required (t) = Voltage (V) ÷ dV / dt (5)
Moreover, since I _T [A] / C _T [F] = dV / dt from the above formula (4), the following formula (5) becomes the following formula (6).

Time required (t) = applied voltage (V) × capacitance (C _T ) ÷ current (I _T ) (6)
Thus, the required time (t) until the current shows 0 is the capacitance (C _T ) of the first device 3, the voltage (V) applied to the first device 3, and the current flowing through the first device 3. It is _calculated from (I _T ).

  In this in-vehicle power generation system 1, it is considered that voltage application to the first device 3 is sufficient when the current flowing through the first device 3 indicates 0. There may be cases where costs are increased.

  Therefore, in this processing, the current detector 26 detects the current of the first device 3, measures the time required from the start of energization until the current indicates 0, and based on the required time, the central processing unit (CPU ) 21 to calculate the optimum operation time of the voltage applying device 9.

The optimum operation time of the voltage application device 9 is, for example, 1.0 to 3 times, preferably 1.5 to 2.5 times the required time (t ₀ ) from the start of energization until the current shows _0. Especially preferably, it is 2 times (2 × t ₀ ).

  Next, in this process, the central processing unit (CPU) 21 continuously determines whether or not the above-mentioned optimum operation time has elapsed from the start of the operation of the voltage application device 9 (step S15). The voltage application device 9 is continuously operated until the time has elapsed (NO in step S15).

  Then, when it is determined that the above-described optimum operation time has elapsed from the start of the operation of the voltage application device 9 (YES in Step S15), the voltage application device 9 is stopped by the central processing unit (CPU) 21 and the first device 3 is stopped (step S16).

Thereafter, in this process, the voltage (V) applied to the first device 3 by the voltage application device 9, the temperature (T) and the capacitance (C _T ) of the first device 3 predicted by the prediction program P. Based on the above, the theoretical charge amount (Q _T ) accumulated in the first device 3 is calculated. At the same time, the actual charge amount (Q _T ) accumulated in the first device 3 is calculated based on the current (I _T ) flowing through the first device 3 detected by the current detector 26. And the damage of the 1st device 3 is detected by comparing them (step S17).

More specifically, as described above, when the first device 3 is regarded as a capacitor, the accumulated charge amount (Q _T ) is the capacitance (C _{T at} the temperature (T) of the first device 3. ) And voltage (V), the following equation (3) is obtained.

Q _T [C] = C _T [F] × V [V] (3)
On the other hand, in this in-vehicle power generation system 1, the current (I _T ) flowing through the first device 3 at a predetermined temperature (T) is continuously detected by the current detector 26, and therefore, based on the following formula (7). Thus, the actual charge amount (Q _T ) accumulated in the first device 3 is calculated by the central processing unit (CPU) 21.

(Where tstart indicates the voltage application start time, and tend indicates the voltage application end time)
If the difference between the theoretical charge amount (Q _T ) obtained by the above equation (3) and the actual charge amount (Q _T ) obtained by the above equation (7) is within a predetermined allowable range, On the other hand, if one device 3 is determined to be normal, it is determined that the first device 3 is damaged if it is outside the predetermined allowable range.

  The allowable range of the difference between the actual charge amount and the theoretical charge amount is appropriately set according to the purpose and application. For example, the actual charge amount is 50% or more of the theoretical charge amount, for example, In the range of 100% or less, it is allowed. Further, when the difference between the actual charge amount and the theoretical charge amount is outside the above allowable range, it is determined that the first device 3 is damaged.

  When damage to the first device 3 is detected in this way (YES in step S16), the central processing unit (CPU) 21 stops the voltage application device 9, and application of voltage to the first device 3 is stopped. (Step S13). At the same time, a warning light or a warning sound from a warning device (not shown) notifies the abnormality of the first device 3 to warn of the possibility of damage to the power generation system 1.

  On the other hand, when damage to the first device 3 is not detected (NO in step S16), the above control process is repeated until the operation of the voltage application device 9 is stopped according to the control process shown in FIG. Fig. 3 Return).

  And in such a vehicle-mounted power generation system 1, while repeating said process, damage to the 1st device 3 can be suppressed and improvement in power generation efficiency can be aimed at.

  That is, in the on-vehicle power generation system 1 described above, the temperature of the first device 3 is predicted according to the prediction program P, and the voltage application device 9 is activated and stopped based on the predicted temperature.

  Specifically, in the in-vehicle power generation system 1 described above, when the predicted temperature is equal to or higher than the Curie point of the first device 3, the voltage application device 9 is operated by the central processing unit (CPU) 21, and the voltage is applied to the first device 3. Is applied.

  Therefore, when the 1st device 3 exceeds the Curie point, it suppresses that the 1st device 3 is damaged by operating the voltage application apparatus 9 based on estimated temperature, without using a temperature sensor etc. Therefore, it is possible to prevent the power generation performance of the power generation system 1 from being deteriorated or being unable to generate power. As a result, it is possible to generate power with excellent efficiency even in a high temperature environment.

  In the in-vehicle power generation system 1 described above, when the temperature rise of the first device 3 is detected, the voltage application device 9 is activated and a voltage is applied to the first device 3. On the other hand, when the temperature drop of the first device 3 is detected, the voltage application device 9 is stopped and the application of the voltage is stopped.

  According to such an in-vehicle power generation system 1, the first device 3 is more efficient than a case where no voltage is applied by a relatively simple method of operating or stopping the voltage application device 9, that is, an ON / OFF operation. Thus, energy can be extracted and power generation efficiency can be improved.

  Further, as a method for improving the power generation efficiency, not only the voltage applying device 9 is simply operated and stopped as described above, but also, for example, the magnitude of the applied voltage is changed according to the temperature state of the first device 3. It is also considered to make it. However, such a method requires a cumbersome operation of gradually increasing or decreasing the applied voltage, which is troublesome.

  On the other hand, in the on-vehicle power generation system 1 described above, the power generation efficiency can be improved by a relatively simple method of operating or stopping the voltage application device 9.

  In particular, in the in-vehicle power generation system 1 described above, the voltage application device 9 is activated and stopped based on the predicted temperature based on the temperature condition of the first device 3, so that the responsiveness can be improved without using a temperature sensor or the like. A voltage can be applied to one device 3, and power generation efficiency can be improved.

  In the on-vehicle power generation system 1 described above, the voltage applied to the first device 3 by the voltage application device 9, the current flowing through the first device 3 detected by the current detector 26, and the prediction program P are predicted. Based on the temperature and capacitance of the first device 3, the voltage application device 9 is activated and stopped.

  Specifically, in the on-vehicle power generation system 1 described above, the optimum operation time of the voltage application device 9 corresponding to the state of the first device 3 is calculated based on the current flowing through the first device 3, and the voltage application device 9 The operating time is controlled. Therefore, according to the on-vehicle power generation system 1 described above, it is possible to suppress the application of an extra voltage and to reduce the cost.

  Furthermore, in the on-vehicle power generation system 1 described above, damage to the first device 3 is detected from the current flowing through the first device 3 and the amount of charge accumulated in the first device 3, and the damage to the first device 3 is confirmed. In this case, since the voltage application by the voltage application device 9 is stopped, the vehicle-mounted power generation system 1 as a whole can be prevented from being damaged.

  In such an in-vehicle power generation system 1, the extracted electric power is boosted in a state of a waveform (for example, alternating current, pulsating current) that periodically varies in the booster 5 connected to the second device 4. . As the booster 5, a booster capable of boosting AC voltage with excellent efficiency by a simple configuration using, for example, a coil and a capacitor is used.

  Next, the electric power boosted by the booster 5 is converted into a DC voltage by the AC / DC converter 6 and then stored in the battery 7.

  According to such an in-vehicle power generation system 1, since a heat source (exhaust gas of the internal combustion engine 2) whose temperature rises and falls with time is used, a fluctuating voltage (for example, AC voltage) can be taken out, and as a result, constant Compared to the case of taking out as a voltage (DC voltage), it is possible to store the voltage by boosting it with excellent efficiency by a simple configuration.

DESCRIPTION OF SYMBOLS 1 In-vehicle power generation system 2 Internal combustion engine 3 1st device 4 2nd device 9 Voltage application apparatus 10 Control unit 21 Central processing unit 26 Current detector P Prediction program

Claims (3)

An internal combustion engine;
A first device that is electrically polarized by being supplied with exhaust gas that is discharged from the internal combustion engine and whose temperature rises and falls over time;
A second device for extracting power from the first device;
Voltage applying means for applying a voltage to the first device;
Current detection means for detecting a current flowing through the first device;
Predicting means for predicting the temperature and capacitance of the first device;
Based on the voltage applied to the first device by the voltage application means, the current flowing in the first device detected by the current detection means, the temperature and capacitance of the first device predicted by the prediction means. And a control means for operating and stopping the voltage application means. The control means includes
The voltage application means is activated when the temperature of the first device predicted by the prediction means is equal to or higher than the Curie point of the first device and / or when the first device is in a temperature rising state. Let
The voltage application unit is operated when the temperature of the first device predicted by the prediction unit is equal to or lower than the Curie point of the first device and the first device is in a temperature-decreasing state. The on-vehicle power generation system according to claim 1. The control means, when the voltage application means is activated,
Based on the voltage applied to the first device by the voltage application unit and the temperature and capacitance of the first device predicted by the prediction unit, a theoretical value of the current flowing through the first device is calculated. And
By detecting the abnormality of the current flowing through the first device by comparing the theoretical value and the current flowing through the first device detected by the current detection means,
When the current abnormality is detected, the voltage application means is stopped,
When an abnormality in the current is not detected, an optimal time for operating the voltage applying unit is calculated based on the time during which the current flows in the first device,
Operate the voltage application device until it is determined that the optimum time has elapsed, and when it is determined that the optimum time has elapsed, stop the voltage application means,
Based on the voltage applied to the first device by the voltage application unit and the temperature and capacitance of the first device predicted by the prediction unit, the theoretical charge amount accumulated in the first device is Calculating the actual amount of charge accumulated in the first device based on the current flowing in the first device detected by the current detection means, and comparing the calculated amount of the first device; The in-vehicle power generation system according to claim 2, wherein the damage is detected.