JP2014171301A - Vehicle using thermophotovoltaic power as power source - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle which can travel as soon as a user gets into the vehicle, which makes a travel distance long, and which makes energy efficiency high by a simple configuration.SOLUTION: A vehicle includes: a combustion apparatus 1 that produces heat; a thermophotovoltaic power generating set 2 that generates electric power by the heat produced by the combustion apparatus; a secondary battery 3 for storing electric power generated by the thermophotovoltaic power generating set; an inverter 4 that is connected to the thermophotovoltaic power generating set and the secondary battery; and a motor 5 that is driven via the inverter by electric power supplied from the thermophotovoltaic power generating set or the secondary battery.

Description

  The present invention relates to a vehicle using power generated by thermophotovoltaic power generation using heat as a power source.

  In recent years, from the viewpoint of energy saving and carbon dioxide reduction, an electric vehicle powered by an electric motor and a hybrid vehicle having two powers of a combustion engine and an electric motor have been attracting attention. An automobile powered by an engine that uses a heat engine that uses gasoline as a fuel has a problem of low energy efficiency of about 15%. On the other hand, the electric vehicle has an energy efficiency of 28 to 29%, and energy saving can be realized. In the case of a hybrid vehicle, energy efficiency of about 25% can be obtained.

  However, the electric vehicle has a problem that the traveling distance is short because only a limited electric capacity can be stored due to the problem of the volume and weight of the battery. Currently, a commercially available electric vehicle has a travelable distance of about 100 to 200 km. When using nighttime lights or air conditioners, there is a problem that the mileage is further shortened. Moreover, since a large capacity battery is required, there is a problem of high cost. Furthermore, there is a problem that the charging time is required at least about 30 minutes.

  Since the hybrid vehicle has engine power by gasoline and motor power by battery, there is no problem of travel distance, but there is a problem that the structure becomes complicated as in the configuration shown in FIG. Since the structure is complicated, the cost increases. Moreover, there is a problem that the weight is large because a large-capacity battery is mounted. In addition, plug-in hybrid vehicles have larger battery capacity and energy efficiency closer to electric vehicles than ordinary hybrid vehicles, but the problem is that the structure is complicated as in hybrid vehicles, and charging is the same as in electric vehicles. There is a problem that time is long.

  On the other hand, thermophotovoltaic power generation is a technology that converts thermal radiation into electricity by a photoelectric conversion cell. High-efficiency power generation can be expected by controlling the radiation spectrum, and various heat sources can be used. Patent Document 1 discloses a burner device 20 (having an orifice 21) for burning fuel, a radiant burner screen 22 having a substrate containing a heat-resistant porous or porous material, and a photoelectric conversion cell 16 (from a power line 23). A thermophotovoltaic power generation device 15 is disclosed.

  In FIG. 9, the block diagram of the thermophotovoltaic power generator 15 is shown. The radiation burner screen 22 is coated with a compound containing a rare earth element to form an infrared emitter. Further, Patent Document 1 reports a vehicle 19 that drives wheels 18 by a motor 17 using a thermophotovoltaic power generation device 15 as a power source, as shown in FIG.

  However, in the thermophotovoltaic power generation device 15 using the light emission of the rare earth element, there is a problem that the electric power that can be generated is small until the radiation burner screen 22 is sufficiently heated, along with the problem that the efficiency is small. . Therefore, for example, there is a problem that it takes a long time after the vehicle starts to run. Patent Document 2 discloses a structure in which power is generated by a combustion gas turbine and a thermophotovoltaic power generation device is installed in a combustion gas passage extending from the combustor to the turbine. However, in the case of a vehicle using this structure, since the power is a turbine, the energy efficiency cannot be increased.

  An example in which the thermophotovoltaic power is used as a portable power source is disclosed in Non-Patent Document 1. An example in which the efficiency of the thermophotovoltaic power generation apparatus is calculated is disclosed in Non-Patent Document 2.

JP 2002-537537 A JP 2001-82166 A

Proceedings of 37th IEEE Photovoltaic Specific Conference, pp. 2050-2055, 2011. Semicond. Sci. Technol. 18 (2003) S151-S157.

  As described above, the vehicle using the thermophotovoltaic power generation apparatus of Patent Document 1 as a power source has a problem that it takes time to drive. In addition, the existing electric vehicle has a problem that the travelable distance is short, and there is a problem that the travel distance is further shortened when an air conditioner or the like is used. In addition, the electric vehicle has a problem that the charging time is long. In addition, the hybrid vehicle has a problem that the structure is complicated and expensive.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle that can travel immediately after getting on, has a long travel distance, and has a simple configuration and high energy efficiency. is there.

  A vehicle according to the present invention includes a combustion device that generates heat, a thermophotovoltaic power generation device that generates power using the heat generated by the combustion device, and a secondary battery that stores electric power generated by the thermophotovoltaic power generation device. An inverter connected to the thermophotovoltaic power generation device and the secondary battery, and a motor driven by electric power supplied from the thermophotovoltaic power generation device or the secondary battery via the inverter. It is characterized by that.

  According to the vehicle using the thermophotomotive force of the present invention as a power source, it is possible to provide a vehicle that can travel immediately after getting on, has a long travel distance, and has a simple configuration and high energy efficiency. .

It is a lineblock diagram of vehicles which have a thermophotovoltaic power generator of a 1st embodiment of the present invention. It is a flowchart explaining the electric power control of the vehicle of the 1st Embodiment of this invention. It is a lineblock diagram explaining the thermophotovoltaic power generator of a 1st embodiment of the present invention. It is a lineblock diagram explaining the thermophotovoltaic power generator of a 1st embodiment of the present invention. It is a lineblock diagram explaining the thermophotovoltaic power generator of a 1st embodiment of the present invention. It is a block diagram of the combustion apparatus used for the 1st Embodiment of this invention. It is a block diagram of the vehicle which has the thermophotovoltaic power generator of the 2nd Embodiment of this invention. It is a block diagram of the existing hybrid vehicle. It is a block diagram explaining the thermophotovoltaic power generator of patent document 1. 1 is a configuration diagram of a vehicle having a thermophotovoltaic power generator of Patent Document 1. FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the preferred embodiments described below are technically preferable for carrying out the present invention, but the scope of the invention is not limited to the following.
(First embodiment)
FIG. 1 shows a configuration of a vehicle having a thermophotovoltaic power generator according to a first embodiment of the present invention. The vehicle 100 of this embodiment includes a combustion device 1 as a heat source, a thermophotovoltaic power generation device 2 that uses heat generated by the combustion device 1, and a secondary battery that stores electric power generated by the thermophotovoltaic power generation device 2. 3, an inverter 4 connected to the thermophotovoltaic power generation device 2 and the secondary battery 3, a motor 5 that uses electric power from the thermophotovoltaic power generation device 2 or the secondary battery 3 as a power source via the inverter 4, It has a control unit 7 and wheels 25.

  The control unit 7 can control the output of the fuel device 1, control the power generated by the thermophotovoltaic power generation device 2 and the power stored in the secondary battery 3. That is, from the thermophotovoltaic power generator 2 to the secondary battery based on the power required by the motor 5, the power generated by the thermophotovoltaic power generator 2, and the power stored in the secondary battery 3. 3, electric power B supplied from the thermophotovoltaic power generation device 2 to the inverter 4, and electric power C supplied from the secondary battery 3 to the inverter 4 can be controlled. As the control unit 7, a calculation resource such as a processor built in the vehicle 100 can be used.

  The combustion device 1 is for generating heat by mixing fuel and air, and its mechanism and structure are not limited. The fuel is not limited, but liquid fuel or gas is preferably used. Further, oxygen or the like may be supplied instead of air.

  The heat generated in the combustion device 1 is converted from heat into infrared radiation within the thermophotovoltaic power generation device 2, and then the infrared light is converted into electricity by a photoelectric conversion cell (described later). The structure of the thermophotovoltaic power generator 2 is not limited, but spectrum control of infrared radiation is performed in order to convert heat into electric power with high efficiency. That is, the infrared spectrum is converted into a spectrum corresponding to the band gap of the photoelectric conversion cell, and the energy of other wavelength components is reused as heat.

  The electric power generated by the thermophotovoltaic power generator 2 is sent to the inverter 4 and the secondary battery 3. A motor 5 that uses alternating current as an input is used, and electric power is supplied from the thermophotovoltaic power generation device 2 via an inverter 4. Electric power is also supplied from the secondary battery 3 to the motor 5 through the inverter 4.

  The heat generated in the combustion device 1 is transmitted to the thermophotovoltaic power generation device 2, but it takes time to transmit sufficient heat for power generation in the thermophotovoltaic power generation device 2, particularly at the start of the vehicle. . Therefore, a sufficient electromotive force cannot be obtained during that time, and there is a problem that the vehicle cannot travel. However, since the power from the secondary battery 3 that has been charged in advance can be supplied when the vehicle of the present embodiment is started, this time problem can be solved.

  FIG. 2 shows a flow of electric power control at the time of starting and running the vehicle. When the vehicle is started to start the flow of FIG. 2, first, the combustion device 1 and the thermophotovoltaic power generation device 2 for generating heat are started (S201).

  When the emitter (described later) of the thermophotovoltaic power generation device 2 is sufficiently cooled, it takes time for the heat generated in the combustion device 1 to heat the emitter and sufficient power generation is performed. Therefore, the required power (S) corresponding to the accelerator depression amount for moving the vehicle is calculated (S202), the thermophotovoltaic power (X) generated by the thermophotovoltaic power generation device 2 is measured by the sensor, It is determined whether the electromotive force (X) is equal to or greater than the required power (S) (S203).

  When the thermophotovoltaic power (X) is smaller than the required power (S) (NO in S203), the remaining power amount of the secondary battery 3 is measured by a sensor, and whether or not the secondary battery 3 is charged to 100%. (S204).

  When the secondary battery 3 is not charged to 100% (NO in S204), the secondary battery 3 is charged by supplying power (B) from the thermophotovoltaic power generator 2 to the secondary battery 3, and the secondary battery 3 is charged. Electric power is supplied from the secondary battery 3 to the inverter 4 (C) and supplied to the motor 5 (S205). The power supply (C) from the secondary battery 3 to the inverter 4 can compensate for the shortage of thermophotovoltaic power during heating of the emitter of the thermophotovoltaic power generator 2 at the time of startup. Therefore, the secondary battery 3 has a capacity capable of providing power until the thermophotovoltaic power (X) of the thermophotovoltaic power generation device 2 satisfies the required power (S), and is charged in advance. Yes. After step S205, the process returns to step S202.

  When the secondary battery 3 is charged to 100% (YES in S204), the power supply (B) from the thermoelectric generator 2 to the secondary battery 3 is stopped, and the thermoelectric generator 2 The generated power is supplied to the inverter 4 (A), and the secondary battery 3 is also supplied to the inverter 4 (C) (S206). At this time, the amount of power supply (C) from the secondary battery 3 to the inverter 4 is the difference between the required power (S) and the amount of power supply (A) from the thermoelectric generator 2 to the inverter 4 (S− Controlled by A). After step S206, the process returns to step S202.

  On the other hand, when the thermophotovoltaic device 2 is sufficiently warmed or the like and the thermophotovoltaic power (X) is equal to or greater than the necessary power (S) (YES in S203), the remaining power amount of the secondary battery 3 Is measured by a sensor, and it is confirmed whether or not the secondary battery 3 is charged to 100% (S207). When the secondary battery 3 is charged to 100% (YES in S207), the power supply (B) from the thermoelectric generator 2 to the secondary battery 3 is stopped (S208).

  When the secondary battery 3 is not charged to 100% (NO in S207), power is supplied (B) from the thermoelectric generator 2 to the secondary battery 3 (S209). At this time, the amount of power supply (B) from the thermoelectric generator 2 to the secondary battery 3 is the amount of power supply (A) from the thermoelectric generator 2 to the inverter 4 in step S210, which will be described later. That is, the required power (S) is controlled to an amount subtracted from the thermophotovoltaic power (X). Since the thermophotovoltaic power (X) and the necessary power (S) are known in advance, the amount of power supply (B) in step S209 can be determined.

  In either case, the power supply (C) from the secondary battery 3 to the inverter 4 is stopped and the power supply from the thermoelectromotive force generator 2 to the inverter 4 (A) through step S208 or step S209. (S210). At this time, when the power supply (B) to the secondary battery 3 is stopped in step S208, and the thermophotovoltaic power (X) is larger than the required power (S) and extra power is generated. Extra power can be consumed by other methods such as lighting and air conditioning.

  Step S210 can also be performed after YES in step S203 and before step S207.

  Next, it is confirmed whether or not the output of the combustion apparatus 1 is controlled in order to control the power generation amount of the thermoelectric power generation apparatus 2 (S211). When the vehicle is traveling or in an idling state, output control of the combustion device 1 is performed (YES in S211). When the vehicle is stopped, the output control of the combustion device 1 is not performed (NO in S211). When the output control of the combustion apparatus 1 is not performed (NO in S211), this flow ends.

  When the output control of the combustion device 1 is performed (YES in S211), when the secondary battery 3 is charged to 100% (YES in S207), the thermophotovoltaic power (X ) Is controlled to be equal to the required power (S). On the other hand, when the secondary battery 3 is not charged to 100% (NO in S207), the thermophotovoltaic power (X) of the thermoelectric generator 2 is supplied to the secondary battery 3 (B ) And the amount of power supply (A) from the thermoelectric generator 2 to the inverter 4 are controlled so as to control the output of the combustion apparatus 1 (S212). The power supply (B) to the secondary battery 3 at this time can be arbitrarily determined according to the characteristics of the secondary battery 3. The amount of power supply (A) at this time is equal to the required power (S). After step S212, the process returns to step S202.

  When the thermoelectric power generator is applied to a vehicle, the emitter of the thermophotovoltaic power generator is usually cooled before starting, so that it takes about 10 minutes after starting the combustion device. The vehicle cannot be driven without generating enough electric power. This problem is solved by this embodiment, and it becomes possible to drive the vehicle simultaneously with the start of the combustion device and the thermoelectric power generation device.

  Hybrid vehicles using a combination of a secondary battery and an engine already exist, but the structure becomes complicated as shown in FIG. On the other hand, the vehicle according to the present embodiment has an advantage that the structure of the vehicle is simplified because only the motor needs power. In addition, the capacity of the secondary battery may be a capacity that covers the time until the thermophotovoltaic power generator generates sufficient power, for example, a capacity that can output for about 10 minutes or more as described above. It is enough.

  As described above, according to the present embodiment, an engine is unnecessary as a configuration of the vehicle, and it is possible to provide a vehicle having a longer travel distance than an existing electric vehicle by using only the power of the motor. The travel distance will be described later. In addition, since the capacity of the secondary battery mounted on the vehicle can be reduced, it is possible to reduce the cost and reduce the weight of the vehicle.

  FIG. 3 shows a configuration of the thermophotovoltaic power generator 2 used in the vehicle of this embodiment. In this configuration, heat generated in the combustion apparatus 1 is converted into infrared radiation by the emitter 8 and converted into electric power by the photoelectric conversion cell 9. The material and size of the emitter 8 are not limited, but a high melting point material considering thermal degradation is preferable. Further, when a high melting point metal such as tungsten or tantalum is selected for the emitter 8, it is effective to form an oxide such as magnesium oxide for the purpose of preventing oxidation on the surface of the emitter 8.

As the photoelectric conversion cell 9, a single junction element having sensitivity in the near infrared using a material such as GaSb, GaInAsSb, InGaAs, or Ge is suitable. Further, a single junction element using a silicide material having a small environmental load such as Mg ₂ Si or MnSi _1.7 may be used.

  Setting the infrared spectrum to a wavelength suitable for power generation of the photoelectric conversion cell 9 is suitable for increasing the efficiency of power generation. FIG. 4 shows the configuration of the thermophotovoltaic power generator 2 in which the photonic crystal 10 is provided on the surface of the emitter 8. It is possible to control the wavelength of the infrared spectrum by the photonic crystal 10 and to control the direction of emitting infrared rays.

  The material and size of the emitter 8 and the material, size and structure of the photonic crystal 10 are not particularly limited. When a metal material is selected for the emitter 8, a photonic crystal structure can be formed on the emitter surface by two-dimensionally arranging cylindrical or rectangular parallelepiped holes at a regular pitch on the surface of the emitter 8. Is preferred. Also in this case, it is effective to form a transparent oxide film such as magnesium oxide on the surface of the emitter 8.

FIG. 5 shows a wavelength suitable for thermophotovoltaic power generation by controlling the infrared spectrum incident on the photoelectric conversion cell 9 by the optical filter 11 instead of controlling the wavelength of the infrared spectrum emitted by the emitter 8. The structure of the thermophotovoltaic device 2 which makes a photoelectric cell enter is shown. The type of the optical filter 11 is not limited, but a Bragg filter or a rugate filter is preferably used. For example, an SiN / SiO ₂ alternating multilayer film or a SiON / SiON / SiN / SiN composition having a continuously changed composition. An alternating multilayer laminated film of SiO ₂ is used.

  Although not shown in the figure, the most efficient thermophotovoltaic power generation can be achieved by combining the application of the photonic crystal 10 to the emitter 8 and the insertion of the optical filter 11 in front of the photoelectric conversion cell 9. I can expect. The thermophotovoltaic power generation apparatus 2 according to the present embodiment realizes power generation more efficiently than a thermophotovoltaic power generation apparatus using an emitter that utilizes light emission of an existing rare earth, thereby providing a vehicle with high energy efficiency. It becomes possible.

  Table 1 shows a comparison between the efficiency calculation results of the vehicle 100 of the present embodiment and the efficiency of existing engine vehicles and electric vehicles. The combustion efficiency of the combustion device used in the vehicle 100 of the present embodiment was set to 70% disclosed in Non-Patent Document 1 related to the portable thermophotovoltaic power generator. Moreover, the motor efficiency including the efficiency of the inverter was calculated as 86%, which is within a general numerical range.

  As a result, if the power generation efficiency of the thermophotovoltaic power generation device is 25%, an efficiency of about 15% (total efficiency = combustion efficiency × power generation efficiency × motor efficiency) equivalent to that of an engine vehicle is obtained. It can be seen that if the power generation efficiency of the power generation device is 46%, an efficiency of about 28% equivalent to that of an electric vehicle can be obtained. If the efficiency higher than that of the engine vehicle is obtained, the vehicle 100 according to the present embodiment using the same fuel as that of the engine vehicle, for example, gasoline, light oil, and LP gas, realizes energy saving. Further, if the power generation efficiency is 46% or more, the efficiency is higher than that of an electric vehicle.

By inserting a photonic crystal and an optical filter into the emitter of the thermoelectric power generator of this embodiment, the power generation efficiency can be increased to 50% or more. The power generation efficiency of the thermophotovoltaic power can be given by the following equation.
(Power generation efficiency) = (spectral efficiency) × (thermophotovoltaic element placement ratio) × (thermophotovoltaic element efficiency)
Here, for example, the spectral efficiency is 76%, the arrangement rate is 92%, the element efficiency is 80%, and the power generation efficiency is 50% or more.

  Suppose that the travel distance of the engine vehicle is 400 km, and the travel distance of the electric vehicle is 200 km. Each efficiency in Table 1 is not limited to the values listed in Table 1, but if the total efficiency is 28% equivalent to that of an electric vehicle (Example 2), the same fuel tank as the engine vehicle is used. If it is provided, the travelable distance is 400 × 0.28 / 0.15 = 747 km, and the vehicle can travel about 3.7 times the distance of an electric vehicle. Although the assumed numerical values of the respective efficiencies are not absolute values, it is clear that the vehicle according to the present embodiment has an advantage in terms of travel distance over the electric vehicle.

  The fuel of the combustor 14 of the combustor 1 used in the present embodiment is not limited, but using gasoline, light oil, or LP gas with infrastructure for replenishment is used as a vehicle. It is very convenient. In the case of electric vehicles, charging time is required at least several tens of minutes, and the infrastructure is not well developed at present. When the fuel is used for the vehicle 100 of the present embodiment, the fuel can be replenished in about several minutes in a serviced infrastructure such as a gas station. As described above, the travel distance can also be made significantly larger than that of the electric vehicle. Biomass ethanol and biodiesel, which are expected to become popular in the future, may be used as fuel. In the vehicle 100 of the present embodiment, when liquid fuel such as gasoline is used as fuel, it is effective to add a fuel injection mechanism to the combustion device in order to increase combustion efficiency.

  FIG. 6 shows the configuration of the combustion apparatus 1 used in the present embodiment. The combustion device 1 includes a fuel tank 12, a fuel injection device 13, and a combustor 14. The fuel injection device 13 can increase the combustion efficiency by controlling the mixing ratio of air and fuel to the stoichiometric air-fuel ratio and supplying it to the combustor 14 as atomized fuel. Furthermore, the response performance and output of combustion can be improved by reducing the resistance of the air intake passage of the fuel injection device 13.

According to this embodiment, it is possible to provide a vehicle that can travel immediately after getting on, has a long travel distance, and has a simple configuration and high energy efficiency.
(Second Embodiment)
FIG. 7 shows a vehicle having the thermophotovoltaic power generation apparatus according to the second embodiment of the present invention. The vehicle 200 according to this embodiment includes a combustion device 1 as a heat source, a thermophotovoltaic power generation device 2 that uses heat generated by the combustion device 1, and a secondary battery that stores electric power generated by the thermophotovoltaic power generation device 2. 3, an inverter 4 connected to the thermophotovoltaic power generation device 2 and the secondary battery 3, a motor 5 that uses electric power from the thermophotovoltaic power generation device 2 or the secondary battery 3 as a power source via the inverter 4, It has a heat exchanger 6, a controller 7, and wheels 25. The control unit 7 can control the output of the fuel device 1, the power generated by the thermophotovoltaic power generation device 2, and the power stored in the secondary battery 3.

  The vehicle 200 of the present embodiment is the same as the vehicle 100 of the first embodiment except that the vehicle 200 includes the heat exchanger 6. The operation of this embodiment is the same as the operation of controlling electric power and combustion at the time of starting and running of the vehicle 100 of the first embodiment shown in FIG.

  In the thermophotovoltaic power generation device 2, there is heat that could not be converted into infrared rays having an effective wavelength. Since the photoelectric conversion cell 9 (see FIG. 3 and the like) is deteriorated in characteristics due to a temperature rise, it is effective to exhaust the heat. Therefore, by installing the heat exchanger 6, the photoelectric conversion cell 9 can be cooled and the efficiency of the thermophotovoltaic power generation 3 can be increased by sending heat to the combustion device 1. Further, by utilizing the exhaust heat for a vehicle heater or the like, electric power for the heater becomes unnecessary, and the energy efficiency of the entire vehicle can be improved. The structure of the heat exchanger 6 and the medium for heat transfer are not particularly limited.

  According to this embodiment, it is possible to provide a vehicle that can travel immediately after getting on, has a long travel distance, and has a simple configuration and high energy efficiency. In addition, since the heat exchanger is provided, energy efficiency can be improved, and heat can be used for an air conditioner or the like, thereby saving energy.

  The present invention is not limited to the above-described embodiment, and various modifications are possible within the scope of the invention described in the claims, and it is also included within the scope of the present invention. Not too long.

DESCRIPTION OF SYMBOLS 1 Combustion apparatus 2 Thermophotovoltaic power generation apparatus 3 Secondary battery 4 Inverter 5 Motor 6 Heat exchanger 7 Control part 8 Emitter 9 Photoelectric conversion cell 10 Photonic crystal 11 Optical filter 12 Fuel tank 13 Fuel injection apparatus 14 Combustor 15 Heat Photovoltaic power generation device 16 Photoelectric conversion cell 17 Motor 18 Wheel 19 Vehicle 20 Burner device 21 Orifice 22 Radiation burner screen 23 Power line 25 Wheel 100, 200 Vehicle

Claims (10)

A combustion device that generates heat;
A thermophotovoltaic power generation device that generates electricity with the heat generated by the combustion device;
A secondary battery for storing electric power generated by the thermophotovoltaic power generation device;
An inverter connected to the thermophotovoltaic power generator and the secondary battery;
And a motor driven by electric power supplied from the thermophotovoltaic power generation device or the secondary battery via the inverter. From the power required by the motor, the power generated by the thermophotovoltaic power generation device, and the remaining power of the secondary battery,
The power stored in the secondary battery from the thermophotovoltaic power generator, the power supplied from the thermophotovoltaic power generator to the inverter, and the power supplied from the secondary battery to the inverter are determined. The vehicle according to claim 1. The vehicle according to claim 1, wherein the thermophotovoltaic power generation device includes an infrared radiation emitter and a photoelectric conversion cell. The vehicle of claim 3, wherein the infrared radiation emitter comprises a photonic crystal. The vehicle according to claim 3, further comprising an optical filter between the infrared radiation emitter and the photoelectric conversion cell. The vehicle according to claim 1, wherein the thermophotovoltaic power generation device includes a heat exchanger. The vehicle according to claim 1, wherein the combustion device uses at least one of fossil fuel and biofuel as fuel. The vehicle according to claim 1, wherein the combustion device uses at least one of gasoline, light oil, and LP gas as fuel. The vehicle according to claim 1, wherein the combustion device uses at least one of biomass ethanol and biodiesel as fuel. The vehicle according to claim 1, wherein the combustion device has a fuel injection mechanism.

Images