JP2021116921A - vehicle - Google Patents

Abstract

To provide a vehicle that can increase a use frequency of power extracted from waste heat to improve fuel economy while reducing the size, thickness and weight of a mechanism that transmits power between an internal combustion engine, a motor generator and an expander of a Rankine cycle system.SOLUTION: Regarding a motor generator 3, an expander 17 of a Rankine cycle system 4, and a power transmission mechanism 6 that transmits power between propeller shafts 5, with a two-way clutch used for all clutches 24 to 26 used in the power transmission mechanism 6, the power transmission state of the power transmission mechanism 6 is changed by a power distribution device 27 of the power transmission mechanism 6 according to the engagement/disengagement state of the clutches 24 to 26.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to vehicles.

A technique for transmitting power between an internal combustion engine, a motor generator, and an expander of a Rankine cycle system is disclosed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2001-227616

The above-mentioned technology of Patent Document 1 includes a planetary gear mechanism, a belt-type continuously variable transmission, and three clutches as a mechanism for transmitting power between the internal combustion engine, the motor generator, and the expander. Therefore, the mechanism becomes heavy and long, and the mountability on the vehicle deteriorates and the fuel consumption deteriorates.

Further, in the technique of Patent Document 1, any one of the internal combustion engine, the motor generator, and the expander is removed from the power transmission system between the devices, and the power is transmitted between the other two, or the expander. The power is transmitted from the internal combustion engine to the motor generator. Therefore, the frequency with which the exhaust heat can be used decreases, and the exhaust heat cannot be effectively used.

An object of the present disclosure is a vehicle that improves fuel efficiency by increasing the frequency of use of power extracted from exhaust heat while reducing the size of the mechanism for transmitting power between an internal combustion engine, a motor generator, and an expander of a Rankine cycle system. Is to provide.

The vehicle according to the embodiment of the present invention for achieving the above object is the power of the internal combustion engine, the electric generator, the Rankin cycle system for recovering the exhaust heat of the exhaust discharged from the internal combustion engine, and the power of the internal combustion engine. A power transmission mechanism for transmitting power between the propeller shaft to be transmitted, the electric generator, the expander of the Rankin cycle system, and the propeller shaft, and a control device for controlling the power transmission mechanism. In a vehicle configured to be provided, the power transmission mechanism includes a power input / output device that inputs / outputs power to / from the propeller shaft, and any of the first drive shaft, the second drive shaft, and the third drive shaft. Power distribution in which the power input to one drive shaft is distributed to the other two drive shafts, or the power input to any two drive shafts is combined and output to the other drive shaft. The device, a first clutch interposed between the drive shaft of the expander and the first drive shaft, a second clutch interposed between the drive shaft of the electric generator and the second drive shaft, and the power. It has a drive shaft of an input / output device and a third clutch interposed between the third drive shaft, and each of the first clutch, the second clutch, and the third clutch is a toeway clutch. Each of the first clutch, the second clutch, and the third clutch is controlled by the control device to make the propeller shaft independent of the power transmission system in the power transmission mechanism, and the inflator and the inflator. A state in which power is transmitted between the electric generators, a state in which the expander is made independent of the power transmission system and power is transmitted between the propeller shaft and the electric generator, and the electric generator is described as described above. A state in which power is transmitted between the expander and the propeller shaft independently of the power transmission system, and power is transmitted from one of the expander, the electric generator, and the propeller shaft to the other two. A state of transmitting power, a state of transmitting power from two of the expander, the electric generator, and the propeller shaft to the other one, and a state of the expander, the electric generator, and the propeller shaft. It is characterized in that it is in either a state in which the transmission of power between the two is cut off or a state in which the transmission of power is cut off.

According to the present disclosure, the mechanism for transmitting power between the internal combustion engine, the motor generator, and the expander of the Rankine cycle system is made lighter, thinner, shorter, and smaller, and the frequency of use of the power extracted from the exhaust heat is increased to improve fuel efficiency.

It is a figure which illustrates the structure of the vehicle of this embodiment. It is a figure which illustrates the input / output of a control signal to a control device. It is a figure which illustrates the operation content of the vehicle corresponding to the disengagement state of the 1st to 3rd clutches.

Hereinafter, the vehicle of the embodiment of the present disclosure will be described with reference to the drawings. In FIG. 1, the X direction is defined as the vehicle length direction, and the Y direction is defined as the vehicle width direction.

As illustrated in FIG. 1, the vehicle 1 of the present embodiment includes an engine (internal combustion engine) 2, a motor generator (motor generator) 3, a Rankin cycle system 4, a propeller shaft 5, and a power transmission mechanism 6. , And a control device 7.

The engine 2 obtains power for traveling of a vehicle by burning a mixture of fuel and fresh air injected from a fuel injection valve 2b in each cylinder 2a. In the exhaust passage 8 of the engine 2, the turbine of the turbocharged system (not shown), the exhaust aftertreatment device 9, and the Rankin cycle system 4 evaporate in order from the upstream side in the flow direction of the exhaust G discharged from the engine 2. The vessel 16 is arranged. The exhaust aftertreatment device 9 is a device in which various catalysts are arranged inside the exhaust gas aftertreatment device 9 to purify substances to be purified (for example, nitrogen oxides, particulate matter, etc.) contained in the exhaust gas G by the various catalysts.

A bypass passage 10 that bypasses the evaporator 16 is connected to the exhaust passage 8. A three-way valve (bypass valve) 11 is arranged at a branch point from the exhaust passage 8 to the bypass passage 10. Depending on the open / closed state of the three-way valve 11, the exhaust G flows to either the evaporator 16 or the bypass passage 10.

The motor generator 3 is connected to the expander 17 and the propeller shaft 5 of the Rankine cycle system via the power transmission mechanism 6, and is also connected to the battery 13 via the inverter 12.

The motor generator 3 is driven by supplying the charged electric power to the battery 13. This driving force is transmitted to the propeller shaft 5 via the power transmission mechanism 6 to become power for traveling of the vehicle. Further, this driving force is transmitted to the expander 17 via the power transmission mechanism 6 to start the expander 17.

The motor generator 3 generates electricity by transmitting the inertial force of the propeller shaft 5 and the driving force of the expander 17 via the power transmission mechanism 6. The electric power obtained by this power generation is charged to the battery 13 via the inverter 12.

The Rankine cycle system 4 is a system that recovers the exhaust heat of the exhaust G by exchanging heat between the working fluid (for example, cooling water) W of the system 4 and the exhaust G. The Rankine cycle system 4 includes a pump (driving device) 15, an evaporator 16, an expander 17, a condenser 18, and a tank (a storage device for working fluid) in order from the flow direction of the working fluid W in the flow path 14 in which the working fluid W circulates. ) 19.

The pump 15 is a device that pumps the working fluid W. The evaporator 16 is a device that recovers the exhaust heat of the exhaust G to the working fluid W by exchanging heat between the working fluid W and the exhaust G. The expander 17 is a device that converts the amount of heat of the working fluid W into a driving force and outputs it. The condenser 18 is a device that cools the working fluid W by exchanging heat between the working fluid W and a cooling medium (for example, cooling water). The tank 19 is a device for storing the working fluid W.

The propeller shaft 5 is connected to the engine 2 via the engine clutch 20 and the transmission 21, and is also connected to the drive wheels (not shown) via a differential gear or a drive shaft (not shown). Further, the propeller shaft 5 is connected to the motor generator 3 and the expander 17 via the power transmission mechanism 6.

The engine clutch 20 is a device for switching whether or not the power of the engine 2 can be transmitted to the propeller shaft 5. When the engine clutch 20 is in contact, the engine 2, the transmission 21 and the propeller shaft 5 are connected to each other, and the power of the engine 2 is transmitted to the propeller shaft 5 unless the transmission 21 is in the neutral state. When the engine clutch 20 is disengaged, the engine 2, the transmission 21, and the propeller shaft 5 are disconnected, and the power of the engine 2 is not transmitted to the propeller shaft 5.

The transmission 21 is a device that shifts the rotation speed and torque of the engine 2 and transmits power to the propeller shaft 5. The wheel 22 is a passive wheel.

The power transmission mechanism 6 is a mechanism for transmitting power between the motor generator 3, the expander 17, and the propeller shaft 5. The power transmission mechanism 6 includes a power input / output device 23, a first clutch 24, a second clutch 25, a third clutch 26, and a power distribution device 27.

The power input / output device 23 is a device that inputs / outputs power to and from the propeller shaft 5. The power input / output device 23 has a drive shaft 28, and a gear 29 directly connected to a position in the middle of the propeller shaft 5 and a gear 30 arranged on the drive shaft 28 are meshed with each other on the outer circumferences. The power output from the propeller shaft 5 is transmitted to the drive shaft 28 via the gears 29 and 30. The power (power of the expander 17 or power of the motor generator 3) input to the propeller shaft 5 is transmitted to the drive shaft 28.

The first clutch 24 is a device interposed between the drive shaft of the expander 17 and the first drive shaft 31 of the power distribution device 27. When the first clutch 24 is in contact, power is transmitted in both directions between the drive shaft of the expander 17 and the first drive shaft 31. The second clutch 25 is a device interposed between the drive shaft of the motor generator 3 and the second drive shaft 32 of the power distribution device 27. When the second clutch 25 is in contact, power is transmitted in both directions between the drive shaft of the motor generator 3 and the second drive shaft 32. The third clutch 26 is a device interposed between the drive shaft 28 of the power input / output device 23 and the third drive shaft 33 of the power distribution device 27. When the third clutch 26 is in contact, power is transmitted in both directions between the drive shaft 28 and the third drive shaft 33.

Each of the first clutch 24, the second clutch 25, and the third clutch 26 is composed of a toeway clutch. The toeway clutch is configured to be able to switch between a contact state and a disconnection state by energizing electric power. When energized, the toeway clutch is in contact. When the energization is stopped, the toeway clutch is disengaged. When the towway clutch is in contact, both power transmission from one drive shaft to the other drive shaft and power transmission from the other drive shaft to one drive shaft are performed via the toeway clutch. .. When the toeway clutch is disengaged, the power transmission between the drive shafts is disconnected by the toeway clutch. That is, the two-way clutch switches between power transmission from one drive shaft to the other drive shaft, power transmission from the other drive shaft to one drive shaft, and disconnection of the power transmission depending on the disconnected state. It is a possible clutch. Since the toeway clutch is a meshing type clutch, it has higher strength and durability than a friction clutch.

The power distribution device 27 includes a first drive shaft 31, a second drive shaft 32, a third drive shaft 33, a first gear 34, and a second gear 35. The first drive shaft 31 and the third drive shaft 33 are directly connected via the first gear 34 to form the shaft of the first gear 34. As illustrated in FIG. 1, in the present embodiment, the shaft of the first gear 34 is simply a coupling (shaft joint) interposed between the first drive shaft 31 and the third drive shaft 33. It is used as one drive shaft. The second drive shaft 32 is directly connected to the second gear 35 to form the shaft of the second gear 35. The first gear 34 and the second gear 35 are meshed with each other on the outer circumference.

The configuration of the power distribution device 27 is not limited to the configuration of the present embodiment. For example, the second drive shaft 32 and the third drive shaft 33 are directly connected via the first gear 34 to form the first gear 34. It may be a shaft, and the first drive shaft 31 may be directly connected to the second gear 35 to be the shaft of the second gear 35. Further, another gear may be arranged between the first gear 34 and the second gear 35 so that the first gear 34 and the second gear 35 mesh with each other on the outer peripheral side via another gear.

That is, one of the third drive shaft 33, the first drive shaft 31, and the second drive shaft 32 is directly connected via the first gear 34 to form the shaft of the first gear 34, and the one drive shaft and the other drive shaft. The other different drive shaft may be directly connected to the second gear 35 to form the shaft of the second gear 35, and the first gear 34 and the second gear 35 may be configured to mesh with each other or on the outer peripheral side.

The power distribution device 27 is in a state of distributing the power input to any one of the first drive shaft 31, the second drive shaft 32, and the third drive shaft 33 to the other two drive shafts, or any of them. It is a device that combines the power input to the two drive shafts and outputs it to the other drive shaft. If no power is input to any of the drive shafts, the first gear 34 and the second gear 35 will not rotate. In the power distribution device 27 of the present embodiment, the first clutch 24 is formed by combining the first drive shaft 31, the second drive shaft 32, and the third drive shaft 33 with the first gear 34 and the second gear 35. , The second clutch 25 and the third clutch 26 are configured to passively change the power transmission state by controlling the disengagement state of each clutch.

As a state in which the power input to any one drive shaft is distributed to the other two drive shafts, for example, the power of the propeller shaft 5 input to the third drive shaft 33 is distributed to the first drive shaft 31 and the second drive shaft. There is a state of distributing to the drive shaft 32 and a state of distributing the power of the expander 17 input to the first drive shaft 31 to the second drive shaft 32 and the third drive shaft 33. The state in which the power input to any two drive shafts is combined and output to the other drive shaft is, for example, a third state in which the powers input to the first drive shaft 31 and the second drive shaft 32 are combined. There is a state of outputting to the drive shaft 33.

In the present embodiment, the drive shaft of the expander 17 is composed of a spline shaft having external teeth formed on the outer periphery thereof, and the external teeth and the internal teeth formed on the first clutch 24 are directly connected by a spline that meshes with each other. The drive shaft of the motor generator 3 is composed of a spline shaft having external teeth formed on the outer periphery thereof, and the external teeth and the internal teeth formed on the second clutch 25 are directly connected by a spline that meshes with each other.

A first unit 36 is formed in which a motor generator 3, an expander 17, a power distribution device 27, a first clutch 24, and a second clutch 25 are integrated. Further, a second unit 37 is formed in which the Rankine cycle system 4 excluding the expander 17 is integrated. The first unit 36 is fixed to the vehicle body frame 38 via the first bracket 39, and the second unit 37 is fixed to the vehicle body frame 38 via the second bracket 40. In the present disclosure, the "integrated unit" is a unit integrated before being fixed to the vehicle body frame 38.

In the first unit 36, it is desirable that the expander 17 is arranged on either the front side in the X direction or the rear side in the X direction via the power distribution device 27, and the motor generator 3 is arranged on the other side. It is more desirable to arrange 17 and arrange the motor generator 3 on the rear side in the X direction. By using the drive shaft of the expander 17 or the motor generator 3 as a spline shaft and directly connecting the clutches 24 and 25 to the clutches 24 and 25 with splines in this way, the state in which the expander 17 and the motor generator 3 are directly connected to the power distribution device 27 is compact. Can be done.

In the present embodiment, the first unit 36 is fixed to the inside of the vehicle body frame 38 in the vehicle width direction via the first bracket 39 behind the engine 2. The second unit 37 is fixed to the outside of the vehicle body frame 38 in the vehicle width direction via the second bracket 40 behind the engine 2 and behind the exhaust aftertreatment device 9. The first bracket 39 has a structure directly connected to the housing of the first unit 36, the expander 17, and the motor generator 3. The second bracket 40 has a structure directly connected to the housing of the second unit 37.

The first unit 36 and the second unit 37 are preferably arranged adjacent to each other in the vehicle width direction. By arranging these units 36 and 37 adjacent to each other, the expander 17 incorporated in the first unit 36 can be brought close to the second unit 37 to improve the heat retention.

After arranging the first unit 36 and the second unit 37 adjacent to each other in the vehicle width direction, the exhaust aftertreatment device 9 is regarded as one unit, and this unit and the second unit 37 are adjacent to each other in the vehicle length direction or the vehicle width direction. It is preferable to arrange them in a similar manner. By doing so, since the exhaust G flows into the evaporator 16 immediately after passing through the exhaust aftertreatment device 9, the heat exchange efficiency between the working fluid W and the exhaust G in the evaporator 16 can be improved. The arrangement positions of the inverter 12 and the battery 13 are not particularly limited to the arrangement positions of the present embodiment.

As illustrated in FIG. 2, the control device 7 includes a CPU (Central Processing Unit) that performs various information processing, an internal storage device that can read and write programs and information processing results used for performing the various information processing, and various types. It is hardware that consists of interfaces and the like. The control device 7 is electrically connected to various devices 3, 11, 20, 21, 24 to 26, and various sensors 41 to 45 described later.

The vehicle 1 of the present embodiment includes a first rotation speed sensor 41, a second rotation speed sensor 42, a temperature sensor 43, a pressure sensor 44, and an engine rotation speed sensor 45. The first rotation speed sensor 41 is a sensor that acquires the rotation speed of the expander 17. The second rotation speed sensor 42 is a sensor that acquires the rotation speed of the motor generator 3. The temperature sensor 43 is a sensor that acquires the temperature of the working fluid W. The pressure sensor 44 is a sensor that acquires the pressure of the working fluid W. The engine speed sensor 45 is a sensor that acquires the speed of the engine 2. The sensors 41 to 45 are examples of means for acquiring the values of the corresponding parameters, and the means for acquiring the values of these parameters are not limited to the sensors 41 to 45.

As illustrated in FIG. 3, in the vehicle 1 of the present embodiment, each of the first clutch 24, the second clutch 25, and the third clutch 26 is controlled by the control device 7. When the control device 7 disconnects the first clutch 24, the second clutch 25, and the third clutch 26, the power transmission between the expander 17, the motor generator 3, and the propeller shaft 5 is cut off. Become. This state is performed, for example, when the ABS or ASR is operated. ABS (Anti-lock Brake System) is a control for preventing the wheels 22 from locking during sudden braking. The ASR (Anti-slip regulator) is a control for preventing the wheels 22 from slipping at the time of sudden start or sudden acceleration. When these ABS and ASR are activated, the transmission of power between them is cut off to avoid input / output of extra torque to the propeller shaft 5.

When the control device 7 brings the first clutch 24 and the third clutch 26 into contact with each other and the second clutch 25 is disconnected, the motor generator 3 is made independent of the power transmission system in the power transmission mechanism 6, and the expander 17 and the expander 17 and the controller 7 are separated from each other. Power is transmitted between the propeller shafts 5. This state is performed, for example, when the power of the inflator 17 is assisted by the power of the engine 2 to drive the vehicle, or when the power of the engine 2 is used to start the inflator 17. By assisting the power of the expander 17, the load on the engine 2 can be reduced and the fuel consumption can be improved. By starting the expander 17 by the power of the engine 2, it is not necessary to provide a drive device dedicated to starting the expander 17, and space saving and cost reduction can be achieved.

When the control device 7 brings the first clutch 24 and the second clutch 25 into contact with each other and the third clutch 26 is disconnected, the propeller shaft 5 is made independent of the power transmission system in the power transmission mechanism 6, and the expander 17 and the expander 17 and the controller 7 are separated from each other. The power is transmitted between the motor generators 3. This state is performed, for example, when the motor generator 3 is generated by the power of the inflator 17, the inflator 17 is started by the power of the motor generator 3, or the vehicle is moved backward. By doing so, the motor generator 3 can be generated by effectively utilizing the power of the expander 17 without affecting the traveling state of the vehicle. Further, it is not necessary to provide a drive device dedicated to starting the expander 17, which can save space and cost.

When the control device 7 brings the second clutch 25 and the third clutch 26 into contact with each other and the first clutch 24 is disconnected, the expander 17 is made independent of the power transmission system in the power transmission mechanism 6, and the propeller shaft 5 and the propeller shaft 5 and the control device 7 are separated from each other. The power is transmitted between the motor generators 3. This state is performed, for example, when the power of the engine 2 is assisted by the power of the motor generator 3 to drive the vehicle, or when the braking force of the propeller shaft 5 is used to generate power of the motor generator 3 when the vehicle is braked. .. By assisting the power of the motor generator 3 and generating the motor generator 3 by the power of the engine 2, the load on the engine 2 can be reduced and the fuel efficiency can be improved.

When the control device 7 brings the first clutch 24, the second clutch 25, and the third clutch 26 into contact with each other, the two of the expander 17, the motor generator 3, and the propeller shaft 5 move to the other one. It is in either a state of transmitting power or a state of transmitting power from one of these devices 3, 5 and 17 to the other two. In this state, for example, the power of the inflator 17 and the power of the motor generator 3 are used to assist the power of the engine 2 to drive the vehicle, or the power of the inflator 17 is used to drive the motor generator 3. This is performed when the power is generated and the power of the engine 2 is assisted.

The control device 7 makes it possible to select transmission or disconnection of power in the power transmission system in the power transmission mechanism 6 by switching the disengagement state of the first clutch 24, the second clutch 25, and the third clutch 26. The power transmission state in the power transmission system can be selected from the various states described above.

In the vehicle 1 of the present embodiment, in the power transmission mechanism for transmitting power between the engine 2, the motor generator 3, and the expander 17, each of the first clutch 24, the second clutch 25, and the third clutch 26 is towway. It consists of a clutch. Therefore, the power transmission mechanism 6 can be made lighter, thinner, shorter, and smaller than the mechanism in which those clutches are composed of friction type clutches. Further, the power transmission state of the power distribution device 27 is configured to change depending on the engagement and disengagement of the clutches 24, 25, and 26, respectively. That is, by simplifying the structure of the power transmission mechanism 6 so as to passively change the power transmission state only by engaging and disengaging the clutches 24, 25, and 26, the power transmission mechanism 6 can be made lighter, thinner, shorter, and smaller. Can be done.

Further, the vehicle 1 of the present embodiment has five power transmission states in the power transmission mechanism 6 as illustrated in FIG. Therefore, it is possible to select the optimum state from the power transmission states according to the running state of the vehicle 1 and the operating state of the engine 2. As a result, the frequency with which the power extracted by the Rankine cycle system 4 from the exhaust heat of the engine 2 can be used can be increased.

As described above, the vehicle 1 of the present embodiment can improve the fuel efficiency by the two effects of making the power transmission mechanism 6 lighter, thinner, shorter and smaller, and increasing the frequency of use of the power extracted from the exhaust heat.

The clutches 24, 25, and 26 are configured by a toeway clutch, and the power distribution device 27 is configured to have a first gear 34 and a second gear 35. By doing so, the power transmission mechanism 6 can be configured without using a planetary gear mechanism or a belt-type continuously variable transmission, so that the power transmission mechanism 6 can be made lighter, thinner, shorter, and smaller.

At least a part of the power transmission mechanism 6 is formed as a first unit 36, and at least a part of the Rankine cycle system 4 is formed as a second unit 37. By doing so, it is possible to manufacture and assemble to the vehicle in units of units, and it is possible to improve the manufacturing efficiency and the assembling work efficiency.

The first unit 36 and the second unit 37 are fixed to the vehicle body frame 38. By doing so, as compared with the case where these units 36 and 37 are fixed to the engine 2, the weight of the vehicle is made uniform in the entire vehicle body, so that the running stability of the vehicle can be improved.

1 Vehicle 2 Engine (internal combustion engine)
2a Cylinder 2b Fuel injection valve 3 Motor generator (motor generator)
4 Rankine cycle system 5 Propeller shaft 6 Power transmission mechanism 7 Control device 8 Exhaust passage 9 Exhaust aftertreatment device 10 Bypass passage 11 Three-way valve (bypass valve)
12 Inverter 13 Battery 14 Flow path through which working fluid circulates 15 Pump (driving device)
16 Evaporator 17 Inflator 18 Condenser 19 Tank (working fluid storage device)
20 Engine clutch 21 Transmission 22 Wheel 23 Power input / output device 24 First clutch 25 Second clutch 26 Third clutch 27 Power distribution device 28 Drive shaft 29 Gear 30 Gear 31 First drive shaft 32 Second drive shaft 33 Third drive Shaft 34 1st gear 35 2nd gear 36 1st unit 37 2nd unit 38 Body frame 39 1st bracket 40 2nd bracket 41 1st rotation speed sensor 42 2nd rotation speed sensor 43 Temperature sensor 44 Pressure sensor 45 Engine rotation speed Sensor

Claims (4)

An internal combustion engine, an electric generator, a Rankin cycle system that recovers exhaust heat of exhaust exhausted from the internal combustion engine, a propeller shaft that transmits the power of the internal combustion engine, the electric generator, and the Rankin cycle system. In a vehicle configured to include an inflator, a power transmission mechanism for transmitting power between the propeller shafts, and a control device for controlling the power transmission mechanism.
The power transmission mechanism is input to a power input / output device that inputs / outputs power to / from the propeller shaft, and one of the first drive shaft, the second drive shaft, and the third drive shaft. A power distribution device that distributes the power to the other two drive shafts or a state in which the power input to either two drive shafts is combined and output to the other drive shaft, and the drive of the expander. The first clutch interposed between the shaft and the first drive shaft, the second clutch interposed between the drive shaft of the electric generator and the second drive shaft, the drive shaft of the power input / output device, and the said. It has a third clutch, which is interposed between the third drive shafts,
Each of the first clutch, the second clutch, and the third clutch is composed of a toeway clutch.
The control device controls each of the first clutch, the second clutch, and the third clutch to make the propeller shaft independent of the power transmission system in the power transmission mechanism to make the expander and the electric power generation. A state in which power is transmitted between the machines, a state in which the expander is made independent of the power transmission system and power is transmitted between the propeller shaft and the electric generator, and a state in which the electric generator is transmitted to the power transmission system. A state in which power is transmitted between the expander and the propeller shaft independently of the above, and a state in which power is transmitted from one of the expander, the electric generator, and the propeller shaft to the other two. And a state in which power is transmitted from two of the expander, the electric generator, and the propeller shaft to the other one, and between the expander, the electric generator, and the propeller shaft. A vehicle characterized in that the transmission of power is cut off or one of the states is set. The power distribution device has a first gear and a second gear, and the third drive shaft and one of the first drive shaft and the second drive shaft are directly connected via the first gear. The shaft of the first gear is formed, and the other drive shaft different from the one drive shaft is directly connected to the second gear to become the shaft of the second gear, and the first gear and the second gear are outer peripherals. The vehicle according to claim 1, which is configured by meshing with each other. The drive shaft of the expander and the first clutch are directly connected, and the drive shaft of the motor generator and the second clutch are directly connected to the motor generator, the expander, the power distribution device, and the first clutch. The vehicle according to claim 2, wherein a clutch and a first unit in which the second clutch is integrated are formed, and the first unit is fixed to a vehicle body frame. The vehicle according to claim 3, wherein a second unit is formed by integrating the Rankine cycle system excluding the expander, and the second unit is fixed to the vehicle body frame.

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