JP4344767B2 - Vehicle with Rankine cycle device - Google Patents

Description

  The present invention relates to a vehicle with a Rankine cycle device that includes an internal combustion engine that generates a driving force for traveling and a Rankine cycle device that operates with the exhaust gas to generate the driving force when the internal combustion engine is in operation.

  The Rankine cycle device converts the thermal energy of the exhaust gas of the internal combustion engine into mechanical energy, assists the driving force of the vehicle with the mechanical energy, or drives the generator to obtain electric power. This is known from US Pat.

A hybrid vehicle that includes an internal combustion engine and a generator motor, assists the driving force of the internal combustion engine with the driving force of the generator motor during acceleration or cruise, and charges the battery with regenerative power of the generator motor during deceleration is also known.
JP-A-5-340241 JP 56-1010112 A

  By the way, the energy of the exhaust gas of the traveling internal combustion engine mounted on the vehicle changes greatly depending on the driving state of the vehicle (acceleration, cruise, deceleration, etc.). When the cycle apparatus is operated continuously, there is a problem that the energy recovery efficiency of the exhaust gas by the Rankine cycle apparatus decreases.

  The present invention has been made in view of the above circumstances, and in a vehicle equipped with an internal combustion engine and a Rankine cycle device, the efficiency of exhaust gas energy recovery by the Rankine cycle device is maximized to reduce the fuel consumption of the internal combustion engine. The purpose is to save.

To achieve the above object, according to the first aspect of the present invention, an internal combustion engine that generates a driving force for traveling, and a Rankine that operates with the exhaust gas to generate the driving force during operation of the internal combustion engine. A cycle device, a generator motor that functions as an electric motor to assist the driving force of the internal combustion engine, and functions as a generator to generate electric power, and a battery that is charged by the generator motor and supplies electric power to the generator motor In a vehicle with a Rankine cycle device, the Rankine cycle device is operated during acceleration or cruise of the vehicle to stop the Rankine cycle device when the vehicle is decelerated or stopped, and the driving force of the Rankine cycle device is the driving force of the internal combustion engine. Assist or drive the generator motor as a generator, and at least during the operation of the Rankine cycle device, The target output of the internal combustion engine is calculated by subtracting the driving force of the Rankine cycle device calculated based on the operating state of the internal combustion engine and the driving force or load of the generator motor from the required driving force of the vehicle according to the remaining capacity of the battery. A vehicle with a Rankine cycle device is proposed in which the Rankine cycle device charges a battery by driving a generator other than the generator motor .

According to the second aspect of the present invention, in addition to the configuration of the first aspect, the driving force of the internal combustion engine is transmitted to the driving wheels via the transmission and the clutch, and the generator motor includes the clutch, the driving wheels, and the like. A vehicle with a Rankine cycle device is proposed, which is connected to a power transmission path between the two.

According to the invention described in claim 3, in addition to the configuration of claim 1 or 2, the generator motor other than the generator motor is connected to the internal combustion engine, and the internal combustion engine is started by the generator motor. A vehicle with a Rankine cycle device is proposed in which the battery is charged.

  According to the configuration of the first aspect, the fuel consumption of the internal combustion engine can be reduced by assisting the driving force of the internal combustion engine with the driving force of the Rankine cycle device or driving the generator motor as a generator. In addition, if the generator motor is caused to function as a generator by regenerative braking when the vehicle is decelerated, the kinetic energy of the vehicle can be recovered as electric energy and the fuel consumption of the internal combustion engine can be further reduced. Also, the Rankine cycle device is operated during acceleration or cruise of a vehicle in which the exhaust gas temperature and flow rate of the internal combustion engine increases, and the Rankine cycle device is operated during deceleration or stop of the vehicle in which the exhaust gas temperature and flow rate of the internal combustion engine decreases. Since it is stopped, the energy recovery efficiency of the exhaust gas by the Rankine cycle device can be increased. Further, at least during the operation of the Rankine cycle device, the driving force of the Rankine cycle device calculated based on the operating state of the internal combustion engine from the required driving force of the vehicle according to the remaining capacity of the battery, and the driving force or load of the generator motor Since the target output of the internal combustion engine is calculated by subtracting the value, the acceleration performance of the vehicle can be improved while minimizing the fuel consumption, and the battery can be charged by driving the generator motor with the driving force of the internal combustion engine. it can.

When the vehicle is accelerating or cruising, regenerative power from the generator motor cannot be obtained. At this time, the Rankine cycle device drives a generator other than the generator motor to charge the battery during vehicle acceleration or cruising. Can do. Thus, the battery is charged with the generated power of the generator driven by the Rankine cycle device or the regenerative power of the generator motor in all cases of acceleration, cruise and deceleration without using the driving force of the internal combustion engine. be able to.

According to the third aspect of the present invention, since the generator motor other than the generator motor is connected to the internal combustion engine, the generator motor is driven as the motor to start the internal combustion engine, or is driven as the generator to charge the battery. can do.

  Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.

  FIGS. 1 to 13 show a first embodiment of the present invention, FIG. 1 is a diagram showing the overall configuration of a hybrid vehicle, FIG. 2 is a diagram showing the configuration of a Rankine cycle device, FIG. 3 is a flowchart of a main routine, 4 is a flowchart of a stop time processing routine, FIG. 5 is a flowchart of an acceleration time processing routine, FIG. 6 is a flowchart of a cruise time processing routine, FIG. 7 is a deceleration time processing routine, and FIG. 8 is a stop, acceleration, cruise and deceleration. FIG. 9 is a diagram illustrating a map for determining the motor assist region, the internal combustion engine travel region, and the charging region, FIG. 10 is a diagram illustrating each threshold value of the state of charge of the battery, and FIG. 11 is a travel diagram of the internal combustion engine. FIG. 12 is a time chart showing an example of a running pattern of a vehicle, FIG. Is a time chart showing another example of a travel pattern of the vehicle.

  In FIG. 1, the hybrid vehicle includes an internal combustion engine 1 that generates a driving force for traveling. The internal combustion engine 1 and a generator motor 2 are connected in series via a clutch 3, and the generator motor 2 further includes a transmission 4, It is connected to the drive wheel 7 via the clutch 5 and the differential 6. Therefore, if the internal combustion engine 1 is driven with the clutch 3 engaged, the driving force is transmitted to the drive wheels 7 via the clutch 3, the generator motor 2, the transmission 4, the clutch 5, and the differential device 6 so that the vehicle. To run. At this time, the generator motor 2 may be idled, but if the generator motor 2 is driven by the electric power from the battery 8, the driving force of the internal combustion engine 1 can be assisted by the driving force of the generator motor 2, or the generator motor The battery 8 can be charged by driving 2 with the driving force of the internal combustion engine 1 to function as a generator. Further, when the vehicle is decelerated, when the generator motor 2 is driven by the driving force reversely transmitted from the drive wheels 7 by releasing the clutch 3, the battery 8 can be charged with the regenerative power generated by the generator motor 2. .

  The vehicle includes a Rankine cycle device 9 that operates with waste heat of the internal combustion engine 1, and a driving force output from the Rankine cycle device 9 is input to the transmission 4 (see arrow a). The transmission 4 integrates the driving force generated by the Rankine cycle device 9 and the driving force generated by the internal combustion engine 1 or the generator motor 2 using, for example, a planetary gear mechanism and transmits the integrated driving force to the driving wheel 7. .

  As shown in FIG. 2, the Rankine cycle device 9 has a known structure, and an evaporator 10 that generates high-temperature and high-pressure steam using exhaust gas that is waste heat of the internal combustion engine 1 as a heat source, and expansion of the high-temperature and high-pressure steam. , An expander 11 that generates a shaft output, a condenser 12 that condenses the temperature-decreasing step-down steam discharged from the expander 11 and returns it to water, and a water supply pump 13 that supplies water from the condenser 12 to the evaporator 10. Have

  Next, control of the internal combustion engine 1, the generator motor 2, and the Rankine cycle device 9 will be described with reference to flowcharts. The internal combustion engine 1, the generator motor 2, and the Rankine cycle device 9 are controlled by an electronic control unit based on outputs from a vehicle speed sensor, a vehicle body acceleration sensor, a throttle opening sensor, a battery voltage sensor, a battery current sensor, and the like.

  First, in step S1 of the main routine of FIG. 3, changes in vehicle speed and vehicle speed (vehicle acceleration and vehicle deceleration) are detected, throttle opening is detected in step S2, and vehicle demand is determined from the vehicle speed and throttle opening in step S3. Calculate the output. If the vehicle is in a stopped state in subsequent step S4, a stop time process described later is executed in step S5. If the vehicle is in an accelerated state in step S6, an acceleration time process described later is executed in step S7. If the vehicle is in a cruise state, a cruise time process described later is executed in step S9. If the vehicle is in a deceleration state in step S10, a deceleration time process described later is executed in step S11. In step S12, the driving force control of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 is executed in accordance with the stop process, acceleration process, cruise process and deceleration process.

  Whether the vehicle is in a stop state, an acceleration state, a cruise state, or a deceleration state is determined based on the map shown in FIG. The map shown in FIG. 8 has a vehicle speed on the horizontal axis and a required output on the vertical axis, and a parabolic running resistance line is set there. If both the vehicle speed and the required output are 0, it is determined that the vehicle is in a stopped state, and if the vehicle speed and the required output are in the shaded area near the running resistance line, it is determined that the vehicle is in a cruise state, and the vehicle speed and the required output are determined. Is above the shaded area, it is determined that the vehicle is in an accelerated state, and if the vehicle speed and the required output are below the shaded area, it is determined that the vehicle is in a decelerated state. In addition to the map, for example, if the vehicle speed is substantially constant on an uphill road, it is regarded as an acceleration state, and if the vehicle speed is substantially constant on a downhill road, it is regarded as a deceleration state. When the absolute value of deceleration is less than or equal to a predetermined value, it is considered that the vehicle is in a cruise state.

  Next, the subroutine of step S5 (control at stop) will be described based on the flowchart of FIG.

  First, the output of the internal combustion engine 1 is set (stopped) to 0 in step S21, the output of the generator motor 2 is set to 0 in step S22, and the output of the Rankine cycle device 9 is set to 0 in step S23. In step S24, the total output of the internal combustion engine 1, the generator motor 2 and the Rankine cycle device 9 is set to zero. Thus, the fuel consumption can be reduced by stopping all of the internal combustion engine 1, the generator motor 2, and the Rankine cycle device 9 when the vehicle is stopped. In addition, when starting the stopped internal combustion engine 1, the generator motor 2 is used as a starter motor.

  Next, a subroutine of step S7 (acceleration control) will be described based on the flowchart of FIG.

  First, in step S31, the required driving force Ftr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S32, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. In the subsequent step S33, the required driving force Ftr is applied to the map of FIG. 9 to determine whether the current operation state is in the motor assist region, the internal combustion engine traveling region, or the charging region. In the map of FIG. 9, the horizontal axis represents the vehicle speed Vcar, and the vertical axis represents the required driving force Ftr, in which the first threshold value F1 (Vcar) and the second threshold value F2 (Vcar) are set. . If the required driving force Ftr is greater than or equal to the first threshold value F1 (Vcar) in step S33, it is determined that the motor is in the motor assist region. In step S34, the assist permission flag AST FLG is set to “1”.

  When the assist permission flag AST FLG is set to “1” in the subsequent step S35, that is, when the required driving force Ftr cannot be satisfied by the internal combustion engine 1 alone, the remaining battery capacity Esoc is set to the first value in FIG. If the threshold value E2 is greater than or equal to the threshold E2 and the driving force can be assisted by the generator motor 2, the assist amount Pm to be generated by the generator motor 2 is determined by map search in accordance with the required driving force Ftr and the vehicle speed Vcar in step S37. To do. If the remaining battery capacity Esoc is not more than the first threshold value E1 in FIG. 10 and the assist of the driving force by the generator motor 2 is impossible in step S38, the assist amount Pm to be generated in the generator motor 2 is set to 0 in step S39. And the assist permission flag AST FLG is reset to “0”.

  If the required driving force Ftr is equal to or smaller than the second threshold value F2 (Vcar) shown in FIG. 9 in the subsequent step S40, it is determined that the vehicle is in the charging region, and the power generation permission flag REG FLG is set to “1” in step S41.

  When the power generation permission flag REG FLG is set to “1” in the subsequent step S42, the remaining battery capacity Esoc is greater than or equal to the second threshold value E2 in FIG. 10 and charging of the battery 8 is unnecessary in step S43. In step S44, the power generation amount Pm to be generated in the generator motor 2 is set to 0, and the power generation permission flag REG FLG is reset to “0”. If the remaining battery capacity Esoc is equal to or less than the first threshold value E1 in FIG. 10 and the battery 8 needs to be charged in step S45, the power generation amount Pm to be generated by the generator motor 2 in step S46 is calculated as the required driving force Ftr and It is determined by map search according to the vehicle speed Vcar.

  In the next step S47, the Rankine cycle output Prc, which is the output of the Rankine cycle device 9, is calculated from the operating state of the internal combustion engine 1. In step S48, the assist amount Pm of the generator motor 2 (or a negative value generator motor) is calculated from the required driving force Ftr. 2) and the Rankine cycle output Prc are subtracted to calculate the target internal combustion engine output Pe, and the rotation of the internal combustion engine 1 for obtaining the target internal combustion engine output Pe with the minimum fuel consumption in step S49. The number Ne is calculated.

  Thus, when the required driving force Ftr is large at the time of acceleration of the vehicle, the driving force of the internal combustion engine 1 is assisted by the driving force of the generator motor 2 on the condition that the remaining battery capacity Esoc is sufficient. When the required driving force Ftr is small at the time of acceleration, the generator motor 2 is driven by the driving force of the internal combustion engine 1 to charge the battery 8 on the condition that the battery 8 is not overcharged, thereby improving the acceleration performance of the vehicle. At the same time, the battery 8 can be charged in preparation for a cruise following acceleration.

  Next, the subroutine of step S9 (cruise control) will be described based on the flowchart of FIG.

  First, in step S51, the required driving force Ptr of the vehicle is calculated from the vehicle speed and the throttle opening, and in step S52, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. In subsequent step S53, if the remaining battery capacity Esoc is equal to or greater than the second threshold value E2 in FIG. 10, it is determined that traveling by the generator motor 2 is possible, and in step S54, the discharge permission flag DCH FLG is set to “1”.

  When the discharge permission flag DCH FLG is set to “1” in the subsequent step S55, the required driving force Ptr is equal to or less than the threshold value P1 in FIG. The motor output Pm to be generated by the generator motor 2 in step S57 is set as the required driving force Ptr. If the required driving force Ptr exceeds the threshold value P1 in FIG. 11 and the vehicle cannot be driven only by the output of the generator motor 2 in step S58, the motor output Pm to be generated by the generator motor 2 in step S59 is set to the vehicle speed Vcar and the required drive. A target internal combustion engine output Pe is set based on the force Ptr and is obtained by subtracting the motor output Pm from the required driving force Ptr.

  In the following step S60, if the remaining battery capacity Esoc is less than the first threshold value E1 in FIG. 10, it is determined that power generation by the internal combustion engine 1 is necessary. In step S61, the power generation permission flag REG FLG is set to “1”. The discharge permission flag DCH FLG is reset to “0”.

  When the power generation permission flag REG FLG is set to “1” in the subsequent step S62, the required driving force Ptr is less than the set value Pbsfc (the output that maximizes the efficiency of the internal combustion engine 1) in FIG. 11 in step S63. In this case, the power generation amount Pm to be generated in the generator motor 2 in step S64 is set to a value obtained by subtracting the required driving force Ptr from the set value Pbsfc, and is a part of the set value Pbsfc that becomes the output of the internal combustion engine 1. The generator motor 2 is driven with the power generation amount Pm to charge the battery 8. If the remaining battery capacity Esoc is greater than or equal to the second threshold value E2 in FIG. 10 and charging of the battery 8 is not required in step S65, the power generation amount Pm to be generated in the generator motor 2 is set to 0 in step S66. The power generation permission flag REG FLG is reset to “0”.

  In the next step S67, the Rankine cycle output Prc, which is the output of the Rankine cycle device 9, is calculated from the operating state of the internal combustion engine 1. In step S68, the motor output Pm of the generator motor 2 (or the generator motor having a negative value) is calculated from the required driving force Ftr. 2) and the Rankine cycle output Prc are subtracted to calculate the target internal combustion engine output Pe, and the rotation of the internal combustion engine 1 for obtaining the target internal combustion engine output Pe with the minimum fuel consumption in step S69. The number Ne is calculated.

  As described above, when the remaining battery capacity Esoc is sufficient when the vehicle is cruising, if the required driving force Ptr is large, the vehicle travels using both the driving force of the internal combustion engine 1 and the driving force of the generator motor 2, and the required driving force Ptr is If it is smaller, the internal combustion engine 1 is stopped and the vehicle travels only with the driving force of the generator motor 2, so that the amount of fuel consumption can be minimized. When the remaining battery capacity Esoc is insufficient during vehicle cruise, the generator motor 2 can be driven by the driving force of the internal combustion engine 1 to charge the battery 8.

  Next, the subroutine of step S11 (deceleration control) will be described based on the flowchart of FIG.

  First, in step S71, the required output of the vehicle, that is, the required regenerative output Ptr is calculated from the vehicle speed and the throttle opening, and in step S72, the remaining battery capacity Esoc is calculated from the battery voltage and the battery current. In subsequent step S73, if the remaining battery capacity Esoc is equal to or smaller than the third threshold value E3 in FIG. 10, it is determined that the battery 8 can be charged with regenerative power, and the charging permission flag CHA FLG is set to “1” in step S74. .

  When the charging permission flag CHA FLG is set to “1” in the subsequent step S75, if the absolute value of the required regenerative output Ptr is equal to or smaller than the absolute value of the threshold value P2 in FIG. 11 in step S76, in step S77. The required regenerative output Ptr is used as the regenerative output Pm of the generator motor 2 as it is. If the absolute value of the required regenerative output Ptr exceeds the absolute value of the threshold value P2 in FIG. 11 in step S78, the regenerative output Pm of the generator motor 2 is set to the threshold value P2 in step S79.

  If the remaining battery capacity Esoc exceeds the third threshold value E3 of FIG. 10 in the following step S80, it is determined that the battery 8 is not in a state where it can be charged any more, and the charging permission flag CHA FLG is reset to “0” in step S81. To do.

  When the charge permission flag CHA FLG is reset to “0” in the subsequent step S82, if the internal combustion engine 1 is operating in the step S83, the engine brake and the mechanical brake are performed without performing the regenerative braking in the step S84. To slow down the vehicle. If the internal combustion engine 1 is stopped in step S85, the vehicle is decelerated with a mechanical brake in step S86.

  Thus, on the condition that the battery 8 is not overcharged when the vehicle is decelerated, the regenerative braking is executed by the generator motor 2 to charge the battery 8 with the regenerative power, and the battery 8 is overcharged. If there is a concern, regenerative braking is prohibited and the vehicle is decelerated by the engine brake and the mechanical brake, so that the remaining battery capacity Esoc can be ensured to the maximum while minimizing the fuel consumption.

  FIG. 12 shows an example of a traveling pattern of the vehicle. The vehicle travels using both the driving force of the internal combustion engine 1 and the driving force of the generator motor 2 during acceleration, travels with the driving force of the internal combustion engine 1 during cruise, and travels during deceleration. The internal combustion engine 1 is stopped and the battery 8 is charged with the regenerative power of the generator motor 2. When the internal combustion engine 1 is in operation, the driving force of the internal combustion engine 1 is assisted by the output of the Rankine cycle device 9.

  FIG. 13 shows another example of the traveling pattern of the vehicle. The generator motor 2 that can output a large low-speed torque is used when the vehicle is started, the vehicle is driven by the driving force of the internal combustion engine 1 during acceleration, and the generator motor is driven during cruise. The internal combustion engine 1 is stopped during deceleration and the battery 8 is charged with the regenerative power of the generator motor 2. When the internal combustion engine 1 is in operation, the driving force of the internal combustion engine 1 is assisted by the output of the Rankine cycle device 9.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the first embodiment shown in FIG. 1, the generator motor 2 is provided between the internal combustion engine 1 and the transmission 4, but in the second embodiment, the first generator motor 2 a driven by the battery 8 is a differential device 6. Is connected to the internal combustion engine 1. The second generator motor 2 b is connected to the internal combustion engine 1. The first generator motor 2a is used for traveling by the driving force of only the first generator motor 2a, assisting the driving force of the internal combustion engine 1, and generating regenerative power. The second generator motor 2b is used for the internal combustion engine 1. Is used for power generation and power generation by the driving force of the internal combustion engine 1. Also in the present embodiment, the driving force output from the Rankine cycle device 9 is input to the transmission 4 via the driving force integrating means such as a planetary gear mechanism as in the first embodiment (see arrow a).

  As mentioned above, although the Example of this invention was explained in full detail, this invention is not limited to the said Example, A various design change is possible.

  For example, in the embodiment already described, the shaft output of the Rankine cycle device 9 is directly used as a drive source for traveling of the vehicle as indicated by an arrow a in FIGS. 1 and 14. A generator (not shown) can be driven by the output. As indicated by the arrow b, the electric power generated by the generator is charged in the battery 8 and used to drive the generator motors 2, 2a, 2b. The regenerative electric power generated by the generator motors 2 and 2a cannot be obtained when the vehicle is accelerated or cruised. At this time, the battery 8 is charged with the electric power generated by the Rankine cycle device 9, thereby using the driving force of the internal combustion engine 1. The battery 8 can be charged with the generated power of the Rankine cycle device 9 or the regenerative power of the generator motors 2 and 2a in all cases of acceleration, cruise and deceleration, and the generator motors 2, 2a and 2b The performance can be fully utilized. In this embodiment, the generator motor 2 outputs the output corresponding to the Rankine cycle output Prc in the first and second embodiments as the motor output Pm.

Further, instead of the acceleration processing shown in FIG. 5, the cruise processing shown in FIG. 6 can be employed .

Diagram showing overall configuration of hybrid vehicle Diagram showing the configuration of the Rankine cycle system Main routine flowchart Stop processing routine flowchart Acceleration processing routine flowchart Flow chart of processing routine during cruise Flow chart of processing routine during deceleration The figure which shows the map which judges stop, acceleration, cruise and deceleration The figure which shows the map which determines an electric motor assist area | region, an internal combustion engine driving | running | working area | region, and a charge area | region. The figure which shows each threshold value of the charge condition of a battery The figure which shows the map which determines an internal combustion engine driving | running | working area | region, an electric motor driving | running | working area | region, and a charge area | region. Time chart showing an example of vehicle running pattern Time chart showing another example of vehicle running pattern The figure which shows the whole structure of the hybrid vehicle which concerns on 2nd Example of this invention.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Generator motor 2a 1st generator motor (generator motor)
2b Second generator motor (generator motor)
5 clutches
7 Drive wheels 8 Battery 9 Rankine cycle device

Claims (3)

An internal combustion engine (1) that generates a driving force for traveling, a Rankine cycle device (9) that operates with the exhaust gas during operation of the internal combustion engine (1) to generate a driving force, and an internal combustion engine that functions as an electric motor The generator motor (2, 2a) that assists the driving force of (1) and generates power by functioning as a generator, is charged by the generator motor (2, 2a), and power is supplied to the generator motor (2, 2a). In a vehicle with a Rankine cycle device equipped with a battery (8) for supplying fuel, the Rankine cycle device (9) is operated when the vehicle is accelerated or cruised, and the Rankine cycle device (9) is stopped when the vehicle is decelerated or stopped Let
The driving force of the Rankine cycle device (9) assists the driving force of the internal combustion engine (1), or drives the generator motor (2, 2a) as a generator,
At least during the operation of the Rankine cycle device (9), the Rankine cycle device (9) is calculated based on the operating state of the internal combustion engine (E) from the required driving force of the vehicle according to the remaining capacity of the battery (8). The target output of the internal combustion engine (1) is calculated by subtracting the force and the driving force or load of the generator motor (2, 2a) ,
The Rankine cycle device (9) drives a generator other than the generator motor (2, 2a) to charge the battery (8), and has a Rankine cycle device. The driving force of the internal combustion engine (1) is transmitted to the drive wheel (7) via the transmission (4) and the clutch (5), and the generator motor (2a) is connected to the clutch (5) and the drive wheel (7). The vehicle with Rankine cycle device according to claim 1, wherein the vehicle is connected to a power transmission path therebetween. A generator motor (2b) other than the generator motor (2a) is connected to the internal combustion engine (1), and the internal combustion engine (1) is started by the generator motor (2b) and the battery (8) is charged. A vehicle with a Rankine cycle device according to claim 1 or 2.

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