JP2001169404A - Controller for vehicle - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To improve energy efficiency by effectively utilizing energy regenerated when a vehicle is decelerated. SOLUTION: An energy generating device which is operated by mechanical power related to running of a vehicle to generate energy, a functional device which is operated by energy generated by the energy generating device, and an energy generating device generated by the energy generating device. In a control device for a vehicle having a storage device for storing energy, energy is supplied from the energy generation device to the functional device. Then, when only the regenerated energy is insufficient, the storage device outputs the energy (steps S4 and S5).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention includes a device which is operated by mechanical power such as a driving inertia force of a vehicle or a driving force generated by an internal combustion engine to generate energy, and uses the energy to generate a predetermined energy. The present invention relates to a control device for a vehicle configured to operate the function device of the above or store the energy thereof, and more particularly to a device for controlling a use form of the energy.

[0002]

2. Description of the Related Art As is well known, a vehicle is conventionally braked mainly by a friction brake provided on wheels, but this is due to a running inertia (kinetic energy) of the vehicle.
Is converted to heat energy and consumed, and the heat is simply dissipated, which is not always preferable in terms of effective use of energy. On the other hand, recently, it has been strongly desired to reduce the amount of exhaust gas generated from a vehicle. Under such a background, the vehicle regenerates the inertial energy of the vehicle at the time of deceleration, and regenerates the inertia energy for running the vehicle and auxiliary equipment. It is used as energy for One example is a so-called hybrid vehicle, in which a generator is connected to a power transmission system that transmits power to driving wheels, and the generator is driven by the inertia of the vehicle at the time of deceleration to generate power. We are regenerating.

In order to reduce the amount of exhaust gas, it is effective to use the regenerated energy for traveling. For this purpose, a hybrid vehicle is provided with an electric motor in addition to an internal combustion engine, and The electric power regenerated by the electric machine is temporarily stored in a power storage device such as a battery, and the electric motor is driven by the stored electric power. Further, since only the regenerated energy may be insufficient as energy for driving the electric motor for traveling, control for driving the generator by the internal combustion engine to store the electric power is also performed.

[0004] A control device for this type of hybrid vehicle is described in Japanese Patent Application Laid-Open No. Hei 10-23603. That is, when energy is regenerated at the time of deceleration of the vehicle, a braking force is generated along with the energy regeneration. However, since the battery that stores the power generated by the energy regeneration has a limited charging capacity, the power is charged to the battery. It is conceivable that the energy regeneration alone is limited and the braking force is reduced. Therefore, in the invention described in the above publication, when the battery is in a so-called fully charged state, the power generated by regeneration is consumed by the external load. If the braking force is still insufficient, the braking force is obtained by a so-called engine brake that forcibly drives the internal combustion engine.

[0005]

In the apparatus described in the above publication, when charging cannot be performed, the braking power is ensured by consuming the generated power as much as possible by an external load. Therefore, the motor generator and the external load are connected only when the battery is in a so-called fully charged state. That is, the above-described conventional apparatus is configured to normally supply the regenerated electric energy to the battery once and use the electric power of the battery to drive accessories such as a motor for driving and an air conditioner. .

As described above, conventionally, basically, the regenerated electric power is used via the battery. Therefore, the resistance of the circuit passing through the battery and the resistance at the time of charging / discharging the battery are used. There is a possibility that energy is lost, which results in a decrease in energy efficiency and, consequently, the effect of improving the fuel efficiency of the vehicle as a whole.

SUMMARY OF THE INVENTION The present invention has been made in view of the above technical problem, and improves the efficiency of use of energy generated by motive power related to the running of a vehicle, thereby contributing to the overall fuel efficiency of the vehicle. It is an object of the present invention to provide a control device capable of improving the control.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention is to directly consume the generated energy as directly as possible without using a storage device. Thus, energy loss is avoided. More specifically, the invention according to claim 1 is an energy generating device that is operated by mechanical power related to running of a vehicle to generate energy, and a functional device that is operated by energy generated by the energy generating device. And a storage device for storing energy generated by the energy generating device, wherein the control device is configured to supply energy from the energy generating device to the functional device. is there.

Therefore, in the first aspect of the present invention, when the energy generating device is operated by the mechanical driving force related to traveling, energy is generated, and the energy is supplied to the functional device to operate the functional device. In such an aspect of generation and consumption of energy, since no processing such as changing the form of energy is performed between the generation and consumption of energy, energy loss is small and energy efficiency is improved.

According to a second aspect of the present invention, in the configuration of the first aspect, when energy is supplied from the energy generating device to the functional device, the energy is directly supplied. It is a control device characterized by the following.

Therefore, also in the second aspect of the invention, the energy loss during the period from generation of energy to consumption is suppressed, and the energy efficiency is improved.

Further, according to a third aspect of the present invention, in the configuration of the first or second aspect, the energy generating device is configured to generate energy by energy regeneration in a driven state. apparatus.

Therefore, according to the third aspect of the present invention, the regenerated energy can be used in a state where the loss is suppressed, so that the energy regenerating efficiency and the fuel efficiency of the whole vehicle are improved.

According to a fourth aspect of the present invention, in the control device according to the first or second aspect, the functional device is an auxiliary device.

Therefore, also in the invention of claim 4, the energy efficiency is improved, and the fuel efficiency of the vehicle is improved.

According to a fifth aspect of the present invention, there is provided an energy generating device which is operated by mechanical power related to running of a vehicle to generate energy, and a functional device which is operated by the energy generated by the energy generating device. A control device for a vehicle having a storage device for storing energy generated by the energy generating device, wherein when energy is supplied from the energy generating device to the functional device,
The control device is configured to prohibit the supply of energy from the storage device to the functional device until the supply energy from the energy generating device to the functional device becomes insufficient.

Therefore, in the present invention, when the energy generating device is driven to generate energy and the functional device is operating, energy is supplied from the energy generating device to the functional device, and the energy is supplied from the storage device. Is supplied with energy only when an energy shortage occurs in the functional device. That is, when the functional device is operating, the energy generated by the energy generating device is supplied to the functional device as it is, that is, supplied to the functional device without passing through the storage device. As a result, the form of energy supply via the storage device does not occur, energy loss due to the storage device is avoided, and energy efficiency is improved.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be specifically described with reference to the drawings. FIG. 3 schematically shows a power transmission system and a control system in an example of a vehicle to which the present invention is applied. A transmission 2 is connected to an output side of an internal combustion engine (engine) 1 such as a gasoline engine, a diesel engine, or a turbine engine. The engine 1 has a throttle opening, a fuel supply amount (fuel injection amount), an ignition timing,
The valve opening / closing timing and the like are configured to be electrically controlled, and the output thereof is transmitted to the transmission 2, while
The alternator 3, which is an energy generating device, is driven to generate electric power.

The transmission 2 is essentially a stepped transmission or a continuously variable transmission that appropriately sets the ratio (speed ratio) between the input rotation speed and the output rotation speed. The gear ratio is set to a predetermined gear ratio in response to a request for the number of revolutions. In the example shown in FIG. 3, a stepped automatic transmission is employed.
It is as follows.

The automatic transmission shown here is connected to the engine 1 via a torque converter 9 which is a fluid transmission device with a direct connection clutch (lock-up clutch) 8. The torque converter 9 has the same configuration as a conventionally known one, and a pump impeller 11 is integrated with a front cover 10 which is an input member to which torque is transmitted from the engine 1. The turbine runner 12 is rotatably arranged to face. By supplying a spiral flow of oil generated by the rotation of the pump impeller 11 to the turbine runner 12, torque is transmitted to the turbine runner 12, which rotates, and the flow direction of the oil is controlled by the stator. To return to the pump impeller 11 side. This turbine runner 12 is connected to an input shaft 14 via a hub 13.

The lock-up clutch 8 is disposed opposite to the inner surface of the front cover 10 in a state of being rotated integrally with the hub 13, and is engaged by being pressed against the inner surface of the front cover 10 by hydraulic pressure. The front cover 10 as an input member and the hub 13 as an output member are connected so as to be able to transmit torque. By adjusting the pressing force of the lock-up clutch 8, that is, the oil pressure, so-called slip control can be performed in a semi-engaged state in which torque is transmitted with slippage.

On the other hand, the automatic transmission shown in FIG. 4 is configured so that five forward speeds and one reverse speed can be set. That is, the automatic transmission shown here is provided with the auxiliary transmission section 15 and the main transmission section 16 following the torque converter 9. The auxiliary transmission portion 15 is a so-called overdrive portion, and is constituted by a set of single pinion type planetary gear mechanisms 17. A carrier 18 is connected to the input shaft 14. One-way clutch F0 and integrated clutch C0
And are arranged in parallel. The one-way clutch F0 is engaged when the sun gear 19 rotates forward relative to the carrier 18 (rotation in the rotation direction of the input shaft 14). A multiple disc brake B0 for selectively stopping the rotation of the sun gear 19 is provided. A ring gear 20, which is an output element of the auxiliary transmission section 15, is connected to an intermediate shaft 21, which is an input element of the main transmission section 16.

Therefore, in the auxiliary transmission portion 15, the entire planetary gear mechanism 17 rotates integrally when the integrated clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 21 is the same as the input shaft 14. It rotates at the speed and becomes the low speed stage. Also, the brake B0 is engaged and the sun gear 1
9, the rotation of the ring gear 20
The speed is increased with respect to 4, and the motor rotates forward to form a high speed stage.

On the other hand, the main transmission section 16 has three sets of planetary gear mechanisms 22, 23, 24, and the rotating elements constituting the three sets of planetary gear mechanisms 22, 23, 24 are connected as follows. Have been. That is, the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other. Also, the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, and the carrier 31 of the third planetary gear mechanism 24
And are connected. Further, the output shaft 3 is attached to the carrier 31.
2 are connected. Furthermore, the second planetary gear mechanism 2
The third ring gear 33 is connected to the sun gear 34 of the third planetary gear mechanism 24.

In the gear train of the main transmission section 16, one reverse gear and four forward gears can be set. A friction engagement device for setting such a shift speed, that is, a clutch and a brake are provided as follows. First, the clutch will be described. The ring gear 33 and the sun gear 34, the intermediate shaft 21
Between the first clutch C1 and the first clutch C1. Further, a second clutch C2 is provided between the sun gear 25 and the sun gear 26 connected to each other and the intermediate shaft 21.

Next, the brake will be described. The first brake B1 is a band brake, and is arranged so as to stop rotation of the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23. I have. Between the sun gears 25 and 26 and the casing 35, a first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series. The first one-way clutch F1 is engaged when the sun gears 25 and 26 rotate in the reverse direction, that is, when they rotate in the direction opposite to the rotation direction of the input shaft 14.

The carrier 3 of the first planetary gear mechanism 22
7 and the casing 35, a third disc, which is a multi-disc brake,
A brake B3 is provided. The third planetary gear mechanism 24 includes a ring gear 38, and the ring gear 38
As a brake for stopping the rotation of the vehicle, a fourth brake B4, which is a multiple disc brake, and a second one-way clutch F2 are provided. The fourth brake B4 and the second one-way clutch F2 are arranged between the casing 35 and the ring gear 38 in parallel with each other. The second one-way clutch F2 is configured to be engaged when the ring gear 38 is about to rotate in the reverse direction. Further, an input speed sensor (turbine speed sensor) 39 for detecting the input speed of the transmission 2 and an output speed sensor (vehicle speed sensor) 40 for detecting the speed of the output shaft 32 are provided.
Then, the output shaft 32 transmits the torque to the left and right drive wheels 42 via the differential 41.

In the automatic transmission constructed as described above, the frictional engagement devices such as clutches and brakes are engaged and released as shown in the table of FIG. The shift speed of the gear can be set. In FIG. 5, the mark ○ indicates that the friction engagement device is engaged, the mark ◎ indicates that the friction engagement device is engaged during engine braking, and the mark △ indicates that the friction engagement device is engaged. It indicates that either of the disengagement may be performed, in other words, even if the friction engagement device is engaged, it is irrelevant to the transmission of torque,
A blank indicates that the friction engagement device is released.

The symbols P, R, and N in FIG. 5 indicate shift positions that can be set in the automatic transmission. In the automatic transmission, D, M, and
“3”, “2”, and L positions can be set. That is, the P position is a parking position for maintaining the vehicle in a stopped state, the R position is a reverse position for traveling in reverse, the N position is a neutral position where no torque appears on the output shaft 32, and the D position is This is a drive position in which five forward gears can be set. The M, "3", "2", and L positions for forward traveling are so-called engine brake positions where the engine brake can be applied at a predetermined gear during forward traveling.

The M position is a so-called manual shift position in which each gear position for forward traveling can be set based on a manual operation, and is manually operated by an up switch and a down switch described later. It is a position where the gear shifts and the engine brake works in each forward gear,
The "3" position is the position where the engine brake can be applied in the third speed and the gear position can be set up to the third speed. The "2" position is the position where the engine brake can be applied in the second speed. The L position is a position where the engine brake can be applied in the first speed and only the first speed can be set.

Each of these shift positions can be set by manually operating a shift device (not shown). In the shift device, the positions are arranged as shown in FIG. Further, an up switch and a down switch for selecting the gear position at the M position are provided at any part of a range operable by the driver, for example, on the steering wheel 44 as shown in FIG. Is the steering wheel 44
Down switches 45 are provided on both left and right sides of the front side of the steering wheel 44, and up switches 46 are provided on both left and right sides of the back side of the steering wheel 44. When the up switch 46 is operated in the M position, the shift speed is set to 1
When the downshift 45 is operated, the shift speed is shifted down one stage.

A motor generator (MG) 47 is connected to the output shaft 32 of the automatic transmission. The motor generator 47 outputs a driving force in place of the engine 1 or to assist (assist) the engine 1, regenerates energy during deceleration, and is driven by the power of the engine 1 to generate power. For example, a permanent magnet type synchronous motor can be used. This motor generator 4
Reference numeral 7 denotes an energy generating device according to the present invention, which is connected to the controller 48 together with the alternator 3.

The controller 48 includes an inverter, a microcomputer, and the like. The controller 48 controls the power generation by the alternator 3 and the power generation and drive by the motor generator 47, and selects the supply destination of the power generated by the alternator 3 and the motor generator 47. It is configured to control. A power storage device corresponding to the storage device of the present invention, that is, a battery 49 is connected to the controller 48, and an air conditioner (air conditioner) 50, a light 51, and a defogger 52 are further connected.
Accessories such as are connected to the controller 48.
FIG. 8 is a block diagram showing a control system centered on the controller 48.

When the motor / generator 47 functions as a generator, the torque required to forcibly rotate the motor / generator 47 acts as a braking torque. The regenerative braking torque is applied to the motor / generator 47
A switch for setting the amount of power generation and the power generation efficiency to a predetermined value to obtain a desired deceleration, that is, a deceleration setting switch 53 is provided. FIG. 9 shows an example of such a configuration. By moving the slide knob 54, the deceleration, that is, the regenerative braking torque obtained by the motor generator 47 is adjusted to be large or small. The deceleration setting switch 53 is connected to the controller 48.

In the above-described vehicle, selection of a driving force source during traveling, selection of driving / regeneration of the motor / generator 47,
An electronic control unit (HV-ECU) 55 mainly composed of a microcomputer for controlling the driving contents of each driving force source, the shift state, and the like is provided. FIG. 10 shows an example of input / output signals to / from the electronic control unit 55. That is, the input signal is an SOC (State of Charg) which is an engine speed NE, an engine coolant temperature, a signal from an ignition switch, and a charge amount (remaining capacity) of a battery.
e), a signal indicating the on / off state of the headlight, a signal indicating the operation state of the defogger, a signal indicating the operation state of the air conditioner (air conditioner), a signal indicating the vehicle speed, the oil temperature of the automatic transmission (AT), and the shift position. , A signal indicating the operation state of the side brake, a signal indicating the operation state of the foot brake, a signal indicating the catalyst temperature, the accelerator opening, the crank position, a signal indicating that the M position is selected (sport shift signal), and the vehicle acceleration The signal from the sensor, the signal from the driving force source braking force switch, that is, the signal from the deceleration setting switch, the signal from the turbine speed NT sensor, and the speed ratio at the time of starting are set to a speed ratio smaller than the lowest speed ratio which is the largest speed ratio. For example, a signal from a snow mode switch to be set.

The output signals include an ignition signal, an injection (fuel injection) signal, a signal to a starter, a signal to a controller for controlling the motor generator 2, a signal to a reduction gear, a signal to an AT solenoid, and an AT line pressure. Signal to control solenoid, signal to ABS actuator, signal to driving force indicator, signal to air conditioner, signal to sports mode indicator, signal to electronic throttle valve, signal to snow mode indicator, intake valve and exhaust of engine 1 The signal includes a signal to a variable valve timing device (VVT) that changes the opening / closing timing of the valve.

Since the above-described auxiliary devices such as the air conditioner 50, the light 51, and the defogger 52 are operated by electricity, any one of the motor generator 47, the alternator 3, and the battery 49 described above should be used as a power source. Can be. Therefore, the control device according to the present invention controls the use of electric power as follows. FIG. 1 is a flowchart for explaining an example of the control. After performing processing such as reading of an input signal (step S1), it is determined whether or not regenerative braking using the motor generator 47 is being performed ( Step S2).

Step S2 is performed because regenerative braking is being performed.
If the answer is affirmative, the electric power generated by the motor / generator 2 is supplied to the accessories to operate them as expected (step S3). In the above-described vehicle, the motor-generator 47 that performs regenerative braking is connected to the output side of the stepped automatic transmission, so that the motor generator 47 is controlled according to the vehicle speed regardless of the gear set in the transmission 2. A regenerative braking force is generated by the motor / generator 47, and electric power is generated accordingly. This is schematically shown in FIG. 2. When the vehicle is traveling at the fifth speed, a braking force corresponding to the speed ratio is generated by the engine 1, and the braking force generated by the motor / generator 47 is added thereto. , The sum of which becomes the driving force source brake torque of the entire vehicle. In this case, the motor generator 47 generates electric power based on the rotation state according to the vehicle speed. For this reason, a predetermined power according to the vehicle speed can always be obtained, so that the motor generator 47 can be used as a power supply for the auxiliary devices.

Thus, the motor / generator 47
It is determined whether the power required by the auxiliary equipment is insufficient in a state where the power is supplied to the auxiliary equipment from (step S4). That is, it is determined whether the electric power generated by the motor generator 47 is smaller than the electric power required by the accessories. If a negative determination is made in step S4, that is, if the auxiliary devices can be sufficiently operated by the electric power generated by the motor generator 47, the process returns without performing any particular control. In this case, if surplus power is generated and the SOC of the battery 49 has a margin, the battery 49 may be charged with the surplus power.

On the other hand, if the result of the determination in step S4 is affirmative because the power generated by the motor generator 47 is smaller than the power required by the accessories, the insufficient power is obtained. Is supplied to the accessories from the battery 49 (step S5). In this case, the battery 4
The electric power generated by the alternator 3 may be supplied to the auxiliary equipment instead of the electric power of the power supply 9 or in combination with the electric power of the battery 49.

That is, when power is being generated in conjunction with regenerative braking and auxiliary equipment is operating, the electric power generated by the motor generator 47 is directly transmitted to the auxiliary equipment without passing through the battery 49. Supply and make this work,
In a state where the required power is provided by the motor generator 47, the battery 49 or the alternator 3
Power supply to auxiliary equipment is prohibited. That is, if the electric power generated by the motor generator 47 can be used as it is, the electric power is supplied to the auxiliary equipment, which is a functional device, without passing through the battery 49. Is improved.

If the regenerative braking is not performed and a negative determination is made in step S2, the accessories are driven using the battery 49 as a power source (step S2).
6). In this case, the alternator 3 may be driven by the engine 1 and the electric power generated by the alternator 3 may be supplied to the accessories. Motor generator 47
Does not function as a power supply.

In the above-described vehicle, a braking force can be obtained by the engine 1 and the motor generator 47. However, if the braking force is insufficient, the transmission 2
Is increased (set to a gear position on the low vehicle speed side), and the braking force by the engine 1 is increased. In this case, if the transmission 2 is a stepped transmission, the braking force of the engine 1 increases stepwise, and a braking torque greater than the required braking force may be generated. In that case, as shown in FIG.
7, the torque may be output so as to reduce the braking torque by driving the motor / generator 47. In this way, it is possible to avoid an excessive feeling of deceleration caused by changing the gear position.

In the above specific example, the controller 4
Although an example including an inverter is shown as 8, the inverter can be omitted if the motor generator 47 is a low-voltage DC generator, which is advantageous for reducing the size and cost of the device. Further, in the above specific example, the example in which the motor generator 47 is used as the energy generating device has been described. However, the energy generating device in the present invention may be a device that generates energy other than electric energy. The storage device that stores the generated energy may be a device other than a battery, such as a capacitor (capacitor) or another type that stores power, or a device that stores chemical energy or kinetic energy. Further, in the above specific examples, the auxiliary devices and the like have been described as functional devices, but the functional devices in the present invention may include an electric motor for traveling.

[0045]

As described above, according to the first or second aspect of the present invention, when the energy generating device is operated by the mechanical driving force related to traveling to generate energy,
Since this is supplied to the functional device and the functional device operates, there is no intervention such as changing the form of energy between the generation and consumption of energy, so that energy loss is small and energy efficiency is improved. be able to.

According to the third aspect of the present invention, the regenerated energy can be used in a state where the loss is suppressed, so that the energy regenerating efficiency and the fuel efficiency of the vehicle as a whole are improved.

Further, according to the fourth aspect of the present invention, the energy efficiency when operating the accessories can be improved, and the fuel efficiency of the vehicle can be improved.

According to the fifth aspect of the present invention, when the energy generating device is driven to generate energy and the functional device is operating, the energy is transmitted from the energy generating device to the functional device. The energy is supplied from the storage device only when energy shortage occurs in the functional device, and the energy generated by the energy generating device is supplied to the functional device without passing through the storage device. No energy is supplied via the storage device, energy loss due to the storage device is avoided, and energy efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

FIG. 2 is a characteristic diagram showing a brake torque generated by a driving force source in relation to a vehicle speed.

FIG. 3 is a diagram schematically showing a power transmission system and a control system in a specific example of the present invention.

FIG. 4 is a skeleton diagram for explaining a specific structure of a transmission.

FIG. 5 is a table collectively showing states of engagement and disengagement of a friction engagement device for each shift speed set in the transmission.

FIG. 6 is a diagram showing an array of shift positions.

FIG. 7 is a diagram illustrating an example of an up switch and a down switch provided on a steering wheel.

FIG. 8 is a block diagram schematically showing a control system for controlling power supply to the accessories and charging / discharging of the battery.

FIG. 9 is a diagram illustrating an example of a deceleration setting switch.

FIG. 10 is a diagram showing an example of input / output signals for a hybrid electronic control device.

[Explanation of symbols]

1: engine, 47: motor generator, 48
... Controller, 50 ... Air conditioner, 51 ... Light,
52: Defogger, 55: Electronic control unit.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) RE07 SE04 SE08 SE10 TB01 TE02 TE08 TI02 TO05 TO21 TO23 TO30

Claims (5)

[Claims] 1. An energy generating device that is operated by mechanical power related to running of a vehicle to generate energy, a functional device that is operated by energy generated by the energy generating device, and an energy generating device that generates energy by the energy generating device. A control device for a vehicle having a storage device for storing energy stored therein, wherein the control device is configured to supply energy from the energy generation device to the functional device. 2. The vehicle control device according to claim 1, wherein when the energy is supplied from the energy generation device to the functional device, the energy is supplied directly. 3. The control device according to claim 1, wherein the energy generation device is configured to generate energy by energy regeneration in a driven state. 4. The vehicle control device according to claim 1, wherein the functional device is an auxiliary device. 5. An energy generating device that is operated by mechanical power related to running of a vehicle to generate energy, a functional device that is operated by energy generated by the energy generating device, and an energy generating device that generates energy by the energy generating device. A control device for a vehicle having a storage device for storing energy stored therein, wherein when supplying energy from the energy generation device to the functional device, the energy supplied from the energy generation device to the functional device becomes insufficient. A control device for a vehicle, wherein the control device is configured to prohibit supply of energy from the storage device to the functional device.