JP2006250134A - Vehicular control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular control device for effectively reducing cold emission exhausted at the time of starting an engine without imposing a burden on a power generation system of the engine. <P>SOLUTION: As a power source for travelling, the device is mounted with both of the engine 10 equipped with an electric heating type intake manifold 22 and electric heating type catalyst 26 and a motor 5. As storage means other than a battery 3, the device is equipped with a capacitor 4 with a large capacity capable of charging electric power generated by an alternator 4 driven by the engine and electric power generated by the motor and an electric power system control means 100 for controlling the electric power system composed of the battery, the motor, the alternator, the capacitor, etc. The electric power system control means is capable of supplying the electric power stored in the capacitor to either the electric heating type intake manifold or the electric heating type catalyst or to both of them at arbitrary time. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention is equipped with an engine (in addition to a motor) including an electrically heated intake manifold and an electrically heated catalyst as a driving power source, and an alternator driven by the engine in addition to a battery as power storage means. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device equipped with a large-capacity capacitor that can charge electric power generated by the engine, and in particular, specific components such as HC (cold emission) contained in exhaust gas discharged at engine start-up It is related with the control apparatus of the vehicle which can reduce effectively.

  In order to comply with exhaust gas regulations that are being strengthened in North America, Europe, Japan, etc., it is necessary to reduce specific components (cold emission) such as HC contained in the exhaust gas discharged at the time of starting the engine. Currently, in order to reduce cold emissions, various technologies, for example, a technology for activating an exhaust purification catalyst at an early stage have been developed. There has been disclosed a technique in which an electric heater is attached, power is supplied to the electric heater from a battery or alternator, and the catalyst is quickly heated to an activation temperature by generating heat. In addition to the above, an electric heater is attached to the intake manifold, the electric heater is supplied with power from a battery or alternator, and heat is generated to warm the intake manifold. From the fuel injection valve to the intake manifold (intake port) A technique for promoting the vaporization of the injected (attached) fuel is also considered.

JP-A-5-312029

  As described above, electric heating means such as an electric heater is attached to the exhaust purification catalyst and the intake manifold (hereinafter referred to as an electric heating type catalyst and an electric heating type intake manifold), and they are warmed (warmed up) at the time of starting. ) When performing forced warm-up at start-up, the following problem occurs in a vehicle in which only the battery is mounted as the power storage means.

  That is, at the time of cold start, in order to raise the temperature of the electrically heated catalyst and the electrically heated intake manifold to a desired temperature, it is necessary to supply a large current from the battery to them. However, in a normal vehicle-mounted battery, such a large current can be supplied only for a short time (voltage drop), and it is difficult to raise the temperature of the catalyst and the intake manifold to a desired temperature.

  The battery is charged with a direct current obtained by rectifying a three-phase alternating current obtained from an alternator driven by the engine with a diode. However, when rectifying a large current, the heat loss in the diode cannot be ignored. The load on the power generation system is large.

  The present invention has been made to solve the conventional problems as described above. The purpose of the present invention is to raise the temperature of the electrically heated catalyst and the electrically heated intake manifold to a desired temperature when starting the engine. Accordingly, it is an object of the present invention to provide a vehicle control apparatus capable of effectively reducing cold emission discharged at the time of engine startup without imposing a burden on the power generation system of the engine.

  In order to achieve the above object, a first aspect of the vehicle control apparatus according to the present invention is equipped with an engine including an electrically heated intake manifold and an electrically heated catalyst as a driving power source, and a battery as an electricity storage means. In addition, a large-capacity capacitor capable of charging power generated by an alternator driven by the engine, and power system control means for controlling a power system composed of the battery, the alternator, the capacitor, and the like, The power system control means can supply the electric power stored in the capacitor to one or both of the electric heating intake manifold and the electric heating catalyst at an arbitrary time. It is characterized by being.

  According to a second aspect of the vehicle control apparatus of the present invention, both an engine and a motor including an electrically heated intake manifold and an electrically heated catalyst are mounted as a driving power source, and in addition to a battery as a power storage means. Control of a power system including a large-capacity capacitor capable of charging electric power generated by an alternator driven by the engine and electric power generated by the motor, and the battery, the motor, the alternator, the capacitor, and the like. Power system control means to perform, the power system control means, the power stored in the capacitor to any one or both of the electrically heated intake manifold and electrically heated catalyst at any time It is characterized in that it can be supplied.

The preferred embodiments are listed below.
Temperature detection means for detecting or estimating the temperatures of the electric heating intake manifold and the electric heating catalyst, respectively, and the power system control means detects the electric heating immediately after the start of the detection detected or estimated by the temperature detection means. When one or both of the temperature of the air intake manifold and the temperature of the electrically heated catalyst is lower than a target temperature determined in advance, the electric power stored in the capacitor is converted to the electrically heated intake manifold. In addition, forced warm-up at the time of starting to supply to either or both of the electric heating catalyst and the electric heating catalyst is performed.

  And a power storage amount detecting means for detecting or estimating a power storage amount of the capacitor, wherein the power system control means is energized to warm the electrically heated intake manifold and the electrically heated catalyst to the target temperature, respectively. And calculating the amount, comparing the total energization amount required for them and the amount of electricity stored in the capacitor detected or estimated by the storage amount detection means, and when the amount of storage is greater than the total energization amount, When the electric power stored in the capacitor is supplied to both the electric heating type intake manifold and the electric heating type catalyst, and the electric storage amount is smaller than the total energization amount, the electric power is supplied to the electric heating type intake manifold and electric One of the heated catalysts is supplied.

  When the electric power stored in the capacitor is supplied to one of the electric heating type intake manifold and the electric heating type catalyst, the electric power system control means supplies the electric heating type catalyst from the electric heating type intake manifold. To be prioritized.

  The power system control means preferentially supplies the electric power stored in the capacitor to the electrically heated catalyst, and when the temperature of the catalyst reaches the target temperature, surplus power is supplied to the capacitor. Is stored, the surplus power is supplied to the electrically heated intake manifold.

  When the electric power stored in the capacitor is supplied to one of the electric heating type intake manifold and the electric heating type catalyst, the power system control means detects or estimates the selection of the heating means to be supplied. This is performed based on at least one of the measured temperature, the energization amount required for each of the two heating means, and the charged amount of the capacitor.

  The power system control means estimates the amount of electricity stored in the capacitor based on a voltage and an application time applied to the capacitor and a voltage and a discharge time when the capacitor is discharged.

  The power system control means, based on the amount of electricity stored in the capacitor at the start of the forced warm-up at the start and the amount of charge remaining in the capacitor after the forced warm-up at the start The presence or absence of deterioration / failure of the heating intake manifold and the electrically heated catalyst is diagnosed.

  When the power system control means performs the forced warm-up at the time of starting, if the amount of electricity stored in the capacitor is larger than the total required energization amount required for the electric heating intake manifold and the electric heating catalyst, the capacitor The remaining surplus power obtained by subtracting the total required energization amount from the stored amount of electricity is used for assisting driving of the engine starter, and then the electricity stored in the capacitor is used for the electrically heated intake manifold and the electrically heated catalyst. To be supplied to.

  The power system control means stores power in the capacitor when the amount of power stored in the capacitor is larger than a total required energization amount required for the electric heating intake manifold and the electric heating catalyst while the engine is stopped. Power is used for in-vehicle electrical equipment such as car air conditioners, car navigation devices, and acoustic equipment.

  The power system control means, when the electric heating type intake manifold and the electric heating type catalyst are forcibly warmed up at the time of starting, if excessive electric power remains in the capacitor, the excessive electric power is It is used for in-vehicle electrical equipment such as navigation devices and acoustic equipment.

As the capacitor, an arbitrarily replaceable cartridge type is used.
Two capacitors are mounted, and one of the power system control means is used for forced warming of the electric heating type intake manifold, and the other is used for forced warming of the electric heating type catalyst.

  As the capacitor for the electric heating type intake manifold and the capacitor for the electric heating type catalyst, those having different accumulable amount and outer dimensions are used.

  As the capacitor for the electrically heated intake manifold, a capacitor having a small chargeable capacity, an outer dimension, or the like is used as compared with the capacitor for the electrically heated catalyst.

  When at least one of the electrically heated intake manifold and the electrically heated catalyst is lower than the target temperature before starting the engine, the power system control means stores one or both of them in the capacitor. And supplying the electric power stored in the capacitor to the motor to use the motor as the driving power source until they reach the target temperature. When the air intake manifold and the electrically heated catalyst reach the target temperature, the engine is started.

  According to the present invention, when the engine is started, the electric power necessary for raising the temperature of the electrically heated manifold and the electrically heated catalyst to a desired temperature is covered by the large capacity capacitor. They can be quickly heated to the desired temperature without burdening the engine, and thus effectively reduce the cold emissions emitted when starting the engine without much impact from the fuel properties and outside temperature. be able to.

Embodiments of a vehicle control apparatus according to the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing an embodiment of a vehicle control apparatus according to the present invention.

  A vehicle to which the control device 1 of the present invention is applied is a hybrid vehicle in which both an engine 10 and a motor (not only an electric motor but also a generator) 5 are mounted as a driving power source, and a battery 3 as a power storage means. In addition to the electric double layer, the electric power generated by the alternator 2 driven by the engine 10 and the electric power generated by the motor 5 (regenerative electric power during deceleration, etc.) can be charged via the switch 52. And a control unit 100 as power system control means for controlling a power system including the battery 3, the motor 5, the alternator 2, the capacitor 4, and the like.

  The engine 10 includes a cylinder 11, a piston 12, a combustion chamber 14, a spark plug 15, an intake passage 20, an intake valve 17, an intake valve 17, a fuel injection valve 16, an exhaust passage 25, an exhaust valve 18, and the like. The downstream portion of 20 is constituted by an intake manifold (electrically heated intake manifold 22) provided with an electric heater 22a, and an exhaust purification catalyst (electrically heated catalyst) provided with an electric heater 26a is provided in the exhaust passage 25. 26) is provided.

  As the electrically heated intake manifold (EHM) 22, a conductor as an electric heater is attached to a part of the intake manifold (the range in which the injected fuel comes into contact) or all inside, an inner periphery, or an outer periphery, and the electric heater is energized. In addition to the above, a part or all of the intake manifold is made of a conductor and an insulator is interposed between adjacent parts.

  In addition, as the electrically heated catalyst (EHC) 26, a conductor as an electric heater is attached to a part or all of the inside, the inner periphery, the outer periphery, or the front and rear thereof, and the electric heater is energized. Examples include a catalyst in which part or all of the catalyst is made of a conductor (for example, a metal catalyst is used) and an insulator is interposed between adjacent parts.

  The alternator 2 operates when the engine 10 is started and supplies power to the battery 3, the motor 5, the on-vehicle electric device, and the like, but surplus power not used at that time is supplied to the capacitor 4 via the switch 52. Is charged. In this case, the charging system not only charges the capacitor 4 with surplus power while the alternator 2 is operating, but always charges the capacitor 4 while the amount of charge stored in the capacitor 4 is short of the chargeable amount (maximum charge amount). It may be.

  The electric power stored in the capacitor 4 is selectively supplied to the electrically heated intake manifold 22, electrically heated catalyst 26, and other in-vehicle electrical devices via the connection / disconnection switch unit 50 controlled by the control unit 100. It has come to be.

  The control unit 100 is well known per se and includes a CPU, a ROM, a RAM, an input / output circuit, and the like. The control unit 100 has a signal corresponding to the coolant temperature detected by the water temperature sensor 24 provided in the cylinder 11 of the engine 10 and an intake air temperature detected by the intake air temperature sensor 21 provided in the intake passage 20. Signal, a signal corresponding to the temperature of the intake manifold 22 obtained from the temperature sensor 23 provided in the electric heating type intake manifold 22, and the temperature of the catalyst 26 obtained from the temperature sensor 27 provided in the electric heating type catalyst 26. In response, a signal corresponding to the storage amount (storage power) of the capacitor 4 detected by the storage amount detector 6 attached to the capacitor 4, a signal corresponding to the operation state of the engine key 31, and the like are supplied. . Based on these signals, the control unit 100 detects one or both of the electrically heated intake manifold (EHM) 22 and the electrically heated catalyst (EHC) 26 at the time of engine start (a predetermined period immediately after the start of the start). And forced warm-up control at start-up for heating them to a predetermined target temperature (for example, about 40 ° to 50 ° C.).

  That is, as shown in FIGS. 2 and 3, the control unit 100 basically includes the electric heating intake manifold (EHM) 22 and the engine at the time Ja when the engine key 31 is turned on (start cranking). If the temperature of the electrically heated catalyst (EHC) 26 is lower than the target temperature, a control signal is sent to the connecting / disconnecting switch unit 50 and the capacitor 4 and the electrically heated intake manifold (EHM) 22 and / or electrically heated. The type catalyst (EHC) 26 is connected (energization ON), and the electric power stored in the capacitor 4 is supplied until the temperature reaches the target temperature (time points Jm, Jc).

  The start-up forced warm-up control performed by the control unit 100 will be described in more detail with reference to the program shown in the flowchart of FIG.

  This program starts, for example, when the engine key is turned on, reads the above-mentioned signal in step 101, and calculates the energization amount necessary to raise the temperature of the electrically heated catalyst (EHC) 26 to the target temperature in step 102 To do. As shown in FIG. 5, the required energization amount of the electrically heated catalyst (EHC) 26 is obtained by obtaining a difference ΔTc between the actual temperature detected by the temperature sensor 27 and the target temperature, and obtaining this difference −Tc− This is performed by reading the necessary energization amount corresponding to Δa which is the difference ΔTc at that time from the ΔTc map.

  Similarly, in the subsequent step 103, an energization amount necessary for raising the temperature of the electrically heated intake manifold (EHM) 22 to the target temperature is calculated. As shown in FIG. 6, the required energization amount of the electric heating type intake manifold (EHM) 22 is obtained as a difference ΔTm between the actual temperature detected by the temperature sensor 23 and the target temperature, and this is obtained. This is performed by reading the necessary energization amount corresponding to Δb which is the difference ΔTc at that time from the −ΔTm map.

  The required energization amount of the electrically heated catalyst (EHC) 26 and the electrically heated intake manifold (EHM) 22 is not limited to the temperature sensors 27 and 23 as shown in FIGS. Obtained by estimating the temperatures of the electrically heated catalyst (EHC) 26 and the electrically heated intake manifold (EHM) 22 using the engine coolant temperature detected by the engine 24 and the intake air temperature detected by the intake air temperature sensor 21. Can do.

  In the next step 104, the storage amount of the capacitor 4 is obtained. The charged amount of the capacitor 4 is obtained from the charged amount detector 6, but instead, the voltage applied to the capacitor 4 (detected by the detector 41) and the capacitor 4 are supplied as shown in FIG. 9. It can also be estimated based on the measured current (detected by the detector 42) and its charging time. That is, the supply power obtained by multiplying the applied voltage and the supply current can be obtained by integrating the charging time.

  In the subsequent step 105, the amount of electricity stored in the capacitor 4 is equal to or greater than the total required energization amount required to raise the temperature of the electrically heated catalyst (EHC) 26 and the electrically heated intake manifold (EHM) 22 to the target temperature. If it is determined that there is a stored power amount ≧ total required energized amount, the process proceeds to step 106 where the capacitor 4 stores power in the electrically heated catalyst (EHC) 26 and the electrically heated intake manifold (EHM) 22. In the subsequent steps 107 to 113, electric power is supplied to the electrically heated catalyst (EHC) 26 and the electrically heated intake manifold (EHM) 22 until they reach the target temperature. In step 115, the surplus power remaining in the capacitor 4 is obtained.

  The surplus electric power of the capacitor 4 is obtained from the charged amount detector 6, but instead, as shown in FIGS. 10 and 11, the charged amount of the capacitor 4 at the start of the start and the electric heating catalyst (EHC) ) Voltage Vc applied to 26 (detected by detector 53), current Ic supplied to electrically heated catalyst (EHC) 26 (detected by detector 54), energization time TIm, and electrically heated type The voltage Vm applied to the intake manifold (EHM) 22 (detected by the detector 55), the current Im supplied to the electrically heated intake manifold (EHM) 22 (detected by the detector 56), and the energization time TIm, Can also be estimated based on

  The surplus power obtained in this way can be used in in-vehicle electric devices such as car air conditioners, car navigation devices, and acoustic devices.

  On the other hand, if it is determined in step 105 that the charged amount is not equal to or greater than the total required energized amount, the power stored in the capacitor 4 is prioritized over the electric heating catalyst (EHC) 26 in steps 121 to 128. When the temperature of the catalyst 26 reaches the target temperature, and the power is excessively stored in the capacitor 4, the surplus power is supplied to the electric heating type intake manifold 22. .

  As understood from the above description, in the vehicle control apparatus 1 of the present embodiment, when the engine 10 is started, the electric power required to raise the temperature of the electric heating manifold 22 and the electric heating catalyst 26 to the target temperature. Can be quickly raised to a desired temperature without imposing a burden on the power generation system of the engine 10, so that the influence of fuel properties and outside air temperature can be increased. The cold emission discharged at the time of starting the engine can be effectively reduced without receiving so much.

  In the present embodiment, the following processing can be performed in addition to the forced warm-up at the time of starting.

  That is, based on the amount of charge stored in the capacitor 4 at the start of forced warm-up at the start and the amount of charge remaining in the capacitor 4 after the forced warm-up at start-up, the electric heating intake air The manifold 22 and the electrically heated catalyst 26 are diagnosed for deterioration or failure.

  When the forced warm-up at the time of starting is performed, if the amount of electricity stored in the capacitor 4 is larger than the total required energization amount required for the electric heating intake manifold 22 and the electric heating catalyst 26, the amount of electricity stored in the capacitor 4 The remaining surplus power obtained by reducing the total required energization amount is used for driving assist of the engine starter, and the electric power stored in the capacitor 4 is used for the electric heating intake manifold 22 and the electric heating catalyst 26. To supply.

  While the engine 10 is stopped, if the amount of electricity stored in the capacitor 4 is larger than the total required energization amount required for the electric heating type intake manifold 22 and the electric heating type catalyst 26, the capacitor 4 is charged. Electric power is used for in-vehicle electrical equipment such as car air conditioners, car navigation systems, and audio equipment.

  If excessive electric power remains in the capacitor 4 after the electric heating type intake manifold 22 and the electric heating type catalyst 26 are forcibly warmed up at the time of starting, the excess electric power is used as a car air conditioner, a car navigation device, an acoustic Used for in-vehicle electrical equipment such as equipment.

  As the capacitor, an arbitrarily replaceable cartridge type may be used. Alternatively, two capacitors may be prepared, and one of the capacitors may be used for forced warming of the electric heating type intake manifold 22 and the other may be used for forced warming of the electric heating type catalyst 26.

  In this case, different capacitors for the electric heating type intake manifold 22 and different capacitors for the electric heating type catalyst 26 may be used. As the capacitor for the manifold 22, it is preferable to use a capacitor that has a smaller chargeable capacity, outer dimensions, and the like than the capacitor for the electric heating catalyst 26.

  Apart from the above, when at least one of the electrically heated intake manifold 22 and the electrically heated catalyst 26 is lower than the target temperature before starting the engine 10, the capacitor 4 is connected to one or both of them. The electric power stored in the capacitor 4 is supplied to the motor 5 so that the motor 5 can be used as the driving power source until they reach the target temperature. The engine 10 may be started when the electrically heated intake manifold 22 and the electrically heated catalyst 26 reach the target temperature.

1 is a schematic configuration diagram showing an embodiment of a vehicle control apparatus according to the present invention. The figure used for description of forced warming-up at the time of starting of an electrically heated intake manifold. The figure used for description of the forced warming-up at the start of an electrically heated catalyst. The flowchart which shows an example of the forced warming-up control program at the time of starting. The figure used for description of an example of calculation of the required energization amount of an electrically heated catalyst. The figure which is provided for description of an example of required energization amount calculation of an electrically heated intake manifold. The figure which is provided for description of the other example of calculation of the required energization amount of an electrically heated catalyst. The figure which is provided for description of another example of calculation of the required energization amount of the electrically heated intake manifold. The figure used for description of forced warming-up at the time of starting of an electrically heated intake manifold. The figure used for description of the example of a capacitor surplus electric power calculation. The schematic diagram of the electric power system used for description of the example of capacitor surplus electric power calculation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Alternator 3 Battery 4 Large-capacity capacitor 5 Motor 6 Charge amount detector 10 Engine 22 Electric heating type intake manifold (EHM)
23 Temperature sensor 25 Exhaust passage 26 Electric heating catalyst (EHC)
27 Temperature sensor 50 Connection / disconnection switch unit 100 Control unit

Claims (17)

  An engine including an electrically heated intake manifold and an electrically heated catalyst is mounted as a driving power source, and in addition to a battery as a power storage means, electric power generated by an alternator driven by the engine can be charged. A high-capacity capacitor, and power system control means for controlling a power system composed of the battery, the alternator, the capacitor, and the like, and the power system control means converts power stored in the capacitor to any power A vehicle control device characterized in that it can be supplied to one or both of the electric heating intake manifold and the electric heating catalyst at a given time.   Both an engine and a motor provided with an electrically heated intake manifold and an electrically heated catalyst are mounted as a driving power source, and in addition to a battery as a power storage means, electric power generated by an alternator driven by the engine and A large-capacity capacitor configured to be able to charge the electric power generated by the motor, and an electric power system control means for controlling the electric power system including the battery, the motor, the alternator, the capacitor, and the like. The means is characterized in that the electric power stored in the capacitor can be supplied to any one or both of the electric heating type intake manifold and electric heating type catalyst at an arbitrary time. A vehicle control device.   Temperature detection means for detecting or estimating the temperatures of the electric heating intake manifold and the electric heating catalyst, respectively, and the power system control means is the electric heating immediately after the start of the start detected or estimated by the temperature detection means. When one or both of the temperature of the air intake type manifold and the temperature of the electrically heated catalyst is lower than the target temperature determined in advance, the electric power stored in the capacitor is converted into the electric heated air intake manifold. 3. The vehicle control device according to claim 1, wherein a forced warm-up at start-up is supplied to one or both of the electric heating catalyst and the electric heating catalyst. 4.   And a power storage amount detecting means for detecting or estimating a power storage amount of the capacitor, wherein the power system control means is energized to warm the electrically heated intake manifold and the electrically heated catalyst to the target temperature, respectively. And calculating the amount, comparing the total energization amount required for them and the amount of electricity stored in the capacitor detected or estimated by the storage amount detection means, and when the amount of storage is greater than the total energization amount, When the electric power stored in the capacitor is supplied to both the electric heating type intake manifold and the electric heating type catalyst, and the electric storage amount is smaller than the total energization amount, the electric power is supplied to the electric heating type intake manifold and electric The vehicle control device according to claim 3, wherein the vehicle control device is supplied to any one of the heating type catalysts.   When the electric power stored in the capacitor is supplied to one of the electric heating type intake manifold and the electric heating type catalyst, the electric power system control means supplies the electric heating type catalyst from the electric heating type intake manifold. 5. The vehicle control device according to claim 3, wherein priority is given to the vehicle control device.   The power system control means preferentially supplies the electric power stored in the capacitor to the electrically heated catalyst, and when the temperature of the catalyst reaches the target temperature, surplus power is supplied to the capacitor. The vehicle control device according to claim 5, wherein the surplus electric power is supplied to the electric heating type intake manifold when the electric power is stored.   When the electric power stored in the capacitor is supplied to one of the electric heating type intake manifold and the electric heating type catalyst, the power system control means detects or estimates the selection of the heating means to be supplied. 5 or 4 based on at least one of the measured temperature, the energization amount required for each of the two heating means, and the storage amount of the capacitor. The vehicle control device described in 1.   The power system control means is configured to estimate a storage amount of the capacitor based on a voltage and an application time applied to the capacitor and a voltage and a discharge time when the capacitor is discharged. The vehicle control device according to any one of claims 5 to 7, wherein   The power system control means, based on the amount of electricity stored in the capacitor at the start of the forced warm-up at the start and the amount of charge remaining in the capacitor after the forced warm-up at the start The vehicle control device according to any one of claims 4 to 8, characterized in that the presence or absence of deterioration or failure of the heating type intake manifold and the electric heating type catalyst is diagnosed.   When the power system control means performs the forced warm-up at the time of starting, if the amount of electricity stored in the capacitor is larger than the total required energization amount required for the electric heating intake manifold and the electric heating catalyst, the capacitor The remaining surplus power obtained by subtracting the total required energization amount from the stored amount of electricity is used for assisting driving of the engine starter, and then the electricity stored in the capacitor is used for the electrically heated intake manifold and the electrically heated catalyst. The vehicle control device according to claim 4, wherein the vehicle control device is supplied to the vehicle.   The power system control means stores power in the capacitor when the amount of power stored in the capacitor is larger than a total required energization amount required for the electric heating intake manifold and the electric heating catalyst while the engine is stopped. The vehicle control device according to any one of claims 4 to 10, wherein the electric power is used for in-vehicle electric devices such as a car air conditioner, a car navigation device, and an acoustic device.   The power system control means, when the electric heating type intake manifold and the electric heating type catalyst are forcibly warmed up at the time of starting, if excessive electric power remains in the capacitor, the excessive electric power is The vehicle control device according to any one of claims 4 to 11, wherein the vehicle control device is used for an in-vehicle electric device such as a navigation device or an acoustic device.   The vehicle control device according to claim 1, wherein an arbitrarily replaceable cartridge type capacitor is used as the capacitor.   Two capacitors are mounted, and one of the power system control means is used for forced warm-up at the start of the electrically heated intake manifold, and the other is used for forced warm-up at the start of the electrically heated catalyst. The vehicle control device according to claim 1, wherein the vehicle control device is configured as described above.   15. The vehicle control device according to claim 14, wherein the electric heating type intake manifold capacitor and the electric heating type catalyst capacitor are different from each other in terms of a chargeable amount, an outer dimension, and the like. .   The capacitor for the electric heating type intake manifold is used with a smaller chargeable amount, outer dimensions, etc., as compared with the capacitor for the electric heating type catalyst. Vehicle control device.   When at least one of the electrically heated intake manifold and the electrically heated catalyst is lower than the target temperature before starting the engine, the power system control means stores one or both of them in the capacitor. And supplying the electric power stored in the capacitor to the motor to use the motor as the driving power source until they reach the target temperature. 4. The vehicle control device according to claim 3, wherein the engine is started when the air intake manifold and the electrically heated catalyst reach the target temperature.

Images