JP4247599B2 - Start control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a start control device for an internal combustion engine (hereinafter referred to as an engine), and more particularly to a start control device for an internal combustion engine in which each cylinder is heated by heating means at the time of start.
[0002]
[Related background]
For example, in a combustion type diesel engine that compresses and ignites an air-fuel mixture of air sucked into a cylinder and fuel injected into the cylinder, it is difficult to start only by a temperature rise due to compression of the piston at the time of cold start or the like For this reason, the glow plugs provided in each cylinder are energized to heat the inside of the cylinder. Since energization of the glow plug promotes battery consumption, various proposals have been made to reduce power consumption (see, for example, Patent Document 1).
[0003]
The technique described in Patent Document 1 pays attention to the fact that cylinder air in a cylinder in an expansion stroke or an exhaust stroke is discharged as it is without being compressed and ignited at the start when the engine is stopped. Based on the above, only the glow plugs of the cylinders in the intake stroke and the compression stroke are energized, and the battery consumption due to the energization of the glow plugs of the cylinders that do not contribute to the starting is suppressed.
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 2001-342934
[Problems to be solved by the invention]
However, in a cylinder that is in the compression stroke when the engine is stopped, compression starts from substantially atmospheric pressure starting from the piston position at that time, and the compression state in the cylinder changes according to the piston stop position. For example, when the piston stop position is close to the compression top dead center, the compression is insufficient, and thus there is a case where the ignition by the glow plug is insufficient and ignition is impossible.On the other hand, when the piston stop position is close to the intake bottom dead center, sufficient compression is achieved. Therefore, there are cases where ignition is possible without heating with a glow plug.
[0006]
Since the technique described in Patent Document 1 does not consider this point, the glow plug is uniquely energized regardless of the piston position, and as a result, the start delay when the compression stroke cylinder does not ignite due to insufficient heating, or Various problems such as wasteful power consumption due to energization of the glow plug when heating is unnecessary are caused.
It is an object of the present invention to appropriately control the energization state of a glow plug at the time of start according to the piston position when the engine is stopped, thereby preventing an engine start delay and wasteful power consumption. It is to provide a start control device.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, according to a first aspect of the present invention, there is provided an internal combustion engine start control device capable of heating each cylinder when the internal combustion engine is started by a heating means arranged in each cylinder of the internal combustion engine. The stop position detection means for detecting the stop position of each cylinder in the state, and the heating means according to the stop position of the cylinder stopped in the compression stroke among the stop positions of each cylinder detected by the stop position detection means And a heating control means for controlling the heating amount.
[0008]
Therefore, the stop position of each cylinder of the internal combustion engine is detected by the stop position detecting means, and the heating amount of the heating means is controlled by the heating control means in accordance with the stop position of the cylinder stopped in the compression stroke among the stop positions. Is done. As a result, when the internal combustion engine is started, the cylinder stopped in the compression stroke of the internal combustion engine is reliably ignited by appropriate heating of the heating means, and excessive heating by the heating means is prevented .
[0009]
請 Motomeko 2 of the invention resides in that in Claim 1, when the stop position of the cylinder stopped in the compression stroke, is set to a predetermined range immediately before the compression top dead center the in the first region, the heating control The means stops the operation of the heating means.
[0010]
Therefore, when the cylinder in the compression stroke is in the first region immediately before the compression top dead center, a sufficient in-cylinder pressure cannot be obtained due to a shortage of the compression stroke, and even if heated by the tailing heating means, ignition is impossible. In this case, useless heating is prevented by stopping the operation of the heating means.
According to a third aspect of the present invention, in the first or second aspect , the heating is performed when the stop position of the cylinder stopped in the compression stroke is within a second region set in a predetermined range immediately after the intake bottom dead center. The control means stops the operation of the heating means.
[0011]
Therefore, when the cylinder in the compression stroke is in the second region immediately after the intake bottom dead center, a certain compression stroke is ensured to obtain a sufficient in-cylinder pressure, and ignition is possible without heating by the heating means. Therefore, useless heating is prevented by stopping the operation of the heating means in this case.
According to a fourth aspect of the present invention, in the first to third aspects, the heating control means operates only the heating means arranged in the cylinder stopped in the compression stroke.
[0012]
Therefore, since only the heating means for the cylinders in the compression stroke is operated, the cylinders in the compression stroke can be reliably ignited, and unnecessary heating due to the operation of the heating means for the other cylinders is prevented .
[0013]
Invention 請 Motomeko 5 resides in that in Claim 1, the internal combustion engine is mounted on a vehicle as a traveling drive source, the internal combustion engine is stopped when a predetermined stop condition is satisfied, predetermined starting condition is established thereafter There is sometimes an idle stop control means for starting the internal combustion engine, and during the stop of the internal combustion engine by the idle stop control means, the heating control means activates the heating means of the cylinder stopped in the compression stroke, and in the compression stroke The heating amount by the heating means is controlled in accordance with the stop position of the stopped cylinder.
[0014]
Therefore, while the internal combustion engine is stopped by the idle stop control means, the heating means for the cylinder in the compression stroke is operated, and the heating amount of the heating means is controlled according to the stop position of the cylinder in the compression stroke. When the internal combustion engine is started as the condition is satisfied, the cylinder in the compression stroke is appropriately heated by the heating means and reliably ignited.
[0015]
According to a sixth aspect of the present invention, in the fifth aspect of the present invention, there is provided time measuring means for measuring the elapsed time after the engine stop by the idle stop control means, and heating control is performed according to the stop position of each cylinder and the elapsed time after the engine stop. The means controls the amount of heating by the heating means.
Accordingly, the time during which the internal combustion engine is stopped (the timing at which the start condition is satisfied) is unpredictable, but the amount of heating by the heating means is controlled according to the elapsed time after the engine is stopped, so the engine stop is prolonged. Even in this case, an appropriate in-cylinder temperature is maintained, and excessive heating can be prevented.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment in which the present invention is embodied in a start control device for a diesel engine mounted on an idle stop vehicle will be described.
FIG. 1 is an overall configuration diagram showing an engine start control device of the present embodiment. The engine 1 is configured as a four-cycle in-line four-cylinder common rail type diesel engine that explodes at equal intervals every 180 ° CA. Each cylinder has a glow plug 2 (heating means) and a fuel injection valve 3 so as to face the cylinder. Is attached.
[0017]
A manual transmission 4 is connected to the engine 1, and this transmission is connected to driving wheels of the vehicle via a differential gear (not shown). A clutch 5 is provided between the engine 1 and the transmission 4, and this clutch 5 controls power transmission from the engine 1 side to the transmission 4 side in accordance with a clutch operation by the driver. The engine 1 is provided with a constantly meshing starter 6, and the pinion gear 6 a of the starter 6 is always in mesh with the flywheel 1 a of the engine 1. The flywheel 1a is provided with a one-way clutch (not shown). The one-way clutch transmits the driving force of the starter 6 to the engine 1 side at the time of start-up, performs cranking, and idles after the start-up is completed. Thus, the starter 6 is prevented from being reversely driven.
[0018]
The starter 6 is connected to the battery 11 via an ignition switch (not shown), and is connected to the battery 11 via a relay contact 12 a of the starter control controller 12. Accordingly, the starter 6 is energized in accordance with the operation of the ignition switch as in the normal case, and also energized when the relay contact 12a is closed by the excitation of the relay coil 12b of the starter control controller 12.
[0019]
In the vehicle compartment, an input / output device (not shown), a storage device (ROM, RAM, BURAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), an ECU 21 (engine) provided with a timer counter, etc. Control unit) is installed. On the input side of the ECU 21, a crank angle sensor 23 (stop position detecting means) that outputs a crank angle signal as the crankshaft of the engine 1 rotates, and a cam angle sensor 24 that outputs a TOP signal as the camshaft rotates. (Stop position detection means), a vehicle speed sensor 25 for detecting the vehicle speed V, a clutch sensor 26 for detecting the operation state of the clutch 5, an accelerator sensor 27 for detecting the accelerator operation amount Acc, and a shift position for detecting the shift position of the transmission 4 The sensor 28 and other various switches and sensors are connected.
[0020]
The glow plug 2 and the fuel injection valve 3 are connected to the output side of the ECU 21, and the relay coil 12 b of the starter control controller 12 is connected. The ECU 21 executes various controls for operating the engine 1 including fuel injection control based on each detection information described above. Further, the ECU 21 executes idle stop control for automatically stopping and starting the engine 1 by waiting for a signal (idle stop control means) and energizing the glow plug 2 for the purpose of quick start of the engine 1 during the idle stop. (Heating control means) First, the outline of the idle stop control will be described.
[0021]
The idle stop control is to prevent emission emission and fuel consumption while stopping at a signal or the like, and is executed based on predetermined engine stop conditions and engine start conditions. The engine stop condition is that the vehicle speed V detected by the vehicle speed sensor 25 is zero, the depression operation of the clutch 5 is not detected by the clutch sensor 26 (clutch engagement state), and the shift position sensor 28 When the detected shift position is set to the N (neutral) position and these conditions are satisfied, the ECU 21 determines that the engine stop condition is satisfied, stops fuel injection, and takes an intake shutter (not shown). The engine 1 is stopped by shutting off the intake air or the like.
[0022]
The engine start conditions are set such that the clutch sensor 26 detects that the clutch 5 is depressed (clutch disengaged state), and the shift position detected by the shift position sensor 28 is other than the N position. When these conditions are satisfied, the ECU 21 determines that the engine start condition is satisfied, excites the relay coil 12b of the starter control controller 12, and restarts the fuel injection control. Since the relay contact 12a is closed by the excitation of the relay coil 12b, the starter 6 is energized to perform cranking, and can start when the engine 1 is started.
[0023]
On the other hand, energization control of the glow plug 2 is executed based on the glow plug control routine shown in FIG. 2, and the ECU 21 executes the routine at a predetermined control interval. First, in step S2, it is determined whether or not an idle stop is currently being performed. If NO (No), the routine is terminated as is, and if YES (Yes), the routine proceeds to Step S4. In step S4, the crank position of the engine 1 that is stopped at the idle stop (hereinafter referred to as the stop crank position) is calculated based on the detection information from the crank angle sensor 23 and the cam angle sensor 24, and in the subsequent step S6, the stop crank position is set. Based on this, it is determined whether or not the cylinder stopped in the compression stroke (hereinafter referred to as the compression stroke cylinder) is in the energization region a of the glow plug 2. The energization region a is determined based on, for example, the characteristic diagram shown in FIG.
[0024]
The stop crank position in the figure corresponds to the stroke when the piston of the compression stroke cylinder rises from the intake bottom dead center to the compression top dead center. When the engine 1 is stopped due to idling stop, the cylinder pressure in the compression stroke cylinder decreases due to compression leakage from the gap of the piston ring or the like. Therefore, at the time of cranking accompanying the subsequent start, the stop crank position is set as a starting point from approximately atmospheric pressure. Compression will start. Therefore, as shown in the upper part of the figure, the in-cylinder pressure (that is, the compression state of the compression stroke cylinder) when the piston reaches the compression top dead center changes according to the stop crank position.
[0025]
The stop crank position is in a non-ignitable region b (first region) set in a predetermined range immediately before the compression top dead center (between the compression top dead center TDC and a predetermined position preceding the compression top dead center TDC). In some cases, a sufficient in-cylinder pressure cannot be obtained due to a shortage of the compression stroke, and the compression stroke cylinder cannot be ignited even if the cylinder interior is heated by the glow plug 2. On the other hand, the stop crank position is in the energization unnecessary region c (second region) set in a predetermined range immediately after the intake bottom dead center (between the intake bottom dead center BDC and a predetermined position after the intake top dead center BDC). In some cases, a certain amount of compression stroke is ensured and sufficient in-cylinder pressure (similar to normal compression using all strokes) is obtained, and the compression stroke cylinder can be ignited without heating the inside of the cylinder by the glow plug 2.
[0026]
The energization area a of the glow plug 2 is set in advance as an area between the non-ignitionable area b and the non-energization area c. In the energization area a, the compression stroke cylinder cannot be ignited only by compression. However, if the inside of the cylinder is heated with the glow plug 2, it means that ignition is possible. Note that due to the compression reaction force generated at the compression top dead center, for example, the actual stop crank position is distributed around the 90 ° BTDC (intermediate position between TDC and BDC in FIG. 3), and therefore falls within the energized region a. Although the probability is high, it may be the above-described non-ignitionable region b or energization unnecessary region c.
[0027]
When the determination in step S6 is NO, the ECU 21 terminates the routine without energizing the glow plug 2 because the stop crank position of the compression stroke cylinder is in either the non-ignitable region b or the energization unnecessary region c. The compression stroke cylinder at this time is in a combustion state corresponding to the regions b and c, and is ignited at the compression top dead center by cranking when in the energization unnecessary region c, while at the compression top dead center when in the non-ignition region b. Does not ignite even if it reaches. In other words, when the compression stroke cylinder is in the energization unnecessary region c, the initial explosion is quickly performed by the ignition of the compression stroke cylinder, and therefore, compared with the case where the compression stroke cylinder is in the non-ignitionable region b and is not ignited. 1 will be started more quickly.
[0028]
On the other hand, if the determination is YES in step S6 assuming that the stop crank position is in the energization region a, the ECU 21 proceeds to step S8 and calculates the duty ratio of the glow plug 2 from the stop crank position. This calculation process is performed based on the lower characteristic of FIG. 3, and the duty ratio is set to be increased as the stop crank position is closer to the compression top dead center side in the energized region a. In subsequent step S10, the ECU 21 ends the routine after energizing the glow plug 2 of the compression stroke cylinder based on the duty ratio.
[0029]
Since the stop crank position of the engine 1 does not change during the idling stop, the ECU 21 in this case repeats the processing of steps S8 and S10, and continues energizing the glow plug 2 of the compression stroke cylinder based on the set duty ratio. In the stop control, when the cranking and fuel injection control of the engine 1 is started with the establishment of the engine start condition, the ECU 21 determines NO in step S2 and stops the energization of the glow plug 2.
[0030]
The inside of the cylinder of the compression stroke cylinder is heated by the energization of the glow plug 2 in the above step S10, approaches the condition where ignition is more easily compensated for insufficient compression, and ignites when the compression top dead center is reached. Therefore, even when the stop crank position is in the energization region a, the engine 1 can be quickly started by the initial explosion of the compression stroke cylinder, and can start quickly in response to the driver's request, as in the energization unnecessary region c. . In other words, the current-carrying region a that cannot originally be ignited in the compression stroke cylinder as in the non-ignitable region b can be ignited by heating the glow plug 2, so that the region of the stop crank position that can be quickly started is expanded and improved. Engine startability can be realized.
[0031]
In the start control device for the engine 1 of the present embodiment, the duty ratio of the glow plug 2 in the energization region a is set according to the stop crank position. When compression is severely close to the dead point side (that is, the non-ignitionable region b side), heating of the cylinder by the glow plug 2 is promoted as the duty ratio increases, and conversely, the stop crank position is within the energized region a. When the compression is relatively close to the intake bottom dead center side (that is, the energization unnecessary region c side), the heating in the cylinder is suppressed as the duty ratio decreases.
[0032]
As a result, the energization state of the glow plug 2 is always appropriately controlled, thereby reliably igniting the compression stroke cylinder and preventing a start delay, and wasteful power consumption due to an excessive energization amount of the glow plug 2 is obviated. Can be prevented.
In addition, when the stop crank position of the compression stroke cylinder is in the non-ignitionable region b and the energization unnecessary region c, the glow plug 2 of the compression stroke cylinder is not energized. In the region b, conversely, unnecessary energization of the glow plug 2 in the energization unnecessary region c that can be ignited by sufficient compression without energizing the glow plug 2 is prevented in advance, and as a result, power consumption can be further reduced. .
[0033]
In addition, in idling stop vehicles that require quick start, there is a tendency to enlarge the starter in order to ensure a stronger starting torque compared to general vehicles, but as described above, the compression stroke cylinder In the start control device of the present embodiment that can realize a quick start by ignition, it is not always necessary to increase the size of the starter. Therefore, the advantage that the manufacturing cost can be reduced by applying the starter 6 having the conventional size is also obtained. .
[0034]
This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the invention is embodied as a start control device for a four-cycle in-line four-cylinder diesel engine 1 mounted on a vehicle as a driving source for traveling. However, the use and form of the engine are not limited to this, for example The present invention may be applied to an aircraft engine, or the number of cylinders and the cylinder arrangement of the engine may be changed.
[0035]
In the above embodiment, the start control device is applied to an idle stop vehicle, and the glow plug 2 is energized on the assumption that the engine is started after the idle stop. However, the present invention is not limited to this. Is also applicable.
Hereinafter, a brief description will be given of a case where it is applied at the time of normal start. In this case, the glow plug control determines whether or not the engine is idling stop in step S2 in the flowchart of FIG. It can be implemented by substituting for the judgment. For example, when the ignition switch is switched to the start position or when the opening operation of the driver's seat door is detected, the ECU 21 makes a determination of YES in step S2 and proceeds to step S4 to store the stored engine stoppage. Thereafter, when the stop crank position of the compression stroke cylinder is in the energization region a, the energization control of the glow plug 2 is performed at a duty ratio corresponding to the stop crank position. . As a result, a quick engine start can be realized by igniting the compression stroke cylinder even during a normal start, and a reliable ignition of the compression stroke cylinder can be achieved by appropriately controlling the energization state of the glow plug 2 according to the stop crank position. In addition, wasteful power consumption due to excessive heating can be prevented.
[0036]
In the above embodiment, only the glow plug 2 of the compression stroke cylinder is energized and controlled. However, the present invention is not limited to this. For example, as in the technique described in Patent Document 1, the glow strokes of the compression stroke cylinder and the intake stroke cylinder are controlled. The plug 2 may be energized, or the glow plugs 2 of all cylinders may be energized. In these cases, the same effects as in the embodiment can be obtained.
[0037]
On the other hand, in the above embodiment, the duty ratio of the glow plug 2 is controlled. Alternatively, the energization current may be controlled. Alternatively, the energization time during the idle stop may be controlled (that is, energized with the start of the idle stop, It may be cut off after the energization time has elapsed. For example, the setting in these cases is also made based on the characteristics in the lower part of FIG. The amount is increased, thereby promoting the heating in the cylinder.
[0038]
Furthermore, the duration of idle stop is unpredictable because it varies in various ways depending on the signal display, traffic jams, etc., and the glow plug 2 can be quickly used in the cylinder in case the idle stop is immediately terminated. While it is necessary to heat, it is desirable to avoid excessive in-cylinder heating when the idle stop is prolonged. Therefore, the elapsed time from the engine stop due to the idle stop is counted (time measuring means), the duty ratio and the energizing current are gradually decreased according to the elapsed time, and the inside of the cylinder is heated appropriately (of course, the temperature at which ignition is possible) After the above, heating by the glow plug 2 may be limited to such an extent that the in-cylinder temperature can be maintained. Further, when the energization time is controlled as described above, the in-cylinder temperature gradually decreases after the energization of the glow plug 2 is stopped as the energization time elapses. Alternatively, the in-cylinder temperature may be maintained by repeatedly energizing and shutting off the glow plug 2 at appropriate intervals. By the above control, even when the idle stop time is prolonged, the compression stroke cylinder can be surely ignited and started quickly, and further power saving can be realized.
[0039]
In the above embodiment, the duty ratio of the glow plug 2 is controlled in accordance with the stop crank position. However, not only the stop crank position but also the engine temperature affects the ease of ignition of the compression stroke cylinder, and the same stop crank. Even at the position, the lower the engine temperature, the more difficult it is to ignite. Therefore, the engine temperature may be considered in addition to the stop crank position. This tendency applies even during idling stop where the engine temperature has risen to some extent due to operation, but is particularly effective when applied during normal start where the engine temperature changes drastically according to cold start or warm start. For example, the engine cooling water temperature or oil temperature detected by a water temperature sensor or oil temperature sensor (engine temperature detection means) is regarded as the engine temperature, and the duty ratio is set to be increased as the engine temperature is lower, so that the cylinder is heated. If promoted, the compression stroke cylinder can be ignited more reliably regardless of the engine temperature.
[0040]
On the other hand, in the above embodiment, the fuel injection amount for the compression stroke cylinder was not mentioned, but because the cylinder is compressed from the middle of the stroke, the in-cylinder air amount is reduced compared to the subsequent cylinders. The fuel injection amount may be corrected to the decreasing side based on the stop crank position. By performing this correction, another advantage is obtained that the generation of smoke due to an excessive fuel injection amount can be suppressed.
[0041]
【The invention's effect】
As described above, according to the start control device for an internal combustion engine of the first aspect of the present invention, the heating amount of the heating means is appropriately controlled according to the stop position of the cylinder stopped in the compression stroke of the internal combustion engine. Therefore, the cylinder in the compression stroke is surely ignited at the start of the internal combustion engine to prevent a start delay, and wasteful power consumption due to excessive heating of the heating means can be prevented.
[0042]
According to the start control device for an internal combustion engine of the invention 請 Motomeko 2, in addition to claim 1, for which is adapted to stop the operation of the heating means in the first region of non-ignition by compression insufficient, unnecessary heating This can further reduce power consumption.
[0043]
According to the start control device for an internal combustion engine of the invention of claim 3 , in addition to claim 1 or 2 , the operation of the heating means is stopped in the second region that can be ignited by sufficient compression. Heat consumption can be prevented and power consumption can be further reduced.
According to the start control device for an internal combustion engine of the fourth aspect of the invention, in addition to the first to third aspects, since only the heating means of the cylinder in the compression stroke is operated, the cylinder in the compression stroke is surely ignited. In addition to realizing a quick start, it is possible to prevent unnecessary heating due to the operation of the heating means of the other cylinders, thereby further reducing power consumption.
[0044]
According to the start control device for an internal combustion engine of the invention 請 Motomeko 5, in addition to claim 1, during the stop of the internal combustion engine by the idle stop control means, so as to properly heated by the heating means cylinder in the compression stroke Therefore, when starting the internal combustion engine as the start condition is satisfied, the internal combustion engine can be started quickly by reliably igniting the cylinder in the compression stroke.
[0045]
According to the start control device for an internal combustion engine of the invention of claim 6 , in addition to claim 5 , since the elapsed time after the engine stop is reflected in the heating amount of the heating means, even when the engine stop is prolonged, The cylinders in the compression stroke can be reliably ignited and started quickly, and further power saving can be realized.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram showing an engine start control device according to an embodiment.
FIG. 2 is a flowchart showing a glow plug control routine executed by an ECU.
FIG. 3 is a characteristic diagram showing a relationship between a stop crank position of a compression stroke cylinder, an in-cylinder pressure, and a duty ratio of a glow plug.
[Explanation of symbols]
1 engine (internal combustion engine)
2 Glow plug (heating means)
21 ECU (heating control means, idle stop control means)
23 Crank angle sensor (stop position detection means)
24 Cam angle sensor (stop position detection means)
b Non-ignitable area (first area)
c Current-carrying unnecessary area (second area)

Claims (6)

In an internal combustion engine start control device capable of heating each cylinder at the start of the internal combustion engine by a heating means disposed in each cylinder of the internal combustion engine,
Stop position detecting means for detecting a stop position of each cylinder when the internal combustion engine is stopped;
Heating control means for controlling the amount of heating by the heating means according to the stop position of the cylinder stopped in the compression stroke among the stop positions of the cylinders detected by the stop position detecting means. An internal combustion engine start control device. The heating control means stops the operation of the heating means when the stop position of the cylinder stopped in the compression stroke is within a first region set in a predetermined range immediately before the compression top dead center. The start control device for an internal combustion engine according to claim 1 . The heating control means stops the operation of the heating means when the stop position of the cylinder stopped in the compression stroke is in a second region set in a predetermined range immediately after the intake bottom dead center. The start control device for an internal combustion engine according to claim 1 or 2 . The start control device for an internal combustion engine according to any one of claims 1 to 3 , wherein the heating control means operates only a heating means arranged in a cylinder stopped in the compression stroke. The internal combustion engine is mounted on a vehicle as a driving source for driving, and stops the internal combustion engine when a predetermined stop condition is satisfied, and then starts the internal combustion engine when a predetermined start condition is satisfied. Having means,
While the internal combustion engine is stopped by the idle stop control means, the heating control means operates the heating means for the cylinders stopped in the compression stroke, and at the stop position of the cylinders stopped in the compression stroke. Correspondingly start control system for an internal combustion engine according to claim 1, wherein the controlling the amount of heating by the heating means. Having time measuring means for measuring the elapsed time after the engine stop by the idle stop control means,
6. The start control device for an internal combustion engine according to claim 5, wherein the heating control means controls a heating amount by the heating means in accordance with a stop position of each cylinder and an elapsed time after the engine stops.

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