JP4591564B2 - Control device for internal combustion engine - Google Patents

Abstract

A control apparatus (100) for an internal combustion engine (1) is disclosed. When the engine (1) is started, the apparatus (100) executes starting control in accordance with the stopped crank position. The control apparatus (100) includes inclination state detecting means (40,58,80), shift position detecting means (53), rotation direction determining means (40), and stopped crank position updating means (40). The shift position detecting means (53) detects whether the shift position of a transmission (30) mounted on the vehicle while the engine (1) is off is a neutral position, an advancing position, or a reverse position The rotation direction determining means (40) determines the direction of rotation of the crankshaft accompanying rotation of the vehicle wheels (34) while the engine (1) is off. When an output signal of the crank angle sensor (50) is detected, the stopped crank position updating means (40) updates the stopped crank position, which is stored in the stopped crank position storing means (41), in accordance with the direction of rotation determined by the rotation direction determining means (40).

Description

  The present invention relates to a control device for an internal combustion engine that executes start control according to a stop crank position stored in advance when the internal combustion engine is started.

  In recent years, in order to improve fuel efficiency and exhaust emission, the internal combustion engine is automatically stopped when a predetermined automatic stop condition is satisfied, and is automatically started when a predetermined automatic start condition is satisfied. A control device for an internal combustion engine configured to execute automatic stop / start control has been put into practical use.

  Generally, in an internal combustion engine, the position of the crankshaft (crank position) is grasped based on an output signal of a crank angle sensor that detects the rotation of the crankshaft of the engine. In the control apparatus for an internal combustion engine that executes the automatic stop / start control described above, the crank position (stop crank position) at the time of automatic stop is stored in order to complete the engine start at the time of automatic start at an early stage. A configuration is known in which start control for executing fuel injection and ignition in accordance with the stored stop crank position, that is, so-called early start control is executed at the time of automatic start.

  Here, in the configuration in which the start control according to the stop crank position is executed at the time of the automatic start, if an unexpected rotation occurs in the crankshaft during the automatic stop, the stop crank in which the position of the crankshaft at the start is stored is stored. Since it is different from the position, the start of the internal combustion engine may not be completed satisfactorily or the exhaust emission may be deteriorated.

Therefore, in the configuration described in Patent Document 1, when a vehicle equipped with an internal combustion engine is stopped on a slope, it is determined that the stop crank position stored at the time of stop is different from the crank position at the next start. In such a case, the crank position is specified at the time of starting the engine without using the stop crank position, and then the start is executed based on the specified crank position.
JP-A-2005-351210

  However, as in the configuration described in Patent Document 1, after the crank position is specified at the start of the engine, the start is performed based on the specified crank position. Since control cannot be performed, there is room for improvement in terms of completing engine start early.

  Such a problem is not limited to the automatic stop in the internal combustion engine in which the automatic stop / start control is executed. If the start control according to the stop crank position is executed, the internal combustion engine is operated by the operation of the driver. Even if the stop and start operations are performed, there is a possibility that the same will occur.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an internal combustion engine capable of appropriately executing start control according to a stop crank position stored in advance. is there.

In the following, means for achieving the above object and its effects are described.
According to a first aspect of the present invention, there is provided a crank position grasping means for grasping a crank position of the engine based on a signal of a crank angle sensor output as the crankshaft of the internal combustion engine rotates, and the crank when the engine is stopped. A control device for an internal combustion engine, comprising stop crank position storage means for storing the position as a stop crank position, and executing start control according to the stop crank position stored in the stop crank position storage means at the start of the engine An inclination state grasping means for grasping an inclination state of a vehicle on which the engine is mounted; and a shift position of the transmission provided in the vehicle when the engine is stopped, the rotation of the crankshaft is the wheel side of the vehicle A neutral position that is not transmitted to the wheel, a forward shift position where the rotation of the crankshaft is shifted and transmitted to the wheel side, and Shift position grasping means for recognizing which of the reverse positions transmitted to the wheel side is the reverse rotation of the rank shaft, and the shift position grasped by the shift position grasping means is the forward shift position or The rotation of the crankshaft accompanying the rotation of the wheel while the engine is stopped based on the grasped shift position and the inclining state grasped by the inclining state grasping means on the condition that it is a reverse position A rotation direction determination means for determining a direction; and when the output signal of the crank angle sensor is detected while the engine is stopped, the stop crank position stored in the stop crank position storage means is determined as the rotation direction. And a stop crank position updating unit that updates the rotation direction according to the rotation direction determined by the unit.

  Here, when the crankshaft rotates with the rotation of the wheel of the vehicle on which the internal combustion engine is stopped, a signal is output from the crank angle sensor with the rotation of the crankshaft. Based on the output signal of the angle sensor, it can be grasped that the crankshaft has rotated. However, the rotation direction of the crankshaft cannot be grasped based only on the output signal of such a crank angle sensor.

  In this respect, according to the above-described configuration, the rotation of the crankshaft is the same for the inclination state grasping means for grasping the inclination state of the vehicle on which the engine is mounted and the shift position when the transmission engine provided on the vehicle is stopped. Any of a neutral position not transmitted to the vehicle wheel side, a forward shift position where the rotation of the crankshaft is shifted and transmitted to the wheel side, and a reverse position where the rotation of the crankshaft is reversed and transmitted to the wheel side Shift position grasping means for grasping whether or not the shift position is grasped, and on the condition that the grasped shift position is the forward shift position or the reverse drive position, the grasped shift position and the inclination state grasped by the inclination state grasping means And a rotation direction determination means for determining the rotation direction of the crankshaft accompanying the rotation of the wheel while the engine is stopped. It is possible to determine. That is, when the engine is stopped, the rotation direction of the crankshaft accompanying the rotation of the wheel of the vehicle on which the engine is mounted changes in accordance with the shift position of the transmission and the rotation direction of the wheel. Since it changes according to the inclination state, the rotation direction of the crankshaft can be grasped by grasping the shift position of the transmission and the inclination state of the vehicle. Further, according to the above configuration, when the output signal of the crank angle sensor is detected while the engine is stopped, the stop crank position stored in the stop crank position storage means is determined by the rotation direction determination means. Therefore, when the crankshaft rotates while the engine is stopped, the stop crank position can be accurately updated according to the rotation direction. That is, according to the above configuration, it is possible to accurately update the stop crank position after determining the rotation direction of the crankshaft while the engine is stopped, and the start control according to the updated stop crank position is executed. It becomes like this. Therefore, the start control according to the stop crank position stored in advance can be appropriately executed.

  Specifically, as described in claim 2, the inclination state grasping means grasps whether the vehicle is in an uphill or downhill state as an inclination state, and the rotation direction determination means includes When the inclination state grasping means grasps that the vehicle is in an uphill state and the shift position grasped by the shift position grasping means is the forward shift position, the inclination state grasping means locates the vehicle on the downhill. The structure which judges that the rotation direction of the crankshaft accompanying rotation of a wheel is reverse when the shift position grasped | ascertained by the state and the shift position grasping | ascertainment means was a reverse drive position is described in Claim 3. As described above, the rotational direction determination means recognizes that the vehicle is in an uphill state by the inclination state grasping means, and the shift position grasped by the shift position grasping means is the backward drive position. The rotational direction of the crank shaft caused by the rotation of the wheel may be employed for determining configuration as the positive direction when it is.

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to third aspects, the vehicle includes an acceleration detection means for detecting an acceleration of the vehicle, and the inclined state. The grasping means is to grasp the inclination state of the vehicle based on the acceleration detected by the acceleration detecting means.

  According to the above configuration, the vehicle includes the acceleration detection unit that detects the acceleration of the vehicle, and the tilt state grasping unit rotates the wheel to grasp the vehicle tilt state based on the acceleration detected by the acceleration detection unit. There is no need to provide a dedicated sensor for detecting the direction of rotation of the crankshaft.

  According to a fifth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to third aspects, the vehicle has road data storage means in which data of a road inclination state is stored; A navigation system having a GPS receiving means for receiving a signal from a GPS satellite for detecting the position of the vehicle and a direction detecting means for detecting the direction of the vehicle, wherein the tilt state grasping means is controlled by the GPS receiving means; The vehicle inclination state by referring to the data stored in the road data storage means based on the vehicle position corresponding to the received signal and the vehicle orientation information grasped by the direction detection means It is a summary to grasp.

  According to the above configuration, the vehicle detects the direction of the vehicle, road data storage means storing road inclination data, GPS receiving means for receiving signals from GPS satellites that detect the position of the vehicle, and the like. And a navigation system having a direction detection means, wherein the inclination state grasping means stores road data based on the vehicle position information corresponding to the signal received by the GPS receiving means and the vehicle orientation information grasped by the direction detection means. In order to grasp the inclination state of the vehicle by referring to the data stored in the means, the inclination state of the vehicle is grasped by using the road data storage means, the GPS receiving means and the direction detecting means provided in the navigation system. can do.

  Here, when the transmission is a stepped manual transmission as described in claim 6, when the shift position of the transmission is the forward shift position or the reverse position while the engine is stopped, the wheels When rotating, the crankshaft is easily rotated by the rotation of the wheel as compared with the automatic transmission in which the rotation of the crankshaft of the internal combustion engine is input to the transmission via the torque converter. In this respect, by applying the configuration of any one of claims 1 to 5 to the same configuration, when the crankshaft rotates while the engine is stopped, the stop crank position is accurately set according to the rotation direction. Can be updated.

  According to a seventh aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to sixth aspects, the engine includes a starter motor that generates torque and a drive that transmits the torque of the starter motor. A gear, a driven gear that always meshes with the drive gear and transmits the torque to the crankshaft, and is provided between the starter motor and the crankshaft so that the drive gear is positive with respect to the driven gear. The gist is to include a one-way clutch that transmits torque between the starter motor and the crankshaft only when it is about to rotate in the rotational direction.

  As described above, the internal combustion engine includes a starter motor that generates torque, a drive gear that transmits torque of the starter motor, a driven gear that always meshes with the drive gear and transmits torque to the crankshaft, and a starter A one-way clutch that is provided between the motor and the crankshaft and transmits torque between the starter motor and the crankshaft only when the drive gear attempts to rotate relative to the driven gear in the forward rotation direction; When the engine is provided, reverse rotation of the crankshaft when the engine is stopped is suppressed. Therefore, according to the above configuration, the stop crank position storage unit can more accurately store the stop crank position when the engine is stopped, so that the start control according to the stop crank position can be more appropriately executed. become.

  The invention according to claim 8 is the control device for an internal combustion engine according to any one of claims 1 to 7, wherein the engine is automatically stopped when a predetermined automatic stop condition is established during operation of the engine. And an automatic stop start means for automatically starting the engine when a predetermined automatic start condition is satisfied during the automatic stop of the engine, and the stop stored in the stop crank position storage means in the automatic start. The gist is that start control according to the crank position is executed.

  As in the above configuration, the engine is automatically stopped when a predetermined automatic stop condition is satisfied during engine operation, and the engine is automatically started when a predetermined automatic start condition is satisfied during automatic engine stop. In the configuration further including the start means, it is desirable to complete the engine start at an early stage by appropriately executing the start control according to the stop crank position at the time of automatic start.

  In this regard, by applying the control device for an internal combustion engine according to any one of claims 1 to 7 to the same configuration, the start control according to the stop crank position stored in advance can be appropriately performed at the time of automatic start. The engine start can be completed early.

  Specifically, as described in claim 9, the start control according to the stop crank position includes fuel injection control and ignition for injecting fuel according to the stop crank position stored in the stop crank position storage means. It can be assumed that the ignition control is performed.

(First embodiment)
Hereinafter, a first embodiment of a control device for an internal combustion engine according to the present invention will be described with reference to FIGS. FIG. 1 is a schematic configuration diagram of a vehicle 100 to which the present invention is applied. The internal combustion engine 1 mounted on the vehicle 100 has four cylinders (# 1 to # 4) in series and outputs a rotational force that causes the vehicle 100 to travel to the crankshaft 2. The crankshaft 2 connects and disconnects the flywheel 3 fixed to the end of the crankshaft 2 and the flywheel 3 and the transmission 30 according to the operation of a clutch pedal (not shown) by the driver. The clutch 20 is connected to the transmission 30 via the clutch 20. A propeller shaft 31 that is an output shaft of the transmission 30 is connected via a differential gear 32 to a drive shaft 33 on which wheels 34 are mounted.

  The transmission 30 is a stepped manual transmission in which the shift position of the transmission 30 can be switched by operating the shift lever 35 by the driver. Specifically, the neutral (N) position where the rotation of the crankshaft 2 is not transmitted to the wheel 34 side, and the forward shift position (the first to fifth gears) where the rotation of the crankshaft 2 is shifted and transmitted to the wheel 34 side. Then, any shift position of the reverse drive position in which the rotation of the crankshaft 2 is reversed and transmitted to the wheel 34 side is selected by operating the shift lever 35 by the driver.

  When the rotational force is output to the crankshaft 2 by the internal combustion engine 1 to drive the vehicle 100 and the shift position of the transmission 30 is the forward shift position or the reverse shift position, the flywheel 3 and the transmission 30 are engaged with each other. 20, the rotational force of the crankshaft 2 is transmitted to the wheel 34 through the clutch 20 through the transmission 30, the propeller shaft 31, the differential gear 32, and the drive shaft 33 in this order. .

  The internal combustion engine 1 is provided with a constant mesh start device 10 for starting the engine 1. Specifically, the constantly meshing starter 10 includes a starter motor 11 that generates torque, a pinion gear 12 that transmits torque of the starter motor, and a pinion gear 12 that is provided on the outer periphery of the flywheel 3 and always meshes with the pinion gear 12. A ring gear 13 that transmits torque to the crankshaft 2, and a starter motor 11 provided between the starter motor 11 and the crankshaft 2, when the pinion gear 12 attempts to rotate relative to the ring gear 13 in the forward rotation direction. And a one-way clutch 14 that transmits torque to and from the crankshaft 2. When the internal combustion engine 1 is started, the starter motor 11 is driven, and the rotational force is transmitted to the crankshaft 2 via the ring gear 13 and the flywheel 3, thereby starting the engine 1. The pinion gear 12 corresponds to a drive gear, and the ring gear 13 corresponds to a driven gear.

  Each part of the vehicle 100 and the internal combustion engine 1 is provided with various sensors for detecting the traveling state of the vehicle 100, the operating state of the engine 1, and the operation by the driver. Such various sensors include a vehicle speed sensor 52 provided in the vicinity of the wheel 34 for detecting the speed of the vehicle 100, a shift position sensor 53 for detecting the position (shift position) of the shift lever 35 operated by the driver, and a clutch pedal. A clutch switch 54 that detects that the driver (not shown) is depressed by the driver, a brake switch 55 that detects that the brake pedal (not shown) is depressed by the driver, and an accelerator pedal (not shown) by the driver. ), An ignition switch 57 operated by a driver to start the engine 1, an acceleration sensor 58 for detecting the acceleration of the vehicle 100, and the like.

  Here, a timing rotor 61 shown in FIG. 2A is provided at the end of the crankshaft 2 so as to be rotatable integrally with the crankshaft 2. The timing rotor 61 is formed of a magnetic material such as iron, and a plurality of teeth 62 are provided on the outer periphery of the timing rotor 61 at a predetermined angle (10 ° CA). A missing tooth portion 63 in which the teeth 62 are missing is formed. A crank angle sensor 50 that outputs a signal along with the rotation of the crankshaft 2 is attached to the internal combustion engine 1 at a position that can face the teeth 62 of the timing rotor 61.

  The crank angle sensor 50 is a known electromagnetic pickup type sensor, and includes an iron core, a coil provided around the iron core, and a magnet (all not shown) that generates a magnetic flux passing through the coil. It is configured.

  When the timing rotor 61 rotates together with the crankshaft 2, the opposing position of the unevenness formed by the teeth 62 along the outer periphery of the rotor 61 and the iron core of the crank angle sensor 50 changes. The amount of magnetic field lines passing through the coil changes, and an electromotive force (voltage) is generated in the coil due to electromagnetic induction. As a result, an AC voltage having a frequency proportional to the rotational speed of the timing rotor 61 is output from the crank angle sensor 50, and this output voltage is rectified and converted into a rectangular wave crank angle signal shown in FIG. Is done.

  Further, a cam angle sensor 51 for detecting the position of a cam shaft (not shown) is attached to the internal combustion engine 1. The camshaft rotates 1/2 while the crankshaft 2 rotates once. A timing rotor 71 shown in FIG. 2B is provided at the end of the camshaft so as to be rotatable integrally with the camshaft, and one tooth 72 is provided on the outer periphery of the timing rotor 71. It has been. The cam angle sensor 51 is a known electromagnetic pickup type sensor, similar to the crank angle sensor 50, and is attached at a position that can face the teeth 72 of the timing rotor 71.

  When the timing rotor 71 rotates together with the cam shaft, the position of the concavity and convexity formed by the teeth 72 along the outer periphery of the rotor 71 and the iron core of the cam angle sensor 51 changes. The amount of magnetic field lines passing through the coil changes, and an electromotive force (voltage) is generated in the coil by electromagnetic induction, and the output voltage is rectified. As a result, as shown in FIG. 3, one rectangular cam angle signal is output during one rotation of the timing rotor 71 (720 ° CA).

  The vehicle 100 is provided with an electronic control device 40 that comprehensively controls various devices including the internal combustion engine 1 mounted on the vehicle 100, and signals output from the various sensors are respectively transmitted to the electronic control device 40. Entered. The electronic control unit 40 is provided with a memory 41 and the like for storing and holding various control programs, calculation maps, data calculated upon execution of control, and the like in addition to a calculation unit (CPU) not shown. Then, the electronic control unit 40 grasps the traveling state of the vehicle 100 and the operating state of the engine 1 based on the signals output from the various sensors, and executes various controls. For example, the electronic control unit 40, based on the grasped state of the engine 1, controls fuel injection for injecting fuel into the engine 1, and ignition timing control for igniting the mixture of fuel and air supplied in this way. Etc. More specifically, the amount and timing of fuel injected into the engine 1 are controlled as fuel injection control, and the timing at which the air-fuel mixture is ignited is controlled as ignition timing control.

  Further, the electronic control unit 40 executes “crank position grasping processing” for grasping the position of the crankshaft 2, that is, the crank position, based on the output signal of the crank angle sensor 50. This “crank position grasping process” corresponds to a process as a crank position grasping means.

  Here, as shown in FIG. 3, since the crank angle signal corresponding to the toothless portion 63 is output once every 360 ° CA by the crank angle sensor 50, the crankshaft shaft is generated using the crank angle signal. 2 crank angle (CA) can be grasped. However, since the combustion cycle of the internal combustion engine 1 has a period of 720 ° CA, from the signal corresponding to the toothless portion 63 for each 360 ° CA, for example, the combustion stroke for each cylinder (# 1 to # 4). The corresponding piston top dead center cannot be directly grasped. For this reason, in this embodiment, as shown in the figure, the period for each 720 ° CA is grasped by the cam angle signal based on the output signal of the cam angle sensor 51.

  Specifically, the crank counter ccrnk, which is associated with the output signal of the cam angle sensor 51 and has an initial value “0”, is incremented by “1” every time the crank angle signal is output, and at every 720 ° CA. Reset to. Thereby, as shown in the figure, it becomes possible to grasp each stroke for each cylinder (# 1 to # 4). That is, in the “crank position grasping process” in the present embodiment, each cylinder (# 1 to # 4) of the internal combustion engine 1 is referred to by referring to the output signal of the cam angle sensor 51 in addition to the output signal of the crank angle sensor 50. ) In the combustion cycle (intake stroke, compression stroke, expansion stroke, exhaust stroke). In the internal combustion engine 1, the air-fuel mixture is ignited in the compression stroke, and the operation proceeds to the expansion stroke.

  Further, the electronic control unit 40 automatically stops the engine 1 when a predetermined automatic stop condition is satisfied during operation of the internal combustion engine 1, and when the predetermined automatic start condition is satisfied during the automatic stop of the engine 1. An “automatic stop start process” for automatically starting the engine 1 is executed. When the engine 1 is automatically stopped in this way, the crank position at the time of stop, that is, the stop crank position is grasped and stored, and when the engine 1 is automatically started, the stored stop crank position is determined. Start control, so-called early start control is executed. Specifically, fuel injection control for injecting fuel according to the stop crank position and ignition control for igniting according to the stop crank position are executed as the early start control. Note that the “automatic stop start process” executed by the electronic control device 40 in this way corresponds to the process as the automatic stop start means.

  Hereinafter, with reference to FIG. 4 and FIG. 5, an execution procedure of a series of processes executed by the electronic control device 40 will be described. A series of processing shown in the flowchart shown in FIG. 4 is repeatedly executed at predetermined intervals by the electronic control unit 40 after the internal combustion engine 1 is started based on the ON operation of the ignition switch 57 by the driver.

  In this series of processing, first, it is determined whether or not the internal combustion engine 1 is automatically stopped (step S101). If it is determined that the automatic stop is not in progress (step S101: NO), it is determined whether or not an automatic stop condition is satisfied (step S102). Specifically, the automatic stop condition is that the vehicle 100 speed is 0 km / h, the brake pedal is depressed, and the accelerator pedal is not depressed. It is determined whether or not a stop condition is satisfied. The speed of the vehicle 100 is grasped based on the output signal of the vehicle speed sensor 52, the depression state of the brake pedal by the driver is grasped based on the output signal of the brake switch 55, and the depression state of the accelerator pedal by the driver is determined by the accelerator pedal position. This is grasped based on the output signal of the sensor 56.

  If it is determined through this determination process that the automatic stop condition is not satisfied (step S102: NO), this process is temporarily terminated. On the other hand, when it is determined that the automatic stop condition is satisfied (step S102: YES), the engine is stopped (step S103). Specifically, the engine 1 is stopped by stopping the fuel supply to the internal combustion engine 1 and stopping the ignition of the air-fuel mixture. Then, the crank position when the engine 1 is stopped, that is, the stop crank position is stored (step S104). Specifically, the crank position grasped based on the “crank position grasping process” by the electronic control device 40 described above is stored in the memory 41 as a stop crank position. This memory 41 corresponds to stop crank position storage means.

  Then, the “rotation direction determination process” shown in FIG. 5 is executed (step S105), and the rotation direction of the crankshaft 2 accompanying the rotation of the wheel 34 while the engine 1 is stopped is either forward rotation or reverse rotation. Is determined.

  Here, with reference to FIG. 5, the details of the “rotation direction determination process” executed in step S105 will be described. In this process, the shift position is first grasped (step S200). Specifically, based on the output signal of the shift position sensor 53, the position of the shift lever 35 of the transmission 30, that is, whether the shift position is a neutral position, a forward shift position, or a reverse position is grasped. The processing in step S200 corresponds to processing as shift position grasping means.

  Then, it is determined whether or not the grasped shift position is a forward shift position or a reverse position (step S201), and when it is determined that the shift position is a forward shift position or a reverse position (step S201: YES). ) When the wheel 34 rotates while the engine is stopped, it can be determined that the rotation of the wheel 34 is transmitted to the crankshaft 2 via the transmission 30, the clutch 20, and the like.

  Here, the rotation of the crankshaft 2 can be determined based on the shift position of the transmission 30 and the tilt state of the vehicle 100. Specifically, as the inclination state of the vehicle 100, it is grasped whether the road on which the vehicle 100 is located is an uphill or a downhill having an inclination of a predetermined angle α or more with respect to a plane orthogonal to the direction of gravity. The The predetermined angle α is set in advance as a road inclination angle (an inclination angle with respect to a plane orthogonal to the direction of gravity) suitable for determining that the vehicle 100 is located on an uphill or a downhill. Then, by grasping whether the vehicle 100 is located on the uphill or the downhill, it is possible to estimate the moving direction when the vehicle 100 moves while the engine is stopped. Specifically, when the vehicle 100 is stopped on an uphill, it can be estimated that the moving direction of the vehicle 100 while the engine is stopped is backward, and the vehicle 100 stops on a downhill. When the engine is stopped, it can be estimated that the moving direction of the vehicle 100 is forward when the engine is stopped. The rotation direction of the wheel 34 changes according to the moving direction of the vehicle 100, and the rotation direction of the crankshaft 2 associated with the rotation of the wheel 34 is a shift of the transmission 30 in addition to the rotation direction of the wheel 34. It changes according to the position.

  Therefore, first, it is determined whether or not the vehicle 100 is stopping uphill (step S202). Specifically, based on the output signal of the acceleration sensor 58, it is determined whether or not the road on which the vehicle 100 is located is an uphill having an inclination of a predetermined angle α or more.

  If it is determined through this determination processing that the vehicle 100 is stopping uphill (step S202: YES), as described above, the moving direction of the vehicle 100 while the engine 1 is stopped is reverse. Can be estimated.

  Therefore, it is determined whether or not the shift position is a forward shift position (step S203). This determination process is determined based on the shift position grasped in step S200. If it is determined that the shift position is the forward shift position (step S203: YES), it is determined that the rotation direction of the crankshaft 2 is the reverse direction (step S204), and the shift position is not the forward shift position. That is, when it is determined that the vehicle is in the reverse position (step S203: NO), it is determined that the rotation direction of the crankshaft 2 is the positive direction (step S205).

  On the other hand, if it is determined in step S202 that the vehicle is not stopped uphill (step S202: NO), it is determined whether the vehicle 100 is stopped downhill (step S206). Specifically, similarly to the determination process in step S202, it is determined based on the output signal of the acceleration sensor 58 whether or not the road on which the vehicle 100 is located is a downhill having an inclination of a predetermined angle α or more. .

  If it is determined through this determination processing that the vehicle 100 is in a downhill stop (step S206: YES), as described above, the vehicle 100 is moving forward while the engine 1 is stopped. Can be estimated.

  Therefore, it is determined whether or not the shift position is a forward shift position (step S207). This determination process is determined based on the shift position grasped in step S200.

  If it is determined through this determination processing that the shift position is the forward shift position (step S207: YES), the rotation direction of the crankshaft 2 is determined to be the positive direction (step S208), and the shift position is the forward shift position. If it is determined that it is not, that is, the reverse position (step S207: NO), it is determined that the rotation direction of the crankshaft 2 is the reverse direction (step S209). In addition, the process in step S202 and step S206 is equivalent to the process as an inclination state grasping means. In addition, the rotation direction determination process executed in steps S201 to S209 of the “rotation direction determination process” corresponds to a process as a rotation direction determination unit.

  When the rotation direction of the crankshaft 2 accompanying the rotation of the wheel 34 is thus determined, it is next determined in step S106 in FIG. 4 whether or not a crank angle signal has been input (step S106). Specifically, the determination is made based on whether or not a crank angle signal is input from the crank angle sensor 50 during a predetermined period set in advance. If it is determined that the crank angle signal has been input (step S106: YES), the timing rotor 61 is rotated by the rotation of the crankshaft 2 accompanying the rotation of the wheel 34. It can be determined that the crank angle signal has been output.

  Therefore, in order to update the stop crank position according to the rotation direction of the crankshaft 2, it is determined whether or not the rotation direction of the crankshaft 2 is normal rotation (step S107). Specifically, it is determined based on whether or not it is determined to be normal rotation by the “rotation direction determination process” executed in step S105.

  If it is determined that the rotation direction is forward rotation through this determination process (step S107: YES), the stop crank position is updated to the forward rotation side (step S108). Specifically, the stop crank position is updated to the positive direction side by incrementing the crank counter ccrnk by “1” for each input of the crank angle signal.

  On the other hand, when it is determined that the rotation direction is not forward rotation, that is, reverse rotation (step S107: NO), the stop crank position is updated to the reverse rotation side (step S109). Specifically, the stop crank position is updated to the reverse rotation side by decrementing the crank counter ccrnk by “1” for each input of the crank angle signal. In addition, the process of step S106-step S109 is equivalent to the process as a stop crank position update means.

  As described above, when the stop crank position is updated in the direction corresponding to the rotation direction of the crankshaft 2, it is subsequently determined whether or not the automatic start condition is satisfied (step S110). Specifically, it is determined whether or not the automatic start condition is satisfied when the driver releases the brake pedal depression operation as the automatic start condition. The depression state of the brake pedal by the driver is grasped based on the output signal of the brake switch 55. When the crank signal is not input in step S106 (step S106: NO), that is, when the crank angle signal is not input from the crank angle sensor 50 for a predetermined period, the crankshaft 2 is turned on. It is determined that the engine has not been rotated, the stop crank position is not updated, and the routine proceeds directly to step S110 to determine whether or not the automatic start condition is satisfied.

  When a negative determination is made in step S201 of the “rotation direction determination process” in FIG. 5 (step S201: NO), it can be determined that the shift position of the transmission 30 is the neutral position. Further, when a negative determination is made in step S206 of the “rotation direction determination process” in FIG. 5 (step S206: NO), it is determined that the vehicle 100 is not located on either the uphill or the downhill. Can do. That is, when the road 100 on which the vehicle 100 is stopped has an inclination angle (an inclination angle with respect to a plane orthogonal to the direction of gravity) that is less than the predetermined angle α, the vehicle 100 is less likely to move while the engine 1 is stopped. Judgment can be made. Therefore, in these cases, without determining the rotation direction of the crankshaft 2 accompanying the rotation of the wheel 34, the process proceeds to step S110 in FIG. 4 to determine whether or not the automatic start condition is satisfied.

  If it is determined through the determination process that the automatic start condition is satisfied (step S110: YES), the early start control according to the stop crank position is started (step S111). This stop crank position is the stop crank position stored in the memory 41 when the automatic start condition is satisfied. Specifically, the stop crank position stored in step S104 or the crank angle signal is input. Based on this, it corresponds to the stop crank position updated in step S108 and step S109 and stored in the memory 41. As described above, as the early start control, fuel injection control for injecting fuel or ignition control for igniting is executed according to the stop crank position. For example, when the stop crank position is between 180 ° CA and 360 ° CA, it can be determined that cylinder # 1 is in the compression stroke at the start of automatic start, as shown in FIG. Then, by executing the early start control so that the ignition of the air-fuel mixture is appropriately executed in the cylinder # 1 that first reaches the compression stroke after the start of the start, or the cylinder # 3 that next reaches the compression stroke, the engine can be started early. Startup can be completed.

  If it is determined in the determination process in step S110 that the automatic start condition is not satisfied (step S110: NO), this series of processes is temporarily terminated, and the process from step S101 is executed again. Is done. In this case, since the automatic stop is still in progress, an affirmative determination is made in step S101 (step S101: YES), and the processes after step S105 are executed. Thus, until the determination result that the automatic start condition is satisfied (step S110: YES) is obtained, the processing after step S105 is repeatedly executed at predetermined intervals, and the determination result that the crank angle signal is input is obtained. If it is (step S106: YES), the stop crank position is repeatedly updated to the rotation side according to the rotation direction of the crankshaft 2 (step S108, step S109).

According to 1st Embodiment described above, there can exist the following effects.
(1) When the crankshaft 2 rotates with the rotation of the wheel 34 while the internal combustion engine 1 is stopped, a signal is output from the crank angle sensor 50 with the rotation of the crankshaft 2. It is possible to grasp that the crankshaft 2 has rotated based on the output signal. However, the rotation direction of the crankshaft cannot be grasped based only on the output signal of the crank angle sensor 50. In this regard, according to the present embodiment, in the “rotation direction determination process”, when the rotation direction of the crankshaft 2 accompanying the rotation of the wheel 34 while the engine 1 is stopped is determined and the crank angle signal is input, Since the crankshaft 2 is rotated while the engine 1 is stopped, the stop crank position is accurately updated according to the rotation direction because the crankshaft 2 is rotated while the engine 1 is stopped (step S108, step S109). be able to. That is, it is possible to accurately update the stop crank position after determining the rotation direction of the crankshaft 2 when the engine is stopped, and start control according to the updated stop crank position is executed. Therefore, the start control according to the stop crank position stored in advance can be appropriately executed.

  (2) Since the inclination state of the vehicle 100 is grasped based on the output signal of the acceleration sensor 58, it is not necessary to provide a dedicated sensor for detecting the rotation direction of the crankshaft 2 accompanying the rotation of the wheel 34.

  (3) The internal combustion engine 1 includes a starter motor 11 that generates torque, a pinion gear 12 that transmits torque of the starter motor, and an outer periphery of the flywheel 3 that always meshes with the pinion gear 12 and transmits torque to the crankshaft 2. The starter motor 11 and the crankshaft 2 are provided only when the pinion gear 12 is provided between the ring gear 13 and the starter motor 11 and the crankshaft 2 to transmit to the ring gear 13 in the forward rotation direction. Is provided with a one-way clutch 14 that transmits torque between the crankshaft 2 and the crankshaft 2 is prevented from rotating reversely when the engine 1 is stopped. Therefore, according to the present embodiment, the position of the crankshaft 2 when the engine 1 is stopped, that is, the stop crank position can be stored in the memory 41 more accurately, so that the start control according to the stop crank position is more appropriate. Will be able to run.

  (4) The internal combustion engine 1 automatically stops the engine 1 when a predetermined automatic stop condition is satisfied during operation of the engine 1, and the engine 1 when a predetermined automatic start condition is satisfied during the automatic stop of the engine 1. In order to execute the “automatic stop start process” for automatically starting the engine, it is more preferable to complete the engine start at an early stage by appropriately executing the early start control at the time of the automatic start. In this regard, according to the present embodiment, as the crankshaft 2 rotates during automatic stop, the stop crank position stored in the memory 41 can be accurately updated after grasping the rotation direction. Therefore, the early start control according to the stop crank position stored in advance can be appropriately executed at the time of automatic start, and the engine start can be completed early.

  (5) The constantly meshing starter 10 of the internal combustion engine 1 is always meshed without the pinion gear 12 being disengaged from the ring gear 13, so that it is compared with a conventional starter in which the pinion gear 12 and the ring gear 13 are meshed at the time of starting. When the internal combustion engine 1 is automatically started by the “automatic stop start process”, the automatic start of the engine 1 can be executed at an early stage.

  (6) Since the transmission 30 is a stepped manual transmission, the rotation of the crankshaft 2 is compared with an automatic transmission that is input to the transmission via a torque converter, while the engine 1 is stopped. When the wheel 34 rotates when the shift position of the transmission 30 is the forward shift position or the reverse drive position, the crankshaft 2 is easily rotated by the rotation of the wheel 34. In this regard, according to the present embodiment, when the crankshaft 2 rotates while the internal combustion engine 1 mounted on the vehicle 100 including such a transmission 30 is stopped, the stop crank position is set according to the rotation direction. It can be updated accurately.

(Second Embodiment)
Hereinafter, a second embodiment of a control device for an internal combustion engine according to the present invention will be described with reference to FIG. This embodiment differs from the first embodiment in the following points. That is, in the first embodiment, the inclination state of the vehicle 100 is grasped based on the output signal of the acceleration sensor 58. However, in this embodiment, the inclination state of the vehicle 100 is determined by using the navigation system 80. I know. Note that detailed description of the same processing as in the first embodiment is omitted.

  As shown by the one-dot chain line in FIG. 1, a navigation system 80 is mounted on the vehicle 100 in the present embodiment. As shown in FIG. 6, the navigation system 80 includes a navigation ECU 81 that summarizes various processes of the system 80, a GPS receiver 82 that receives a signal from a GPS satellite that detects the position of the vehicle 100, and the vehicle 100. A gyro sensor 83 that detects angular velocity, a road data storage device 84 that stores road inclination data, an input device 85 in which information on setting conditions such as a destination is input by a driver's operation, and a navigation The display device 86 is configured to display information such as the current position output from the ECU 81 and the route to the destination.

  The road data storage device 84 includes a hard disk, a CD-ROM, a DVD-ROM, and the like, and road map information such as a road network and intersections is stored in association with latitude and longitude. Further, the road data storage device 84 stores information on the inclination state of the road, that is, the inclination angle with respect to the plane orthogonal to the direction of gravity.

  The navigation ECU 81 includes a CPU that executes arithmetic processing, a ROM that stores a program for realizing processing related to travel route search and guidance processing to a destination, guidance for traffic jam avoidance information, and the like, and a RAM that temporarily stores processing data Etc. The navigation ECU 81 receives output signals from the GPS receiver 82, the gyro sensor 83, and other various sensors 90, and executes various processes based on these output signals. Further, the navigation ECU 81 executes processing as direction detection means, and the direction of the vehicle 100 is grasped based on the output signal of the gyro sensor 83. Examples of the various sensors 90 include a vehicle speed sensor 52 and an acceleration sensor 58.

  By the way, in the present embodiment, when the “rotation direction determination process” of FIG. 5 is executed, the navigation system 80 is used to determine the inclination of the vehicle 100 in steps S202 and S206 for determining the inclination state of the vehicle 100. The state is grasped. Specifically, the road data storage device 84 stores the position of the vehicle 100 corresponding to the signal received by the GPS receiver 82 and the orientation information of the vehicle 100 obtained from the output signal of the gyro sensor 83. The inclination state of the vehicle 100 is grasped by referring to the stored road inclination state data. That is, based on the position of the vehicle 100 and the direction of the vehicle 100, it is determined whether the vehicle 100 is located on an uphill or downhill road.

According to 2nd Embodiment demonstrated above, in addition to the effect shown to said (1) and (3)-(6), there can exist the effect shown below.
(7) The vehicle 100 includes a road data storage device 84 that stores road inclination data, a GPS receiver 82 that receives a signal from a GPS satellite that detects the position of the vehicle 100, and the direction of the vehicle 100. A navigation system 80 having a gyro sensor 83 for detection, and based on information on the position of the vehicle 100 corresponding to the signal received by the GPS receiver 82 and the orientation of the vehicle 100 grasped by the output signal of the gyro sensor 83, By referring to the data stored in the road data storage device 84, the inclination state of the vehicle 100 is grasped. Therefore, by using the road data storage device 84, the GPS receiving device 82, and the gyro sensor 83 provided in the navigation system 80, the inclination state of the vehicle 100 can be grasped.

(Other embodiments)
The control device for an internal combustion engine according to the present invention is not limited to the configuration exemplified in each of the above-described embodiments, and can be implemented as, for example, the following forms obtained by appropriately changing the embodiments.

  The “rotation direction determination process” of FIG. 5 executed in each of the above embodiments is an example of a process procedure for determining the rotation direction, and the vehicle tilt state, shift position determination order, etc. are changed as appropriate. can do.

  In the first embodiment, an example in which the inclination state of the vehicle 100 is grasped by using the navigation system 80 based on the output signal of the acceleration sensor 58 has been described. Other examples may be adopted as long as the state can be grasped. In other words, the inclination state of the vehicle may be grasped by providing another sensor that can detect the inclination state of the road. Further, when the reception state of the GPS receiver 82 deteriorates due to being located in the tunnel or the like, the inclination state of the vehicle may be grasped by a combination of the respective components, such as grasping based on the output signals of other sensors.

  In each of the above embodiments, the example in which the internal combustion engine 1 is an in-line four-cylinder engine is shown, but the number and arrangement of cylinders in the internal combustion engine are not limited to this example. Even in this case, the stroke of each cylinder in the combustion cycle can be grasped based on the output signals of the crank angle sensor 50 and the cam angle sensor 51, and the effects (1) to (7) described above can be achieved. it can.

  The internal combustion engine 1 may be a direct injection engine that injects and supplies fuel directly into the cylinder, or a port type engine that injects and supplies fuel to the intake passage. Depending on the type of engine, the execution mode of the start control corresponding to the stop crank position stored in advance may be changed as appropriate.

  In each of the above embodiments, an example in which the crank angle sensor is a known electromagnetic pickup type has been described. However, the sensor is not limited to this example as long as the sensor can output a signal as the crankshaft 2 rotates. For example, as another magnetic sensor, a sensor using a Hall element, a sensor using a magnetoresistive element (MRE) whose resistance value changes according to a change in magnetic vector, and the like can be used. Even in this case, the effects shown in the above (1) to (7) can be achieved. Note that a sensor using a magnetoresistive element (MRE) can detect the rotation of the crankshaft 2 with higher accuracy even when the crankshaft 2 is in a low rotation region, as compared with a sensor of an electromagnetic pickup type. There is an advantage that can be.

  Further, as the crank angle sensor, a photoelectric sensor that detects the rotation of the crankshaft 2 by rotating a disk in which a light emitting diode and a phototransistor face each other and cut a slit may be adopted.

  In each of the above embodiments, the transmission 30 is an example of a stepped manual transmission. However, the neutral position where the rotation of the crankshaft 2 is not transmitted to the wheel 34 side and the rotation of the crankshaft 2 is the wheel 34. Any other type of transmission may be adopted as long as the shift position can be switched between the forward shift position and the reverse shift position transmitted to the side. That is, if the transmission is such that the rotational force from the wheel side is transmitted to the crankshaft to some extent at the forward shift position or reverse position where the rotation of the crankshaft is transmitted to the wheel side, the gear ratio is automatically changed. A stepped automatic transmission (AT) or a continuously variable transmission (CVT) may be employed. Even in this case, the effects (1) to (5) and (7) can be obtained.

  In each of the above-described embodiments, the aspect in which the constant mesh start device 10 is provided as the start device of the internal combustion engine 1 is shown. However, the start device is not limited to this example, and the pinion gear and the ring gear mesh with each other at the start. A starting device that generates torque may be employed. Even in this case, the effects other than the above (3) and (5) can be obtained.

  The execution mode of the “automatic stop start process” described above is an example, and the automatic stop condition, the automatic start condition, the execution method of the automatic stop and the automatic start, and the like can be changed as appropriate. For example, it is possible to adopt a mode in which the automatic start condition is that the clutch pedal is depressed by the driver. Note that the depression state of the clutch pedal by the driver can be grasped based on the output signal of the clutch switch 54.

  In the “crank position grasping process” in each of the above embodiments, the position (crank angle) of the crankshaft 2 is grasped based on the output signal of the crank angle sensor 50 and the output signal of the cam angle sensor 51 is taken into consideration. Although an example of grasping the crank position including the stroke of each cylinder by grasping each stroke for each cylinder (# 1 to # 4) has been shown, it does not depend on the output signal of the cam angle sensor 51. When each process for each cylinder can be grasped, the cam angle sensor 51 does not have to be used for grasping each process for each cylinder.

  In each of the above embodiments, when it is determined that the shift position is the neutral position (step S201: NO), an example is shown in which the start control according to the stored stop crank position at the time of engine stop is executed. However, the present invention is not limited to this example, and start control according to the stop crank position estimated by other routine processing may be executed.

  In each of the above-described embodiments, an example in which the “automatic stop start process” is executed in the internal combustion engine 1 is shown. However, the present invention can be applied even to an internal combustion engine that does not execute such an “automatic stop start process”. is there. That is, even after the internal combustion engine is stopped (after the ignition switch is turned off), the stop crank position is updated when the crank angle signal is input along with the rotation of the crankshaft while the engine is stopped, and the internal combustion engine accompanying the ignition switch ON operation is updated. By performing the early start control according to the stop crank position stored in advance at the initial start of the engine, the effect (1) can be obtained. It should be noted that the crank angle sensor output signal is monitored and the stop crank position is executed until the predetermined period elapses after the internal combustion engine is stopped (after the ignition switch is turned off), and the predetermined period elapses. When the ignition switch is turned on again by the driver before starting, the early start control according to the previously stored stop crank position is executed, while the ignition switch is turned on by the driver after a predetermined period of time has elapsed. When the operation is performed, normal fuel injection control and ignition control may be executed. The normal fuel injection control and ignition timing control are based on the determined positions by determining the position of the crankshaft 2 based on the output signals of the crank angle sensor 50 and the cam angle sensor 51 when starting the internal combustion engine 1. Each control is executed.

1 is a schematic configuration diagram of a vehicle in a first embodiment that embodies a control device for an internal combustion engine according to the present invention. (A) is a figure which shows the timing rotor and crank angle sensor provided in the crankshaft, (b) is a figure which shows the timing rotor and cam angle sensor provided in the camshaft. The timing chart which shows the signal form of a crank angle signal and a cam angle signal, and the process for every cylinder. The flowchart which shows the process sequence about the control concerning the embodiment. The flowchart which shows the process sequence about the "rotation direction determination process" in the embodiment. The schematic block diagram of the navigation system provided in 2nd Embodiment which actualized the control apparatus of the internal combustion engine concerning this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 100 ... Vehicle, 1 ... Internal combustion engine, 2 ... Crankshaft, 3 ... Flywheel, 10 ... Constant mesh starter, 11 ... Starter motor, 12 ... Pinion gear, 13 ... Ring gear, 14 ... One-way clutch, 20 ... Clutch, 30 ... Transmission, 31 ... Propeller shaft, 32 ... Differential gear, 33 ... Drive shaft, 34 ... Wheel, 35 ... Shift lever, 40 ... Electronic control device, 41 ... Memory, 50 ... Crank angle sensor, 51 ... Cam angle sensor, 52 ... Vehicle speed sensor, 53 ... Shift position sensor, 54 ... Clutch switch, 55 ... Brake switch, 56 ... Accelerator pedal position sensor, 57 ... Ignition switch, 58 ... Acceleration sensor (acceleration detection means), 61 ... Timing rotor, 62 ... Teeth, 63 ... missing teeth, 71 ... timing rotor, 72 ... , 80 ... Navigation system, 81 ... Navigation ECU, 82 ... GPS receiver (GPS receiver), 83 ... Gyro sensor, 84 ... Road data storage device (road data storage means), 85 ... Input device, 86 ... Display device, 90: Various sensors.

Claims (9)

Crank position grasping means for grasping a crank position of the engine based on a signal of a crank angle sensor output with rotation of the crankshaft of the internal combustion engine, and a stop for storing the crank position at the time of stopping the engine as a stop crank position A control apparatus for an internal combustion engine, comprising: crank position storage means; and executing start control according to the stop crank position stored in the stop crank position storage means when the engine is started.
An inclination state grasping means for grasping an inclination state of a vehicle on which the engine is mounted;
Regarding the shift position of the transmission provided in the vehicle while the engine is stopped, the neutral position where the rotation of the crankshaft is not transmitted to the wheel side of the vehicle, and the rotation of the crankshaft is shifted to the wheel side. Shift position grasping means for grasping which is a forward shift position to be transmitted and a reverse position in which the rotation of the crankshaft is reversely rotated and transmitted to the wheel side;
On the condition that the shift position grasped by the shift position grasping means is a forward shift position or a reverse drive position, based on the grasped shift position and the inclination state grasped by the inclination state grasping means, A rotation direction determination means for determining a rotation direction of the crankshaft accompanying rotation of the wheel while the engine is stopped;
When the output signal of the crank angle sensor is detected while the engine is stopped, the stop crank position stored in the stop crank position storage means is determined according to the rotation direction determined by the rotation direction determination means. A control device for an internal combustion engine, comprising: a stop crank position update means for updating. The control apparatus for an internal combustion engine according to claim 1,
The inclination state grasping means grasps, as the inclination state, whether the vehicle is in an uphill or downhill state,
The rotational direction determining means is grasped by the inclination state grasping means that the vehicle is in an uphill state, and the shift position grasped by the shift position grasping means is a forward shift position, and Rotation of the crankshaft accompanying the rotation of the wheel when it is grasped that the vehicle is in a downhill state by the inclination state grasping means and the shift position grasped by the shift position grasping means is a reverse position A control device for an internal combustion engine, characterized in that the direction is determined as a reverse direction. The control apparatus for an internal combustion engine according to claim 1 or 2,
The inclination state grasping means grasps, as the inclination state, whether the vehicle is in an uphill or downhill state,
The rotation direction determination means is configured to recognize that the vehicle is in an uphill state by the inclination state grasping means and when the shift position grasped by the shift position grasping means is a reverse position. A control device for an internal combustion engine, wherein the rotation direction of the crankshaft accompanying rotation is determined as a positive direction. The control apparatus for an internal combustion engine according to any one of claims 1 to 3,
The vehicle includes acceleration detection means for detecting acceleration of the vehicle,
The control apparatus for an internal combustion engine, wherein the lean state grasping means grasps the lean state of the vehicle based on the acceleration detected by the acceleration detecting means. The control apparatus for an internal combustion engine according to any one of claims 1 to 3,
The vehicle has road data storage means storing road inclination data, GPS receiving means for receiving a signal from a GPS satellite for detecting the position of the vehicle, and direction detection means for detecting the direction of the vehicle. And a navigation system having
The inclination state grasping means is stored in the road data storage means based on the vehicle position corresponding to the signal received by the GPS receiving means and the vehicle orientation information grasped by the direction detecting means. A control apparatus for an internal combustion engine, wherein the inclination state of the vehicle is grasped by referring to the data. The control apparatus for an internal combustion engine according to any one of claims 1 to 5,
The control device for an internal combustion engine, wherein the transmission is a stepped manual transmission. The control apparatus for an internal combustion engine according to any one of claims 1 to 6,
The engine includes a starter motor that generates torque, a drive gear that transmits torque of the starter motor, a driven gear that always meshes with the drive gear and transmits the torque to the crankshaft, the starter motor, A one-way clutch that is provided between the crankshaft and transmits torque between the starter motor and the crankshaft only when the drive gear is about to rotate relative to the driven gear in the forward rotation direction; A control apparatus for an internal combustion engine, comprising: The control apparatus for an internal combustion engine according to any one of claims 1 to 7,
Automatic stop start means for automatically stopping the engine when a predetermined automatic stop condition is satisfied during operation of the engine and automatically starting the engine when a predetermined automatic start condition is satisfied during automatic stop of the engine Further comprising
In the automatic start, the start control according to the stop crank position stored in the stop crank position storage means is executed. The control device for an internal combustion engine according to any one of claims 1 to 8,
The start control according to the stop crank position is a fuel injection control for injecting fuel according to a stop crank position stored in a stop crank position storage means, and an ignition control for igniting. apparatus.

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