JP4858234B2 - Internal combustion engine stop / start control device - Google Patents

Description

  The present invention relates to a stop / start control device for an internal combustion engine that is applied to a spark ignition internal combustion engine and automatically stops and restarts the internal combustion engine.

  In an internal combustion engine mounted as a driving power source for a vehicle, in order to reduce fuel consumption and exhaust gas when idling, the internal combustion engine is stopped when a stop condition such as a vehicle stop is satisfied, and the stop state A stop / start control device that restarts the internal combustion engine when the restart condition is satisfied is widely known. For example, as a control device of this type, when there is a restart request during the automatic stop operation period, fuel is injected into an expansion stroke cylinder for ignition combustion, and further fuel is injected into a compression stroke cylinder for ignition combustion. There is one in which restart is performed (Patent Document 1). In addition, there is a technique in which fuel is sealed in a cylinder in the process of stopping the internal combustion engine, and restarting is performed by igniting and burning the fuel after the completion of the stop (Patent Document 2).

JP 2005-155362 A JP 2005-30237 A

  Since the apparatus of Patent Document 1 injects combustion to a predetermined cylinder after determining that the restart condition is satisfied in the process until the stop of the internal combustion engine is completed, if the determination timing is late, the engine rotation of the internal combustion engine The chance of injecting fuel may be missed due to the drop in number. In such a case, drivability may be impaired because it is necessary to restart the internal combustion engine after it has been stopped. Moreover, the apparatus of patent document 2 does not restart in the stop process before the stop of an internal combustion engine is completed.

  Therefore, an object of the present invention is to provide a stop / start control device for an internal combustion engine that can increase the possibility of a successful restart when a restart condition is satisfied during the stop process of the internal combustion engine.

The stop / start control device of the present invention is applied to a spark ignition type internal combustion engine, and stops the internal combustion engine when a predetermined stop condition is satisfied and restarts the internal combustion engine when a predetermined restart condition is satisfied. An internal combustion engine stop / start control device, wherein stop control means for continuing fuel supply to the internal combustion engine while stopping spark ignition to the internal combustion engine immediately after the stop condition is satisfied, and establishment of the stop condition When the restart condition is satisfied before the completion of the stop of the internal combustion engine, the spark ignition to the internal combustion engine is performed so that the fuel continuously supplied with the spark ignition stopped after the stop condition is satisfied is burned. Restart control means for restarting the engine, wherein the internal combustion engine is configured as a four-stroke one-cycle engine having a plurality of cylinders, and when the internal combustion engine is restarted after completion of stoppage Spark ignition is started from a cylinder stopped in a predetermined stroke, and the stop control means specifies a cylinder to be stopped in the predetermined stroke from among the plurality of cylinders, and the stop condition is satisfied. Then, the fuel supply is continued until the specified cylinder, and the subsequent fuel supply is stopped until the stop of the internal combustion engine is completed (claim 1).

According to this control device, regardless of whether or not the restart condition is satisfied, the fuel is supplied in a state where the spark ignition is stopped after the stop condition is satisfied. Therefore, when the restart condition is satisfied in the stop process after the stop condition is established and before the stop is completed, the ignition can be performed quickly by restarting spark ignition without supplying fuel after the restart condition is satisfied. Since this control device is less likely to miss the restart opportunity than when the fuel is supplied after the restart condition is satisfied and then ignition combustion is performed, the restart when the restart condition is satisfied during the stop process of the internal combustion engine Can increase the chances of success.

In the case of an internal combustion engine that starts spark ignition from a cylinder that has been stopped in a predetermined stroke (for example, a compression stroke or an expansion stroke) during a restart after the completion of the stop, the engine is stopped when the stop is completed without satisfying the restart condition in the stop process. If the fuel supply is continued until completion, the fuel supply to the other cylinders after the fuel supply to the cylinders stopped in a predetermined stroke is wasted. According to this control device, a cylinder to be stopped in a predetermined stroke is specified, fuel supply is continued up to that cylinder, and subsequent fuel supply is stopped until the stop is completed. For this reason, waste of fuel supply can be eliminated, and deterioration of fuel consumption can be prevented.

In one aspect of the stop / start control apparatus of the present invention, the internal combustion engine is provided with a throttle valve capable of adjusting the amount of air supplied to the internal combustion engine by changing the opening, and after the stop condition is satisfied. When the restart condition is satisfied before the stop is completed, the throttle valve that controls the opening of the throttle valve to the open side so that the supply air amount increases after the stop condition is satisfied than before the restart condition is satisfied. Valve control means may further be provided (claim 2). According to this aspect, since the supply air amount increases after the restart condition is satisfied than before the restart condition is satisfied, it is possible to solve the shortage of the air amount when attempting the restart. For this reason, the ignition combustion after resuming the spark ignition becomes good, and the possibility of a successful restart is further improved. In this aspect, when the stop condition is satisfied, the throttle valve control means may control the opening of the throttle valve to the closed side so that the amount of supplied air is smaller than that before the stop condition is satisfied ( Claim 3). In this case, since the amount of supplied air is reduced as compared with that before the stop condition is satisfied, the torque fluctuation is suppressed by the reaction force of the air, so that vibration in the stop process can be reduced. Even if the restart condition is not satisfied during the stop process, the process up to the completion of the stop proceeds promptly, so that the fuel supplied after the stop condition is satisfied can be prevented from being discharged outside the engine.

In one aspect of the stop / start control apparatus of the present invention, the internal combustion engine is provided with a starter using an electric motor as a drive source, and the restart control means stops the internal combustion engine after the stop condition is satisfied. If the engine speed of the internal combustion engine when the restart condition is satisfied before completion is less than a predetermined value, spark ignition to the internal combustion engine may be resumed while operating the starter. ). In the stop process, the lower the engine speed, the less the torque due to ignition and combustion, and the more difficult it is to restart. According to this aspect, when the engine speed is equal to or lower than the predetermined value, the restart can be attempted with sufficient torque with the help of the starter, so that the restart can be surely succeeded.

One aspect odor stop and start control system of the present invention Te, before Symbol restart control means, when said restart condition before complete stop of satisfied after the internal combustion engine of the stop condition is satisfied, the establishment of the restart condition It may be allowed to resume spark ignition from the cylinder in the compression stroke at the time of (claim 5). According to this aspect, since the spark ignition starts from the cylinder in the compression cylinder after the restart condition is satisfied, a quick restart can be realized.

As described above, according to the present invention, the spark ignition can be restarted and restarted quickly without supplying the fuel after the restart condition is established during the stop process. Since the possibility of missing the restart is lower than in the case of ignition combustion, it is possible to increase the possibility of a successful restart when the restart condition is satisfied during the stop process of the internal combustion engine. Further, by identifying a cylinder that stops in a predetermined stroke, fuel supply is continued up to that cylinder, and subsequent fuel supply is stopped until the completion of the stop, so that waste of fuel supply can be eliminated, so that deterioration of fuel consumption can be prevented. .

  FIG. 1 shows an internal combustion engine to which a stop / start control apparatus according to an embodiment of the present invention is applied. The internal combustion engine 1 is mounted on a vehicle (not shown) as a driving power source. In FIG. 1, the internal combustion engine 1 is configured as a four-stroke one-cycle engine and includes four cylinders 2 arranged in one direction. Although only a single cylinder 2 is shown in FIG. 1, the configuration relating to the other cylinders 2 is the same. In order to distinguish these cylinders 2 from each other, cylinder numbers # 1 to # 4 may be given from one end to the other end in the arrangement direction of the cylinders 2 in the following description or drawings.

  The phases of the pistons 3 in each cylinder 2 are shifted from each other according to the number and layout of the cylinders 2. Since the internal combustion engine 1 is an in-line four-cylinder type, the phase of the piston 3 is shifted by 180 ° CA as a crank angle. As a result, the piston 3 of any one of the four cylinders 2 is always in the intake stroke, and the piston 3 of any one of the other cylinders 2 is always in the expansion stroke. Further, the internal combustion engine 1 injects fuel from the fuel injection valve 4 into the intake port 5 to introduce an air-fuel mixture into each cylinder 2 and ignites the air-fuel mixture by the spark of the spark plug 6. It is configured as a type internal combustion engine. The firing order of each cylinder 2 is set in the order of # 1, # 3, # 4, and # 2. The fuel injected from the fuel injection valve 4 is gasoline as an example. Further, the internal combustion engine 1 includes an intake valve 10 and an exhaust valve 11 that open and close between the combustion chamber 7 and the intake passage 8 and the exhaust passage 9, respectively, a throttle valve 12 that adjusts the amount of air from the intake passage 8, and a piston. A connecting rod 13 that transmits the reciprocating motion 3 to the crankshaft 14 as a rotational motion is provided. These configurations may be the same as those of a known internal combustion engine.

  The internal combustion engine 1 is provided with a starter 15 as a starting device for starting it. The starter 15 is a known device that uses the electric motor 16 as a drive source and transmits the rotation of the electric motor 16 to the ring gear 18 that rotates integrally with the crankshaft 14 via the reduction gear mechanism 17. The reduction gear mechanism 17 incorporates a one-way clutch that allows rotation transmission from the electric motor 16 to the crankshaft 14 and prevents rotation transmission from the crankshaft 14 to the electric motor 16.

  The operating state of the internal combustion engine 1 is controlled by an engine control unit (ECU) 20. The ECU 20 is configured as a computer including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and performs various processes necessary for controlling the operating state of the internal combustion engine 1 according to a program recorded in the ROM. Execute. As an example, the ECU 20 detects the intake air amount and the air-fuel ratio from the output signals of various sensors, and controls the fuel injection amount of the fuel injection valve 4 so as to obtain a predetermined air-fuel ratio. Further, the ECU 20 controls the execution of spark ignition by operating the ignition circuit 19 that drives the spark plug 6. As sensors referred to by the ECU 20, a crank angle sensor 21 that outputs a signal corresponding to the rotational position (crank angle) of the crankshaft 14, an accelerator opening sensor 22 that detects the opening of an accelerator pedal, and the internal combustion engine 1 are mounted. A vehicle speed sensor 23 that detects the vehicle speed of the vehicle, a shift position sensor 24 that detects a gear position (shift position) of a mission provided in the vehicle, and the like are provided. In addition, a brake pedal sensor for detecting the operation of the brake pedal is provided, but the illustration is omitted. Further, the ECU 20 can control the opening degree by operating the throttle valve 12.

  The ECU 20 performs so-called idle stop control in which the internal combustion engine 1 is stopped when a predetermined stop condition such as a vehicle stop is satisfied, and the internal combustion engine 1 is restarted from the stopped state when a predetermined restart condition is satisfied. Run for 1. The stop condition and the restart condition may be set in the same manner as a known technique related to idle stop control. For example, when the vehicle stops and the engine speed (rotational speed) becomes the idle speed, it is determined that the stop condition is satisfied, and a stop command is output to the internal combustion engine 1. In this case, whether or not the stop condition is satisfied is determined based on signals from the crank angle sensor 21 and the vehicle speed sensor 23. Further, when the vehicle is stopped and the mission shift position is in the drive range, the restart condition is determined when the accelerator pedal is depressed or the brake pedal is released, and a restart command is output to the internal combustion engine 1. To do. In this case, whether or not the restart condition is satisfied is determined based on output signals of the accelerator opening sensor 22 and the shift position sensor 24 or a brake pedal sensor (not shown). Various factors such as the engine temperature and the battery state may be considered in determining whether the stop condition or the restart condition is satisfied. However, since these are known techniques, detailed description thereof is omitted.

  The present embodiment is characterized in the control when the restart condition is satisfied before the stop of the internal combustion engine 1 is completed after the stop condition is satisfied in the idle stop control. First, an example of control according to this embodiment will be described with reference to FIGS. 2 and 3. These drawings show the time variation of the crank angle of the internal combustion engine 1, the engine speed NE, the opening degree of the throttle valve 12, and the operating state of the starter 15, and the strokes of the cylinders # 1 to # 4 corresponding to these changes. And the fuel supply (fuel injection) and spark ignition execution timing for each cylinder 2 are shown.

  FIG. 2 is a timing chart showing an example of a control result according to this embodiment. As shown in the figure, when the stop condition is satisfied and a stop command is output, the spark ignition is stopped immediately after the command in a state where fuel injection is continued. In parallel with this, the opening degree of the throttle valve 12 is closed, and in this case, the throttle valve 12 is controlled to be substantially fully closed. Although the fuel supply is continued, the spark ignition is stopped, so that the combustion in the cylinder 2 is not performed, and the engine speed NE is gradually lowered to the completion of the stop. During this time, the throttle valve 12 is controlled to be substantially fully closed, so that fluctuations in the engine speed NE are suppressed. If there is no restart command in the stop process until the stop is completed, as shown by a one-dot chain line, the spark ignition is stopped and the fuel injection is continued until the cylinder 2 where it stops in the compression stroke (in this example, up to the # 2 cylinder). Then stop. The reason why fuel injection is continued up to the cylinder that stops in the compression stroke is to avoid unnecessary fuel injection because spark ignition is started from the compression cylinder by restart after completion of the stop.

  On the other hand, when a restart command is output in the stop process, the opening degree of the throttle valve 12 is immediately controlled to be opened more than before the command is output, and the supply air amount is increased. The spark ignition is restarted from the cylinder 2 (# 1 cylinder in this example). Since fuel injection is performed after the stop command, the air-fuel mixture in the cylinder 2 containing the fuel is combusted by resuming spark ignition, and as a result, the engine speed NE rises and restart is successful as indicated by the solid line. . In the example of FIG. 2, the engine speed NE at the time of the restart command exceeds the threshold NEst that makes it difficult to restart only by spark ignition, and the torque necessary for restart can be secured only by spark ignition. The starter 15 is not activated.

  FIG. 3 is a timing chart showing another example of the control result according to this embodiment. This example shows a case where the timing of the restart command is later than that in FIG. When there is no restart command in the stop process, it is the same as FIG. The state before the restart command is the same as in FIG. In the example of FIG. 3, since the engine speed NE at the time of the restart command is equal to or less than the threshold value NEst, the starter 15 is operated immediately after the restart command. At the same time, the opening degree of the throttle valve 12 is also controlled to the opening side, and the supply air amount is increased. Thereafter, spark ignition is restarted from cylinder 2 (# 4 cylinder in this example) in the compression stroke at the time of the stop command. In this case, the torque required for restart can be secured with the help of the starter 15, so that the engine speed NE rises as shown by the solid line and the restart is successful.

  Next, a specific processing procedure for realizing the above control will be described with reference to a flowchart. 4 to 6 are flowcharts showing an example of a control routine executed by the ECU 20, and these routines are executed in parallel with each other. A program for each control routine is held in the ECU 20, read out in a timely manner, and repeatedly executed at every predetermined crank angle. FIG. 4 shows an example of a control routine for ignition control and air amount control related to idling stop control. First, in step S1, the ECU 20 determines whether or not a stop condition is satisfied, that is, whether or not a stop command is output. This determination can be performed, for example, by assigning a flag for managing the presence or absence of a stop command to the RAM of the ECU 20 and referring to the state of the flag. If the stop condition is not satisfied, the subsequent processing is skipped and the current routine is terminated. When the stop condition is satisfied, the process proceeds to step S2, and the throttle valve opening TA is controlled to the closed side. Here, the opening degree θ0 on the closing side is set to an opening degree θ0 that becomes an air amount that is less than the air amount at the time of idling, and is set to, for example, a substantially fully closed state (TA ← θ0). That is, if the opening at idling is θidl, θ0 ≦ θidl.

  Next, in step S3, the spark ignition for the cylinder 2 whose ignition timing comes immediately after this processing time point is stopped (cut). Next, in step S4, it is determined whether or not a restart condition is satisfied, that is, whether or not a restart command is output. This determination is performed by assigning, for example, a flag for managing the presence / absence of the restart command to the RAM of the ECU 20 and referring to the state of the flag as in the case of step S1. If the restart condition is not satisfied, the subsequent processing is skipped and the current routine is terminated. If the restart condition is satisfied, the process proceeds to step S5, and the opening degree TA of the throttle valve 12 is controlled to open. The opening degree θop on the opening side here is appropriately set as an opening degree at which an air amount equal to or larger than the air amount in the idling state is obtained. That is, θop ≧ θidl.

  Next, in step S6, it is determined whether or not the engine speed NE exceeds a threshold value NEst. The engine speed NE is calculated based on the output of the crank angle sensor 21. As described above, the threshold value NEst means the limit of the rotational speed at which it is difficult to restart only by spark ignition, in other words, means the upper limit of the rotational speed at which the starter 15 needs assistance, and is determined experimentally in advance. I can keep it. The threshold value NEst may be set to a constant value (for example, 400 rpm), or may be a variable that changes the value depending on the situation. If the engine speed NE is less than or equal to the threshold value NEst, the starter 15 needs to be assisted. Therefore, the process proceeds to step S7 to start the starter 15. On the other hand, if the engine speed NE exceeds the threshold value NEst, the starter 15 does not need assistance, so the process proceeds to step S8 to identify the cylinder 2 that is currently in the compression stroke, and in the subsequent step S9, the identified compression is performed. Spark ignition is performed on the cylinder 2 in the stroke. Then, the current routine is terminated.

  FIG. 5 shows an example of a control routine for fuel injection control related to idling stop control. First, in step S11, the ECU 20 determines whether a stop condition is satisfied. If the stop condition is satisfied, the process proceeds to step S12. If not, the subsequent process is skipped and the current routine is terminated. In step S12, it is determined whether or not the fuel injection for the cylinder in which the piston 3 stops in the compression stroke (compression stroke stop cylinder) is completed. This determination is made based on the state of the final injection flag Fco provided for managing the end of the fuel injection (final injection). The flag Fco is set to ON when the final injection is completed, and is set to OFF in other cases. When the final injection is completed, that is, when the flag Fco is ON, the process proceeds to step S13, the subsequent fuel injection is stopped (cut), and the current routine is terminated. On the other hand, if the final injection has not been completed, the process proceeds to step S14, and it is determined whether or not the cylinder that reaches the fuel injection timing is a cylinder that has stopped the compression stroke. This determination is made based on the state of the stopped cylinder determination flag Cco that is turned ON / OFF in the control routine shown in FIG.

  FIG. 6 shows an example of a control routine of the compression stroke stop cylinder determination control. First, in step S21, it is determined whether the engine speed NE is equal to or smaller than a predetermined value NEco. FIG. 7 is an explanatory diagram for explaining the predetermined value NEco used for determining the compression stroke stopped cylinder. As shown in this figure, the specific value of the predetermined value NEco is set based on the experimental fact that when the engine speed NE is the predetermined value NEco, the cylinder in the exhaust stroke reaches the stop completion in the compression stroke thereafter. Is done. That is, the cylinder in the exhaust stroke when the engine speed is the predetermined value NEco corresponds to the compression stroke stop cylinder. Therefore, if it is determined in step S21 that the engine speed NE is equal to or less than the predetermined value NEco, the process proceeds to step S22, the cylinder in the exhaust stroke is specified as the compression stroke stop cylinder, and the stop cylinder determination flag Cco is set to ON ( Cco ← ON). Thereafter, the current routine is terminated. As is well known, the stroke (stroke) of each cylinder 2 is specified from the output of the crank angle sensor 21. On the other hand, if the engine speed NE exceeds the predetermined value, it is not time to determine the compression stroke stop cylinder, so the process proceeds to step S23, where the stop cylinder determination flag Cco is set to OFF (Cco ← OFF). End this routine.

  Returning to FIG. 5, if the stop cylinder discrimination flag Cco is ON in step S14, the process proceeds to step S15, the final injection flag Fco is set to ON (Fco ← ON), and then fuel injection to the compression stroke cylinder is performed in step S16. To finish the current routine. On the other hand, if the stopped cylinder discrimination flag Cco is not ON, the process proceeds to step S17, the final injection flag Fco is set to OFF (Fco ← OFF), and then fuel injection is executed in step S16, and the current routine is terminated. To do.

  The results shown in FIGS. 2 and 3 can be obtained by executing the control routines shown in FIGS. That is, regardless of whether or not the restart condition is satisfied, fuel is supplied in a state in which spark ignition is stopped after the stop condition is satisfied, so when the restart condition is satisfied in the stop process after the stop condition is established and before the stop is completed, By restarting spark ignition without supplying fuel after the start condition is established, ignition and combustion can be performed quickly and restarted. Since the control of this embodiment is less likely to miss the restart opportunity than the case where ignition is performed after fuel is supplied after the restart condition is satisfied, the restart condition is satisfied when the internal combustion engine 1 is stopped. The possibility of a successful restart can be increased.

  In the above embodiment, the ECU 20 executes the control routines of FIGS. 4 to 6, thereby executing the restart control according to the present invention by executing steps S <b> 4 to S <b> 9 of FIG. 4 as the stop control means according to the present invention. As a means, by performing step S2 and step S5 of FIG. 4, each functions as a throttle valve control means according to the present invention.

  However, the present invention is not limited to the above form, and can be implemented in various forms within the scope of the gist of the present invention. The internal combustion engine to which the stop / start control device of the present invention is applied is not limited to a port injection type internal combustion engine, but can also be applied to a so-called direct injection type internal combustion engine that directly injects fuel into a cylinder. When applied to a direct injection type internal combustion engine, there are fewer restrictions than the port injection type internal combustion engine as to when the fuel can be supplied after the stop condition is satisfied, and there is an advantage that the degree of freedom of the fuel supply timing is increased.

  In addition, the continuation of fuel supply after the stop condition is satisfied is limited to the compression stroke stop cylinder. For example, when the internal combustion engine to which the present invention is applied is configured to start spark ignition from the expansion stroke in the restart after the completion of the stop, the expansion stroke in which the fuel supply is stopped in the expansion stroke when the stop is completed. You may continue to a stop cylinder. The determination of the expansion stroke stop cylinder can be performed by the same method as that shown in FIG.

  Further, the means for decreasing or increasing the supply air amount in the stop process of the internal combustion engine is not limited to the form for controlling the opening degree of the throttle valve. For example, the supply air amount can be reduced or increased by controlling the opening and closing timing of the intake valve provided for each cylinder. That is, the supply air amount may be decreased by delaying the closing timing of the intake valve, or may be increased by advancing the closing timing of the intake valve. Further, the supply air amount can be decreased or increased by using the throttle valve opening control and the intake valve opening / closing timing control together.

The figure which showed the internal combustion engine to which the stop start control apparatus which concerns on one form of this invention was applied. 4 is a timing chart illustrating an example of a control result according to one embodiment of the present invention. 7 is a timing chart showing another example of the control result according to one embodiment of the present invention. The flowchart which showed an example of the control routine of the ignition control which concerns on idling stop control, and air quantity control. The flowchart which showed an example of the control routine of the fuel-injection control which concerns on idling stop control. The flowchart which showed an example of the control routine of compression stroke stop cylinder determination control. Explanatory drawing explaining predetermined value NEco used for discrimination | determination of a compression stroke stop cylinder.

Explanation of symbols

1 Internal combustion engine 2 Cylinder 12 Throttle valve 15 Starter (starter)
16 Electric motor 20 ECU (stop control means, restart control means, throttle valve control means)

Claims (5)

An internal combustion engine stop / start control device that is applied to a spark ignition type internal combustion engine and stops the internal combustion engine when a predetermined stop condition is satisfied and restarts the internal combustion engine when a predetermined restart condition is satisfied. There,
Stop control means for continuing fuel supply to the internal combustion engine while stopping spark ignition to the internal combustion engine immediately after the stop condition is satisfied, and restarting the engine after the stop condition is satisfied and before the stop of the internal combustion engine is completed A restart control means for restarting the spark ignition to the internal combustion engine so that the fuel continuously supplied in a state where the spark ignition is stopped after the stop condition is satisfied when the condition is satisfied;
The internal combustion engine is configured as a four-stroke one-cycle engine having a plurality of cylinders, and is configured to start spark ignition from a cylinder that has stopped in a predetermined stroke when restarting after completion of the stop of the internal combustion engine. And
The stop control means specifies a cylinder to be stopped in the predetermined stroke from among the plurality of cylinders, and continues to supply fuel to the specified cylinder after the stop condition is satisfied, so that the subsequent fuel supply Is stopped until the stop of the internal combustion engine is completed. The internal combustion engine is provided with a throttle valve capable of adjusting the amount of air supplied to the internal combustion engine by changing the opening degree;
When the restart condition is satisfied after the stop condition is satisfied but before the stop of the internal combustion engine is completed, the throttle valve is set so that the supply air amount is increased after the stop condition is satisfied than before the restart condition is satisfied. 2. The stop / start control device for an internal combustion engine according to claim 1, further comprising throttle valve control means for controlling the opening of the engine to an open side.   The throttle valve control means controls the opening degree of the throttle valve to the closed side so that, when the stop condition is satisfied, the amount of supplied air is smaller than before the satisfaction. The internal combustion engine stop / start control device according to claim. The internal combustion engine is provided with a starting device using an electric motor as a drive source,
The restart control means activates the starter when the engine speed of the internal combustion engine is less than a predetermined value when the restart condition is satisfied after the stop condition is satisfied and before the stop of the internal combustion engine is completed. The ignition / stop control device for an internal combustion engine according to any one of claims 1 to 3, wherein spark ignition to the internal combustion engine is resumed. Before SL restart control means, when said restart condition before complete stop of satisfied after the internal combustion engine of the stop condition is satisfied, restarting the spark ignition from the cylinder in the compression stroke at the time of establishment of the restart condition The stop / start control device for an internal combustion engine according to any one of claims 1 to 3, wherein:

Images