Method and apparatus for controlling the starting of an internal combustion engine

Abstract

In an internal combustion engine equipped with an electrically heated catalyst, the exhaust flow rate immediately after starting is set to an appropriate level to ensure reliable exhaust purification while avoiding excessive power limitation. [Solution] The upstream catalytic converter of the internal combustion engine includes an EHC and a three-way catalyst. After the internal combustion engine has started up (S1), the catalytic activity capacity of the EHC and the catalytic activity capacity of the three-way catalyst are estimated based on their respective temperatures (S2, S3), and the total catalytic activity capacity is calculated as the sum of the two (S4). Based on the total catalytic activity capacity, the target exhaust gas flow rate that can be purified is determined (S5). The operating point of the internal combustion engine for power generation is restricted to the target exhaust gas flow rate (S6).

Description

Technical Field

[0001] The present invention relates to a starting control technique for an internal combustion engine, which includes an electrically heated catalyst and a three-way catalyst in an exhaust passage, preheats the electrically heated catalyst by energization before starting the internal combustion engine, and permits starting of the internal combustion engine when the catalyst reaches a certain level of activity, and particularly relates to control after starting completion.

Background Art

[0002] As a catalyst used in an exhaust system of an internal combustion engine, a configuration combining an electrically heated catalyst (EHC) capable of promoting temperature rise, i.e., catalyst activation, by energization and a three-way catalyst is known. By starting energization to the electrically heated catalyst prior to starting the internal combustion engine, preheating of the catalyst can be performed, and emission reduction immediately after starting the internal combustion engine can be achieved.

[0003] Patent Document 1 discloses that in a configuration including a second catalyst downstream of a first catalyst which is an electrically heated catalyst, after preheating of the first catalyst is completed and the internal combustion engine starts, until the second catalyst reaches the activation temperature, the exhaust gas flow rate that can be purified by the first catalyst is restricted for a predetermined period.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In a configuration where an electrically heated catalyst and a three-way catalyst are arranged adjacent to each other, even when the three-way catalyst has not reached a fully active state, the exhaust gas flow rate that can be purified by both the electrically heated catalyst and the three-way catalyst gradually increases. In Patent Document 1, such a situation is not considered, and the exhaust gas flow rate that can be purified only by the first catalyst continues to be restricted, resulting in a problem that the output of the internal combustion engine is excessively restricted. [Means for solving the problem]

[0006] This invention relates to an internal combustion engine starting control method comprising an electrically heated catalyst and a three-way catalyst adjacent to each other in the exhaust passage, wherein the electrically heated catalyst is energized to preheat before starting the internal combustion engine, and the starting of the internal combustion engine is permitted based on a starting request after preheating has started. After starting the above internal combustion engine, the temperature of the above-mentioned electrically heated catalyst and the temperature of the above-mentioned three-way catalyst are determined, The total catalytic activity is calculated as the sum of the catalytic activity of the electric heating catalyst based on its temperature and the catalytic activity of the three-way catalyst based on its temperature. The amount of intake air after starting the internal combustion engine is limited to correspond to this total catalytic activity capacity. [Effects of the Invention]

[0007] According to this invention, the intake air volume is limited to correspond to the total catalytic activity capacity, which consists of the catalytic activity capacity of the electrically heated catalyst and the catalytic activity capacity of the three-way catalyst. This results in an intake air volume limit that is appropriate for the exhaust gas flow rate that can be purified, thus avoiding excessive power limitation of the internal combustion engine. [Brief explanation of the drawing]

[0008] [Figure 1] Diagram illustrating the configuration of a series hybrid vehicle. [Figure 2] Diagram illustrating the configuration of the intake and exhaust systems of an internal combustion engine. [Figure 3] A flowchart illustrating the startup control in one embodiment. [Figure 4] A characteristic diagram showing the relationship between exhaust gas flow rate, catalyst temperature, and catalyst activity capacity. [Figure 5] A characteristic diagram showing the relationship between total catalyst activity capacity and target exhaust gas flow rate. [Modes for carrying out the invention]

[0009] Hereinafter, an embodiment of this invention will be described in detail with reference to the drawings. Figure 1 schematically shows the configuration of a series hybrid vehicle as an example of a vehicle to which this invention is applied. The series hybrid vehicle is configured to include a power generation motor generator 1 that mainly operates as a generator, an internal combustion engine 2 used as a power generation internal combustion engine that drives the power generation motor generator 1 according to power demands, a drive motor generator 4 that mainly operates as a motor to drive the drive wheels 3, and a battery 5 that stores the generated electricity. The electricity obtained by the internal combustion engine 2 driving the power generation motor generator 1 is stored in the battery 5 via an inverter device (not shown). The drive motor generator 4 is driven and controlled using the power from the battery 5. The electricity generated during regeneration by the drive motor generator 4 is also stored in the battery 5 via an inverter device (not shown). In Figure 1, the internal combustion engine 2 and the power generation motor generator 1 are connected via a gear train, but a configuration in which the crankshaft of the internal combustion engine 2 and the rotating shaft of the power generation motor generator 1 are directly connected is also possible.

[0010] The operation of motor generators 1 and 4, the charging and discharging of battery 5, and the operation of internal combustion engine 2 are controlled by controller 6. Controller 6 consists of multiple controllers connected to each other so that they can communicate with one another, including motor controller 7 which controls motor generators 1 and 4, engine controller 8 which controls internal combustion engine 2, and battery controller 9 which manages battery 5. Information such as the opening of the accelerator pedal (not shown) and vehicle speed is input to controller 6. Battery controller 9 also determines the state of charge (SOC) of battery 5 based on the voltage and current of battery 5. When the SOC drops to a predetermined lower limit level, the internal combustion engine 2 is started via engine controller 8 and power generation is performed.

[0011] The driving modes of such a series hybrid vehicle include an EV driving mode in which the vehicle runs on the power of the battery 5 without combustion operation (i.e., power generation or charging) of the internal combustion engine 2, and an HEV driving mode in which the vehicle runs while generating power through combustion operation of the internal combustion engine 2. The battery controller 9 manages the charging and discharging of the battery 5 so that the State of Charge (SOC) of the battery 5 is maintained between a predetermined upper SOC target value and a lower SOC target value. For example, if the SOC decreases due to EV driving and falls below the lower SOC target value, the internal combustion engine 2 is started via the engine controller 8 and power generation is performed. This power generation by the internal combustion engine 2 ends, for example, when the SOC approaches the upper SOC target value. During this power generation, the internal combustion engine 2 is usually operated at several specific operating points (combinations of torque and rotational speed) that provide the best fuel efficiency.

[0012] Furthermore, when the vehicle's required driving force is high, the power supplied from the battery 5 is insufficient to meet the vehicle's driving force requirements, so the vehicle enters HEV driving mode and generates electricity using the internal combustion engine 2. In this case, in order to increase the power generation output, the internal combustion engine 2 is operated at several specific operating points, for example, at a rotational speed higher than the point of best fuel efficiency.

[0013] Therefore, while the vehicle's main switch is on, the internal combustion engine 2 will repeatedly cycle between combustion operation and combustion shutdown.

[0014] Figure 2 shows the configuration of the intake and exhaust systems of the internal combustion engine 2. In one embodiment, the internal combustion engine 2 is a four-stroke cycle spark-ignition gasoline engine equipped with a turbocharger 13 as a supercharger, and is a so-called direct-injection type internal combustion engine in which fuel is injected directly into the cylinder by a fuel injector. A port injection type configuration is also possible.

[0015] The intake passage 12 of the internal combustion engine 2 extends via a compressor (not shown) of the turbocharger 13, and an electronically controlled throttle valve 21 for controlling the intake air amount is disposed downstream of the turbocharger 13. An intercooler 22, for example, a water-cooled type, for cooling the supercharged intake air is provided between the turbocharger 13 and the throttle valve 21. The opening degree of the throttle valve 21 is controlled by the engine controller 8.

[0016] An exhaust turbine (not shown) of the turbocharger 13 is disposed in the exhaust passage 11 of the internal combustion engine 2, and an upstream catalyst converter 17 and a downstream catalyst converter 18 are disposed downstream of the exhaust turbine. The upstream catalyst converter 17 is a so-called manifold catalyst attached to the exhaust turbine outlet in the engine room of the vehicle, and the downstream catalyst converter 18 is a so-called underfloor catalyst disposed under the vehicle floor.

[0017] The upstream catalyst converter 17 includes an electrically heated catalyst (hereinafter referred to as EHC) 17A and a three-way catalyst 17B disposed in series adjacent to each other, and both are housed in one casing. The EHC 17A of one embodiment is a porous monolithic ceramic carrier formed using a conductive ceramic material such as SiC and coated with a three-way catalyst, and the monolithic carrier itself generates heat when energized. A configuration using a metal carrier that generates heat when energized may also be used. The three-way catalyst 17B is composed of a three-way catalyst using a general monolithic ceramic carrier. In the illustrated example, the three-way catalyst 17B is located upstream of the EHC 17A, but a configuration in which the three-way catalyst 17B is disposed downstream of the EHC 17A may also be used.

[0018] The downstream catalyst converter 18 includes a particulate filter (so-called GPF) 18A for collecting exhaust particulates and a three-way catalyst 18B using a general monolithic ceramic carrier. The particulate filter 18A is, for example, a wall-flow type filter using a plugging type monolithic ceramic body, and may have a configuration in which a catalyst metal is coated.

[0019] An air-fuel ratio sensor 19 is disposed at a position upstream of the upstream catalyst converter 17 in the exhaust passage 11.

[0020] Although not shown in detail, the engine controller 8 in FIG. 1 receives detection signals from a number of sensors, such as an air flow meter for detecting the intake air amount, the air-fuel ratio sensor 19 for detecting the exhaust air-fuel ratio, a crank angle sensor for detecting the engine speed, a water temperature sensor for detecting the cooling water temperature, a boost pressure sensor for detecting the boost pressure, an accelerator opening sensor for detecting the depression amount of the accelerator pedal, an atmospheric pressure sensor for detecting the atmospheric pressure, an outside air temperature sensor for detecting the outside air temperature, etc., directly or via other controllers. Based on these detection signals and requests from other controllers, the engine controller 8 optimally controls the fuel injection amount and injection timing, ignition timing, opening degree of the throttle valve 21, boost pressure, EGR rate in an exhaust gas recirculation device not shown, etc.

[0021] Next, the start control of the internal combustion engine 2 after the vehicle is started will be described. As described above, in the series hybrid vehicle of one embodiment, the internal combustion engine 2 is started in response to a power generation request. However, in order to achieve exhaust purification by catalytic action from the initial stage of starting, in a preferred embodiment, when the main switch of the vehicle (so-called ignition switch) is turned on, the preheating of the EHC 17A is started. When the temperature of the EHC 17A reaches the start permission temperature corresponding to the partial active state of the catalyst, the start of the internal combustion engine 2 is permitted.

[0022] After permission to start is granted, the internal combustion engine 2 is started in response to the power generation request. Immediately after starting, the three-way catalyst 17B is usually not fully activated, and the exhaust flow rate that can be purified by the upstream catalytic converter 17, which includes the EHC 17A and the three-way catalyst 17B, is limited. Therefore, in one embodiment, after starting the internal combustion engine 2, the catalytic activity capacity of the EHC 17A and the catalytic activity capacity of the three-way catalyst 17B are determined, and the intake air amount (in other words, exhaust flow rate) of the internal combustion engine 2 is adjusted to correspond to the total catalytic activity capacity, which is the sum of the two. By setting the exhaust flow rate per unit time to an appropriate value corresponding to the total catalytic activity capacity, exhaust purification can be reliably achieved, and the deterioration of emissions immediately after starting can be avoided. At the same time, the restriction on the intake air amount, and thus the restriction on the output of the internal combustion engine 2, is kept to the minimum necessary.

[0023] The catalytic activity capacity of EHC17A after the start of the internal combustion engine 2 (i.e., during combustion operation) can be determined from the temperature of EHC17A (hereinafter referred to as EHC temperature) and the exhaust gas flow rate through EHC17A at that time. Similarly, the catalytic activity capacity of the three-way catalyst 17B after the start of the internal combustion engine 2 (during combustion operation) can be determined from the temperature of the three-way catalyst 17B (hereinafter referred to as three-way catalyst temperature) and the exhaust gas flow rate through the three-way catalyst 17B at that time.

[0024] Figure 4 shows the relationship between exhaust flow rate, catalyst temperature (EHC temperature or three-way catalyst temperature), and catalyst activity capacity (catalytic activity capacity of EHC17A or three-way catalyst 17B). Here, EHC temperature refers to the temperature of a suitable representative point (e.g., the center) within EHC17A, and similarly, three-way catalyst temperature refers to the temperature of a suitable representative point (e.g., the center) within three-way catalyst 17B. When the exhaust flow rate is high, catalytic reactions can occur more actively in each part of EHC17A and three-way catalyst 17B, so even if the temperature of the representative point is the same, the overall catalytic activity capacity of EHC17A and three-way catalyst 17B becomes relatively large. The characteristics shown in Figure 4 have been determined in advance by experiment or simulation and are stored in the engine controller 8 in the form of a map or calculation formula. Based on the relationship shown in Figure 4, the respective catalyst activity capacities are determined. More specifically, the catalytic activity capacity of EHC17A and the catalytic activity capacity of three-way catalyst 17B are each provided with characteristic maps or calculation formulas as exemplified in Figure 4.

[0025] The EHC temperature and the three-way catalyst temperature may be measured by installing temperature sensors on the EHC 17A and the three-way catalyst 17B, respectively, but in one preferred embodiment, they are determined by estimation calculation.

[0026] For example, the EHC temperature is determined before the internal combustion engine 2 is started, based on the amount of electricity supplied to the EHC17A (and the heat capacity of the EHC17A). After the internal combustion engine 2 is started (during combustion operation), the EHC temperature is determined by accumulating the temperature change per unit time due to the enthalpy (calculated from the exhaust gas temperature and flow rate) supplied from the exhaust gas to the EHC17A. If the EHC17A is energized after starting, it is desirable to include the effect of the amount of electricity supplied to the EHC17A, but since the effect of the exhaust gas is dominant after starting, the effect of the amount of electricity can be ignored.

[0027] Similarly, the temperature of the three-way catalyst after the start of the internal combustion engine 2 (during combustion operation) is calculated by accumulating the temperature change per unit time due to the enthalpy introduced from the exhaust gas to the three-way catalyst 17B.

[0028] In this illustrated example, since the three-way catalyst 17B is located upstream of the EHC 17A, the enthalpy supplied to the downstream EHC 17A is the enthalpy of the exhaust gas flowing into the upstream catalytic converter 17 minus the enthalpy received by the three-way catalyst 17B.

[0029] It should be noted that the method for estimating catalyst temperature by accumulating the temperature change over minute unit time intervals is already known and is not the core of this invention. In this invention, the estimation of catalyst temperature by integration calculation itself may be performed using any estimation method.

[0030] The total catalytic activity of the upstream catalytic converter 17 can be determined by summing the catalytic activity of the EHC17A and the catalytic activity of the three-way catalyst 17B. Based on this total catalytic activity, the amount of exhaust gas that can be purified, and therefore the amount of intake air, is determined in the upstream catalytic converter 17. Figure 5 shows the characteristics of the target exhaust gas flow rate (exhaust gas flow rate per unit time) that can be purified, corresponding to the total catalytic activity. These characteristics are pre-provided to the engine controller 8 in the form of a table or calculation formula, and the target exhaust gas flow rate (and therefore the amount of intake air) is determined based on the relationship shown in Figure 5. In other words, the relationship between the total catalytic activity and the amount of exhaust gas that can be purified is determined in advance by experiment or simulation, and this relationship is stored in the engine controller 8.

[0031] After the internal combustion engine 2 is started, until the three-way catalytic converter 17B is fully activated, the operating point of the internal combustion engine 2 is controlled to conform to the target exhaust flow rate. That is, the rotational speed of the internal combustion engine 2 and the opening degree of the throttle valve 21 are controlled to conform to the operating point.

[0032] Next, the processing flow of the startup control in one embodiment will be explained based on the flowchart in Figure 3. The startup control in one embodiment shown in this flowchart includes energization control of the EHC17A (steps 10-13), ignition timing retard control to promote catalyst activity (steps 14-17), and control of changing the operating point of the internal combustion engine 2.

[0033] First, in step 1, it is determined whether the starting of the internal combustion engine 2 is complete, and the system waits until the starting is complete. As mentioned above, in a preferred embodiment, when the vehicle's main switch is turned on, preheating of the EHC 17A is started, and when the temperature of the EHC 17A reaches the starting permit temperature corresponding to the partially activated state of the catalyst, the starting of the internal combustion engine 2 is permitted. Then, if there is a power generation request while the starting is permitted, the internal combustion engine 2 is started.

[0034] Once the internal combustion engine 2 has started, proceed from step 1 to step 2 to calculate the catalytic activity capacity of EHC17A. Furthermore, in step 3, calculate the catalytic activity capacity of the three-way catalyst 17B (abbreviated as CC1 in the flowchart).

[0035] The energization control of EHC17A in steps 10-13 is performed in parallel with the calculation of the catalytic activity capacity of EHC17A and the three-way catalyst 17B in steps 2 and 3. In step 10, it is determined whether the catalytic activity capacity of EHC17A is less than the maximum catalytic activity capacity of EHC17A. If this determination is NO, i.e., the maximum catalytic activity capacity has been reached, the process proceeds to step 13, and the energization to EHC17A is turned off. If the determination in step 10 is YES, in step 11, it is determined whether the temperature of EHC17A is below the allowable maximum temperature. If this is NO, i.e., it exceeds the allowable maximum temperature, the process proceeds to step 13, and the energization to EHC17A is turned off. If the temperature of EHC17A is below the allowable maximum temperature, the process proceeds to step 12, and the energization to EHC17A is turned on. In other words, in the embodiment shown in this flowchart, preheating of the EHC17A continues even after the internal combustion engine 2 has started, until the catalytic activity capacity of the EHC17A reaches its maximum catalytic activity capacity, or until the temperature of the EHC17A exceeds the maximum allowable temperature. It is desirable to use the temperature of the EHC17A used in the determination in step 11 by designating a second representative point, which is the part that is most likely to become hot during preheating, and using the temperature of this second representative point, for example, obtained by estimation.

[0036] It is also possible to configure the EHC17A to be preheated simultaneously with the start of the internal combustion engine 2, in which case the processes in steps 10 to 13 described above are unnecessary.

[0037] In steps 2 and 3, the catalytic activity capacities of EHC17A and three-way catalyst 17B are determined, respectively. In step 4, these are added together to determine the total catalytic activity capacity. Next, in step 5, the target exhaust flow rate corresponding to the total catalytic activity capacity is determined based on the relationship shown in Figure 5. Then, in step 6, the operating point of the internal combustion engine 2 is changed to align with the target exhaust flow rate. That is, as mentioned above, the operating point that yields the best fuel efficiency is the original target operating point, but the operating point is changed to one where the intake air volume and rotational speed achieve the target exhaust flow rate so that the exhaust flow rate can be purified.

[0038] In the next step, step 7, it is determined whether the total catalytic activity exceeds the target total catalytic activity. The target total catalytic activity is set to a level sufficient to purify the exhaust gas flow rate at the original target operating point that results in the best fuel efficiency, as described above. If the determination in step 7 is YES, the process proceeds to step 8, where it is determined whether the catalytic activity of the three-way catalytic converter 17B is equal to or greater than the target catalytic activity of the three-way catalytic converter 17B. The target catalytic activity of the three-way catalytic converter 17B is again set to a level sufficient to purify the exhaust gas flow rate at the original target operating point that results in the best fuel efficiency, as described above. If the determination in step 8 is YES, the process proceeds to step 9, where the restriction on the operating point of the internal combustion engine 2 is terminated, and normal control is returned.

[0039] If the determination in step 7 is NO, the process proceeds to ignition timing retard control in steps 14-17. In step 14, the exhaust temperature at the inlet of the upstream catalytic converter 17 is obtained. This may be measured using an exhaust temperature sensor, or it may be estimated from the operating conditions of the internal combustion engine 2. In one preferred embodiment, the exhaust temperature is estimated from the operating conditions of the internal combustion engine 2. In step 15, it is determined whether the exhaust temperature at the inlet of the upstream catalytic converter 17 is lower than the catalytic activation temperature. If it is lower than the catalytic activation temperature, ignition timing retardation is performed in steps 16 and 17. That is, a target ignition timing with retardation correction applied based on the exhaust temperature is determined using a predetermined map (step 16), and ignition timing control is performed (step 17).

[0040] It is also possible to configure the system without actively increasing the exhaust temperature by retarding the ignition timing, in which case the processes in steps 7, 14 to 17 described above are unnecessary. Even without retarding the ignition timing, as the exhaust passes through the EHC 17A and the three-way catalyst 17B while the routine shown in Figure 3 is repeated, both the catalytic activity capacity of the three-way catalyst 17B and the total catalytic activity capacity gradually increase.

[0041] As described above, according to the embodiment, after the start of the internal combustion engine 2, as the catalytic activity capacity of the EHC 17A and the three-way catalyst 17B increases, the intake air amount of the internal combustion engine 2 is limited to correspond to the total catalytic activity capacity of both. This ensures that exhaust gases are reliably purified without excessive and unnecessary power limitations.

[0042] Although one embodiment of the present invention has been described in detail above, the present invention is not limited to the above embodiment, and various modifications are possible. For example, in the above embodiment, the initial starting of the internal combustion engine 2 after the vehicle's main switch is turned on was described, but the present invention can be similarly applied to subsequent restarts if preheating of the EHC17A is performed. Furthermore, although a series hybrid vehicle was described as an example in the above embodiment, other types of hybrid vehicles may also be used, and it may even be applied to the starting of internal combustion engines other than those in hybrid vehicles. [Explanation of Symbols]

[0043] 1…Power generation motor generator 2…Internal combustion engine 4…Drive motor generator 5… Battery 8…Engine controller 17…Upstream catalytic converter 17A…EHC 17B…Three-way catalyst

Claims

1. An internal combustion engine starting control method comprising an electrically heated catalyst and a three-way catalyst adjacent to each other in the exhaust passage, wherein the electrically heated catalyst is energized to preheat before starting the internal combustion engine, and the starting of the internal combustion engine is permitted in response to a starting request after preheating has started, After starting the above internal combustion engine, the temperature of the above-mentioned electrically heated catalyst and the temperature of the above-mentioned three-way catalyst are determined, The total catalytic activity is calculated as the sum of the catalytic activity of the electric heating catalyst based on its temperature and the catalytic activity of the three-way catalyst based on its temperature. The amount of intake air after starting the internal combustion engine is limited to correspond to this total catalytic activity capacity. A method for controlling the starting of an internal combustion engine.

2. At that time, for each exhaust gas flow rate through the electric heating catalyst, the catalytic activity capacity of the electric heating catalyst is determined based on the temperature of the electric heating catalyst. A method for controlling the starting of an internal combustion engine according to claim 1.

3. At that time, the catalytic activity capacity of the three-way catalyst is determined based on the temperature of the three-way catalyst for each exhaust gas flow rate through the three-way catalyst. A method for controlling the starting of an internal combustion engine according to claim 1.

4. Based on the enthalpy introduced from the exhaust gas into the electrically heated catalyst and the enthalpy introduced into the three-way catalyst, the temperatures of the electrically heated catalyst and the three-way catalyst are estimated, respectively. A method for controlling the starting of an internal combustion engine according to claim 1.

5. When the catalytic activity capacity of the electric heating catalyst reaches its maximum catalytic activity capacity, the power supply to the electric heating catalyst is terminated. A method for controlling the starting of an internal combustion engine according to claim 1.

6. When the local maximum temperature of the above-mentioned electrically heated catalyst reaches a predetermined maximum allowable temperature, the power supply to the electrically heated catalyst is terminated. A method for controlling the starting of an internal combustion engine according to claim 1.

7. The electric heating catalyst is de-energized when the internal combustion engine is started. A method for controlling the starting of an internal combustion engine according to claim 1.

8. When the catalytic activity capacity of the three-way catalyst reaches the target catalytic activity capacity corresponding to the target operating point of the internal combustion engine, the system switches to normal intake air volume control corresponding to the target operating point. A method for controlling the starting of an internal combustion engine according to claim 1.

9. The above-mentioned internal combustion engine is a power generation engine that drives the generator in a series hybrid vehicle. A method for controlling the starting of an internal combustion engine according to claim 1.

10. An internal combustion engine equipped with an electrically heated catalytic converter and a three-way catalytic converter adjacent to each other in the exhaust passage, A controller that preheats the electrically heated catalyst by energizing it before starting the internal combustion engine, and permits the starting of the internal combustion engine based on a starting request after preheating has started, A starting control device for an internal combustion engine, including, The above controller is After starting the above internal combustion engine, the temperature of the above-mentioned electrically heated catalyst and the temperature of the above-mentioned three-way catalyst are determined, The total catalytic activity is calculated as the sum of the catalytic activity of the electric heating catalyst based on its temperature and the catalytic activity of the three-way catalyst based on its temperature. The amount of intake air after starting the internal combustion engine is adjusted to correspond to this total catalytic activity capacity. A starting control device for an internal combustion engine.

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