fig1 shows a system according to a first embodiment of the present invention . in a multiple - cylinder engine 9 , outside air passes through an air cleaner 1 , travels through an intake manifold 4 and a collector 5 , and flows into a cylinder . an intake air amount is adjusted by an electronic throttle 3 . an air flow sensor 2 detects the intake air amount . a crank angle sensor 15 outputs a signal at crankshaft rotation angles of 1 ° and 120 °. a water temperature sensor 14 detects the cooling water temperature of the engine . an accelerator opening sensor 13 detects torque demanded by a driver by detecting the depression amount of an accelerator 6 . signals generated from the accelerator opening sensor 13 , the air flow sensor 2 , a throttle opening sensor 17 mounted on the electronic throttle 3 , the crank angle sensor 15 , and the water temperature sensor 14 are delivered to a control unit 16 . the operating state of the engine is determined from the above sensor outputs to optimally compute main manipulative variables of the engine such as an air amount , fuel injection amount , and ignition timing . the fuel injection amount computed in the control unit 16 is converted to a valve opening pulse signal and forwarded to a fuel injection valve 7 . further , a drive signal is sent to an ignition plug 8 so that ignition occurs with the ignition timing computed in the control unit 16 . injected fuel mixes with air supplied from the intake manifold , and flows into a cylinder of the engine 9 to form an air - fuel mixture . an intake valve 31 is a variable valve so that its opening timing and closing timing can be respectively controlled . the ignition plug 8 generates a spark with predetermined ignition timing . the generated spark then explodes the air - fuel mixture . the resulting combustion pressure pushes a piston downward to generate an engine driving force . exhaust generated after explosion is conveyed to a three - way catalyst 11 through an exhaust manifold 10 . part of the exhaust flows back to the intake side through an exhaust backflow pipe 18 . a backflow amount is controlled by a valve 19 . an a / f sensor 12 is installed between the engine 9 and three - way catalyst 11 . it has an output characteristic that is linear to the oxygen concentration in the exhaust . the relationship between the air - fuel ratio and the oxygen concentration in the exhaust is substantially linear . therefore , the a / f sensor 12 , which detects the oxygen concentration , can determine the air - fuel ratio . the control unit 16 calculates the air - fuel ratio prevailing upstream of the three - way catalyst 11 from a signal of the a / f sensor 12 , and uses a signal of an o 2 sensor 20 to calculate the oxygen concentration prevailing downstream of the three - way catalyst or determine whether the current air - fuel ratio is richer or leaner than a stoichiometric air - fuel ratio . further , the control unit 16 uses the outputs of the above two sensors to exercise f / b control in such a manner as to successively correct the fuel injection amount or air amount to optimize the purification efficiency of the three - way catalyst 11 . an intake temperature sensor 29 detects intake temperature , and an in - cylinder pressure sensor 30 detects in - cylinder pressure . fig1 shows the inside of the control unit 16 . output values generated from the a / f sensor 12 , throttle valve opening sensor 17 , air flow sensor 2 , engine speed sensor 15 , water temperature sensor 14 , accelerator opening sensor 13 , o 2 sensor 20 , intake temperature sensor 29 , and in - cylinder pressure sensor 30 enter the control unit ( ecu ) 16 . the entered sensor output values are then subjected to noise removal and other signal processes in input circuits 24 and forwarded to an input / output port 25 . an input port value is stored in a ram 23 and subjected to arithmetic processing in a cpu 21 . a control program in which an arithmetic process is described is already written in a rom 22 . values representing various actuator operation amounts , which are computed in accordance with the control program , are first stored in the ram 23 and then forwarded to the output port 25 . an on / off signal is set as an ignition plug operation signal . this signal turns on when a primary coil in an ignition output circuit is conducting and turns off when it is not conducting . ignition occurs when the signal status changes from on to off . the ignition plug signal , which is set at the output port , is amplified in the ignition output circuit 26 to an adequate energy level for combustion and then supplied to the ignition plug . an on / off signal is set as a fuel injection valve drive signal . this signal turns on to open the fuel injection valve and turns off to close the fuel injection valve . this signal is amplified to an adequate energy level for opening the fuel injection valve and then forwarded to the fuel injection valve 7 . a drive signal for obtaining a target opening of the electronic throttle 3 is sent to the electronic throttle 3 through an electronic throttle drive circuit 28 . a drive signal for timing the opening and closing of the variable intake valve 31 is sent to the variable intake valve 31 through a drive circuit 32 . the control program written in the rom 22 will be described below . fig1 is a block diagram illustrating an overall control system . the control system includes the following computation sections : target throttle opening / intake valve open / close timing computation section ( fig2 ) when startup control is permitted by the startup control permission section ( f_sidou = 1 ), the target increased engine speed computation section computes a target increased engine speed ( tgdne ( n )) of each combustion for startup . in accordance with the target increased engine speed and a friction torque ( freqtrq ( n )) computed by the friction torque computation section , target torque computation section 1 computes target torque 1 ( tgtrq 1 ( n )). in accordance with the difference ( e_dne ( n − 1 )) between the target increased engine speed ( tgdne ( n − 1 )) and an actual increased engine speed ( dne ( n − 1 )) computed by the actual increased engine speed computation section and the friction torque ( freqtrq ( n )), target torque computation section 2 computes target torque 2 . the sum of target torque 1 ( tgtrq 1 ( n )) and target torque 2 ( tgtrq 2 ( n )) is regarded as a target torque ( tgtrq ( n )) of each combustion for startup . target torque computation 3 computes target torque 3 ( tgtrq 3 ( n )), which relates to a normal operation after startup , that is , a case where startup control is not permitted ( f_sidou = 0 ). the target air amount computation section computes a target air amount ( tgtp ( n )) of each combustion from the startup target torque ( tgtrq ( n )) or normal operation target torque ( tgtrq 3 ( n )). in accordance with the target air amount ( tgtp ( n )), the target throttle opening / intake valve open / close timing computation section computes a target throttle opening ( tgivo ( n )) of each combustion and an intake valve open / close timing ( tgivo ( n ), tgivc ( n )) of each combustion . the actual air amount computation section computes an actual intake air amount ( tp ) per cylinder in accordance , for instance , with an output signal generated from the air flow sensor 2 . when startup control is permitted ( f_sidou = 1 ), the fuel injection amount computation section computes a fuel injection amount ( ti ( n )) of each combustion in accordance with the target air amount ( tgtp ( n )) of each combustion . when , on the other hand , startup control is not permitted ( f_sidou = 0 ), that is , when a normal operation is to be performed after startup , the fuel injection amount computation section computes the fuel injection amount ( ti ) in accordance with the actual intake air amount ( tp ). this computation section ( permission section ) determines whether or not to permit startup control ( f_sidou ). more specifically , this section performs the following operations as shown in fig1 : f_sidou = 1 when ne ( engine speed ) changes from 0 to k 1 or higher . f_sidou = 0 when a state where f_sidou = 1 and tgne ( post - startup idling target engine speed )− k 1 ≦ ne ≦ tgne + k 2 persists for a period of k 3 or more combustions . the parameters k 1 , k 2 , and k 3 , which define an engine speed convergence state , should be empirically determined . this computation section computes the target increased engine speed ( tgdne ( n )) of each combustion for engine startup . more specifically , this section references a table and computes tgdne ( n ) ( target increased engine speed of each combustion ) in accordance with n ( total number of combustions after an engine stop state ) as shown in fig1 . table settings for determining tgdne ( n ) should be predetermined so as to obtain a desired startup profile . this computation section computes the friction torque ( freqtrq ( n )). more specifically , this section references a table and computes freqtrq ( n ) ( friction torque ) in accordance with ne ( engine speed ) and twn ( water temperature ) as shown in fig1 . table values for determining freqtrq ( n ) should be experimentally determined . this computation section computes the actual increased engine speed ( dne ( n )). more specifically , this section computes dne ( n )= ne ( n )− ne ( n − 1 ) in accordance with ne ( n ) ( engine speed computed and updated upon each combustion ) as shown in fig2 . however , it is assumed that ne ( 0 )= 0 and that dne ( 0 )= 0 . this computation section computes tgtrq 1 ( n ) ( target torque 1 of each combustion ). more specifically , this section computes tgtrq 1 ( n ) ( target torque 1 of each combustion ) from the equation tgtrq 1 ( n )= ie × tgdne ( n )+ freqtrq ( n ) in accordance with tgdne ( n ) ( target increased engine speed of each combustion ) and freqtrq ( n ) ( friction torque ) as shown in fig2 . ie is an inertia term ( inertia moment ) and should be calculated or experimentally determined . this computation section computes tgtrq 2 ( n ) ( target torque 2 of each combustion ). more specifically , this section computes tgtrq 2 ( n ) ( target torque 2 of each combustion ) from the equation tgtrq 2 ( n )= ie × e_dne ( n − 1 )+ freqtrq ( n − 1 ) in accordance with e_dne ( n − 1 ) ( a target increased engine speed correction value of each combustion ) and freqtrq ( n ) ( friction torque ) as shown in fig2 . ie is an inertia term ( inertia moment ) and should be calculated or experimentally determined . target torque 2 is determined in accordance with an error between the target and actual increased engine speeds of the previous combustion . in other words , this section attempts to perform a current combustion with a view toward compensating for a control error in the previous combustion . however , the combustion for correcting the error in the previous combustion may not be performed in time during the next combustion cycle due to engine combustion stroke limitations . in such an instance , this section controls a subsequent combustion that can be corrected at the earliest time possible . this computation section computes tgtrq 3 ( target torque 3 ), which is the target torque to be generated after startup . more specifically , this section references a table and computes tgtrq 3 in accordance with apo ( accelerator opening ) and ne ( engine speed ) as shown in fig2 . table values for determining tgtrq 3 should be determined in such a manner as to provide a desired torque characteristic . this computation section computes tgtp ( n ) ( target air amount of each combustion ). as shown in fig2 , when f_sidou = 1 , that is , when startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgtrq ( n ) ( startup target torque ). when , on the other hand , f_sidou = 0 , that is , when post - startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgtrq 3 ( post - startup target torque ). further , this section determines tgtp ( n ) ( target air amount of each combustion ) by multiplying tgtp 0 ( n ) by 1 / tgfa ( target air excess percentage ). the table for determining tgtp 0 ( n ) should be experimentally prepared . the method for computing tgfa ( target equivalence ratio ) is not depicted or detailed here because it is well - known ( tgfa can be determined , for instance , from an engine operating state ). this computation section computes tp ( actual air amount ). more specifically , this section uses the equation shown in fig2 for computation purposes . cyl represents the number of cylinders . k 0 is determined in accordance with injector specifications ( the relationship between a fuel injection pulse width and a fuel injection amount ). & lt ; target throttle opening / intake valve open / close timing computation section ( fig2 )& gt ; this computation section computes tgtv 0 ( target throttle opening ), tgivo ( target intake valve open timing ), and tgivc ( target intake valve close timing ). more specifically , this section references each table and determines tgtv 0 , tgivo , and tgivc in accordance with tgtp ( n ) ( target air amount ) and ne ( engine speed ) as shown n fig2 . table values should be determined theoretically or empirically ( experimentally ) so as to provide manipulative variables for acquiring a desired air amount . this computation section computes ti ( n ) ( fuel injection amount of each combustion ). as shown in fig2 , when f_sidou = 1 , that is , when startup control is to be exercised , this section determines ti 0 ( n ) ( fuel injection amount basic value of each combustion ) by multiplying tgtp ( n ) ( startup target air amount ) by tgfa ( target equivalence ratio ). when , on the other hand , f_sidou = 0 , that is , when post - startup control is to be exercised , this section determines ti 0 ( n ) ( fuel injection amount basic value of each combustion ) by multiplying tp ( n ) ( actual air amount ) by tgfa ( target equivalence ratio ). ti ( n ) ( fuel injection amount of each combustion ) is determined by subjecting ti 0 ( n ) to fuel evaporation rate correction and fuel wall flow correction . a process for fuel evaporation rate correction and fuel wall flow correction is not depicted or detailed here because it is not directly related to the present invention and various associated methods have already been proposed . in the first embodiment , the air amount ( fuel amount ) of each combustion is used to control a startup combustion ( engine speed ) profile . in a second embodiment , however , ignition timing is used in addition to the air amount ( fuel amount ) of each combustion to control a startup combustion ( engine speed ) profile . fig1 shows a system according to the second embodiment of the present invention . the system is not described in detail here because it is identical with the system according to the first embodiment . fig1 shows the inside of a control unit 16 according to the second embodiment . the control unit 16 is not described in detail here because it is identical with the control unit according to the first embodiment . fig2 is a block diagram illustrating an overall control system . the control system according to the second embodiment is obtained by adding an ignition timing computation section to the control system according to the first embodiment shown in fig1 , which is a block diagram illustrating the overall control system according to the first embodiment . the target air amount computation section computes a torque shortfall ( e_trqadv ( n )) when the target torque cannot be achieved by the air amount alone because the maximum air amount is exceeded by the target air amount ( tgtp ( n )) of each combustion . the torque shortfall ( e_trqadv ( n )) is offset when a torque generation operation is performed in accordance with ignition timing that is corrected by the ignition timing computation section . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this computation section computes tgtp ( n ) ( target air amount of each combustion ). as shown in fig2 , when f_sidou = 1 , that is , when startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgtrq ( n ) ( startup target torque ). when , on the other hand , f_sidou = 0 , that is , when post - startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgtrq 3 ( post - startup target torque ). further , this section determines tgtp 1 ( n ) ( target air amount 1 of each combustion ) by multiplying tgtp 0 ( n ) by 1 / tgfa ( target air excess percentage ). the table for determining tgtp 0 ( n ) should be experimentally prepared . the method for computing tgfa ( target equivalence ratio ) is not depicted or detailed here because it is well - known ( tgfa can be determined , for instance , from an engine operating state ). the following process is performed on tgtp 1 ( n ): maxtp ( maximum air amount ) is a maximum intake air amount per cylinder that prevails at a specific engine speed . it is determined from ne ( engine speed ) by referencing a table . e_tgtp ( n ) ( air amount shortfall ) denotes an air amount shortfall that prevails when the maximum intake air amount does not achieve a target torque . e_trqadv ( n ) ( torque shortfall ), which is to be offset by adjusting the ignition timing , is determined from e_tgtp ( n ) by referencing a table . the tables should be experimentally prepared . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . & lt ; target throttle opening / intake valve open / close timing computation section ( fig2 )& gt ; this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this computation section computes adv ( n ) ( ignition timing of each combustion ). more specifically , this section references a table and determines advhos ( n ) ( ignition timing correction value of each combustion ) in accordance with e_trqadv ( n ) ( torque shortfall ) as shown in fig3 . adv ( n ) ( ignition timing of each combustion ) is determined by adding advhos ( n ) to adv 0 ( n ) ( basic ignition timing ). table values for determining advhos ( n ) should be experimentally determined . the method for computing adv 0 ( n ) ( basic ignition timing ) is not depicted or detailed here because it is well - known ( adv 0 ( n ) can be determined , for instance , from an engine operating state ) and not directly related to the present invention . the first and second embodiments control the increased engine speed of each combustion . however , a third embodiment of the present invention controls the in - cylinder pressure ( indicated mean effective pressure ) of each combustion . fig1 shows a system according to the third embodiment of the present invention . the system is not described in detail here because it is identical with the system according to the first embodiment . fig1 shows the inside of a control unit 16 according to the third embodiment . the control unit 16 is not described in detail here because it is identical with the control unit according to the first embodiment . fig3 is a block diagram illustrating an overall control system . the control system includes the following computation sections : target indicated mean effective pressure computation section 1 ( fig3 ) actual indicated mean effective pressure computation section ( fig3 ) target indicated mean effective pressure computation section 3 ( fig3 ) target air amount computation section ( fig3 a and 35b ) target throttle opening / intake valve open / close timing computation section ( fig2 ) when startup control is permitted by the startup control permission section ( f_sidou = 1 ), target indicated mean effective pressure computation section 1 computes target indicated mean effective pressure 1 ( tgpi 1 ( n )) of each combustion for startup . it is assumed that the difference between target indicated mean effective pressure 1 ( tgpi 1 ( n − 1 )) and an actual indicated mean effective pressure ( pi ( n − 1 )) computed by the actual indicated mean effective pressure computation section is e_pi ( n − 1 ). it is also assumed that the sum of target indicated mean effective pressure 1 ( tgpi 1 ( n )) and e_pi ( n − 1 ) is a target indicated mean effective pressure ( tgpi ( n )) of each combustion for startup . target indicated mean effective pressure computation section 3 computes target indicated mean effective pressure 3 ( tgpi 3 ( n )) of a normal operation that is performed when startup control is not permitted ( f_sidou = 0 ), that is , performed after startup . the target air amount computation section computes the target air amount ( tgtp ( n )) of each combustion from the startup target indicated mean effective pressure ( tgpi ( n )) or normal operation target indicated mean effective pressure 3 ( tgpi 3 ( n )). the torque shortfall ( e_trqadv ( n )) is computed when the target indicated mean effective pressure cannot be achieved by the air amount alone because the maximum air amount is exceeded by the target air amount ( tgtp ( n )). the target throttle opening / intake valve open / close timing computation section computes the target throttle opening ( tgtvo ( n )) of each combustion and the intake valve open / close timing ( tgivo ( n ), tgivc ( n )) of each combustion in accordance with the target air amount ( tgtp ( n )). the actual air amount computation section computes the actual intake air amount ( tp ) per cylinder in accordance , for instance , with the output signal of the air flow sensor 2 . the fuel injection amount computation section computes the fuel injection amount ( ti ( n )) of each combustion in accordance with the target air amount ( tgtp ( n )) of each combustion when startup control is permitted ( f_sidou = 1 ). when , on the other hand , startup control is not permitted ( f_sidou = 0 ), that is , when a normal operation is to be performed after startup , the fuel injection amount computation section computes the fuel injection amount ( ti ) in accordance with the actual intake air amount ( tp ). the torque shortfall ( e_trqadv ( n )), which is computed by the target air amount computation section , is offset when a torque generation operation is performed in accordance with ignition timing that is corrected by the ignition timing computation section . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . & lt ; target indicated mean effective pressure computation section 1 ( fig3 )& gt ; this computation section computes target indicated mean effective pressure 1 ( tgpi 1 ( n )) for engine startup . more specifically , this section references a table and computes tgpi 1 ( n ) in accordance with n ( total number of combustions after an engine stop state ) and twn ( water temperature ) as shown in fig3 . table settings for determining tgpi 1 ( n ) should be predetermined so as to obtain a desired startup profile . this section references twn for the purpose of taking a friction torque loss into account . & lt ; actual indicated mean effective pressure computation section ( fig3 )& gt ; this computation section computes the actual indicated mean effective pressure ( pi ( n )) of each combustion . more specifically , this section computes pi ( n ) ( actual indicated mean effective pressure ) from p ( in - cylinder pressure ) as shown in fig3 . the method for computing the indicated mean effective pressure is not depicted or detailed here because it is well - known and not directly related to the present invention . & lt ; target indicated mean effective pressure computation section 3 ( fig3 )& gt ; this computation section computes tgpi 3 , which is a post - startup target indicated mean effective pressure . more specifically , this section references a table and computes tgpi 3 in accordance with apo ( accelerator opening ) and ne ( engine speed ) as shown in fig3 . table values for determining tgpi 3 should be determined in such a manner as to provide a desired indicated mean effective pressure characteristic . & lt ; target air amount computation section ( fig3 a and 35 b )& gt ; this computation section computes tgtp ( n ) ( target air amount of each combustion ). as shown in fig3 , when f_sidou = 1 , that is , when startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgpi ( n ) ( startup target indicated mean effective pressure ). when , on the other hand , f_sidou = 0 , that is , when post - startup control is to be exercised , this section references a table and determines tgtp 0 ( n ) ( target air amount basic value ) in accordance with tgpi 3 ( post - startup indicated mean effective pressure ). further , this section determines tgtp 1 ( n ) ( target air amount 1 of each combustion ) by multiplying tgtp 0 ( n ) by 1 / tgfa ( target air excess percentage ). the table for determining tgtp 0 ( n ) should be experimentally prepared . the method for computing tgfa ( target equivalence ratio ) is not depicted or detailed here because it is well - known ( tgfa can be determined , for instance , from an engine operating state ). the following process is performed on tgtp 1 ( n ): maxtp ( maximum air amount ) is a maximum intake air amount per cylinder that prevails at a specific engine speed . it is determined from ne ( engine speed ) by referencing a table . e_tgtp ( n ) ( air amount shortfall ) denotes an air amount shortfall that prevails when the maximum intake air amount does not achieve a target torque . e_trqadv ( n ) ( torque shortfall ), which is to be offset by adjusting the ignition timing , is determined from e_tgtp ( n ) by referencing a table . the tables should be experimentally prepared . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . & lt ; target throttle opening / intake valve open / close timing computation section ( fig2 )& gt ; this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the second embodiment , which is shown in fig3 . when there is an error between the target increased engine speed and actual increased engine speed , the first and second embodiments convert the error between the target increased engine speed and actual increased engine speed of the last combustion into a torque ( target torque 2 ), add the converted torque to target torque 1 , which is determined from only the target increased engine speed , and use the resulting torque as a final target torque . however , a fourth embodiment of the present invention ensures that the error between the target increased engine speed and actual increased engine speed of the last combustion is reflected in the target increased engine speed of a subsequent combustion . fig1 shows a system according to the fourth embodiment of the present invention . the system is not described in detail here because it is identical with the system according to the first embodiment . fig1 shows the inside of a control unit 16 according to the fourth embodiment . the control unit 16 is not described in detail here because it is identical with the control unit according to the first embodiment . fig3 is a block diagram illustrating an overall control system . unlike the control system shown in fig1 , which is a block diagram illustrating the overall control system according to the first embodiment , the control system according to the present embodiment ensures that the error ( e_dne ( n − 1 )) between the target increased engine speed ( tgdne ( n − 1 )) and actual increased engine speed ( dne ( n − 1 )) of the last combustion is reflected in the target increased engine speed of a subsequent combustion . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this computation section computes the target increased engine speed ( tgdne ( n )) of each combustion for engine startup . more specifically , this section references a table and computes tgdne 0 ( n ) ( target increased engine speed basic value of each combustion ) in accordance with n ( total number of combustions after an engine stop state ) as shown in fig3 . further , this section determines tgdne ( n ) ( target increased engine speed of each combustion ) by adding e_dne ( n − 1 ) ( target increased engine speed correction value ) to tgdne 0 ( n ). table settings for determining tgdne 0 ( n ) should be predetermined so as to obtain a desired startup profile . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the second embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . & lt ; target throttle opening / intake valve open / close timing computation section ( fig2 )& gt ; this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the second embodiment , which is shown in fig3 . a fifth embodiment of the present invention estimatingly computes a fuel evaporation rate and friction torque from various startup control parameters and detected values . more specifically , the fifth embodiment estimatingly computes the fuel evaporation rate ( fuel property ) from the relationship between the target fuel amount and the actual indicated mean effective pressure of a specific combustion as described in the some embodiments of the present invention . further , the fifth embodiment estimatingly computes the friction torque ( internal loss torque ) from the relationship between the actual indicated mean effective pressure and actual increased engine speed . fig1 shows a system according to the fifth embodiment of the present invention . the system is not described in detail here because it is identical with the system according to the first embodiment . fig1 shows the inside of a control unit 16 according to the fifth embodiment . the control unit 16 is not described in detail here because it is identical with the control unit according to the first embodiment . fig3 is a block diagram illustrating an overall control system . fig3 is associated with a block diagram ( fig2 ) illustrating the overall control system according to the second embodiment as follows : this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig1 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the second embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . & lt ; target throttle opening / intake valve open / close timing computation section ( fig2 )& gt ; this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the first embodiment , which is shown in fig2 . this section is not described in detail here because it is identical with the counterpart according to the second embodiment , which is shown in fig3 . & lt ; actual indicated mean effective pressure computation section ( fig3 )& gt ; this section is not described in detail here because it is identical with the counterpart according to the third embodiment , which is shown in fig3 . this detection section detects the fuel evaporation rate . more specifically , this section computes ind_fuel ( n ) ( fuel evaporation rate index ) by multiplying the ratio between ti ( n ) ( fuel injection amount of each combustion ) and pi ( n ) ( actual indicated mean effective pressure of a specific combustion ) by a predetermined gain as shown in fig3 . further , this section uses the fuel evaporation rate index , for instance , to estimate the fuel property and optimize engine control parameters ( fuel injection amount , fuel evaporation rate , etc .). a technology for optimizing the engine control parameters in accordance with the fuel evaporation rate ( fuel property ) is not depicted or detailed here because it is not directly related to the present invention and there are a variety of known technologies and associated proposed methods . this detection section detects the friction torque . more specifically , this section computes ind_freq ( n ) ( friction torque index ) by multiplying the ratio between pi ( n ) ( actual indicated mean effective pressure of each combustion ) and dne ( n ) ( actual increased engine speed ) by a predetermined gain as shown in fig4 . the friction torque index may be used to determine the friction torque and let the friction torque computation section according to the first , second , or fourth embodiment make friction torque on - line correction . the friction torque index may also be used to provide torque control . the procedure for applying the friction torque index to torque control is not depicted or detailed here because it is not directly related to the present invention and there are a variety of known technologies and associated proposed methods . as mentioned earlier , the present embodiment assumes that table settings for determining tgdne ( n ) should be predetermined so as to obtain a desired startup profile . however , the table settings may be determined by solving an optimization problem such as an optimal regulator problem for modern control . an alternative method would be to provide successive onboard optimization by subjecting startup profiles of various control parameters ( air amount , fuel injection amount , ignition timing , etc .) and detected values ( increased engine speed , in - cylinder pressure , etc .) to adaptive control . the optimization problem ( optimal regulator problem ) and adaptive control are not described in detail here because a number of associated books and documents are available . at startup , the present embodiment determines the fuel injection amount in accordance with the target air amount . however , it is possible to start using the actual air amount immediately after startup depending on the employed air flow sensor . further , the present embodiment assumes that the present invention is applied to an engine . however , the present invention can also be applied to a hybrid engine that combines an engine and a motor . in such an application , for example , the torque for attaining a target increased rotation speed may be generated in a shared manner by the engine and motor while allowing the motor , which has high control accuracy , to correct an error in an actual increased rotation speed .