JP2013224058A - Start control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a start control device of a hybrid vehicle that can urge a driver to change speed to a start shift position in starting the vehicle, when a shift position is not a prescribed start shift position.SOLUTION: A start control device is applied to a hybrid vehicle 1 comprising a manual transmission 10 that changes a shift position by operation of a shift lever 13, wherein powers of an internal combustion engine 2 and an MG3 are input to an input shaft 11 of the manual transmission 10 and an output shaft 12 of the manual transmission 10 is connected to a driving wheel 5 in a power transmittable manner, and the start control device controls the electric motor MG3 so that power is output from the MG3 when a prescribed start condition is satisfied. The start control device limits the power output from the MG3 so that the power output from the MG3 may become smaller than the requirement drive power demanded by a driver to the vehicle 1, when the shift position of the manual transmission 10 is the shift position other than the prescribed start shift position when the prescribed start condition is satisfied.

Description

  The present invention is applied to a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as driving power sources, and a manual transmission is provided in a power transmission path between the driving power sources and driving wheels. The present invention relates to a start control device in which an electric motor is controlled so that power is sometimes output from the electric motor.

  A hybrid vehicle equipped with an internal combustion engine and a motor / generator is known as a driving source for traveling. Also, in such a hybrid vehicle, a vehicle in which a manual transmission is provided in a power transmission path between a driving source for driving and driving wheels is known. For example, the rotation shaft of a motor / generator is connected to the output shaft of an internal combustion engine via an automatic clutch, and the input of a manual transmission is connected to the rotation shaft of the motor / generator via a manual clutch operated by a clutch pedal. A hybrid vehicle in which a shaft is connected is known (see Patent Document 1). In addition, there are Patent Documents 2 to 4 as prior art documents related to the present invention.

JP 2011-037409 A JP 2009-292419 A JP 2011-005904 A JP 2011-214466 A

  In a vehicle in which only an internal combustion engine is mounted as a driving source for traveling and a manual transmission is provided in a power transmission path between the internal combustion engine and driving wheels, that is, a so-called manual vehicle, the first gear is set to the first speed when the vehicle starts. Alternatively, when the speed is not a predetermined starting speed such as the second speed, the rotational speed of the internal combustion engine is reduced and the engine stalls or the vehicle vibrates. Thus, the driver knows that the gear position is not the starting gear position. On the other hand, in a hybrid vehicle such as the vehicle of Patent Document 1, the vehicle can be started by the power of an electric motor such as a motor / generator. In this case, the vehicle can be started by increasing the power output from the electric motor even at a speed other than the starting speed such as the fourth speed or the fifth speed. However, in this case, since the gear stage is not the starting gear stage, it is necessary to operate the electric motor with low rotation and high torque. Under such operating conditions, the efficiency of the electric motor is deteriorated, so that the energy efficiency may be deteriorated.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a hybrid vehicle start control device capable of prompting a driver to shift to a start speed when the speed is not a predetermined start speed when the vehicle starts. And

  The start control device of the present invention is equipped with an internal combustion engine and an electric motor as a driving source for traveling, and has a plurality of shift speeds set with different speed ratios, and the shift speed is switched by operating a shift lever. A power transmission of the internal combustion engine and the electric motor is input to an input shaft of the manual transmission, and the output shaft of the manual transmission is applied to a hybrid vehicle connected to drive wheels so that power can be transmitted; Start means for controlling the electric motor so that power is output from the electric motor when a predetermined start condition is satisfied including that the vehicle speed is lower than a predetermined determination speed and the accelerator pedal of the vehicle is depressed; In the start control device provided, the plurality of shift stages include a start shift stage to be used for starting the vehicle, and the start means is configured to perform the manual operation when the start condition is satisfied. When the gear of the speed gear is a gear other than the start gear, a notification means is provided to notify the driver that the gear of the manual transmission is not the start gear. ).

  According to the start control device of the present invention, if the shift stage is not the start shift stage when the start condition is satisfied, the notifying means notifies the driver of the fact, so that the driver is prompted to shift to the start shift stage. Can do. As a result, when the driver switches the gear position to the starting gear position, it is possible to prevent the electric motor from operating at low rotation and high torque, which is inefficient. Therefore, the energy efficiency of the vehicle can be improved.

  In one form of the start control device of the present invention, the notification means is based on the accelerator opening when the shift stage of the manual transmission is a shift stage other than the start shift stage when the start condition is satisfied. The power output from the electric motor is limited so that the power output from the electric motor is smaller than the required driving force requested by the vehicle from the driver. You may notify that a gear stage is not the said start gear stage (Claim 2). By limiting the power output from the electric motor, the acceleration of the vehicle becomes duller than when the shift stage is the start shift stage when the start condition is satisfied. As a result, the driver can feel uncomfortable, so that the driver can be informed that the shift stage is not the start shift stage and can be prompted to shift to the start shift stage.

  In this mode, when each gear stage of the manual transmission is set with an appropriate vehicle speed range in which the gear stage should be used, and the notifying means limits the power output from the electric motor. In addition, when the speed of the vehicle falls within an appropriate vehicle speed range of the gear position when the start condition is satisfied, there may be provided a restriction stopping means for stopping the restriction of the power output from the electric motor. Item 3). For example, when the vehicle is stopped in the middle of a downhill, there is a possibility that the driver intentionally starts the vehicle with a gear position other than the gear position for starting. In this case, since the vehicle is accelerated by the downhill, even if the power output from the electric motor is limited, the vehicle speed remains within the appropriate vehicle speed range of the gear position when the start condition is satisfied. In this mode, when the speed of the vehicle falls within the appropriate vehicle speed range after starting, the limit stopping means stops limiting the power output from the motor, so that the power output from the motor is limited wastefully. Can be prevented.

  In one form of the start control device of the present invention, the notifying means vibrates the vehicle when the shift stage of the manual transmission is a shift stage other than the start shift stage when the start condition is satisfied. Therefore, the motor may be controlled so that the power output from the motor fluctuates to notify the driver that the shift stage of the manual transmission is not the start shift stage. As is well known, when the vehicle is started by the internal combustion engine, if the shift stage is not the start shift stage, the operating state of the internal combustion engine becomes unstable and the vehicle vibrates. As a result, the driver notices that the gear stage is not the starting gear stage. According to this aspect, the vehicle vibrates if the shift stage is not the start shift stage when the start condition is satisfied, so that the driver is informed that the shift stage is not the start shift stage. It is possible to prompt the shift to the shift speed for use.

  As described above, according to the start control device of the present invention, if the shift stage is not the start shift stage when the start condition is satisfied, the notification means notifies the driver of the fact that the shift stage is not the start shift stage. It is possible to prompt a shift to

The figure which shows schematically the principal part of the vehicle incorporating the start control apparatus which concerns on one form of this invention. The figure which shows an example of the relationship between the rotational speed of a motor generator, a torque, and efficiency. The flowchart which shows the MG driving force restriction | limiting routine which a vehicle control apparatus performs. The flowchart which shows the MG drive force restriction | limiting cancellation | release routine which a vehicle control apparatus performs.

  FIG. 1 schematically shows a main part of a vehicle in which a start control device according to one embodiment of the present invention is incorporated. The vehicle 1 is equipped with an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving source for traveling and a motor generator (hereinafter also abbreviated as MG) 3 as an electric motor. . That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a known spark ignition type internal combustion engine mounted on a hybrid vehicle. The MG 3 is a well-known motor generator that is mounted on a hybrid vehicle and functions as an electric motor and a generator.

  Further, the vehicle 1 is equipped with a manual transmission (hereinafter sometimes abbreviated as a transmission) 10. The transmission 10 is configured as a manual transmission having first to fifth forward speeds and reverse gears. The transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, a gear pair (not shown) corresponding to the first to fifth gears is provided. Different gear ratios are set for each gear pair. The gear ratio is smaller in the order of the first gear pair, the second gear pair, the third gear pair, the fourth gear pair, and the fifth gear pair. The transmission 10 is configured such that rotation transmission by any one of these gear pairs is selectively established. The transmission 10 includes a shift lever 13 that is operated by a driver. In the transmission 10, when the driver operates the shift lever 13, the gear pair used for transmitting the rotation between the input shaft 11 and the output shaft 12 is switched, and the gear stage is switched. The transmission 10 is configured to be switchable to a neutral state in which the rotation transmission between the input shaft 11 and the output shaft 12 is blocked. The transmission 10 switches to the neutral state when the shift lever 13 is operated to the neutral position. The structure of the transmission 10 may be the same as a known manual transmission mounted on the vehicle. Therefore, detailed description is omitted.

  As shown in FIG. 1, the input shaft 11 of the transmission 10 is connected to the rotor shaft 3 a of the MG 3 via the first clutch 20. The first clutch 20 is a known friction clutch. The first clutch 20 is configured to be switchable between a completely engaged state in which the input shaft 11 and the rotor shaft 3a rotate integrally and a released state in which the input shaft 11 and the rotor shaft 3a are disconnected. Further, the first clutch 20 can be switched to a so-called half-clutch state in which power is transmitted between the rotor shaft 3a and the input shaft 11 while rotating at different rotational speeds. The first clutch 20 is operated by the clutch pedal CP. The first clutch 20 switches to a released state when the clutch pedal CP is depressed, and switches to a fully engaged state when the depression of the clutch pedal CP is released. When the clutch pedal CP is depressed halfway, the first clutch 20 is switched to the half clutch. The relationship between the clutch pedal CP and the state of the first clutch 20 is the same as that of a well-known manual clutch. Therefore, detailed description is omitted.

  The rotor shaft 3a of the MG 3 is connected to the output shaft 2a of the engine 2 via the second clutch 21. The second clutch 21 is also a known friction clutch. The second clutch 21 is configured to be switchable between an engaged state in which the output shaft 2a and the rotor shaft 3a rotate integrally and a released state in which the output shaft 2a and the rotor shaft 3a are disconnected. The second clutch 21 is provided with an actuator 21 a for switching the state of the second clutch 21. Thus, the second clutch 21 is configured as an automatic clutch.

  An output shaft 12 of the transmission 10 is connected to the differential mechanism 4. The differential mechanism 4 is a well-known mechanism that distributes input power to the left and right drive wheels 5. In this figure, only one drive wheel 5 is shown.

  The operations of the engine 2, the MG 3 and the second clutch 21 are controlled by the vehicle control device 30. The vehicle control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 30 holds various control programs for causing the vehicle 1 to travel appropriately. The vehicle control device 30 executes control of the control objects such as the engine 2 and the MG 3 by executing these programs. Various sensors for acquiring information related to the vehicle 1 are connected to the vehicle control device 30. For example, a vehicle speed sensor 31, an accelerator opening sensor 32, an MG rotation speed sensor 33, a wheel speed sensor 34, and the like are connected to the vehicle control device 30. The vehicle speed sensor 31 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1. The accelerator opening sensor 32 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening. The MG rotational speed sensor 33 outputs a signal corresponding to the rotational speed of the rotor shaft 3a of MG3. The wheel speed sensor 34 outputs a signal corresponding to the rotational speed (number of rotations) of the drive wheel 5. In addition to this, various sensors are connected to the vehicle control device 30, but these are not shown.

  In the vehicle 1, a plurality of travel modes are realized by controlling the operations of the engine 2, the MG 3, and the second clutch 21. An EV traveling mode, an engine traveling mode, and the like are set as the plurality of traveling modes. In the EV travel mode, the second clutch 21 is switched to the released state, and the engine 2 is stopped. Then, the vehicle 1 is driven by the power of MG3. On the other hand, in the engine travel mode, the second clutch 21 is switched to the engaged state. Then, the vehicle 1 is driven mainly by the power of the engine 2. The vehicle control device 30 switches between these travel modes according to the driving amount requested by the driver from the vehicle 1. For example, the vehicle control device 30 switches the travel mode to the EV travel mode when the accelerator opening is less than a predetermined determination opening. On the other hand, the vehicle control device 30 switches the travel mode to the engine travel mode when the accelerator opening is equal to or greater than the determination opening.

  Further, the vehicle control device 30 determines that a predetermined start condition is satisfied when the vehicle speed is lower than a predetermined determination speed set in advance and the accelerator pedal is depressed, and power is output from the engine 2 or MG3. Control these so that. Thus, the vehicle 1 is started. Whether the engine 2 or MG 3 outputs power is determined by whether or not the engine 2 is stopped when the start condition is satisfied. The engine 2 and the MG 3 are controlled so that power is output from the engine 2 when the engine 2 is in operation, and power is output from the MG 3 when the engine 2 is stopped. In addition, by executing this control, the vehicle control device 30 functions as the starting means of the present invention.

  When the power is output from the MG 3 and the vehicle 1 is started, if the speed is a speed other than the start speed to be used for starting the vehicle 1 such as the first speed or the second speed, the vehicle control device 30 The power output from the MG 3 is limited to inform the driver that the gear position is not the starting gear position. As described above, in the transmission 10, the gear position is switched by the operation of the shift lever 13. For this reason, when the driver has not switched the gear position when the vehicle is stopped, there is a possibility that the gear position is 4th speed or 5th speed when the vehicle 1 starts. In this case, in order to start the vehicle 1, it is necessary to operate the MG 3 with low rotation and high torque. FIG. 2 shows an example of the relationship between the rotation speed (number of rotations), torque, and efficiency of MG3. As is apparent from this figure, when the MG 3 is operated at a low rotation and a high torque such as the operating point P1, the efficiency of the MG 3 is deteriorated. Therefore, the vehicle control device 30 limits the power output from the MG 3 if the shift speed is a speed other than the start speed when the start condition is satisfied. In this case, since the vehicle 1 does not accelerate properly, the driver notices that the gear position is not the starting gear position. This prompts the driver to switch the gear position to the starting gear position.

  FIG. 3 shows an MG driving force limiting routine executed by the vehicle control device 30 to control the MG 3 in this way. This routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1. In addition, by executing this routine, the vehicle control device 30 functions as a notification unit of the present invention.

  In this routine, the vehicle control device 30 first acquires the traveling state of the vehicle 1 in step S11. As the traveling state of the vehicle 1, for example, the vehicle speed, the accelerator opening, the rotational speed of the rotor shaft 3a of the MG 3 and the rotational speed of the drive wheels 5 are acquired. In addition, what is necessary is just to acquire these based on the output signal of each sensor mentioned above. In the next step S12, the vehicle control device 30 determines whether or not the vehicle speed is smaller than a predetermined determination speed. The determination speed is a value set as a reference for determining whether or not the vehicle 1 is stopped or traveling at a very low speed. Therefore, for example, several km / h is set as the determination speed. If it is determined that the vehicle speed is equal to or higher than the determination speed, the current routine is terminated.

  On the other hand, when it determines with a vehicle speed being smaller than determination speed, it progresses to step S13 and the vehicle control apparatus 30 determines whether an accelerator opening is larger than zero. If it is determined that the accelerator opening is 0, the current routine is terminated. On the other hand, when it is determined that the accelerator opening is larger than 0, the process proceeds to step S14, and the vehicle control device 30 determines whether or not the engine 2 is stopped. If it is determined that the engine 2 is in operation, the current routine is terminated. On the other hand, when it determines with the engine 2 being stopped, it progresses to step S15 and the vehicle control apparatus 30 calculates the driving force which the driver has requested | required with respect to the vehicle 1. FIG. The required driving force may be calculated by a known calculation method that calculates based on the accelerator opening. Therefore, description of the calculation method is omitted. In subsequent step S16, vehicle control device 30 controls MG3 so that the required driving force calculated from MG3 is output.

  In the next step S <b> 17, the vehicle control device 30 acquires the current gear position. When power is output from MG 3, the power is input to transmission 10 if first clutch 20 is in a fully engaged state. Then, the gear is shifted at the current gear ratio and transmitted to the drive wheels 5. If the first clutch 20 is in the fully engaged state, the rotational speed of the input shaft 11 and the rotational speed of the rotor shaft 3a are the same. Further, the rotational speed of the output shaft 12 has a correlation with the rotational speed of the drive wheel 5. Therefore, the ratio between the rotational speed of the input shaft 11 and the rotational speed of the output shaft 12 can be obtained based on the rotational speed of the rotor shaft 3a and the rotational speed of the drive wheel 5. Then, it can be estimated that the current gear position is a gear position whose gear ratio is close to the obtained ratio. In this way, the current gear position may be acquired based on the rotational speed of the rotor shaft 3a and the rotational speed of the drive wheels 5.

  In the next step S18, the vehicle control device 30 determines whether or not the current shift speed is the start shift speed. As described above, the first gear and the second gear having a large gear ratio are set in the starting gear. Further, the starting shift speed includes reverse. If it is determined that the current gear position is the starting gear position, the current routine is terminated. On the other hand, if it is determined that the current gear position is not the starting gear position, the process proceeds to step S19, and the vehicle control device 30 executes MG driving force limiting control. In this MG driving force limit control, MG3 is controlled so that the power output from MG3 is smaller than the driver's required driving force. Specifically, for example, MG3 is controlled so that only about 60% of the required driving force is output from MG3. Thereafter, the current routine is terminated.

  FIG. 4 shows an MG driving force limit release routine executed by the vehicle control device 30 so as to center the MG driving force limit control when the gear position is switched to the starting gear position during execution of the MG driving force limit control. Show. This routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1. In this figure, the same processes as those in FIG.

  In this routine, the vehicle control device 30 first acquires the traveling state of the vehicle 1 in step S11. In the next step S21, the vehicle control device 30 determines whether or not the MG driving force limiting control is being executed. If it is determined that the MG driving force limit control is not being executed, the current routine is terminated. On the other hand, if it is determined that the MG driving force limiting control is being executed, the process proceeds to step S17, and the vehicle control device 30 acquires the current gear position. In the next step S18, the vehicle control device 30 determines whether or not the current shift speed is the start shift speed. When it is determined that the current gear position is the starting gear position, the process proceeds to step S22, and the vehicle control device 30 stops the MG driving force limit control. As a result, the required driving force of the driver is output from MG3. Thereafter, the current routine is terminated.

  On the other hand, if it is determined that the current gear position is not the starting gear position, the process proceeds to step S23, and the vehicle control device 30 calculates the appropriate vehicle speed range for the current gear position. As is well known, an appropriate vehicle speed range in which each gear stage should be used is set for each gear stage. Therefore, the relationship between the shift speed and the appropriate vehicle speed range may be stored as a map in the ROM of the vehicle control device 30, and the appropriate vehicle speed range may be calculated with reference to the map. In the next step S24, it is determined whether or not the vehicle speed is within the appropriate vehicle speed range calculated. If it is determined that the vehicle speed is outside the appropriate vehicle speed range, the current routine is terminated. On the other hand, if it is determined that the vehicle speed is within the appropriate vehicle speed range, the process proceeds to step S22, and the vehicle control device 30 stops the MG driving force limit control. Thereafter, the current routine is terminated.

  As described above, according to the start control device of the present invention, the power output from the MG 3 is smaller than the required driving force when the shift speed is not the start shift speed when the start condition is satisfied. The acceleration of the vehicle 1 becomes duller than in the case where the shift stage is the starting shift stage. This makes the driver feel uncomfortable and realizes that the current gear position is not the starting gear position. Therefore, it is possible to prompt the driver to shift to the starting gear. In addition, by limiting the power output from MG3 in this way, it is possible to prevent MG3 from operating at low rotation and high torque with low efficiency. As a result, the MG 3 can be operated at the operating point P2 in FIG. Further, when the driver shifts the gear position to the starting gear position, the MG 3 can be operated at an efficient operating point, for example, the operating point P3 in FIG. Therefore, the energy efficiency of the vehicle 1 can be improved.

  Further, according to the present invention, even when the shift speed is a speed other than the start speed when the start condition is satisfied, the MG driving force limit control is stopped if the vehicle speed is within the appropriate speed range of the speed. . For example, when the vehicle 1 is stopped in the middle of a downhill, the driver may intentionally start the vehicle 1 by setting the gear stage to a high gear such as fourth gear or fifth gear having a larger gear ratio than the starting gear. There is. In this case, since the vehicle 1 is accelerated by the downhill after the start, the vehicle speed is within the appropriate vehicle speed range of the high gear. In the present invention, the MG driving force limit control can be stopped even in such a case. Therefore, it is possible to prevent the power output from MG3 from being restricted in vain. It should be noted that the vehicle control device 30 functions as the restriction stopping means of the present invention by executing the routine of FIG. 4, in particular, steps S 21, S 22 and S 24.

  The hybrid vehicle to which the present invention is applied is not limited to the vehicle described above. For example, the present invention is applied to a vehicle in which the first clutch 20 is omitted from the vehicle shown in FIG. 1, that is, a vehicle in which the rotor shaft 3a of the MG 3 and the input shaft 11 of the transmission 10 are connected to rotate integrally. Also good.

  The method of acquiring the current gear position in step S17 described above is not limited to the method described above. For example, if the transmission 10 is provided with a sensor that outputs a signal corresponding to the rotational speed of the input shaft 11 and a sensor that outputs a signal corresponding to the rotational speed of the output shaft 12, the output signals of these sensors Based on this, the current gear position may be estimated. When a sensor that outputs a signal corresponding to the currently selected gear position of the transmission 10 is provided, the current gear position may be acquired with reference to the output signal of the sensor. Further, when the transmission 10 is provided with a sensor that outputs a signal corresponding to the position of the shift lever 13, the current shift speed may be acquired with reference to the output signal of the sensor.

  In the above-described embodiment, the power output from the MG 3 is limited when the shift stage is a shift stage other than the start shift stage when the start condition is satisfied, but the driver is informed that the shift stage is not the start shift stage. The method is not limited to this method. As is well known, when the vehicle 1 is started by the internal combustion engine 2, if the shift stage is not the start shift stage, the operating state of the internal combustion engine 2 becomes unstable and the vehicle 1 vibrates. Therefore, similarly, if the shift stage is not the start shift stage when the start condition is satisfied, the power output from the MG 3 is changed to vibrate the vehicle 1, thereby causing the driver to change the shift stage to the start shift stage. You may let them know that you do n’t. Specifically, in step S19 of FIG. 3, the vehicle control device 30 may execute control of MG3 that vibrates the vehicle 1 instead of the MG driving force limit control. As a result, the driver can be made aware that the gear position is not the starting gear position. In step S19, in addition to the MG driving force limit control, the control of MG3 for vibrating the vehicle 1 may be executed.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of 5 speeds. The maximum forward speed of the transmission may be 3rd speed, 4th speed, 6th speed or more. Further, the hybrid vehicle to which the present invention is applied may be provided with an electric motor instead of the motor / generator.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3 Motor generator (electric motor)
DESCRIPTION OF SYMBOLS 5 Drive wheel 10 Manual transmission 11 Input shaft 12 Output shaft 13 Shift lever 30 Vehicle control apparatus (starting means, notification means, restriction stopping means)

Claims (4)

An internal combustion engine and an electric motor are mounted as a driving source for traveling,
A manual transmission having a plurality of shift speeds set with different speed ratios, wherein the shift speed is switched by operation of a shift lever;
The power of the internal combustion engine and the electric motor is input to an input shaft of the manual transmission, and the output shaft of the manual transmission is applied to a hybrid vehicle connected to drive wheels so as to be able to transmit power,
Start means for controlling the electric motor so that power is output from the electric motor when a predetermined start condition is satisfied including that the vehicle speed is lower than a predetermined determination speed and the accelerator pedal of the vehicle is depressed; In the provided start control device,
The plurality of shift stages includes a start shift stage to be used for starting the vehicle,
The starting means is configured such that when the start condition is satisfied, the shift stage of the manual transmission is not the start shift stage when the shift stage of the manual transmission is a shift stage other than the start shift stage. A start control device provided with notification means for informing the user.   The informing means is set based on the accelerator opening when the shift stage of the manual transmission is a shift stage other than the start shift stage when the start condition is satisfied, and the driver requests the vehicle. The power output from the electric motor is limited so that the power output from the electric motor is smaller than the required driving force, and the gear stage of the manual transmission is not the starting gear stage for the driver. The start control device according to claim 1, which informs Each gear stage of the manual transmission is set with an appropriate vehicle speed range in which the gear stage should be used,
The notification means is output from the electric motor when the power output from the electric motor is limited and the vehicle speed falls within an appropriate speed range of the gear position when the start condition is satisfied. The start control device according to claim 2, further comprising restriction stopping means for stopping the restriction of power to be stopped.   The informing means varies the power output from the electric motor to cause the vehicle to vibrate if the speed of the manual transmission is a speed other than the start speed when the start condition is satisfied. The start control device according to claim 1, wherein the start control device is configured to control the electric motor to inform the driver that the shift stage of the manual transmission is not the start shift stage.

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