JP2015055175A - Vehicle start control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle start control device which can quickly restart an ISS vehicle.SOLUTION: An ECU 21 automatically stops an engine (1) when a prescribed stop condition is established, after that, performs idling stop start control for automatically starting the engine (1) when a prescribed start condition is established (S1 to S4), and before an engine rotation speed reaches an idling rotation speed after a start of the automatic start of the engine (1) by the idling stop start control, performs start gear-in control for starting gear-in to a target gear change stage of a transmission (3)(S5 to S10).

Description

  The present invention relates to a vehicle start control device, and more particularly to control at the time of re-start by engine idling stop start (ISS) control.

  In recent years, from the viewpoint of environmental protection and fuel efficiency saving, the engine is automatically stopped when the vehicle is temporarily stopped due to a signal at an intersection or the like, and the engine is automatically started when the vehicle subsequently restarts. Vehicles having functions (hereinafter referred to as ISS vehicles) have been put into practical use.

  In such a re-start in an ISS vehicle, in order to enable a quick start, for example, as in Patent Document 1, the rotation speeds of the crankshaft and the starter pinion are estimated at the time of engine start, and the respective rotation speeds are the same. Alternatively, a technique has been developed in which a pinion is engaged with a ring gear connected to a crankshaft when the rotation speed becomes lower than an approximate rotational speed.

JP 2013-7307 A

  In re-starting in an ISS vehicle, first, the engine is started as in Patent Document 1, and the operation of the engine is confirmed by confirming that the engine rotational speed reaches the idling rotational speed. After confirming the operation of the engine, it is possible to start by performing gearing of the starting stage in the transmission and connecting the clutch.

  Therefore, even if the engine can be started quickly as in Patent Document 1, the vehicle cannot start unless the gearing of the starting stage in the transmission is completed. If the gearing of the transmission is delayed, there will be a problem that even if the accelerator is depressed after the engine is started, the vehicle gets started and the driver feels uncomfortable.

  A gear of a transmission is normally difficult to mesh unless there is a difference in rotational speed between the input side and the output side. In particular, an automatic transmission (so-called AMT) in which a shift operation and a clutch operation associated with a shift are automated by an actuator. : Automated Manual Transmission), the tendency is strong.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a vehicle start control device capable of promptly restarting an ISS vehicle.

  In order to achieve the above-described object, in the present invention, an engine that is a driving source for driving a vehicle, a transmission that has a plurality of transmission gears and that outputs a driving force from the engine by shifting, and the engine Clutch means for connecting / disconnecting driving force to / from the transmission, and automatically stopping the engine when a predetermined stop condition is satisfied, and then automatically starting the engine when a predetermined start condition is satisfied An idling stop start control means, and a start to start gearing to the target gear stage of the transmission before the engine speed reaches the idling speed after the start of the automatic engine start by the idling stop start control means And a start control means for performing gear engagement control.

  Preferably, the vehicle includes a clutch rotation speed detection unit that detects a rotation speed of the clutch unit, and the start control unit is configured to start the automatic start of the engine by the idling stop start control unit, as the start gear engagement control, When the rotational speed of the clutch means detected by the clutch rotational speed detection means is lower than the idling rotational speed of the engine and becomes equal to or higher than a predetermined clutch rotational speed necessary for gearing in the transmission, It is preferable to start gearing to the target shift stage of the transmission.

In particular, the predetermined clutch rotational speed is preferably in the range of 20 to 50% of the idling rotational speed of the engine.
Further preferably, the idling stop start control means includes that the change lever is switched to a shift position other than the neutral position in the start condition, and the start control means is configured to set the change lever to a shift position other than the neutral position. It is preferable to perform the start gearing control when the engine is automatically started due to establishment of the switched start condition.

  Further preferably, the vehicle further includes a start stage selection switch for selecting a shift stage of the transmission to be used at the start of the vehicle, and the idling stop start control means is operated with the start stage selection switch as the start condition. The start control means may perform the start gear shifting control when the engine is automatically started due to establishment of a start condition in which the start stage selection switch is operated.

  More preferably, when the start control means is geared to a speed other than the target speed in the transmission before the start condition in the idling stop start control is satisfied, the start control means After the start of automatic start, it is preferable to perform the starting gear engagement control after setting the gear position of the transmission to neutral.

  According to the present invention using the above means, from the automatic start of the engine by the idling stop start control means, before the engine rotation speed reaches the idling rotation speed, starting gearing to the target shift stage in the transmission, The gearing of the transmission can be started from an early point without waiting for the engine to operate, and the vehicle can be started earlier than before. Thereby, it is possible to promptly restart the ISS vehicle.

It is a schematic block diagram which shows the drive system of the vehicle provided with the vehicle start control apparatus in one Embodiment of this invention. It is a flowchart which shows the start control routine which ECU performs. It is a time chart which shows transition from the engine stop state in which the gear of a transmission is neutral until it can be started. It is a time chart which shows transition until it will be in the state which can be started from the engine stop state in which the gear of the transmission was geared to gears other than neutral.

Hereinafter, an embodiment of a vehicle start control device embodying the present invention will be described.
FIG. 1 is an overall configuration diagram showing a drive system of a vehicle provided with a start control device of the present embodiment, and the configuration of the present embodiment will be described below based on the same diagram.
The vehicle in this embodiment is a truck, and a diesel engine (hereinafter referred to as an engine) 1 is mounted as a driving power source. An input shaft 3a of an automatic transmission (hereinafter simply referred to as a transmission) 3 is connected to an output shaft 1a of the engine 1 via a clutch device 2 (clutch means), and the rotation of the engine 1 is changed when the clutch device 2 is connected. Is transmitted to the machine 3. The transmission 3 is based on, for example, a manual transmission having six forward speeds and one reverse speed. As described below, the speed change operation and the connection / disconnection operation of the clutch device 2 associated with the speed change are performed. This is an automated so-called AMT.

  The clutch device 2 is configured as a friction clutch that is connected to the flywheel 4 by press-contacting the clutch plate 5 with a pressure spring 6 and is disconnected by separating the clutch plate 5 from the flywheel 4. An air cylinder 8 is connected to the clutch plate 5 via an outer lever 7, and an air tank 11 filled with compressed air is connected to the air cylinder 8 via an air passage 10 in which an electromagnetic valve 9 is interposed.

  When the electromagnetic valve 9 is opened, compressed air is supplied from the air tank 11 to the air cylinder 8 via the air passage 10, and the air cylinder 8 is activated to separate the clutch plate 5 from the flywheel 4 via the outer lever 7. Thus, the clutch device 2 is switched from the connected state to the disconnected state. On the other hand, when the solenoid valve 9 is closed, the air cylinder 8 stops operating due to the stop of the supply of compressed air, so that the clutch plate 5 is pressed against the flywheel 4 by the pressure spring 6, and thereby the clutch device 2 is released from the disconnected state. Switch to connected state. As described above, the air cylinder 8 is operated in accordance with the opening and closing of the electromagnetic valve 9 so that the clutch device 2 can be automatically connected and disconnected.

  The transmission 3 is provided with a gear shift unit 14 for switching the gear position. Although not shown, the gear shift unit 14 includes a plurality of air cylinders that operate shift forks corresponding to the respective gear speeds in the transmission 3, and It incorporates multiple solenoid valves that actuate the air cylinder. The gear shift unit 14 is connected to the above-described air tank 11 through the air passage 12, and compressed air from the air tank 11 is supplied to the corresponding air cylinder according to opening and closing of each solenoid valve, and the air cylinder is operated. When the corresponding shift fork is switched, the gear position of the transmission 3 is shifted according to the switching operation. As described above, the air cylinder is operated in accordance with the opening / closing of the electromagnetic valve of the gear shift unit 14, and the transmission 3 can be automatically operated for shifting.

  In the vehicle, an input / output device (not shown), a storage device (ROM, RAM, etc.) for storing control programs and control maps, an ECU (control unit) equipped with a central processing unit (CPU), a timer counter, etc. 21 is installed, and comprehensive control of the engine 1, the clutch device 2, and the transmission 3 is performed.

  On the input side of the ECU 21, an engine rotation speed sensor 22 that detects the rotation speed of the engine 1 and a clutch rotation speed sensor 23 that detects the rotation speed (clutch rotation speed) of the input shaft 3a of the transmission 3 (clutch rotation speed detection means). ), A lever position sensor 24 for detecting the switching position of the change lever 13 provided in the driver's seat, a gear position sensor 25 for detecting the gear position of the transmission 3, an accelerator sensor 27 for detecting the operation amount of the accelerator pedal 26, and a shift A vehicle speed sensor 28 provided on the output shaft 3b of the machine 3 for detecting the output shaft rotational speed (correlating with the vehicle speed), a brake switch 30 for detecting the operation of the foot brake 29, and a clutch stroke for detecting the clutch stroke of the clutch device 2. Sensors such as the sensor 31 are connected.

  Further, the electromagnetic valve 9 of the clutch device 2 and the electromagnetic valves of the gear shift unit 14 are connected to the output side of the ECU 21, and the fuel injection valve of the engine 1 is connected (not shown). . In addition, you may make it provide ECU for engine control separately from ECU21, for example, without controlling comprehensively by single ECU21 in this way.

  For example, the ECU 21 calculates the fuel injection amount to each cylinder of the engine 1 from a map (not shown) based on the engine rotation speed detected by the engine rotation speed sensor 22 and the accelerator operation amount detected by the accelerator sensor 27. The fuel injection timing is calculated from a map (not shown) based on the engine speed and the fuel injection amount. Based on these calculated values, the engine 1 is operated while driving the fuel injection valves of the respective cylinders.

  The ECU 21 executes the automatic shift mode when the lever position sensor 24 detects that the change lever 13 is switched to the D (drive) range, and based on the accelerator operation amount and the vehicle speed detected by the vehicle speed sensor 28, A target shift speed is calculated from a shift map (not shown). Then, while opening / closing the electromagnetic valve 9 of the clutch device 2 and connecting / disconnecting the clutch device 2 by the air cylinder 8, the predetermined electromagnetic valve of the gear shift unit 14 is opened / closed and the corresponding shift fork is switched by the air cylinder. Thus, the vehicle shifts to the target shift stage, and the vehicle is always driven with an appropriate shift stage.

  The shift position that can be selected by the change lever 13 includes a P (parking) range selected during parking, a N (neutral) range in which the gear of the transmission 3 is neutral, a D (drive) range selected during forward travel, There are an R (reverse) range selected at the time of reverse, an M (manual) range in which the shift stage can be manually shifted up or down. The vehicle is also provided with a start stage selection switch 32 for selecting a shift stage (starting stage) to be used at the start, and the ECU 21 sets the start stage specified by the start stage selection switch 32 when the vehicle starts. The target gear position is set.

  On the other hand, the ECU 21 automatically stops the engine 1 when the vehicle is temporarily stopped due to a signal or the like and a predetermined stop condition is satisfied, and then automatically starts the engine 1 when the predetermined start condition is satisfied. (Hereinafter referred to as ISS control) is executed (idling stop start control means).

  For example, the stop operation of the accelerator operation (accelerator operation amount = 0), the brake operation (the brake switch 30 is turned on), the vehicle stop (vehicle speed = 0), and the like are set in advance as the engine stop condition. If a state in which all these conditions are satisfied continues for a predetermined fixed time, the ECU 21 considers that the stop condition is satisfied, stops the fuel injection of the engine 1 and automatically stops it.

  Further, for example, as a starting condition, the brake operation is stopped (the brake switch 30 is turned off), the accelerator operation is started (accelerator operation amount> 0), or the change lever 13 is switched to a shift position other than the N range. Operation of the selection switch 32 is set in advance. If any one of these conditions is satisfied, the ECU 21 considers that the start condition is satisfied, and causes the engine 1 to be cranked and automatically started by a starter (not shown). In addition, the stop condition and start condition of the above engine 1 are examples, and are not restricted to this, It can change arbitrarily.

The ECU 21 performs start gearing control in the transmission 3 to enable quick start of the vehicle simultaneously with automatic start by the ISS control of the engine 1 (start control means).
Specifically, referring to FIG. 2, a vehicle start control routine performed by the ECU 21 is shown in a flowchart, and the start control at the time of start-up by ISS control will be described below along the flowchart. The start control is executed when the engine is stopped.

  As shown in FIG. 2, the ECU 21 first determines in step S1 whether or not the engine 1 is automatically stopped by ISS control. If the determination result is false (No), the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to step S2.

  In step S <b> 2, the ECU 21 determines whether or not the change lever 13 has been switched to other than the N range, or whether or not the start stage selection switch 32 has been operated. That is, it is determined whether the change lever 13 is switched to a shift position other than the N range or the start stage selection switch 32 is operated among the ISS control start conditions. When the determination result is false (No), that is, when the start condition is not yet satisfied or when another start condition is satisfied, the routine is returned. Note that when the start condition is satisfied by stopping the brake operation or starting the accelerator operation, which is another start condition, the start control is performed as usual without performing the start control. On the other hand, when the determination result is true (Yes), for example, when the change lever 13 is switched from the N range to a range other than the N range, such as the D range, or from the D range to the R range. As described above, when the switching operation is performed between ranges other than the N range, when the start gear is switched by the start gear selection switch 32, the process proceeds to step S3.

In step S3, the ECU 21 starts automatic start of the engine 1 by ISS control.
Specifically, in the next step S4, the ECU 21 starts cranking the engine 1 with a starter (not shown). As a result, the engine rotation speed starts to increase, and if the clutch device 2 is in the connected state, the clutch rotation speed also starts to increase.

  In step S5, the ECU 21 determines whether or not the gear of the transmission 3 is neutral. When the determination result is false (No), for example, when the engine is automatically stopped in the D range, or when the engine is automatically stopped, the change lever 13 is temporarily operated, and the transmission 3 is set to any gear stage other than neutral. If the gear is engaged, the process proceeds to step S6.

  In step S6, if the clutch device 2 remains in the engaged state in a state where the gear is engaged in one of the transmission gears 3, there is a possibility that unexpected start or engine stall may occur. While being in a disconnected state, the gear of the transmission 3 is switched to neutral. And after the clutch apparatus 2 will be in a cutting | disconnection state and the gear of the transmission 3 will be in neutral, it progresses to step S7. If the determination result in step S5 is true (Yes), that is, if the gear of the transmission 3 is neutral while the engine is stopped, the process proceeds directly to step S7 without passing through step S6.

  In step S7, the ECU 21 determines whether or not the clutch rotation speed detected by the clutch rotation speed sensor 23 is equal to or greater than a predetermined gear engagement determination threshold (predetermined clutch rotation speed). The gear engagement determination threshold value is set lower than the idling rotation speed of the engine 1 and the minimum clutch rotation speed necessary for gear engagement. In particular, in order to make the effect of the early start of the vehicle remarkable, it is preferable to set the gear engagement determination threshold to 20 to 50% of the idling rotation speed of the engine 1, and specifically, 100 to 250 rpm is preferable. .

If the determination result is false (No), that is, if the clutch rotational speed is less than the gear engagement determination threshold value, the process proceeds to step S8.
In step S8, the ECU 21 maintains the clutch device 2 if it is in the connected state. If the clutch device 2 is in the disconnected state in step S6, the ECU 21 sets the clutch device 2 in the connected state again. Then, the determination in step S7 is performed again.

If the determination result in step S7 is true (Yes), that is, if the clutch rotational speed is greater than or equal to the gear engagement determination threshold value, the process proceeds to step S9.
In step S9, the ECU 21 puts the clutch device 2 in a disconnected state.
After the clutch device 2 is disengaged, in step S10, the ECU 21 performs gearing with the starting speed (for example, the second speed) selected by the starting speed selection switch 32 in the transmission 3 as the target speed, and ends the routine. To do. When the gearing to the starting stage is completed, the vehicle is ready to start and can start according to the driver's accelerator operation.

  The ECU 21 performs the start control as described above. Further, referring to FIG. 3 and FIG. 4, a time chart when the start control is executed by the ECU 21 is shown. The effect by performing control is demonstrated.

  FIGS. 3 and 4 show the change lever position, the engine rotation speed, the clutch rotation speed, the clutch stroke indicating the connection / disengagement state of the clutch device 2, the shift stroke indicating the gear engagement state of the transmission 3, and the engine when the vehicle starts. One operation determination flag is shown. Note that the time charts of FIGS. 3 and 4 start when the engine automatic stop by the ISS control is completed (S1 is Yes).

  FIG. 3 shows the transition from the state in which the gear of the transmission 3 is neutral and the engine 1 is stopped until the start control of the present embodiment is executed and the vehicle can start, and the start control of the present embodiment is executed. The case (solid line) and the case where the conventional start control is executed (broken line) are shown.

  The engine is stopped until time t1 in FIG. 3, and the change lever 13 is switched from the N range to the D range at time t1 (S2 is Yes). The ECU 21 starts automatic start of the engine 1 by ISS control from this point in time, and the engine 1 is cranked (S3, S4).

Since the gear of the transmission 3 is neutral (step S5 is Yes) and the clutch device 2 is in the connected state, the engine 1 is cranked and the engine rotational speed is increased, so that the clutch rotational speed of the clutch device 2 is also increased. To rise.
When the clutch rotational speed exceeds the gear engagement determination threshold indicated by the one-dot chain line in FIG. 3 at time t2 (Yes in S7), the ECU 21 shifts the clutch device 2 to the disconnected state (S9). .

When the clutch device 2 is disengaged at time t3, the ECU 21 starts gearing with the second speed being the start speed as the target gear position for the transmission 3 (S10).
At time t4, the engine rotation speed reaches the idling rotation speed, and the operation determination flag of the engine 1 is switched from OFF to ON, so that the ECU 21 confirms the operation of the engine 1.

At time t5, gearing to the starting stage of the transmission 3 is completed. Therefore, in this embodiment, the vehicle is ready to start from the time t5, and thereafter, the vehicle starts immediately if the clutch device 2 is connected in accordance with the accelerator operation.
On the other hand, in the case of the conventional start control that does not execute the start control in the present embodiment, as shown by the broken line in FIG. 3, until the time t4 when the engine speed reaches the idling speed by the automatic start of the engine 1 by the ISS control, That is, the connected state of the clutch device 2 is maintained until the engine operation determination flag is turned ON. Then, after confirming that the engine operation determination flag is turned on at time t4, the clutch device 2 is disconnected, and after the clutch device 2 is disconnected at time t5, the target start in the transmission 3 is performed. Start gearing to the stage. For this reason, in the conventional start control, the vehicle can be started from time t6 which is later than time t5 at which the vehicle can start in the present embodiment.

  Next, the case where the engine is automatically stopped by the ISS control in a range other than the N range, that is, when the gear of the transmission 3 is switched to a gear position other than the neutral is switched to a shift position other than the N range. To do. Specifically, in FIG. 4, the engine is automatically stopped by the ISS control when the change lever 13 is in the D range, and the engine 1 is restarted when the change lever 13 is switched to the R range to execute the start control of the present embodiment. Shows the case.

  In FIG. 4, the engine is automatically stopped by ISS control in the D range, so that the gear of the transmission 3 is geared to a non-neutral gear (for example, third gear) and the clutch device 2 starts from the disconnected state. doing.

At time t10, the change lever 13 is switched from the D range to the R range (S2 is Yes), and from this point in time, the engine 1 is automatically started by ISS control and the engine 1 is cranked (S3). , S4).
On the other hand, since the gear of the transmission 3 is geared to a gear position other than neutral (S5 is No), the ECU 21 maintains the disengaged state of the clutch device 2 in order to prevent unexpected start and engine stall. Meanwhile, the gear of the transmission 3 is set to neutral (S6).

  When the gear of the transmission 3 becomes neutral at time t11, the ECU 21 shifts the clutch device 2 to the connected state (S8). At this time, the engine 1 is cranking, the clutch device 2 is shifted to the connected state, and the clutch rotational speed increases when the half clutch state (t12) is exceeded.

When the clutch rotation speed exceeds the gear engagement determination threshold at time t13 (S7 is Yes), the ECU 21 shifts the clutch device 2 to the disconnected state.
When the clutch device 2 is in the disconnected state at time t14, the ECU 21 starts gearing with the reverse gear selected as the start gear for the transmission 3 as the target gear (S10).

At time t15, the engine rotation speed reaches the idling rotation speed, and the operation determination flag of the engine 1 is switched from OFF to ON, so that the ECU 21 confirms the operation of the engine 1.
At time t16, the gearing of the transmission 3 to the reverse gear is completed. Accordingly, the vehicle is ready to start from the time t16, and thereafter, the vehicle starts immediately if the clutch device 2 is connected in accordance with the accelerator operation.

  As described above, from the automatic start of the engine 1 by the ISS control, before the engine rotation speed reaches the idling rotation speed, the gear shift in the transmission 3 is started, so that the shift from an early point without waiting for the operation of the engine 1 is performed. Gearing of the machine 3 can be started, and the vehicle can be started earlier than before.

In particular, by setting a gear engagement determination threshold value that is lower than the idling rotation speed of the engine 1 and is the minimum clutch rotation speed required for gear engagement, the gear engagement to the start stage in the transmission 3 can be performed reliably and smoothly. Can be done.
As described with reference to FIG. 4, even when the transmission 3 is geared to a gear stage other than neutral before the engine 1 is automatically started by the ISS control, the transmission is started together with the start of the engine 1. 3 is neutral. Then, after the transmission 3 is in the neutral state, the clutch device 2 is connected to increase the clutch rotation speed, and then the gear is put into the starting stage of the transmission 3. As a result, even when the transmission 3 is geared before the engine 1 is started, smooth gearing can be performed from an early point in time without applying a load to the gear.

Thus, according to the vehicle start control device of the present embodiment, it is possible to promptly restart the ISS vehicle.
Although the description of the embodiment of the vehicle start control device according to the present invention is finished above, the embodiment is not limited to the above embodiment.

For example, in the above embodiment, the engine 1 is a diesel engine, but the engine is not limited to this, and may be, for example, a gasoline engine.
In the above embodiment, the case where the engine 1 is automatically started by the switching operation of the change lever 13 has been described with reference to FIGS. 3 and 4. However, the case where the engine 1 is automatically started by the operation of the start stage selection switch 32 is also illustrated in FIG. The vehicle can start with the same transition as in FIG. That is, if the gear of the transmission 3 is neutral while the engine 1 is stopped, as shown in FIG. 3, if the gear of the transmission 3 is geared to a gear other than neutral while the engine 1 is stopped, FIG. It changes as follows.

DESCRIPTION OF SYMBOLS 1 Engine 2 Clutch apparatus 3 Transmission 13 Change lever 21 ECU (Idling stop start control means, start control means)
22 Engine rotation speed sensor 23 Clutch rotation speed sensor (clutch rotation speed detection means)
24 lever position sensor 25 gear position sensor 27 accelerator sensor 28 vehicle speed sensor 31 clutch stroke sensor 32 start stage selection switch

Claims (6)

An engine that is a driving source for driving the vehicle;
A transmission having a plurality of transmission gears, and shifting and outputting the driving force from the engine;
Clutch means for connecting and disconnecting driving force from the engine to the transmission;
An idling stop start control means for automatically stopping the engine when a predetermined stop condition is satisfied, and then automatically starting the engine when a predetermined start condition is satisfied;
Start control for performing start gearing control for starting gearing to the target shift stage of the transmission before the engine rotational speed reaches the idling rotational speed after the automatic start of the engine is started by the idling stop start control means. Means,
A vehicle start control device comprising: Clutch rotation speed detection means for detecting the rotation speed of the clutch means;
The starting control means, as the starting gear-in control, is the engine idling of the engine detected by the clutch rotational speed detecting means after the start of the automatic engine start by the idling stop start control means. The gearing to the target gear position of the transmission is started when the rotational speed is lower than a predetermined clutch rotational speed which is lower than the rotational speed and required for gearing in the transmission. The vehicle start control device according to claim 1.   3. The vehicle start control device according to claim 2, wherein the predetermined clutch rotational speed is in a range of 20 to 50% of an idling rotational speed of the engine. The idling stop start control means includes that the change lever is switched to a shift position other than the neutral position in the start condition,
The start control means performs the start gear shifting control at the time of automatic start of the engine due to establishment of a start condition in which the change lever is switched to a shift position other than a neutral position. The vehicle start control device according to any one of the above. And a start stage selection switch for selecting a shift stage of the transmission to be used when starting the vehicle,
The idling stop start control means includes that the start stage selection switch is operated in the start condition,
5. The start gear setting control according to claim 1, wherein the start gear control is performed when the engine is automatically started due to establishment of a start condition in which the start stage selection switch is operated. 6. Vehicle start control device.   The start control means starts the automatic start of the engine when the transmission is geared to a speed other than the target speed before the start condition in the idling stop start control is satisfied. 6. The vehicle start control device according to claim 1, wherein the start gear-gearing control is performed after the shift speed of the transmission is set to neutral.

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