JPH0749813B2 - Vehicle start control device - Google Patents

Description

The present invention relates to a vehicle start control device, and can be effectively used for a vehicle provided with an automatic transmission system for controlling a friction clutch and a gear transmission.

[Description of Prior Art] As one of the prior arts related to the present invention, Japanese Patent Laid-Open No. 62-
There is a clutch control device described in Japanese Patent No. 103236. This is to prepare multiple operation patterns for connecting the friction clutch in a vehicle equipped with an automatic transmission system that controls the friction clutch and the gear transmission, and select the operation pattern according to the operation position of the selector when the vehicle starts. Then, the clutch control at the time of starting is performed according to the selected operation pattern.

By the way, when the steering wheel of the vehicle is turned when the vehicle starts, the load on the engine becomes greater than when the vehicle starts straight. According to the above-described conventional technique, the clutch operation is performed in the operation pattern according to the selector operation position regardless of whether or not the vehicle is in the steered state. There is a problem in that the startability is different from that when the vehicle is going straight, and the operability is impaired when the vehicle is started in the steered state. Further, in the steered state, it is difficult to accurately recognize the starting direction, and from the viewpoint of safer starting, it is desirable to use different starting control from that in straight running. In particular, when starting from the back, a safer starting control is desired because it involves a greater risk as compared with starting to the front.

[Object of the Invention] The present invention has been made based on the above viewpoint, and an object thereof is to provide a vehicle start control device effective for improving operability and safety when starting in a steered state. It is in.

[Means for Achieving the Purpose] In the present invention, a start determination means for determining the start of the vehicle, a start clutch control means for controlling the friction clutch in response to the start determination of the start determination means, Fuel supply control means for controlling the amount of fuel supplied to the engine in response to the start determination of the start determination means, wherein the start-time clutch control means has at least first and second half-clutch control patterns having different characteristics. The first half-clutch control pattern is a first half-clutch control pattern with a first predetermined accelerator depression amount as a half-clutch end condition, and the second half-clutch control pattern is the first predetermined half-clutch control pattern. The second predetermined half-clutch control pattern is the second half-clutch control pattern, and the second predetermined half-clutch control pattern is the second predetermined half-clutch control condition. Based on the half-clutch control pattern calculation means having a gradual characteristic change with respect to the accelerator depression amount than the latch control pattern, and at least the steering and accelerator depression amount of the vehicle, the vehicle is in a steered state and the accelerator depression amount is Half-clutch control pattern selecting means for selecting the second half-clutch control pattern when the second predetermined accelerator depression amount is not exceeded, and for selecting the first half-clutch control pattern otherwise; Clutch control means for controlling the friction clutch according to the half-clutch control pattern selected by the clutch control pattern selection means, wherein the fuel supply control means provides a plurality of start-time fuel supply characteristics having different characteristics. Supply calculation means, wherein the starting fuel supply characteristic is less than the non-steering starting fuel supply characteristic Also includes one steering start fuel supply characteristic, the engine rotation speed relative to the accelerator depression amount in a state where the steering start fuel supply characteristic is higher than the non-steering start fuel supply characteristic. Based on at least the steering of the vehicle, the start-time fuel supply calculation means set to gradually increase the vehicle start-time fuel supply characteristic is selected when the vehicle is in the steering state, In the non-steered state, the fuel is supplied in accordance with the start-time fuel supply characteristic selection means for selecting the non-steered start-time fuel supply characteristic, and the start-time fuel supply characteristic selected by the start-time fuel supply characteristic selection means. The above-mentioned object is achieved by a vehicle start control device having a control means for controlling.

That is, the first or second half-clutch control pattern is selected based on at least the steering amount and the accelerator depression amount, and the friction clutch is controlled according to the selected half-clutch control pattern, thereby performing the half-clutch control different from that during straight traveling. At the same time, at least one of a plurality of starting fuel supply characteristics having different characteristics is selected based on steering,
By controlling the fuel supply according to the selected starting fuel supply characteristics, the fuel supply control that is different from that when traveling straight ahead is performed during steering, thus improving operability and safety during starting during steering. Planned.

[Embodiment of the Invention] FIGS. 1, 2 and 3 are block diagrams showing an embodiment of the present invention. FIG. 2 shows a starting clutch control section in FIG. 1, and FIG. The injection amount control part of FIG. 1 is shown.

In FIG. 1, reference numeral 1 is a start determination unit. Start determination unit 1
Is the accelerator depression amount A, selector position P, engine speed
N _E , clutch position C, etc. are input to make a well-known start determination, and an H-level start signal SD is output from the start clutch to the start clutch control unit 2, the first switching circuit 3, and the injection amount control. Give to part 4. The starting clutch control unit 2 inputs the accelerator depression amount A, the selector position P, the engine speed N _E , the clutch output side speed N _C , the clutch position C, and the steering signal ST in addition to the starting signal SD to start the vehicle. The hour clutch control signal is given to the first switching circuit 3 as one selected signal. The clutch output side rotational speed N _C is the output side rotational speed of the friction clutch 7, and the actual slip ratio of the friction clutch 7 is calculated together with the engine rotational speed N _E, which is the input side rotational speed of the friction clutch 7, as will be described later. Used for. The steered signal ST is a signal given by the rotation of the steering wheel of the vehicle, and becomes H level when the steering wheel is turned over a predetermined steering angle, and becomes L level when the steering angle is less than that. The steering signal ST can be easily given by a switch that turns on / off in response to a predetermined steering angle of the steering wheel. In the case of power steering, the existing hydraulic pressure detection for idle up etc. Can be given by switch. First switching circuit 3
Receives the running clutch control signal from the running clutch control unit 5 as the other selected signal, and selects the starting clutch control signal while the starting signal SD is being given as a switching control signal. , Otherwise, the running clutch control signal is selected. The clutch control signal selected by the first switching circuit 3 is given to the clutch drive device 6, and the clutch drive device 6 controls the operation of the friction clutch 7 according to the selected clutch control signal. . The injection amount control unit 4 determines the accelerator depression amount A, the selector position P, the engine speed N _{E in addition to the} start signal SD.
Also, the steering signal ST is input and an injection amount control signal is given to the fuel supply device 8. The fuel supply device 8 controls the fuel supply of the diesel engine 9 according to the injection amount control signal from the injection amount control unit 4.

In the starting clutch control section 2 of FIG. 2, 10 is a normal starting control arithmetic circuit, which inputs a selector position P and a starting signal SD to start a target slip ratio signal of the friction clutch 7 according to the selector position P. It is given in response to the input of signal SD. FIG. 4 is a functional explanatory diagram of the normal start control arithmetic circuit 10. The vertical axis represents the target slip ratio of the friction clutch 7, the horizontal axis represents the time elapsed from the time t ₀ when the start signal SD is input, and the pattern (a) represents the selector. A target slip ratio characteristic given when the position P is in the D range, a pattern (b) is a target slip ratio characteristic given when the selector position P is in the second speed range, and a pattern (c) is a target slip ratio characteristic when the selector position P is in the first speed. The target slip ratio characteristic given when the range is the range, and the pattern (d) shows the target slip ratio characteristic given when the selector position P is the R range. The target slip rate of "1" means that the friction clutch 7 is completely disengaged and "0".
Is a fully connected state. When the selector position P is, for example, the R range, the normal start control arithmetic circuit 10 changes from “1” to “0” according to the pattern (d) as time elapses from the input time t ₀ of the start signal SD. The target slip rate signal is given. Reference numeral 11 denotes an actual slip ratio calculation circuit, which inputs the engine speed N _E and the clutch output side speed N _C and gives an actual slip ratio signal of the friction clutch 7. Reference numeral 12 denotes a first comparison circuit, which inputs the target slip rate signal of the normal start control arithmetic circuit 10 and the actual slip rate signal of the actual slip rate arithmetic circuit 11 and outputs a normal start clutch control signal corresponding to the difference between them. It is given to the second switching circuit 13 as one selected signal. 14
Inputs a half-clutch control arithmetic circuit and accelerator depression amount A, and gives a target clutch position signal during half-clutch control. FIG. 5 is a functional explanatory diagram of the half-clutch control arithmetic circuit 14, in which the vertical axis represents the target clutch position and the horizontal axis represents the accelerator depression amount (%). The OFF position is a state where the friction clutch 7 is completely disengaged, and the ON position is a state where it is completely connected. The half-clutch control calculation circuit 14 gives a target clutch position signal according to the normal half-clutch control pattern 14A and a target clutch position signal according to the steering half-clutch control pattern 14B. Each half-clutch control pattern 14A, 14
B changes from the OFF position to the ON position as the accelerator depression amount increases. As is apparent from FIG. 5, the half-clutch end condition for the normal half-clutch control pattern 14A is 40% accelerator depression amount, and the half-clutch end condition for steering half-clutch control pattern 14B is 60%. The characteristic change of the half-clutch control pattern 14B is more gradual. Therefore, when the half-clutch control is performed according to the steering half-clutch control pattern 14B, the load on the engine 9 is reduced, and the accelerator depression amount until the friction clutch 7 is completely connected is large. The target clutch position signal according to the normal half-clutch control pattern 14A is given to the third switching circuit 15 as one selected signal, and the target clutch position signal according to the steering half-clutch control pattern 14B is the third selected signal as the other selected signal. It is given to the switching circuit 15. Reference numeral 16 is a second comparison circuit, which is the third clutch position C of the friction clutch 7.
The target clutch position signal selected by the switching circuit 15 is input, and a half-clutch control signal corresponding to the difference between the two is applied to the second switching circuit 13 as the other selected signal. 17 is the first
Accelerator judgment circuit, 18 is a second accelerator judgment circuit, 19 is R
It is a range determination circuit. The first accelerator determination circuit 17 inputs the accelerator depression amount A, and the accelerator depression amount A is the depression amount 40.
When it is less than or equal to%, the H-level first accelerator signal is output, and otherwise the L-level output is given. The output of the first accelerator determination circuit 17 is given to the second switching circuit 13 as a switching control signal via the OR circuit 20. The second accelerator determination circuit 18 inputs the accelerator pedal depression amount A, and when the accelerator pedal depression amount A is smaller than or equal to 60%, H
The second accelerator signal of the level is output, and the L level output is provided otherwise. The output of the second accelerator decision circuit 18 is AN
It is given to the D circuit 21. The R range determination circuit 19 provides an H level R range signal when the selector operation position is in the R range, and provides an L level output otherwise. The output of the R range discrimination circuit 19 is given to the AND circuit 21. AND circuit
21 is a second accelerator determination circuit 18 and an R range determination circuit
The steering signal ST is input together with the output of 19 and the output thereof is given as a switching control signal to the second switching circuit 13 via the OR circuit 20 and to the third switching circuit 15. Second switching circuit 13
Is the first accelerator determination circuit 17 and / or the AND circuit 21.
When the output of is at H level, the half clutch control signal is selected, and otherwise the normal start clutch control signal is selected. The clutch control signal selected by the second switching circuit 13 is given to the first switching circuit 3 shown in FIG. 1 as a starting clutch control signal. The third switching circuit 15 turns the steering half-clutch control pattern 14 when the output of the AND circuit 21 is at the H level.
The target clutch position signal according to B is selected, and otherwise the normal half-time clutch control pattern 14A is selected.

In the injection amount control unit 4 of FIG. 3, 22 is a limit speed characteristic calculation circuit, which inputs the accelerator depression amount A and the engine speed N _E, and outputs a running injection amount control signal according to the limit speed characteristic as one of the selected signals. As the fourth switching circuit 23
Give to. Reference numeral 24 denotes an all-speed characteristic calculation circuit, which inputs the accelerator depression amount A and the engine speed N _E and gives a starting injection amount control signal according to the all-speed characteristic. The all-speed characteristic calculation circuit 24 is a starting injection amount control signal according to the normal all-speed characteristic 24A, and a starting injection amount control signal according to the steering all-speed characteristic map 24B.
The starting injection amount control signal according to the all-speed characteristic map 24C for steering R range is given. As will be described later, the starting injection amount control signal in accordance with the normal-time all-speed characteristic map 24A is selected at the time of straight-line starting without the H-level steering signal ST being given, and the steering all-speed characteristic map is selected.
The starting injection amount control signal according to 24B is the steering signal S of H level.
A steering signal ST of H level is given to the starting injection amount control signal which is selected when starting in a range other than the R range in the steering state where T is given and according to the all-speed characteristic map 24C for the steering R range. It is selected when the vehicle is in the steered state and starts in the R range. FIG. 6 is a diagram for explaining the difference between the all speed characteristic maps of FIG. 6, which are maps 24A, 24B, 24
The engine speed characteristics under no load of C are shown. The no-load engine speed characteristic of the steering all-speed characteristic map 24B is that the engine speed is higher than that of the normal all-speed characteristic map 24A, and the engine speed gradually increases up to 40% of the accelerator depression amount. The no-load engine speed characteristic of the all-speed characteristic map 24C for steered R range shows that the engine speed characteristics at a higher speed than that of the all-speed characteristic map 24B when steered are such that the engine speed gradually increases to 60% of the accelerator depression amount. To increase. Since the rotation speeds of the all-speed characteristic maps 24B and 24C at the time of steering are higher than those at the normal all-speed characteristic map 24A, the torque generated by the engine 9 at the time of starting in the steered state increases. Normal all speed characteristic map 24A
The starting injection amount control signal according to the above is given to the fifth switching circuit 25 as one selected signal. The starting injection amount control signal according to the steering all speed characteristic map 24B is given to the sixth switching circuit 26 as one selected signal, and the starting injection amount control signal according to the steering R range all speed characteristic map 24C is The other selected signal is given to the sixth switching circuit 26. Reference numeral 27 denotes an R range discrimination circuit, which inputs the selector position C, provides an H level R range signal when the selector operation position is in the R range, and otherwise provides an L level output. The sixth switching circuit 26 uses the output of the R range discriminating circuit 27 as a switching control signal, and a starting injection amount control signal in accordance with the all-speed characteristic map 24C for steering R range while the H level R range signal is given. Otherwise, selects the starting injection amount control signal according to the steering all-speed characteristic map 24B. The fifth switching circuit 25 uses the steering signal ST as a switching control signal and, while the H-level steering signal ST is given, selects the steering all-speed characteristic map 24B or the steering all-speed characteristic map 24B selected by the sixth switching circuit 26. The start-time injection amount control signal according to the all-speed characteristic map 24C for the hour R range is selected, and otherwise the start-time injection amount control signal according to the normal-time all-speed characteristic map 24A is selected.
The fourth switching circuit 23 uses the start signal SD as a switching control signal,
Fifth switching circuit while H level start signal SD is given
Select the starting injection amount control signal selected by 25,
Otherwise, the traveling-time injection amount control signal from the limit speed characteristic calculation circuit 22 is selected. The starting injection amount control signal or the traveling injection amount control signal selected by the fourth switching circuit 23 is supplied to the fuel supply device 8 of FIG.

According to the above-described configuration, when the vehicle starts backing in the steering state where the steering signal ST becomes H level, the accelerator depression amount A
When A is 60% or less, steering half clutch control pattern
Half-clutch control according to 14B is performed, and during steering R
The starting injection amount control is performed in accordance with the lens all-speed characteristic map 24C. That is, in the starting clutch control unit 2, the output of the AND circuit 21 becomes H level, the third switching circuit 15 selects the target clutch position signal according to the steering half clutch control pattern 14B, and the second switching circuit 13 outputs the target clutch position signal. 2 Select the half-clutch control signal from the comparison circuit 16. Therefore, the half-clutch control signal according to the steering half-clutch control pattern 14B is given to the clutch drive device 6 via the first switching circuit 3, and the friction clutch 7 is controlled according to the steering half-clutch control pattern 14B. . Since the half-clutch control pattern for steering 14B has a half-clutch ending condition of 60% accelerator depression amount, as described in the configuration description, the characteristic change is more gradual than the normal half-clutch control pattern 14A. Compared with the case where the normal half-time clutch control pattern 14A is followed, the load on the engine 9 is reduced, and the vehicle starts slowly for accelerator operation.
The operability and safety at the time of starting the back in the steered state are improved. On the other hand, in the injection amount control unit 4, the switching circuit 26 shown in FIG.
The injection amount control signal for starting according to
Selects the starting injection amount control signal from the sixth switching circuit 26, so that the starting injection amount control signal according to the steering R range all-speed characteristic map 24C is transmitted via the fourth switching circuit 23. 4 to the fuel supply device 8. The all-speed characteristic map 24C for the R range during steering is the normal all-speed characteristic map as described in the configuration description.
Compared to 24A, the engine 9 speed is increased to increase the generated torque, so that the decrease in operability due to the increased load in the steered state is prevented.

When the vehicle starts to move forward in the turning state in which the turning signal ST is at the H level, the accelerator pedal depression amount A is A ≦ 40%, so that the half clutch control according to the normal half clutch control pattern 14A is performed. , All-speed characteristic map during steering 24
The starting injection amount control according to B is performed. That is, in the starting clutch control unit 2, the output of the AND circuit 21 becomes L level, the third switching circuit 15 selects the target clutch position signal according to the normal time half-clutch control pattern 14A, and the second switching circuit 13 outputs the second clutch circuit. The half-clutch control signal from the comparison circuit 16 is selected, and the half-clutch control signal according to the normal half-clutch control pattern 14A is given to the clutch drive device 6.
In the injection amount control unit 4, the sixth switching circuit 26 selects the starting injection amount control signal according to the steering all-speed characteristic map 24B, and through the fifth switching circuit 25 and the fourth switching circuit 23,
The fuel injection device 8 is provided with a start injection amount control signal according to the all-speed characteristic map 24B during steering. The steering all-speed characteristic map 24B is, as described in the configuration description, compared with the normal all-speed characteristic map 24A,
Since the rotational speed of the engine 9 is increased to increase the generated torque, it is possible to prevent a decrease in operability due to an increase in load in the steered state.

In the case of a straight-ahead start in which the turning signal ST is at the L level, the half-clutch control according to the normal half-clutch control pattern 14A or the first comparison circuit 12 is performed depending on whether or not the accelerator depression amount A is A ≦ 40%. The normal start control is performed in accordance with the normal start clutch control signal, and the start injection amount control is performed in accordance with the normal all speed characteristic map 24A.
That is, in the starting clutch control unit 2, if the accelerator depression amount A is A ≦ 40%, the second switching circuit 13 selects the half-clutch control signal from the second comparison circuit 16, and A ≦ 40%. For example, the normal starting clutch control signal from the first comparison circuit 12 is selected. In the injection amount control unit 4, the steering signal ST is L
Since it is the level, the fifth switching circuit 25 selects the starting injection amount control signal according to the normal all speed characteristic map 24A.

FIG. 7 shows the starting determination unit 1, the starting clutch control unit 2 in FIG.
6 is an example of a control flowchart when the functions of the first switching circuit 3 and the injection amount control unit 4 are performed using a microcomputer.

In step 30, a start determination is made. If the vehicle is starting, the process proceeds to step 31, and if the vehicle is not starting, the vehicle is stopped in step 32. In step 31, it is determined whether the turning signal ST is at the H level or the L level, and if it is at the H level, that is, the turning state, the process proceeds to step 33, and if it is at the L level, the process proceeds to step 34. In step 33, it is judged whether or not the selector operation position is in the R range. If it is not in the R range, step 35 is entered.
Enter 36. Steps 34, 35, and 36 are steps for selecting each all-speed characteristic map 24A, 24B, 24C described in FIG. 3. By entering step 34, the normal all-speed characteristic map 24A is selected. By entering 35, the steering all speed characteristic map 24B is selected, and by entering Step 36, the steering R range all speed characteristic map 24C is selected. After selecting the starting injection amount control in steps 34, 35 and 36, step 37 is entered and the steering signal ST
H level / L level judgment is made. If the turning signal ST is at H level, the process proceeds from step 37 to step 38, and if it is at L level, step 39 is entered. In step 38, it is determined whether or not the selector operation position is in the R range. If it is in the R range, the process proceeds to step 40, and if it is not in the R range, the process proceeds to step 39. In step 39, the accelerator depression amount A is A
It is determined whether or not ≤40%. If A≤40%, step 41 is entered. If A≤40%, step 42 is entered. In step 40, it is judged whether or not the accelerator depression amount A is A ≦ 60%, and if it is not A ≦ 60%, step 41 is entered and A ≦
If it is 60%, go to step 43. Step 41 is a step for selecting to perform clutch control at the time of start according to the target slip ratio characteristic described in the normal start control arithmetic circuit 10 in FIG. 2. By entering the step 41, the selector operation is performed. Normal start control is performed in a pattern according to the position (see FIG. 4). Steps 42 and 43 are steps for selecting each half-clutch control pattern 14A, 14B described in FIG. 2. By entering step 42, the normal time half-clutch control pattern 14A is selected and step 43 is entered. The half-turn steering clutch control pattern 14B is selected by.
After selection of clutch control in steps 41, 42 and 43, step 44
Then, the starting control is performed in accordance with the starting injection amount control selected in steps 34, 35 and 36 and the clutch control selected in steps 41, 42 and 43.

In the embodiment described above, the steering half-clutch control pattern is selected in the case where the vehicle is in the steered state and is started in the R range. However, when the vehicle is started forward in the steered state without distinguishing by the R range. May be selected, or a steering half-clutch control pattern having different characteristics in each range may be prepared and selected based on the selector position when starting in the steering state. .

[Effects of the Invention] As described above, according to the present invention, the contents of the half-clutch control and the contents of the starting injection amount control are changed based on at least the steering, so that the vehicle is in the steering state. In this case, there is provided a vehicle start control device capable of starting the vehicle with a clutch control and an injection amount control different from those in the case of the straight running state, and improving the operability and the safety at the time of the start in the steering state. Can be provided.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a block diagram showing a starting clutch control section in FIG. 1, and FIG.
1 is a block diagram showing the injection amount control unit of FIG. 1, FIG. 4 is a functional explanatory diagram of the normal start control arithmetic circuit of FIG. 2, and FIG. 5 is a function of the half clutch control arithmetic circuit of FIG. Explanatory diagram, FIG. 6 is a diagram for explaining the difference of each all speed characteristic map of the all speed characteristic calculation circuit of FIG. 3, and FIG. 7 is a starting judgment section, a starting clutch control section, a starting clutch control section of FIG. It is an example of a control flow chart when the functions of the 1-switching circuit and the injection amount control unit are performed using a microcomputer. 6 ... Clutch drive device, 7 ... Friction clutch, 8 ...
Fuel supply system, 9 ... Diesel engine, 13,15,23,2
5,26 …… Switching circuit, 14 …… Semi-clutch control arithmetic circuit,
14A …… Normal half-clutch control pattern, 14B …… Steering half-clutch control pattern 16 …… Second comparison circuit, 17 …… First accelerator judgment circuit, 18 …… Second accelerator judgment circuit, 1
9,27 …… R range discrimination circuit, 21 …… AND circuit, 24 …… All speed characteristic calculation circuit, 24A …… Normal all speed characteristic map, 24B …… All-speed characteristic map during steering, 24C …… Steering All speed characteristic map for R range

Claims (1)

[Claims] 1. Start determination means for determining the start of a vehicle, start clutch control means for controlling a friction clutch in response to the start determination of the start determination means, and response to the start determination of the start determination means. And a fuel supply control means for controlling the amount of fuel supplied to the engine, wherein the start clutch control means is a half clutch control pattern calculation means for providing at least first and second half clutch control patterns having different characteristics. Therefore, the first half-clutch control pattern uses the first predetermined accelerator depression amount as a half-clutch termination condition, and the second half-clutch control pattern has a second predetermined larger accelerator depression amount that is larger than the first predetermined accelerator depression amount. Is set as the half-clutch end condition, and the second half-clutch control pattern is more accelerator than the first half-clutch control pattern. The half-clutch control pattern calculation means having a gradual characteristic change with respect to the amount of depression, and at least the steering amount of the vehicle and the accelerator depression amount are based on the vehicle steering state and the accelerator depression amount is the second predetermined value. By the half-clutch control pattern selecting means for selecting the second half-clutch control pattern when the accelerator depression amount is not exceeded and for selecting the first half-clutch control pattern otherwise, and the half-clutch control pattern selecting means. Clutch control means for controlling the friction clutch according to a selected half-clutch control pattern, wherein the fuel supply control means is a start-time fuel supply calculation means for giving a plurality of start-time fuel supply characteristics having different characteristics. A fuel supply characteristic at start-up, a fuel supply characteristic at non-steering start and at least one fuel supply at start-up, The fuel supply characteristic at the time of turning and starting is set so as to gradually increase the engine speed with respect to the accelerator depression amount in a state where the engine speed is higher than the fuel supply at the time of non-steering and starting. The starting fuel supply calculating means, and based on at least the steering of the vehicle, the steering starting fuel supply characteristic is selected when the vehicle is in the steering state, and when the vehicle is in the non-steering state, A non-steering start fuel supply characteristic selection means for selecting a fuel supply characteristic, and a control means for controlling fuel supply according to the start fuel supply characteristic selected by the start fuel supply characteristic selection means. Characteristic vehicle start control device.