WO2014073391A1

WO2014073391A1 - Control system for engine starter electric motor

Info

Publication number: WO2014073391A1
Application number: PCT/JP2013/078900
Authority: WO
Inventors: 山田　剛司; 繁彦小俣; 中里　成紀; 慎悟北島
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2012-11-12
Filing date: 2013-10-25
Publication date: 2014-05-15
Also published as: CN104797809A; JP2014095355A

Abstract

Provided is a control system for a starter electric motor with which the necessary electricity supply path to the starter electric motor to start the engine can be ensured when the engine is initially started. A starter electric motor (1) supplies rotative force to the engine when the engine is started. A current limiting unit (10) limits the current supplied to the starter electric motor (1) from a battery. When the engine is started a control device (8) discriminates between a startup request for the engine from an ignition key operation (an initial start) and a request to start the engine from an idle stop wherein the vehicle has stopped temporarily (a restart). The control device performs a control such that during an initial start a large current is supplied from the battery to the starter electric motor without passing through the current limiting unit, and during a restart a limited current is supplied from the battery to the starter electric motor through the current limiting unit.

Description

Engine starter motor control system

The present invention relates to a control system for an engine starter motor that controls an engine starter motor having a resistance for suppressing an energization current, and in particular, control of an engine starter motor suitable for preventing a momentary power failure phenomenon during operation of the starter motor. About the system.

When an engine is started using a starter motor, a transient current called an inrush current flows from the battery immediately after energization of the motor of the starter motor, and the voltage between the terminals of the battery drops momentarily. Due to this voltage drop, there may be a momentary power stop phenomenon in which electrical components such as a car navigation system and electric power steering mounted on the vehicle fall into an operation stop state.

Particularly in recent years, there has been a demand for an idle stop system that automatically stops idling by stopping the fuel supply to the engine under certain conditions such as a vehicle being temporarily stopped by a signal to save environmental resources and save energy resources. It is growing. In a vehicle equipped with this idle stop system, when the engine is restarted after the idle stop by the starter motor, the number of times the starter motor is operated is increased as compared with the conventional motor, thus preventing momentary power failure during the starter motor operation. Countermeasures are very important. Further, since there is a possibility that the starter motor operates in a situation where the vehicle is operating, it is very important to take measures for preventing the instantaneous power failure phenomenon when the starter motor is operating.

As a technology to prevent this instantaneous power failure, there is an auxiliary built-in resistor, a sub-contact that short-circuits the energization of the resistor, and an electromagnetic solenoid that opens and closes the sub-contact between the main contact of the battery and the starting motor. A starting motor provided with an electromagnetic switch is known (see, for example, Patent Document 1). This closes the main contact at the start of motor energization, energizes the motor with a limited current through a resistor, and then drives the auxiliary electromagnetic switch when sufficient back electromotive force generated by motor rotation is generated. By closing the sub-contact and bypassing the resistor, the entire battery voltage is applied to the motor.

In the starting motor described in Patent Document 1, the auxiliary electromagnetic switch that opens and closes the sub-contact operates in a state where the battery has a voltage drop due to the current flowing to the motor via the resistor. If the battery voltage drop when the motor is energized due to deterioration of the battery or if the battery is not fully charged, the sub contact cannot be closed because sufficient current does not flow through the excitation coil of the auxiliary electromagnetic switch. As a result, since the motor current is continuously limited by the resistance, the engine start time becomes longer. In addition, since a large current that drives the motor flows through the resistor for a long time, the resistor is blown and the surrounding parts are thermally damaged, so that the energization path to the motor is lost and the engine cannot be started. There is a possibility of falling.

For this reason, in a vehicle equipped with an idle stop system, the idle state of the vehicle can only be checked when the battery charge is sufficient, or when the deterioration of the battery is confirmed and the starter motor can start the engine. A vehicle control system is set so as to allow a stop (see, for example, Patent Document 2).

JP 2009-224315 A JP 2007-56745 A

However, when the engine is requested to start by operating the ignition key (at the first start), the battery state determination as described above may not be performed. At this time, for example, if a vehicle on which a deteriorated battery is mounted is in a stopped state for a long time, the battery is spontaneously discharged and the auxiliary electromagnetic switch cannot be operated in the motor drive state of the starter motor when the engine is started. If power is applied for a long time in this state, the resistance may be blown or the surrounding parts may be thermally damaged, which may make it impossible to start the engine thereafter.

On the other hand, when the battery state is monitored by the vehicle control system at the time of the first start, and whether the start is possible or not is determined, in order to secure electric power that can drive the electromagnetic switch while energizing the motor of the starter motor, The period until it is determined that has deteriorated becomes shorter. For this reason, the battery replacement cycle becomes frequent, and an increase in running cost and a concomitant deterioration in vehicle merchandise are a problem.

An object of the present invention is to provide a starter motor control system capable of protecting the energization path to the motor of the starter motor necessary for starting the engine when the engine is started for the first time.

In order to achieve the above object, the present invention is an engine starter motor control system that includes a starter motor that applies rotational force to the engine when the engine is started, and a current limiting unit that limits a current applied from a battery to the starter motor. When the engine is started, the engine start request (initial start) by operating the ignition key is distinguished from the engine start request (restart) from the idle stop state when the vehicle is temporarily stopped. , A control for controlling a large current to flow from the battery to the starter motor without passing through the current limiter, and to allow a limited current to flow from the battery to the starter motor via the current limiter at the time of restart A part is provided.
With this configuration, when the engine is started for the first time, the energization path to the motor of the starting motor necessary for starting the engine can be protected.

According to the present invention, when the engine is started for the first time, the energization path to the motor of the starting motor necessary for starting the engine can be protected.

1 is a system configuration diagram of a control system for an engine starter motor according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the control system of the engine starting electric motor by one Embodiment of this invention. It is a time chart explaining operation | movement of the control system of the engine starting electric motor by one Embodiment of this invention. It is a time chart explaining operation | movement of the control system of the engine starting electric motor by one Embodiment of this invention. It is a system block diagram of the control system of the engine starting electric motor by other embodiment of this invention. It is a flowchart which shows operation | movement of the control system of the engine starting electric motor by other embodiment of this invention. It is a time chart explaining operation | movement of the control system of the engine starting electric motor by other embodiment of this invention. It is a time chart explaining operation | movement of the control system of the engine starting electric motor by other embodiment of this invention. It is a flowchart which shows operation | movement of the modification of the control system of the engine starting electric motor by each embodiment of this invention.

The configuration and operation of the engine starter motor control system according to an embodiment of the present invention will be described below with reference to FIGS.
First, the configuration of the control system for the engine starter motor according to the present embodiment will be described with reference to FIG.
FIG. 1 is a system configuration diagram of an engine starter motor control system according to an embodiment of the present invention.

The starting motor 1 includes a motor 2, a main electromagnetic switch 3, a pinion 4, a shift lever 5, and a main contact 7. The motor 2 generates a rotational force necessary for starting the engine. The pinion 4 transmits the rotational force of the motor 2 to the engine side ring gear 6. The shift lever 5 moves the pinion 4 toward the ring gear 6 so as to mesh with the ring gear 6. The main contact 7 controls energization to the motor 2. The main electromagnetic switch 3 incorporates a main contact 7 and controls the movement of the shift lever 5.

Furthermore, in this system, in addition to the control circuit 8 and the battery 9, a current limiting unit 10 is provided. The current limiting unit 10 includes an auxiliary electromagnetic switch 12, a sub contact 20, and a resistor 30. The resistor 30 is arranged in series with the main contact 7 between the energization circuits from the battery 9 to the motor 2. The sub-contact 20 can be switched to a circuit in which the motor 30 is directly energized by short-circuiting the resistor 30. The current limiting unit 10 includes a sub contact 20 and controls opening and closing of the sub contact 20. When the sub contact 20 is closed, a large current of the battery 9 flows to the motor 2 without passing through the resistor 30. When the sub contact 20 is open, a limited current flows from the battery 9 to the motor 2 via the resistor 30.

The control device 8 is connected to the main electromagnetic switch 3 and the

external terminals

14 and 15 of the current limiting unit 10, and can control the opening and closing of the main contact 7 and the sub contact 20 by energization.

In the present embodiment, the current limiting unit 10 includes a resistor 30 and is configured in a separate housing from the main electromagnetic switch 3. However, the resistor 30 is included in the main electromagnetic switch 3 or disposed separately. The main electromagnetic switch 3 and the current limiting unit 10 may be configured in the same casing.

Next, the operation of the engine starter motor control system according to the present embodiment will be described with reference to FIGS.
FIG. 2 is a flowchart showing the operation of the engine starter motor control system according to the embodiment of the present invention. 3 and 4 are time charts for explaining the operation of the engine starter motor control system according to the embodiment of the present invention.

In the engine starter motor control system according to the present embodiment, the engine start request is classified into two, that is, an initial start request and a restart request, and control is executed. Here, the initial start request refers to an engine start request by an ignition key operation from the driver, and one restart request satisfies predetermined conditions such as a vehicle speed and a battery charging state and the vehicle enters an idle stop state. After that, the engine is automatically started according to a command from the control device in accordance with idle stop release conditions such as brake release.

2, the control device 8 determines whether the engine start request is an initial start request or a restart request. For example, the input signal from the ignition key is monitored, and if there is an input signal from the ignition key, it is determined that the request is for the initial start. On the other hand, if it is a start request by a signal other than the input signal from the ignition key, it is determined that it is a restart request, or an idle stop permission signal is detected, and if there is a start request after that, it is a restart request judge.

If the control device 8 determines that it is a restart request, the process proceeds to step 120 in the flowchart of FIG. FIG. 3 shows the open / closed state of the main contact 7 (FIG. 3A) and the open / closed state of the sub-contact 20 (FIG. 3B) when control is performed from step 120 to step 180 in FIG. The voltage of the battery 9 (FIG. 3C) and the current flowing through the motor 2 (FIG. 3D) are shown.

In step 120, the control device 8 energizes the external terminal 14 of the main electromagnetic switch 3 to push out the pinion 4 to mesh with the ring gear 6, and then closes the main contact 7 to start energizing the motor 2. The current flowing to the motor 2 is limited by the resistor 30. Since the motor 2 rotates at a low speed and starts cranking the engine, the generation of a transient current immediately after the start of energization is suppressed, and the voltage drop of the battery 9 is reduced. The voltage V1 between terminals can be reduced and held high.

Subsequently, in step 130, it is determined whether or not a predetermined condition for short-circuiting the resistor 30 is satisfied. When the condition for short-circuiting the resistor 30 is established, the process proceeds to step 140, where the control device 8 energizes the external terminal 15 of the current limiting unit 10 and the sub-contact 20 is closed. As a result, a circuit is formed in which the resistor 30 is short-circuited and current is supplied from the battery 9 to the motor 2, and the motor 2 starts cranking the engine at a high speed. At the time of switching to the energization circuit in which the resistor 30 is short-circuited, the motor 2 is rotating at a low speed by energization in step 120, and the voltage of the battery 9 at the time of switching the energization circuit by the counter electromotive voltage according to the number of rotations. The drop can be reduced and the inter-terminal voltage V2 can be kept high.

As the predetermined condition in step 130, for example, the battery voltage shown in FIG. 3C is monitored, and it is determined that the predetermined condition is satisfied when the battery voltage becomes equal to or higher than the predetermined voltage. In the case of a 12V battery, the predetermined voltage is, for example, 10V. As another predetermined condition, the passage of time after the main contact is turned on is monitored, and it is determined that the predetermined condition is satisfied when the predetermined time has elapsed. The predetermined time varies depending on the displacement of the engine started by the starter motor 1, the output level of the starter motor 1, and the like. For example, a time of about 30 ms to 100 ms is set. Here, since the purpose is to reduce the voltage drop of the battery 9 and keep the inter-terminal voltage V2 high, from this point of view, it is optimal to monitor the battery voltage under the predetermined condition. However, since the monitoring time is about 30 ms to 100 ms, it is necessary to monitor the battery voltage every 10 ms, for example. In normal engine control, since the battery voltage does not fluctuate greatly, it is only necessary to monitor the battery voltage for a relatively long time. Therefore, monitoring is not performed in a short time such as every 10 ms. Therefore, monitoring the battery voltage every 10 ms for starting the engine is a heavy burden on the control device 8. Therefore, in order to reduce this burden, a method of monitoring the time after the main contact 7 is turned on as in the second method is simple and appropriate.

After step 140, in step 170, it is determined whether an engine start completion condition is satisfied. When the start completion condition is satisfied, the routine proceeds to step 180, the energization of the main and auxiliary

electromagnetic switches

3 and 10 is stopped, and the engine start control is ended at step 190.

It should be noted that as the engine start completion condition, the engine speed is monitored, and it can be determined that the engine start is completed when the engine speed reaches a predetermined speed close to the idle speed.

As described above, when the engine is restarted, control is performed so that the voltage drop during operation is suppressed and the voltage between the terminals of the battery 9 is kept higher, and the instantaneous power failure phenomenon of the in-vehicle electrical component occurs. Can be prevented.

On the other hand, if it is determined in step 110 that the control device 8 is an initial start request, the process proceeds to step 150. FIG. 4 shows the open / closed state of the main contact 7 (FIG. 4A), the open / closed state of the sub-contact 20 (FIG. 4B), and the battery when control is performed from step 150 to 1 step 80. 9 (FIG. 4C) and the current flowing through the motor 2 (FIG. 4D).

When the engine is started for the first time, in step 150, the control device 8 energizes the external terminal 15 of the auxiliary electromagnetic switch 10 to close the sub-contact 20, and the resistor 30 short-circuits the energization circuit from the battery 9 to the motor 2. Switch to circuit.

Subsequently, in step 160, the external terminal 14 of the main electromagnetic switch 3 is energized to move the pinion 4 via the shift lever 5 and mesh with the ring gear 6. Subsequently, the main contact 7 is closed, and the motor 2 starts rotating when energized. At this time, since the circuit is switched to the circuit in which the resistor 30 is short-circuited by the sub-contact 20, the entire voltage of the battery 9 is applied to the motor 2, and the motor 2 starts cranking the engine at a high speed.

In step 170, it is determined whether the engine start completion condition is satisfied. When the start completion condition is satisfied, the routine proceeds to step 180, the energization of the main and auxiliary

electromagnetic switches

3 and 10 is stopped, and the engine start control is ended at step 190.

In this embodiment, when the engine is started for the first time, first, the main contact switch 7 is operated to close the main contact 7 while the sub-contact 20 is closed by the current limiting unit 10 to avoid energization of the resistor 30, and the starting motor is closed. 1 motor 2 is driven. Therefore, there is no need to operate the current limiting unit 10 in a state where the voltage of the battery 9 drops when the motor 2 is energized. For this reason, even if the power for driving the current limiting unit 10 is insufficient due to the battery 9 being deteriorated or discharged due to being left for a long period of time, the current does not continue to flow through the resistor 30. Therefore, it is possible to prevent the engine from starting into a state where the engine cannot be started due to the fusing and thermal damage of surrounding parts. Further, when the engine is stopped for the first time when the driver issues a start request, the importance of preventing the instantaneous power failure phenomenon is not so great. Therefore, the entire voltage of the battery 9 is applied to the motor 2 from the start of energization. By doing so, a quick engine start can be realized.

As described above, according to the present embodiment, when the engine is started for the first time, it is not necessary to operate the current limiting unit 10 in a state where the voltage of the battery 9 drops when the motor is energized. For this reason, even if the power for driving the current limiting unit 10 is insufficient due to the battery 9 being deteriorated or discharged due to being left for a long period of time, the current does not continue to flow through the resistor 30. Therefore, it is possible to prevent the engine from starting into a state where the engine cannot be started due to the fusing and thermal damage of surrounding parts.

Further, when the engine is stopped for the first time when the driver issues a start request, the importance of preventing the instantaneous power failure phenomenon is not so great. Therefore, the entire voltage of the battery 9 is applied to the motor 2 from the start of energization. By doing so, a quick engine start can be realized.

Next, the configuration and operation of a control system for an engine starter motor according to another embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the engine starter motor control system according to the present embodiment will be described with reference to FIG.
FIG. 5 is a system configuration diagram of an engine starter motor control system according to another embodiment of the present invention.

In the starting motor 1 of the present embodiment, the current limiting unit 10A has a resistor 30, and this resistor 30 is arranged in parallel with the main contact 7 between the energization circuits from the battery 9 to the motor 2.

The current limiting unit 10 </ b> A includes an auxiliary electromagnetic switch 12, a sub contact 20, and a resistor 30. The sub contact 20 is arranged in series with the resistor 30. When the sub contact 20 is closed, a circuit for energizing the motor 2 from the battery 9 through the resistor 30 is formed. As a result, a current limited by the resistor 30 flows through the motor 2. When the main contact 7 is closed, an energization circuit is formed from the battery 9 to the motor 2 without passing through the resistor 30, and a large current can flow through the motor 2.

In this embodiment as well, as in the first embodiment, the current limiting unit 10A includes a resistor 30 and is configured by a separate housing from the main electromagnetic switch 3, but is limited to this configuration. Instead, the resistor 30 may be built in or separately from the main electromagnetic switch 3, and the main electromagnetic switch 3 and the current limiting unit 10 may be configured in the same casing.

Next, the operation of the engine starter motor control system according to the present embodiment will be described with reference to FIGS.
FIG. 6 is a flowchart showing the operation of the control system for the engine starter motor according to another embodiment of the present invention. 7 and 8 are time charts for explaining the operation of the engine starter motor control system according to another embodiment of the present invention.

6, the control device 8 determines whether the engine start request is a restart or an initial start. If it is determined that the request is a restart request, the process proceeds to step 220. FIG. 7 shows the open / closed state of the main contact 7 (FIG. 7A) and the open / closed state of the sub-contact 20 (FIG. 7 (A)) when control is performed from step 220 to step 280 at the time of restart of the present embodiment. B)), the voltage of the battery 9 (FIG. 7C), and the current flowing through the motor 2 (FIG. 7D).

In step 220, the control device 8 closes the sub-contact 20 and energizes the motor 2 with the current limited by the resistor 30 from the battery 9.

Subsequently, in step 230, it is determined whether or not a predetermined condition for switching to a circuit that bypasses the resistor 30 and energizes the motor 2 is established. When the circuit switching condition is satisfied, the process proceeds to step 240, where the control device 8 operates the main electromagnetic switch 3 to close the main contact 7, and simultaneously or immediately after, the energization to the current limiting unit 10 is stopped and the sub-contact 20 Is released. Thereby, the circuit is switched to a circuit that bypasses the resistor 30 and energizes the motor 2, and the entire voltage of the battery 9 is applied to the motor 2.

At this time, the change in the voltage of the battery 9 and the current flowing through the motor 2 and the effect thereof are the same as in the restart operation of the first embodiment.

On the other hand, if it is determined in step 210 that the control device 8 is an initial start request, the process proceeds to step 260. FIG. 8 shows the open / closed state of the main contact 7 (FIG. 8A) and the open / closed state of the sub-contact 20 (FIG. 8 (FIG. 8 (A)) when the control is performed from step 260 to 280 at the initial start of the present embodiment. B)), the voltage of the battery 9 (FIG. 8C), and the current flowing through the motor 2 (FIG. 8D).

In step 260, the control device 8 closes the main contact 7 and applies the entire voltage of the battery 9 to the motor 2 to start the engine. At this time, the change in the voltage of the battery 9 and the current flowing through the motor 2 and the effect of the control of this embodiment are the same as the initial start operation of the first embodiment.

As described above, according to the present embodiment, at the initial engine start, it is not necessary to operate the main or auxiliary

electromagnetic switch

3 or 10A in a state where the voltage of the battery 9 drops when the motor is energized. For this reason, even if the electric power for driving the electromagnetic switch is insufficient due to the battery 9 being deteriorated or being discharged due to being left for a long period of time, current does not continue to flow through the resistor 30, It is possible to prevent the engine from starting in a state where it cannot be started due to thermal damage to surrounding parts.

It should be noted that there is the following difference between the embodiment shown in FIG. 1 and the embodiment shown in FIG. The current limiting unit 10 </ b> A illustrated in FIG. 5 is arranged in parallel with the main contact 7 between the energization circuits from the battery 9 to the motor 2. Therefore, for example, even when a large current flows through the resistor 30 for a long time and the sub-contact 20 is damaged due to heat generation, the engine can be started by closing the main contact 7. On the other hand, in the embodiment of FIG. 1, if a large current flows through the resistor 30 for a long time, the resistor 30 burns out, and the sub-contact 20 is damaged, the engine cannot be started even if the main contact 7 is closed. On the other hand, in the embodiment of FIG. 1, the current limiting unit 10 is disposed in series with the main contact 7 between the energization circuits from the battery 9 to the motor 2. Therefore, the number of connectors of the starter motor 1 is the same regardless of whether or not the current limiting unit 10 is provided, and the configuration of the conventional starter motor 1 can be used as it is, thereby reducing the cost. On the other hand, in the configuration of FIG. 5, it is necessary to add one connector for inputting a current from the current limiting unit 10A, and the configuration of the conventional starting motor 1 cannot be used as it is.

Next, a modified example of the control method in the engine starter motor control system according to each embodiment of the present invention will be described with reference to FIG. The configuration of the control system for the engine starter motor according to this embodiment is the same as that shown in FIG.
FIG. 9 is a flowchart showing the operation of a modified example of the control system for the engine starter motor according to each embodiment of the present invention. In the example of FIG. 9, step 300 is added to the flowchart shown in FIG.

In this example, the SOC of the battery 9 is controlled by the motor of the starter motor 1 during the control of engine restart using SOC (State Of Charge) indicating the ratio of the current charge amount to the battery capacity when the battery 9 is fully charged. In the state where 2 is driven, a step is added to determine whether the value is greater than or equal to a value sufficient to operate the

electromagnetic switch

3 or 10 for switching to a circuit in which the resistor 30 is short-circuited.

Specifically, a step of determining the SOC of the battery 9 is added. In step 300, control device 8 determines whether or not the SOC of battery 9 is greater than or equal to a value sufficient for current limiter 10 to operate in a state where the motor 2 of starter motor 1 is driven and the voltage drops. When it is determined that the SOC of the battery 9 is insufficient, the process proceeds to step 140, and the same control as that at the time of the initial start shown in the first embodiment is performed.

In addition, as a sufficient value as a determination condition, for example, the SOC can be 70%.

Although the above description is a modification of the embodiment of FIG. 2, the same control can be performed by adding step 300 of FIG. 9 after step 210 to the flowchart shown in FIG. it can.

According to the above-described embodiment, it is possible to prevent the engine from being restarted due to power consumption such as use of in-vehicle electrical components during idle stop.

DESCRIPTION OF SYMBOLS 1 ... Starting motor 2 ... Motor 3 ... Main electromagnetic switch 4 ... Pinion 5 ... Shift lever 6 ... Ring gear 7 ... Main contact 8 ... Control device 9 ...

Battery

10, 10A ... Current limiting part 12 ... Auxiliary electromagnetic switch 14 ... Main electromagnetic switch External contact 15 ... External contact 20 of auxiliary electromagnetic switch ... Sub contact 30 ... Resistance

Claims

A starter motor that applies rotational force to the engine when the engine is started;
A control system for an engine starter motor having a current limiter for limiting a current applied from a battery to the starter motor,
When the engine is started, an engine start request (initial start) by operating an ignition key is discriminated from an engine start request (restart) from an idle stop state when the vehicle is temporarily stopped. A control unit that controls a large current to flow from the battery to the starting motor without going through a current limiting unit, and a limited current to flow from the battery to the starting motor without going through the current limiting unit when restarting An engine starter motor control system comprising:
In the control system of the engine starter motor according to claim 1,
When the control unit determines that the restart is performed at the time of the initial start and the restart, and further, when the state of the battery satisfies a predetermined condition, the current limiting unit is controlled by the control at the initial start. When a large current is passed from the battery to the starter motor without passing through and a predetermined condition is not satisfied, the control from the battery is restricted from the battery to the starter motor without passing through the current limiter when the predetermined condition is not satisfied. The engine starter motor control system is characterized in that control is performed so as to allow the generated current to flow.
In the control system of the engine starter motor according to claim 1,
The starting motor is
A motor that rotates by receiving power supply from the battery;
A main contact for controlling energization from the battery to the motor;
A main electromagnetic switch for opening and closing the main contact,
The current limiting unit is
A resistor arranged in series between the circuit from the battery to the motor, and a resistor for suppressing the current flowing to the motor;
A sub-contact that can be switched to a circuit that directly energizes the battery to the motor by short-circuiting the resistor;
An engine starter motor control system comprising: an auxiliary electromagnetic switch for opening and closing the sub-contact.
In the control system of the engine starter motor according to claim 1,
The starting motor is
A motor that rotates by receiving power supply from the battery;
A main contact for controlling energization from the battery to the motor;
A main electromagnetic switch for opening and closing the main contact,
The current limiting unit is
A resistor arranged in parallel between the circuit from the battery to the motor, to suppress the current flowing to the motor;
A sub-contact that can be switched to a circuit that directly energizes the battery to the motor by short-circuiting the resistor;
An engine starter motor control system comprising: an auxiliary electromagnetic switch for opening and closing the sub-contact.