Vehicle and battery degradation estimation method

Abstract

To improve the accuracy of estimating the degree of degradation of batteries installed in vehicles. [Solution] The vehicle 1 comprises a motor generator 90 for driving, a PCU 80 that drives the motor generator 90, a main battery 40 that is charged and discharged by the PCU 80 when the vehicle 1 is in use, and a processor 101. When the vehicle 1 is in use, the processor 101 performs a current degradation process using the current flow rate of the main battery 40 to calculate the current degradation amount of the main battery 40. When the vehicle 1 is left idle, the processor 101 performs an idle degradation process using the idle time of the main battery 40 to calculate the idle degradation amount of the main battery 40, and estimates the degree of degradation of the main battery 40 based on the sum of the current degradation amount and the idle degradation amount. Even when the vehicle 1 is in use, the processor 101 performs the idle degradation process if the current flow rate falls below a standard amount.

Description

[Technical Field]

[0001] This disclosure relates to a method for estimating vehicle and battery degradation. [Background technology]

[0002] Japanese Patent Publication No. 2019-53074 (Patent Document 1) discloses a degradation estimation device capable of accurately estimating the degradation of an energy storage element. The degradation estimation device comprises an acquisition unit and an estimation unit. The acquisition unit acquires time-series data of the State of Charge (SOC) of the energy storage element. The estimation unit uses a coefficient based on the magnitude of the fluctuation of SOC in the time-series data acquired by the acquisition unit to calculate an energized degradation value indicating the degradation of the energy storage element due to energization, and estimates the degradation of the energy storage element based on the sum of the calculated energized degradation value and an unenhanced degradation value indicating the degradation of the energy storage element without energization. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2019-53074 [Overview of the project] [Problems that the invention aims to solve]

[0004] There is always a demand for highly accurate estimation of the degree of degradation of batteries installed in vehicles. The inventors of this invention focused on the fact that, when estimating the degree of battery degradation separately for degradation caused by power supply and degradation not caused by power supply, the accuracy of the degradation estimation tends to be low under certain conditions.

[0005] This disclosure was made to solve the above-mentioned problems, and one of its purposes is to improve the accuracy of estimating the degree of degradation of batteries installed in vehicles. [Means for solving the problem]

[0006] The vehicle relating to the first aspect of this disclosure comprises a motor-generator for driving, a drive unit that drives the motor-generator, a battery that is charged and discharged by the drive unit when the vehicle is in use, and a processor. The processor calculates the amount of battery current degradation by performing a current degradation process using the amount of current supplied to the battery when the vehicle is in use, and calculates the amount of battery degradation by performing a standby degradation process using the battery standby time when the vehicle is left idle, and estimates the degree of battery degradation based on the sum of the current degradation amount and the standby degradation amount. The processor also performs the standby degradation process when the amount of current supplied falls below a standard amount, even when the vehicle is in use.

[0007] The battery degradation estimation method relating to the second aspect of this disclosure is a method for estimating the degradation of a battery mounted in a vehicle, and includes the step of estimating the degree of battery degradation using a processor. The estimation step includes the step of calculating the amount of battery current degradation by performing a current degradation process using the amount of current supplied to the battery when the vehicle is in use; the step of calculating the amount of battery degradation due to idle time by performing an idle degradation process using the time the battery is idle when the vehicle is idle; the step of performing an idle degradation process even when the vehicle is in use if the amount of current supplied falls below a standard amount; and the step of estimating the degree of degradation based on the sum of the current degradation amount and the idle degradation amount. [Effects of the Invention]

[0008] According to this disclosure, it is possible to improve the accuracy of estimating the degree of degradation of batteries installed in vehicles. [Brief explanation of the drawing]

[0009] [Figure 1] This is a block diagram showing an example of the overall configuration of a vehicle according to this embodiment. [Figure 2] This diagram illustrates the degradation coefficients for electrical current and for deterioration due to prolonged storage. [Figure 3] This diagram explains the reason for errors in the amount of electrical degradation. [Figure 4] This flowchart shows an example of the processing procedure for the degradation estimation process in this embodiment. [Figure 5] It is a diagram showing a driving simulation pattern for determining the energization degradation coefficient. [Figure 6] It is a diagram illustrating the energization degradation coefficient and the storage degradation coefficient.

Embodiments for Carrying out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[0011] [Embodiment] [Vehicle Configuration] FIG. 1 is a block diagram showing an example of the overall configuration of a vehicle according to the present embodiment. The vehicle 1 is, in this example, a battery electric vehicle (BEV). However, the type of the vehicle 1 is not limited to this as long as it is a vehicle equipped with a driving battery. The vehicle 1 may be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV).

[0012] The vehicle 1 includes an inlet 10, an AC / DC converter 20, a charging relay 30, a main battery 40, a monitoring unit 50, a DC / DC converter 60, an auxiliary battery 70, a PCU (Power Control Unit) 80, a motor generator 90, a battery ECU (Electronic Control Unit) 100, and an integrated ECU 110.

[0013] The inlet 10 is configured to be able to insert a charging connector provided at the tip of the charging cable 901. The vehicle 1 is configured to be able to perform "external charging" in which the vehicle 1 is charged with electric power supplied from an external power source (not shown) installed outside the vehicle 1 via the charging cable 901. Further, the vehicle 1 is also configured to be able to perform "external power supply" in which electric power is supplied to the external load 902. The external load 902 is, for example, a house, but may be various electrical devices. The inlet 10 corresponds to the "power supply port" according to the present disclosure.

[0014] The AC / DC converter 20 converts the AC power supplied from the external power source via the inlet 10 into DC power, and charges the main battery 40 with the DC power. Further, the AC / DC converter 20 converts the DC power supplied from the main battery 40 into AC power, and supplies the AC power to the external load 902 via the inlet 10. The AC / DC converter 20 corresponds to the "power supply device" according to the present disclosure.

[0015] The charging relay 30 is electrically connected to a power line connecting the AC / DC converter 20 and the main battery 40. The charging relay 30 is opened and closed according to a control command from the integrated ECU 110.

[0016] The main battery 40 is a battery pack including a plurality of cells. Each cell is a storage battery (secondary battery) such as a lithium-ion battery or a nickel-hydrogen battery. The main battery 40 stores electric power for driving the motor generator 90, and supplies electric power to the motor generator 90 through the PCU 80. The main battery 40 corresponds to the "battery" according to the present disclosure.

[0017] The monitoring unit 50 includes a voltage sensor 51, a current sensor 52, and a temperature sensor 53. The voltage sensor 51 detects the voltage V of the main battery 40. The current sensor 52 detects the current I flowing through the main battery 40. The temperature sensor 53 detects the temperature T of the main battery 40. Each sensor outputs a signal indicating the detection result to the battery ECU 100.

[0018] The DC / DC converter 60 charges the auxiliary battery 70 with power supplied from the main battery 40 in accordance with control commands from the integrated ECU 110. The DC / DC converter 60 corresponds to the “charging device” in this disclosure.

[0019] The auxiliary battery 70 is charged by the DC / DC converter 60 and supplies power to auxiliary equipment (not shown) as needed.

[0020] The PCU80 drives the motor generator 90 according to control commands from the integrated ECU110. The PCU80 corresponds to the “drive device” in this disclosure.

[0021] The motor generator 90 is a motor generator for driving that rotates the drive shaft using power supplied from the main battery 40.

[0022] The battery ECU 100 includes a processor 101 such as a CPU (Central Processing Unit) and memory 102 such as ROM (Read Only Memory) and RAM (Random Access Memory). The battery ECU 100 manages the main battery 40 based on the input signals from each sensor of the monitoring unit 50 and the maps and programs stored in the memory 102. In this embodiment, a major process performed by the ECU 100 is the "degradation estimation process" which estimates the degree of degradation of the main battery 40. The degree of degradation of the main battery 40 is the degree of decrease in the capacity (full charge capacity) of the main battery 40.

[0023] The integrated ECU 110, like the battery ECU 100, includes a processor and memory (neither of which are shown). Based on the input signals from each sensor installed in the vehicle 1, as well as maps and programs stored in memory, the ECU 100 controls the equipment (AC / DC converter 20, charging relay 30, DC / DC converter 60, and PCU 80) so that the vehicle 1 reaches a desired state.

[0024] <Degradation estimation process> The battery ECU 100 is configured to execute two logics in the degradation estimation process: an energized degradation logic and a neglected degradation logic. The energized degradation logic and the neglected degradation logic correspond to the "enhanced degradation process" and "neglected degradation process" described herein, respectively.

[0025] The current degradation logic is basically a process that calculates the amount of degradation of the main battery 40 (hereinafter referred to as "current degradation amount") based on the amount of current [unit: Ah] of the main battery 40 when the vehicle 1 is in use. The current degradation amount depends on the temperature of the main battery 40. The higher the temperature of the main battery 40, the greater the current degradation amount. Therefore, the battery ECU 100 calculates a small amount of degradation corresponding to the amount of current of the main battery 40 for each temperature of the main battery 40 during a predetermined period, and calculates the current degradation amount d1 by summing up the calculated small amounts of degradation for all temperatures.

[0026] More specifically, the battery ECU100 calculates the current degradation amount d1 according to the following equation (1) in the current degradation logic. In equation (1), the current degradation coefficient that indicates the current degradation rate (normal degradation amount per unit time) is a. j The current flow (current × time) is expressed in Ah. j is a natural number (j=1, 2, ... J) used to distinguish the temperature of the main battery 40.

number

[0027] The idle degradation logic is a process that calculates the amount of degradation of the main battery 40 (hereinafter referred to as "idle degradation amount") based on the idle time of the main battery 40 when the vehicle 1 is idle (not powered). The power-on degradation amount depends on the temperature and state of charge (SOC) of the main battery 40. The higher the temperature of the main battery 40, the greater the idle degradation amount, and the higher the SOC of the main battery 40, the greater the idle degradation amount. Therefore, the battery ECU 100 calculates a small amount of degradation corresponding to the idle time of the main battery 40 for each combination of temperature and SOC of the main battery 40, and calculates the idle degradation amount d2 by summing up the calculated small amounts of degradation for all combinations (temperature, SOC).

[0028] More specifically, the battery ECU100 calculates the amount of degradation d2 according to the following equation (2) in the idle degradation logic. In equation (2), the idle degradation coefficient that indicates the idle degradation rate (amount of idle degradation per unit time) is b. jk This is expressed as follows: The time left unattended (e.g., number of days) is represented by t. j is a natural number (j=1,2,···J) used to distinguish the temperature of the main battery 40. k is a natural number (k=1,2,···K) used to distinguish the State of Charge (SOC) of the main battery 40.

number

[0029] Figure 2 shows the current degradation coefficient a j and the degradation coefficient b jk This is a diagram to explain the current degradation coefficient a. j This is determined based on prior experimental results. The summation symbol J = 111. Also, within the temperature range from -45°C to 65°C, every 1°C interval, and within the SOC range from 0% to 100%, every 10% to 20% SOC interval, the degradation coefficient b is determined. jk This is determined based on prior experimental results. The summation symbol J=111 and K=7. Current degradation coefficient a j and the degradation coefficient b jkThe detailed determination method will be described later in FIGS. 5 and 6.

[0030] The relationship between the temperature of the main battery 40 and the energization deterioration coefficient a as shown in FIG. 2 j is stored in the memory 102 of the battery ECU 100 as, for example, a table (it may also be a map or a relational expression). Similarly, the relationship between the temperature of the main battery 40 and the SOC and the standing deterioration coefficient b jk is stored in the memory 102 of the battery ECU 100 as, for example, a table. The battery ECU 100 can calculate the energization deterioration coefficient a from the temperature of the main battery 40 by referring to these maps j and can calculate the standing deterioration coefficient b from the temperature and SOC of the main battery 40. jk

[0031] Furthermore, the battery ECU 100 calculates the energization deterioration amount d1 using the energization deterioration coefficient a j and calculates the standing deterioration amount d2 using the standing deterioration coefficient b. Then, the battery ECU 100 calculates the total deterioration amount D, which is the overall deterioration amount of the main battery 40, based on the sum of the temporal integrated value (integrated energization deterioration amount D1) of the energization deterioration amount d1 from the past (starting point) to the present and the temporal integrated value (integrated standing deterioration amount D2) of the standing deterioration amount d2 from the past to the present (see the following formula (3)). jk D1 + D2 = D ··· (3)

[0032] <Error of energization deterioration amount> The inventor has noticed that when calculating the total deterioration amount D as described above, under certain conditions, an error in the energization deterioration amount d1 is likely to occur, and thereby the calculation accuracy of the total deterioration amount D is likely to be low.

[0033] Figure 3 is a diagram illustrating the reason for errors in the electrical degradation amount d1. Here, we assume a scenario where, within a given day (24 hours), vehicle 1 is used for 8 hours, while vehicle 1 is left idle for 16 hours. Under these circumstances, as shown in the comparative example, it is conceivable to calculate the electrical degradation amount d1 for the 8 hours when vehicle 1 is used according to the electrical degradation logic, and to calculate the idle degradation amount d2 for the 16 hours when vehicle 1 is left idle according to the idle degradation logic.

[0034] Here, the amount of electrical degradation d1 (more specifically, the electrical degradation coefficient a used to calculate the amount of electrical degradation d1) j This calculation is based on the assumption that vehicle 1 is running (that the power necessary to realize the simulated driving patterns described later is supplied from the main battery 40). However, as explained in Figure 1, vehicle 1 has various functions in which the main battery 40 is used in a manner different from when it is running. More specifically, the power supplied from the main battery 40 may be used to charge the auxiliary battery 70 (hereinafter also referred to as "auxiliary battery drain"), or it may be used for external power supply known as V2H or V2L.

[0035] The amount of current supplied to the main battery 40 when auxiliary power is being drawn or when external power is being supplied (this may be the amount of current supplied per unit time, i.e., the current value) is significantly smaller than the amount of current supplied to the main battery 40 when driving. For example, while the current value when driving is 50A, the current value when auxiliary power is being drawn is 0.2A, and the current value when external power is being supplied is 5A. In other words, the current value when driving is one order of magnitude larger than the current value when external power is being supplied, and two orders of magnitude larger than the current value when auxiliary power is being drawn. Therefore, if the amount of current degradation d1 is calculated assuming driving conditions over the entire 8-hour period, the amount of current degradation d1 may be calculated to be excessively large when auxiliary power is being drawn or when external power is being supplied. As a result, errors may occur in the total degradation amount D.

[0036] Therefore, in this embodiment, when the amount of current supplied to the main battery 40 falls below a standard amount (hereinafter also referred to as "low-rate current supply"), the battery ECU 100 calculates the amount of degradation d2 according to the idle degradation logic (see the bottom of Figure 3). In other words, when the battery ECU 100 is supplying current at a low rate, even if the vehicle 1 is in use, it calculates the amount of degradation d2 according to the idle degradation logic instead of calculating the amount of degradation d1 according to the current degradation logic. This suppresses the occurrence of errors in the amount of degradation d1 when the current supply is low. As a result, the accuracy of calculating the total degradation amount D can be improved.

[0037] <Processing Flow> Figure 4 is a flowchart showing an example of the processing procedure for degradation estimation in this embodiment. The processing shown in this flowchart is executed when predetermined conditions are met (for example, at predetermined control cycles). Each step is implemented by software processing by the battery ECU 100, but may also be implemented by hardware (electrical circuits) located within the battery ECU 100. Hereinafter, each step will be abbreviated as S.

[0038] In S1, the battery ECU 100 determines whether vehicle 1 is in use or idle. If the main battery 40 is in a state where it can be energized (charged / discharged), the battery ECU 100 determines that vehicle 1 is in use. Vehicle 1 being in use includes, but is not limited to, vehicle 1 being driven (which may include stopping), and may also include auxiliary power supply, external charging, external power supply, etc. The battery ECU 100 may also determine that vehicle 1 is in use if vehicle 1 is in the ReadyON state.

[0039] On the other hand, if the main battery 40 is in a state where it cannot be energized, the battery ECU 100 determines that the vehicle 1 is idle. The vehicle 1 being idle typically means that the main battery 40 is electrically disconnected from other devices, such as by opening a system main relay (SMR) (not shown) located on the main battery 40. The battery ECU 100 may also determine that the vehicle 1 is idle when the vehicle 1 is in the ReadyOFF state.

[0040] If vehicle 1 is in use (in S1, "in use"), the battery ECU 100 proceeds to process S2. On the other hand, if vehicle 1 is idle (in S1, "idle"), the battery ECU 100 proceeds to process S5.

[0041] In S2, the battery ECU 100 calculates the amount of current supplied during a predetermined period based on the detection result of the current I obtained from the current sensor 42. In this example, the battery ECU 100 calculates the average current value [unit: A] during the predetermined period, but the amount of current supplied may also be calculated as the cumulative value of the current I over the predetermined period [unit: A·s, A·min, Ah, etc.].

[0042] In S3, the battery ECU 100 determines whether the average current value (which may also be the integrated current value) calculated in S2 is equal to or greater than a reference value. The reference value is a current value small enough to be called low-rate energization (e.g., 5A), and is set to be sufficiently smaller than the average current value when vehicle 1 is running (e.g., 50A). If the average current value is equal to or greater than the reference value (YES in S3), the battery ECU 100 proceeds to S4 and executes the energization degradation logic. On the other hand, if the average current value is less than the reference value (NO in S3), the battery ECU 100 proceeds to S5 and executes the idle degradation logic. Thus, when vehicle 1 is running (when PCU 60 is operating), the battery ECU 100 executes the energization degradation logic because the amount of energization is equal to or greater than the reference value of the average current, while when auxiliary power is being drawn or external power is being supplied, the amount of energization is equal to or less than the reference value of the average current, and therefore executes the idle degradation logic.

[0043] In the power degradation logic of S4, the battery ECU 100 obtains the temperature of the main battery 40 (S41). The battery ECU 100 then obtains a power degradation coefficient a corresponding to the temperature of the main battery 40 by referring to a map stored in memory 102. j The battery ECU100 obtains the current degradation coefficient a by taking the square root of the current Ah according to the above formula (1). j The current degradation amount d1 is calculated by multiplying by (S43). Then, as shown in equation (4) below, the battery ECU 100 calculates (updates) the current (n-th time) cumulative current degradation amount D1(n) by adding the new current degradation amount d1 to the previous ((n-1)th time) cumulative current degradation amount D1(n) (S44). After that, the battery ECU 100 proceeds to process S6. D1(n) = D1(n-1) + d1...(4)

[0044] In the degradation logic of S5, the battery ECU 100 obtains the temperature and state of charge (SOC) of the main battery 40 (S51). The battery ECU 100 then refers to a map stored in memory 102 to determine the degradation coefficient b corresponding to the temperature and SOC of the main battery 40. jk Obtain (S52). The battery ECU100 calculates the degradation coefficient b in the square root of time t according to the above formula (2). jk The amount of degradation due to neglect d2 is calculated by multiplying by (S53). Then, as shown in equation (5) below, the battery ECU 100 calculates (updates) the current accumulated amount of degradation due to neglect D2(n) by adding the new amount of degradation due to neglect d2 to the previous accumulated amount of degradation due to neglect D2(n-1) (S54). After that, the battery ECU 100 proceeds to process S6. D2(n) = D2(n-1) + d2...(5)

[0045] In S6, the battery ECU 100 calculates the total degradation amount D as the sum of the cumulative power-on degradation amount D1 and the cumulative idle degradation amount D2 (see formula (3) above).

[0046] In S7, the battery ECU100 calculates the capacity retention rate Q [unit: %] from the total degradation amount D. Specifically, the battery ECU100 calculates the capacity retention rate Q according to the following formula (6). Q = 100 - √D ···(6)

[0047] <Degradation coefficient> Figure 5 shows a simulated driving pattern (i.e., a power supply pattern for a battery of the same type as the main battery 40) for determining the power supply degradation coefficient. In this example, the upper part shows a simulated driving pattern for one cycle when vehicle 1 is an electric vehicle (BEV). The lower part shows a simulated driving pattern for one cycle when vehicle 1 is a hybrid electric vehicle (HEV). The horizontal axis represents time. The left vertical axis represents the current value flowing through the battery, and the right vertical axis represents the battery's State of Charge (SOC). A power supply endurance test is conducted while the ambient temperature of the battery is kept constant. That is, the battery is charged and discharged so as to repeat the simulated driving pattern in which the current value and SOC change as shown in the figure under constant temperature conditions. The battery's capacity retention rate after the test is then measured.

[0048] Figure 6 illustrates the current-induced degradation coefficient a and the residual degradation coefficient b. Generally, the amount of current-induced degradation of a battery (the decrease in capacity retention rate due to current flow) is proportional to the square root of the amount of current flowing through the battery. Therefore, as shown in the figure above, if the amount of current flowing through the main battery 40 is plotted on the horizontal axis and the capacity retention rate of the main battery 40 is plotted on the vertical axis, the relationship between the capacity retention rate and the square root of the amount of current flowing is represented by a straight line. The slope of this straight line corresponds to the current-induced degradation coefficient a. In this example, the current-induced degradation coefficient a(25°C) at 25°C was 0.0005, the current-induced degradation coefficient a(40°C) at 40°C was 0.0007, and the current-induced degradation coefficient a(60°C) at 60°C was 0.001.

[0049] Generally, under conditions where the State of Charge (SOC) is the same, the amount of battery degradation due to storage (the decrease in capacity retention rate due to storage) is proportional to the square root of the elapsed time. Therefore, as shown in the figure below, if the square root of the elapsed time (number of days) is plotted on the horizontal axis and the capacity retention rate of the main battery 40 on the vertical axis, the relationship between the capacity retention rate and the square root of the elapsed time is also represented by a straight line. The slope of this line corresponds to the storage degradation coefficient b. In this example, at SOC = 90%, the storage degradation coefficient b(25°C) at 25°C was 0.006, the storage degradation coefficient b(40°C) at 40°C was 0.009, and the storage degradation coefficient b(60°C) at 60°C was 0.01. Although not shown in the figure, a similar straight line can be obtained even under conditions where the temperature is the same but the SOC is different.

[0050] As described above, in this embodiment, even when the vehicle 1 is in use, if the amount of current supplied to the main battery 40 (average current value or integrated current value over a predetermined period) is less than a standard amount, the battery ECU 100 executes the idle degradation logic instead of the current degradation logic. The degradation pattern of the main battery 40 during low-rate current supply, when the amount of current supplied is less than a standard amount, is closer to idle degradation than to current degradation assumed under the driving conditions of the vehicle 1. Therefore, by executing the idle degradation logic, the occurrence of errors in the amount of current degradation d1 during low-rate current supply is suppressed. Thus, according to this embodiment, the estimation accuracy of the capacity retention rate Q of the main battery 40 installed in the vehicle 1 can be improved.

[0051] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0052] 1 Vehicle, 10 Inlet, 20 AC / AC Converter, 30 Charging Relay, 40 Main Battery, 50 Monitoring Unit, 51 Voltage Sensor, 52 Current Sensor, 53 Temperature Sensor, 60 DC / DC Converter, 70 Auxiliary Battery, 90 Motor Generator, 100 Battery ECU, 101 Processor, 102 Memory, 110 Integrated ECU, 901 Charging Cable, 902 External Load.

Claims

1. It is a vehicle, A motor generator for driving, A drive device for driving the motor generator, A battery that is charged and discharged by the drive unit when the vehicle is running, The system includes a processor that, when the vehicle is in use, performs a power degradation process using the amount of power supplied to the battery to calculate the amount of power degradation of the battery, and when the vehicle is left idle, performs a idle degradation process using the time the battery is idle to calculate the amount of idle degradation of the battery, and estimates the degree of battery degradation based on the sum of the power degradation amount and the idle degradation amount. The aforementioned processor performs the idle degradation treatment when the amount of power supplied falls below a standard amount, even when the vehicle is in use.

2. The aforementioned processor, In the aforementioned power degradation process, for each battery temperature, an amount is calculated by multiplying the square root of the amount of current by the power degradation rate of the battery, and the amount of power degradation is calculated by summing the calculated amounts for all temperatures. The vehicle according to claim 1, wherein in the aforementioned degradation treatment, for each temperature and SOC of the battery, an amount is calculated by multiplying the square root of the time left unattended by the degradation rate of the battery, and the amount of degradation due to unattended is calculated by summing the calculated amounts for all temperatures and all SOCs.

3. The vehicle according to claim 2, wherein the processor calculates the current capacity retention rate of the battery as the degree of degradation by subtracting the square root of the sum from the capacity retention rate of the battery before degradation.

4. Auxiliary battery and A charging device that charges the auxiliary battery using power supplied from the aforementioned battery, Power outlet and The vehicle further comprises a power supply device that supplies power to the outside of the vehicle via the power supply port using power supplied from the battery, The vehicle according to any one of claims 1 to 3, wherein the processor performs the current degradation treatment when the drive device is in operation by causing the current amount to exceed the reference amount, and performs the idle degradation treatment when the charging device or the power supply device is in operation by causing the current amount to fall below the reference amount.

5. A method for estimating the degradation of a battery installed in a vehicle, The process includes a step of estimating the degree of battery degradation using a processor, The aforementioned estimation step is, The steps include: calculating the amount of battery current degradation by performing a current degradation process using the current flow rate of the battery when the vehicle is in use; The steps include: when the vehicle is left unattended, performing a battery degradation process using the battery's unattended duration to calculate the amount of battery degradation; Even when the vehicle is in use, if the amount of current supplied falls below the standard amount, the step of performing the neglect deterioration treatment is performed. A method for estimating battery degradation, comprising the step of estimating the degree of degradation based on the sum of the amount of degradation due to power supply and the amount of degradation due to neglect.

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