Method for estimating deterioration of secondary battery and system for estimating deterioration of secondary battery

Abstract

The present invention more reliably estimates a deterioration state with higher accuracy, even when a non-reception period of information transmitted from a vehicle exists. According to the present invention, included are a step (ST2) for determining whether or not a non-reception period of probe data exists in probe data, on the basis of probe data received from a subject vehicle (2A) in which a secondary battery to be subjected to deterioration estimation is installed, a step (ST4) for calculating and correcting a storage deterioration amount in the non-reception period when it is found that the non-reception period exists in the probe data of the secondary battery, a step (ST5) for calculating and correcting a current-induced deterioration amount in the non-reception period when it is found that the non-reception period exists in the probe data of the secondary battery, a step (ST6) for calculating a post-correction deterioration amount in the non-reception period from the storage deterioration amount and the current-induced deterioration amount following correction, and a step (ST7) for estimating a deterioration state of the secondary battery by using the calculated post-correction deterioration amount.

Description

Secondary battery deterioration estimation method and secondary battery deterioration estimation system

[0001] FIELD Embodiments of the present invention relate to a method and system for estimating deterioration of a secondary battery.

[0002] Patent Document 1 discloses a method for estimating capacity degradation of a secondary battery installed in a vehicle, in which the electromotive force curves of the positive and negative electrodes acquired in advance are relatively changed in the capacity direction and the difference between the electromotive force curves of the two electrodes is fitted to the electromotive force curve of the secondary battery.

[0003] Patent Document 1 also discloses that information on the voltage and current of the secondary battery is transmitted to a deterioration estimation device on an external network, and the deterioration estimation device estimates capacity deterioration.

[0004] JP 2015-087344 A

[0005] As described above, Patent Document 1 discloses that a degradation estimation device on an external network estimates capacity degradation. However, when transmitting data from a vehicle to the degradation estimation device via the external network, there may be cases where the degradation estimation device is unable to receive part or all of the data transmitted from the vehicle.

[0006] That is, when transmitting data from a vehicle to a deterioration estimation device via an external network, the data is often stored on the vehicle side and transmitted all at once when communication becomes possible. This is because the vehicle is not always in an environment where it can transmit data. When transmitting data from the vehicle to the deterioration estimation device, there is a possibility that some of the data to be transmitted will be lost, that is, only a portion of the transmitted data will be received by the deterioration estimation device.

[0007] In addition, for example, a vehicle may not be able to properly acquire logs, causing problems with data collection on the vehicle side. Similarly, a problem on the vehicle side may occur when the vehicle is unable to transmit data, as described above. In such a situation, the amount of data that can be stored in the vehicle may be exceeded, and the excess data may be lost.

[0008] In the first place, if a communication failure occurs, no matter how reliably the data transmission process is performed on the vehicle side, the data will not reach the receiving side, which is the degradation estimation device. Furthermore, in order to receive a service in which data is transmitted from a vehicle and the degradation estimation device performs degradation state estimation processing, it may be necessary to sign a contract with the vehicle user for transmitting data from the vehicle to the degradation estimation device.

[0009] Secondary batteries deteriorate regardless of whether they are in use or not, but for the reasons mentioned above, if data from when the vehicle was running is missing, and the process of estimating the deterioration level of the secondary battery is performed assuming that the vehicle is not running, this could lead to an underestimation of the deterioration state.

[0010] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a method and system for estimating the deterioration of a secondary battery that, when estimating the deterioration state of a secondary battery mounted on a vehicle, can more reliably and accurately estimate the deterioration state in a device that performs the estimation of the deterioration state, even if there is a period in which information transmitted from the vehicle has not been received.

[0011] The method for estimating deterioration of a secondary battery in an embodiment includes the steps of: determining whether or not there is a period in the probe data where probe data has not been received, based on probe data received from a target vehicle equipped with a secondary battery for which deterioration is to be estimated; calculating and correcting the amount of storage deterioration during the period where probe data has not been received, if it is determined that there is a period in the probe data of the secondary battery; calculating and correcting the amount of current deterioration during the period where probe data of the secondary battery has not been received, if it is determined that there is a period in the probe data of the secondary battery; calculating a corrected amount of deterioration during the period where probe data has not been received from the corrected amount of storage deterioration and the amount of current deterioration; and estimating the deterioration state of the secondary battery using the calculated corrected amount of deterioration.

[0012] In addition, the secondary battery deterioration estimation system in the embodiment includes an information acquisition unit that receives probe data from a target vehicle equipped with a secondary battery that is the subject of deterioration estimation, a determination unit that determines whether or not there is a non-received period in the acquired probe data, a correction unit that calculates the amount of storage deterioration and the amount of current deterioration during the non-received period and calculates a corrected deterioration amount during the non-received period, and a deterioration state determination unit that estimates the deterioration state of the secondary battery using the calculated corrected deterioration amount.

[0013] The present invention adopts such a method and system for estimating deterioration of a secondary battery, and therefore can more reliably and accurately estimate the deterioration state even if there is a period in which information transmitted from the vehicle has not been received.

[0014] Fig. 1 is a block diagram showing the overall configuration of a deterioration estimation system for a secondary battery according to an embodiment of the present invention. Fig. 2 is a block diagram showing the internal configuration of a server according to an embodiment of the present invention. Fig. 3 is a flowchart showing the flow of a deterioration estimation method for a secondary battery according to a first embodiment of the present invention. Fig. 4 is an explanatory diagram for explaining a method of deterioration estimation for a secondary battery according to a second embodiment of the present invention. Fig. 5 is a flowchart showing the flow of a deterioration estimation method for a secondary battery according to the second embodiment of the present invention. Fig. 6 is an explanatory diagram for explaining a method of deterioration estimation for a secondary battery according to a third embodiment of the present invention. Fig. 7 is a flowchart showing the flow of a deterioration estimation method for a secondary battery according to the third embodiment of the present invention.

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that the drawings are schematic and may differ from the actual product. Furthermore, the embodiments of the present invention shown below are merely examples of devices and methods for embodying the technical concept of the present invention, and the technical concept of the present invention does not limit the structure, arrangement, etc. of the components to those described below. The technical concept of the present invention can be modified in various ways within the technical scope defined by the claims.

[0016] 1 is a block diagram showing the overall configuration of a secondary battery deterioration estimation system S according to an embodiment of the present invention. The deterioration estimation system S is made up of a server 1 and a vehicle 2 connected to a communication network N. The server 1 executes a process for estimating deterioration of a secondary battery mounted in the vehicle 2, as will be described later.

[0017] The vehicle 2 is equipped with a secondary battery, and transmits probe data indicating the status of the equipped secondary battery to the server 1 by wireless communication via the communication network N. When the vehicle 2 transmits the probe data to the server 1, the vehicle 2 is not always in a state where it can communicate with the server 1. Therefore, the vehicle 2 is able to store the probe data acquired up to that point in the vehicle 2 so that it can transmit the probe data to the server 1 when it becomes possible to do so.

[0018] 1, the mechanisms provided in the vehicle 2 may include, for example, a battery controller (Battery Management System (BMS)) and a control device that controls the entire vehicle, or may be devices that are connected to these devices and used.

[0019] 1 shows four vehicles 2 as vehicles capable of transmitting probe data to the server 1 through the communication network N. However, the number of vehicles 2, four, is shown for convenience, and in reality, a much larger number of vehicles 2 are connected to the communication network N capable of transmitting probe data to the server 1.

[0020] 1 shows four vehicles 2, each designated by the reference numerals 2A to 2D. However, of these four vehicles 2, in the following description, the vehicle 2 that transmits probe data to the server 1, i.e., the vehicle equipped with a secondary battery that is the subject of degradation estimation, will be referred to as the "subject vehicle 2A." Note that when describing the subject vehicle 2A and all of these vehicles, they will be referred to as the "vehicle 2," as before.

[0021] A communication network N connects the server 1 and the vehicle 2. By connecting the server 1 and the vehicle 2 to the communication network N, for example, the vehicle 2 can transmit probe data of the secondary battery mounted in the vehicle 2 to the server 1. The server 1 can estimate the degradation state of the secondary battery mounted in the vehicle 2 based on the probe data transmitted from the vehicle 2.

[0022] Furthermore, the vehicle 2 can grasp the state of the secondary battery installed in the vehicle 2 by receiving information on the degradation state estimated by the server 1 via the communication network N. Examples of the communication network N include a network such as the Internet and a LAN (Local Area Network).

[0023] 1, the server 1 is connected to the communication network N by a solid line, but this indicates a state in which the server 1 and the communication network N are connected by wire. However, the server 1 may not be connected by wire, and the two may be connected wirelessly. Furthermore, unlike the server 1, the vehicle 2 is not connected to the communication network N by a solid line. This indicates a state in which the vehicle 2 and the communication network N are connected wirelessly.

[0024] The server 1 receives and stores probe data from the vehicle 2 via the communication network N, and estimates the degradation state of the secondary battery installed in the vehicle 2 as described below. Figure 2 is a block diagram showing the internal configuration of the server 1 according to an embodiment of the present invention. The server 1 includes an information acquisition unit 11, a database 12, a determination unit 13, a correction unit 4, and a degradation state determination unit 15.

[0025] 2 and described below is merely an example of the configuration required to explain the method for estimating deterioration of a secondary battery according to an embodiment of the present invention. Therefore, it is possible to add other components to this configuration, or to remove some components from this configuration.

[0026] When probe data acquired in the vehicle 2 is transmitted to the server 1 via the communication network N, the information acquisition unit 11 receives the transmitted probe data. The database 12 also stores the probe data transmitted from the vehicle 2 and received by the information acquisition unit 11.

[0027] The probe data here refers to data that is transmitted as telematics data from the vehicle 2 to the server 1 and is stored or has been stored in the server 1. Examples of the probe data transmitted from the vehicle 2 include various types of information required to estimate the deterioration state of the secondary battery, such as information related to the current and voltage of the secondary battery.

[0028] In addition, the secondary battery whose degradation state is to be estimated in the embodiment of the present invention is a battery that can be charged and discharged multiple times, such as a battery mounted on a vehicle or a storage battery mounted on an electric vehicle to provide driving force. There are various types of "secondary battery," but here, for example, a lithium-ion battery can be mentioned.

[0029] The determination unit 13 determines whether there is a period during which no probe data has been received in the probe data transmitted from the vehicle 2 and received by the information acquisition unit 11. That is, when probe data is transmitted from the vehicle 2 to the server 1, it is possible that all of the probe data obtained in the vehicle 2 is not received by the server 1 due to a communication failure or the like as described above.

[0030] When estimating the degradation state of the secondary battery mounted on the target vehicle 2A, the degradation state determination unit 15 described below needs to grasp the state of the secondary battery as accurately as possible. Therefore, if there is a period in which the probe data of the target vehicle 2A received by the server 1 has not been received, the accuracy of the estimation of the degradation state will decrease.

[0031] Therefore, the determination unit 13 determines whether or not there is a non-reception period in the probe data transmitted from the target vehicle 2A and acquired by the server 1 (information acquisition unit 11). Here, the non-reception period can be roughly assumed to be the following period.

[0032] That is, for example, there is a case where the target vehicle 2A is being used by a user but no probe data is transmitted to the server 1 during the period from when the secondary battery is shipped until the server 1 receives probe data from the target vehicle 2A for the first time. Furthermore, there is a case where, after the user has used the target vehicle 2A for a certain period of time, the user concludes a contract for the transmission of new probe data to the server 1. In this case, the probe data of the target vehicle 2A before the contract was concluded has not been transmitted to the server 1.

[0033] The following description will be made in order. In the first embodiment, an example is given in which there is a period during which probe data is not transmitted to the server 1 even though the target vehicle 2A is being used by a user. In other words, the non-reception period is the period from when the secondary battery is shipped until the server 1 receives probe data from the target vehicle 2A for the first time.

[0034] Here, secondary batteries gradually deteriorate as they are repeatedly charged and discharged, and their charge capacity decreases. In other words, if the fully charged state (capacity) of a new secondary battery is taken as 100%, the chargeable capacity gradually decreases from that 100% state as the secondary battery is used. Therefore, when estimating the deterioration of a target secondary battery, the state (fully charged state) of a new secondary battery is usually used as the reference.

[0035] However, when estimating the deterioration state of a secondary battery, if the server 1 receives probe data from the target vehicle 2A for the first time and uses the fact that the secondary battery installed in the target vehicle 2A is in a fully charged state as a criterion, there may be cases where an inaccurate estimation of the deterioration state is made.

[0036] Specifically, when a target vehicle 2A first transmits its own probe data to the server 1, the target vehicle 2A is often already in use by a user. More strictly speaking, the process leading up to the target vehicle 2A first transmitting probe data to the server 1 is, for example, as follows: after a secondary battery is manufactured, the battery is incorporated into the target vehicle 2A on a vehicle manufacturing line, comes off the line, is sold to a user, and then the probe data is transmitted to the server 1. A secondary battery is in a fully charged state when manufactured, and thereafter gradually deteriorates regardless of whether it is used by a user or not.

[0037] Therefore, as described above, when the server 1 receives probe data from the target vehicle 2A for the first time, it is not appropriate to estimate the deterioration state based on the criterion that the secondary battery installed in the target vehicle 2A is in a fully charged state.

[0038] Therefore, in the first embodiment of the present invention, the determination unit 13 determines the probe data non-reception period as the period from when the secondary battery whose degradation state is to be estimated is shipped, or from when the target vehicle 2A equipped with the secondary battery is shipped, until the server 1 receives the probe data transmitted from the target vehicle 2A. Then, the determination unit 13 performs the degradation state estimation process on the assumption that the secondary battery has deteriorated during the non-reception period.

[0039] For example, the determination unit 13 regards the mileage indicated by the first received odometer value as the mileage during the non-reception period based on odometer information in the probe data transmitted from the target vehicle 2A.

[0040] Furthermore, if the determination unit 13 determines that there is a non-receiving period, the correction unit 14 calculates the deterioration amount and performs correction processing so as to bring the deterioration state of the secondary battery closer to the actual deterioration state during the non-receiving period.

[0041] The correction unit 14 executes two types of correction processing. The first is a calculation and correction process for the amount of storage deterioration during the non-reception period. The amount of storage deterioration here refers to the amount of deterioration known as calendar deterioration. Since secondary batteries gradually deteriorate even when left unused, the deterioration state during this unused state is calculated and corrected as the amount of storage deterioration.

[0042] The correction unit 14 assumes the value of the state of charge (SOC) of the secondary battery during the non-reception period as the amount of storage deterioration. Specifically, the correction unit 14 corrects the SOC based on the SOC at the time of shipment of the target vehicle 2A using temperature information, and sets the current amount of storage deterioration.

[0043] The deterioration of a secondary battery is greatly influenced by the temperature environment in which the secondary battery is placed. Therefore, based on the probe data transmitted from the target vehicle 2A, information on the temperature at the location where the target vehicle 2A was located is used.

[0044] The value used as the temperature information can be, for example, the temperature of the location where the target vehicle 2A is mainly used, which can be used as a fixed value. Alternatively, the temperature of the location where the dealer of the target vehicle 2A is located, or a value detected by a vehicle outside air temperature sensor or a secondary battery temperature sensor provided in the target vehicle 2A, can also be used. Note that with regard to the outside air temperature, the annual or monthly average temperature can be used as the temperature information.

[0045] The correction unit 14 also calculates and corrects the amount of current degradation in the secondary battery. As described above, secondary batteries gradually deteriorate as they are repeatedly charged and discharged during use (so-called cycle degradation). Therefore, the correction unit 14 calculates and corrects the amount of degradation due to use of the secondary battery separately from the amount of storage degradation.

[0046] It should be noted that a known method can be used for the calculation and correction of the amount of current degradation of the secondary battery executed by the correction unit 14. For example, when calculating and correcting the amount of current degradation, the correction unit 14 can use the amount of degradation over a predetermined period or a predetermined distance that has been calculated in advance by a simulation or the like.

[0047] Since the information on the amount of deterioration is stored, for example, in database 12, the correction unit 14 accesses the database 12 as appropriate to obtain information corresponding to a specified period, etc., indicated in the probe data transmitted from the target vehicle 2A.

[0048] Note that the information stored in the database 12 may not only be the probe data of the target vehicle 2A equipped with a secondary battery that is the subject of degradation estimation, but may also be the probe data of all vehicles 2 that can be acquired by the server 1 via the communication network N. By storing the probe data of all vehicles 2 in the database 12 in this way, it is possible to use the probe data of vehicles 2 that have usage patterns similar to those of the target vehicle 2A, for example.

[0049] By using such data, the calculation load on the server 1 can be reduced, and the correction unit 14 can calculate and correct the amount of electrical deterioration with higher accuracy.

[0050] At this time, the correction unit 14 determines the initially received odometer value included in the probe data of the target vehicle 2A as the mileage of the target vehicle 2A during the non-reception period. As described above, if the determination unit 13 knows the mileage during the non-reception period when determining whether or not there is a non-reception period, that information may be used.

[0051] The correction unit 14 performs correction processing for the storage deterioration amount and the power-on deterioration amount, and finally adds the corrected storage deterioration amount and the corrected power-on deterioration amount together to obtain the corrected deterioration amount for the non-receiving period.

[0052] The degradation state determination unit 15 determines the degradation state of the secondary battery mounted on the target vehicle 2A using the corrected degradation amount calculated by the correction unit 14. When the server 1 receives probe data transmitted from the target vehicle 2A for the first time, it determines the period up to the first reception as a probe data non-reception period, calculates the degradation amount for that non-reception period as a corrected degradation amount, and uses it to determine the degradation state. Note that a known method is used as the method used by the degradation state determination unit 15 to determine the degradation state of the secondary battery here.

[0053] By correcting for the amount of degradation during such non-received periods and then using it to determine the degradation state, even if there is a non-received period in which no probe data exists, it is possible to avoid a decrease in accuracy when estimating the degradation state, such as not taking into account the amount of degradation during that non-received period or reflecting the amount of degradation linearly.

[0054] 1 shows a state in which only one server 1 is connected to the communication network N for convenience, but the server 1 may be connected to multiple communication networks N. Furthermore, the database 12 has been described assuming that it is provided within the server 1, but it may also be configured such that a data server is independent from the server 1 and directly connected to the communication network N.

[0055] Furthermore, the processing of the correction unit 14 includes calculation and correction of the storage deterioration amount and the electrical deterioration amount, but in the above explanation, the processing for the storage deterioration amount was explained first, and then the processing for the electrical deterioration amount was explained. However, either of these may be processed first, or they may be processed in parallel.

[0056] Next, a method for estimating deterioration of a secondary battery in a case where there is a non-reception period before the server 1 receives probe data from the target vehicle 2A will be described. Fig. 3 is a flowchart showing the flow of the method for estimating deterioration of a secondary battery in the first embodiment of the present invention.

[0057] The server 1 receives probe data from the target vehicle 2A via the communication network N (ST1). The information acquisition unit 11 receives the probe data, stores the probe data in the database 12, and transmits the probe data to the determination unit 13. The determination unit 13 determines whether or not there is a period in the received probe data that has not been received (ST2).

[0058] The determination unit 13 checks the probe data transmitted from the target vehicle 2A (ST3), and if it determines that there is a non-reception period (YES in ST3), it notifies the correction unit 14. Based on the notification, the correction unit 14 accesses the database 12 to calculate both the storage deterioration amount and the current-on deterioration amount for the non-reception period, and executes correction processing (ST4, ST5). The correction processing for the storage deterioration amount and the current-on deterioration amount by the correction unit 14 is as described above.

[0059] After the correction process is completed, the correction unit 14 adds the corrected values ​​of the storage deterioration amount and the current deterioration amount to calculate the corrected deterioration amount of the secondary battery during the non-reception period (ST6). The calculated corrected deterioration amount is sent to the deterioration state determination unit 15.

[0060] The degradation state determination unit 15 estimates the degradation state of the secondary battery of the target vehicle 2A based on the corrected degradation amount corrected by the correction unit 14 (ST7).

[0061] If the determination unit 13 checks the probe data transmitted from the target vehicle 2A and determines that there is no unreceived period (NO in ST3), this means that all of the probe data related to the target vehicle 2A has been transmitted to the server 1. Therefore, the degradation state determination unit 15 executes a process of estimating the degradation state of the secondary battery mounted on the target vehicle 2A using this data.

[0062] Second Embodiment Next, a second embodiment of the present invention will be described. In the second embodiment, the same components as those described in the first embodiment are designated by the same reference numerals, and redundant descriptions of the same components will be omitted.

[0063] The first embodiment has been described with reference to an example in which there is a period of time before the first transmission of probe data from the target vehicle 2A to the server 1 that has not been received. In contrast, the second embodiment, as described above, deals with a case in which, for example, after a user has used the target vehicle 2A for a certain period of time, the user concludes a contract for new transmission of probe data to the server 1, and the existence of the period of time in which the probe data has not been received becomes apparent.

[0064] In this case, the deterioration state of the secondary battery in the target vehicle 2A before the contract is signed is unknown. Therefore, in the second embodiment, how to estimate the deterioration state of the secondary battery in such a case will be described. Figure 4 is an explanatory diagram for explaining the method of estimating deterioration of the secondary battery in the second embodiment of the present invention.

[0065] In the explanatory diagram of Figure 4, a right-pointing arrow is shown from left to right in the drawing. This indicates the passage of time. Above the passage of time, an area surrounded by a dashed line and an area surrounded by a solid line are shown. Above the area surrounded by the dashed line, the words "data not received period" are written, indicating a period during which probe data is not transmitted from the target vehicle 2A to the server 1.

[0066] In contrast, to the right of the area surrounded by the dashed line, an area surrounded by a solid line is shown. This area indicates the period during which probe data is being transmitted from the target vehicle 2A to the server 1 (in FIG. 4, this is shown as "period after data reception starts"). Therefore, when the dashed line and the solid line are adjacent to each other, the user has concluded a new contract for transmitting probe data to the server 1.

[0067] In this way, even if there is a period when probe data is not transmitted from the target vehicle 2A to the server 1 (a period when it is not received) and a period when it is transmitted (a period after data reception has started), the process of estimating the deterioration state of the secondary battery is performed.

[0068] Therefore, first, the determination unit 13 determines whether or not there is a non-received period in the probe data currently being transmitted from the target vehicle 2A. This determination is a process performed to check whether or not there is a non-received period that exists before the server 1 receives the probe data for the first time when the target vehicle 2A transmits the probe data to the server 1 for the first time, as described in the first embodiment.

[0069] However, the determination made by the determination unit 13 here is that there is no non-reception period, because in the second embodiment, probe data is transmitted from the target vehicle 2A to the server 1 at the contract boundary, but there is no non-reception period in the sense described in the first embodiment.

[0070] After making this determination, the determination unit 13 again performs a process to determine whether or not there is a non-reception period. The non-reception period to be checked in this process is not the non-reception period that exists in the probe data after the server 1 receives the probe data from the target vehicle 2A, as described above, but the non-reception period that exists before the server 1 receives the probe data from the target vehicle 2A, as shown by the area surrounded by a dashed line in Figure 4. Note that, hereinafter, this non-reception period will be referred to as the "previous non-reception period" to distinguish it from the non-reception period described above.

[0071] The determination unit 13 determines the total travel distance of the target vehicle 2A from, for example, the odometer value included in the probe data transmitted from the target vehicle 2A, and determines whether or not there is a previous non-reception period based on the relationship between the total travel distance and the state of the secondary battery indicated by the probe data.

[0072] If the determination unit 13 determines that there is no previous non-reception period before the reception of probe data from the currently targeted vehicle 2A, the degradation state of the secondary battery is estimated in the manner described in the first embodiment. On the other hand, if the determination unit 13 determines that there is a previous non-reception period before the reception of probe data from the currently targeted vehicle 2A, it is necessary to grasp the degradation state of the secondary battery during that previous non-reception period.

[0073] However, although it is possible to estimate the deterioration state of the secondary battery during the period when probe data is being transmitted from the target vehicle 2A, the underlying deterioration state of the secondary battery during the previous non-reception period shown in the area surrounded by the dashed line in Figure 4 is unknown.

[0074] Therefore, a provisional deterioration amount is set for the initial state of the secondary battery during the previous no-reception period when no probe data has been transmitted from the target vehicle 2A. That is, when there is a previous no-reception period, the determination unit 13 temporarily sets a provisional initial deterioration amount as the unknown initial state of the secondary battery during the previous no-reception period in order to execute processing to estimate the deterioration state.

[0075] The determination unit 13 then transmits the provisional initial deterioration amount that it has set to the degradation state determination unit 15. The degradation state determination unit 15 uses the transmitted provisional initial deterioration amount to calculate the degradation state of the secondary battery.

[0076] In Figure 4, the top row of both the area surrounded by dashed lines and the area surrounded by solid lines shows the processes of ``deterioration state calculation'' and ``deterioration state estimation'' from the ``provisional initial deterioration amount setting'' in the previous no-reception period to the period after data reception begins, and these processes represent the processes executed in the judgment unit 13 and the deterioration state judgment unit 15 mentioned above.

[0077] However, the initial deterioration amount of the secondary battery, which is the basis for the degradation state estimation process in the degradation state determination unit 15, is merely a provisionally set value. Therefore, the estimation result of the degradation state of the secondary battery calculated at this point is provisional and not very accurate. Therefore, the server 1 executes processing to set the initial deterioration amount to a more accurate value.

[0078] Specifically, in the server 1, for example, the correction unit 14 uses the probe data transmitted from the target vehicle 2A to learn the driving pattern of the user of the target vehicle 2A. Alternatively, for example, if data on all vehicles 2 that can transmit their own probe data to the server 1 is stored in the database 12, the driving pattern of the user of the target vehicle 2A may be learned using that data.

[0079] Note that, here, the correction unit 14 is configured to execute the learning process of the driving pattern of the user of the target vehicle 2A, but the processing may be performed, for example, in the determination unit 13, etc., instead of the correction unit 14. Alternatively, the server 1 may be provided with a separate learning unit, for example, and the learning unit may learn the driving pattern of the user of the target vehicle 2A.

[0080] Then, a virtual driving pattern for the previous non-reception period is set based on the learned driving pattern of the user of the target vehicle 2A. Although the virtual driving pattern is merely virtual, it is set as a result of learning the driving pattern of the user of the target vehicle 2A, and therefore can be said to fully reflect the characteristics of the user's driving pattern.

[0081] Then, the correction unit 14 updates the provisional initial deterioration amount that was temporarily set using the virtual driving pattern. The updated initial deterioration amount of the secondary battery (hereinafter, this deterioration amount will be referred to as the "updated initial deterioration amount" as appropriate) reflects the characteristics of the user's driving pattern, and is therefore considered to be able to grasp the deterioration state of the secondary battery during the previous non-reception period more accurately than when the provisional initial deterioration amount is used.

[0082] Therefore, based on the newly set updated initial deterioration amount, the deterioration state determination unit 15 executes a process for estimating the deterioration state of the secondary battery of the target vehicle 2A, and a new deterioration state is estimated.

[0083] 4, the processes of "calculating the degradation state" and "estimating a new degradation state" from "setting the updated initial degradation amount" in the previous non-reception period to the period after data reception starts are shown at the bottom of both the area surrounded by the dashed line and the area surrounded by the solid line. These processes represent the processes executed by the correction unit 14 and the degradation state determination unit 15 described above.

[0084] By undergoing this processing, the degradation state estimated based on the provisional initial degradation amount is updated to a new degradation state estimated based on the updated initial degradation amount, as shown by the large downward arrow in the explanatory diagram of Figure 4.

[0085] Furthermore, since the new estimated deterioration state is calculated based on the updated initial deterioration amount that takes into account the characteristics of the user's driving pattern, it can be said that the accuracy of the estimated deterioration state is improved compared to the deterioration state estimated using the provisional initial deterioration amount.

[0086]

[0043] Next, a method for estimating secondary battery deterioration after correcting the provisional initial deterioration amount to an updated initial deterioration amount using a virtual driving pattern will be described. Fig. 5 is a flowchart showing the flow of a method for estimating secondary battery deterioration according to a second embodiment of the present invention.

[0087] The server 1 receives probe data from the target vehicle 2A via the communication network N (ST1). The information acquisition unit 11 receives the probe data, stores the probe data in the database 12, and transmits the probe data to the determination unit 13. The determination unit 13 determines whether or not there is a period in the received probe data that has not been received (ST2).

[0088] When the determination unit 13 checks the probe data transmitted from the target vehicle 2A (ST3) and determines that there is a non-received period (YES in ST3), it notifies the correction unit 14, and the correction process is executed in the correction unit 14. Up to this point, it is as described in the first embodiment.

[0089] In addition, the flow when the above-mentioned judgment unit 13 judges that there is a non-received period (YES in ST3) is as explained using Figure 3, so in Figure 5, the processing after the judgment by the judgment unit 13 is omitted.

[0090] The determination unit 13 further determines whether or not a previous non-reception period exists before receiving probe data from the target vehicle 2A (ST11). As a result, if the determination unit 13 determines that a previous non-reception period exists (YES in ST12), the determination unit 13 sets a provisional initial deterioration amount for the previous non-reception period (ST13).

[0091] The provisional initial deterioration amount set in the determination unit 13 is transmitted to the deterioration state determination unit 15 and used by the deterioration state determination unit 15 in calculating the deterioration amount of the secondary battery mounted on the target vehicle 2A (ST14).

[0092] Additionally, the correction unit 14 learns the driving pattern of the user of the target vehicle 2A (ST15). Then, for example, after a preset period has elapsed, the correction unit 14 generates a virtual driving pattern of the user during the previous non-reception period as a result of the learning (ST16).

[0093] The virtual driving pattern generated by the correction unit 14 is transmitted to the determination unit 13. The determination unit 13 then updates the provisional initial deterioration amount using the virtual driving pattern to set an updated initial deterioration amount (ST17). Because the newly set updated initial deterioration amount reflects the user's driving pattern, it can be an initial deterioration amount that is more in line with the usage state of the secondary battery of the target vehicle 2A, even if the server 1 does not have probe data from the previous unreceived period.

[0094] Since the determination unit 13 has updated the initial deterioration amount and set the new updated initial deterioration amount in this way, the deterioration state determination unit 15 uses the updated initial deterioration amount to calculate the deterioration amount of the secondary battery mounted on the target vehicle 2A (ST18), and then updates the previously calculated estimated value of the deterioration state to the newly calculated estimated value of the deterioration state (ST19).

[0095] If the determination unit 13 determines that there is no previous non-reception period (NO in ST12), the process of estimating the deterioration amount of the secondary battery in the period after the start of data reception in the server 1 is executed. However, as mentioned above, this process flow is not shown in FIG. 5.

[0096] By adopting the method for estimating deterioration of a secondary battery in the second embodiment as described above, it is possible to accurately estimate the deterioration level of the secondary battery even if there is a previous non-reception period.

[0097] (Third embodiment) Next, a third embodiment of the present invention will be described. In the third embodiment, the same components as those described in the first or second embodiment are denoted by the same reference numerals, and redundant descriptions of the same components will be omitted.

[0098] In the third embodiment, as described above, a case where probe data is not transmitted to the server 1 even though the target vehicle 2A is being used by the user will be taken as an example, and a process for estimating the deterioration level of the secondary battery in such a case will be described. The assumed situation will be described using Figure 6. Figure 6 is an explanatory diagram for explaining a method for estimating deterioration of a secondary battery in the third embodiment of the present invention.

[0099] In the first embodiment described above, a case where a non-reception period exists before the server 1 receives probe data from the target vehicle 2A for the first time has been described. In the second embodiment, a case where the server 1 receives probe data from the target vehicle 2A and the probe data does not include a non-reception period, but a previous non-reception period exists before that has been described. The third embodiment assumes a situation where a non-reception period exists after the server 1 starts receiving probe data from the target vehicle 2A.

[0100] 6, the vertical axis indicates the travel distance of the target vehicle 2A that transmits probe data to the server 1. The horizontal axis indicates the time at which the server 1 receives the probe data from the target vehicle 2A. Here, two times, "t" and "t+1," are listed as the time at which the probe data was received from the target vehicle 2A.

[0101] That is, it is assumed here that probe data including distance information of "ODO1" is received at time t, and then probe data including information of "ODO2" and "TRIP1" is received at time t+1.

[0102] In addition, the probe data transmitted from the target vehicle 2A to the server 1 includes odometer information and trip meter information. In Fig. 6, the odometer information is indicated by a circle with a cross inside, and is labeled "ODO." On the other hand, the trip meter information is indicated by a circle with the word "TRIP."

[0103] The odometer is a meter that indicates the cumulative mileage of the target vehicle 2A from the time of manufacture to the present. Therefore, by checking the latest odometer information, the cumulative mileage of the target vehicle 2A can be determined. Then, by using the information from any two odometers, the difference between the distance information indicated by these odometers can be determined as the mileage. In the explanatory diagram of FIG. 6 , the difference between "ODO2" and "ODO1" is the total mileage of the target vehicle 2A between the data reception time t and the data reception time t+1.

[0104] On the other hand, the trip meter is a meter that accumulates the distance traveled in a section, and the distance indicated by the trip meter indicates the distance traveled after the trip meter has been reset. Therefore, by understanding the information about the distance traveled in the trip meter, it is possible to understand the distance traveled by the target vehicle 2A in the section traveled using the trip meter (hereinafter referred to as the "trip section"). In Figure 6, the distance information indicated by "TRIP1" is the result of measuring the distance of the trip section, with the distance indicated by "ODO1" set to zero.

[0105] The total distance traveled by the target vehicle 2A between time t and time t+1 when the server 1 received probe data from the target vehicle 2A can be determined by the difference between "ODO2" and "ODO1" as described above.

[0106] Therefore, the determination unit 13 calculates the total travel distance of the target vehicle 2A between time t and time t+1 from the information of "ODO1" and "ODO2." For convenience of explanation, the total travel distance of the target vehicle 2A between time t and time t+1 calculated by the determination unit 13 is referred to as a "first travel distance."

[0107] As described above, the probe data transmitted from the target vehicle 2A to the server 1 at time t+1 also includes data for "TRIP1." "TRIP1" indicates the travel distance of the trip section, calculated by setting the distance in "ODO1" at time t to zero. The determination unit 13 determines the travel distance of the trip section of the target vehicle 2A from the "TRIP1" data (hereinafter, this distance will be referred to as the "second travel distance" as appropriate).

[0108] However, on the vertical axis of Fig. 6 which shows the travel distance of the target vehicle 2A at time t+1, "ODO2" and "TRIP1" are shown at positions apart. If there were no missing parts in the probe data transmitted from the target vehicle 2A to the server 1 at time t+1, "ODO2" and "TRIP1" would be shown at the same position at time t+1 in the explanatory diagram of Fig. 6.

[0109] However, as shown in Figure 6, when "ODO2" and "TRIP1" are placed far apart and the distances indicated by them are different, it is assumed that some kind of event is taking place in the target vehicle 2A to fill the gap between "ODO2" and "TRIP1".

[0110] In other words, for some reason, the distance traveled by the target vehicle 2A that should be recorded in the trip meter based on the events that occurred between "ODO2" and "TRIP1" in the probe data transmitted from the target vehicle 2A to the server 1 is insufficient. In other words, to explain this point with reference to Figure 6, the distance between the distance indicated by "ODO2" and the distance indicated by "TRIP1" is missing.

[0111] Therefore, in the third embodiment of the present invention, a virtual trip event is set to represent the distance traveled by the target vehicle 2A between "ODO2" and "TRIP1." Here, the virtual trip event is indicated by a dashed circle in FIG. 6 as "TRIP2."

[0112] Specifically, the determination unit 13 calculates the difference between the first travel distance and the second travel distance (hereinafter, this difference will be referred to as the "distance difference" as appropriate). The distance difference indicates the distance between "ODO2" and "TRIP1" described above.

[0113] Then, the determination unit 13 compares the distance difference with a predetermined value set in advance to determine whether the distance difference is equal to or greater than the predetermined value. The comparison with the predetermined value is performed here because, if there are no missing parts in the probe data received by the server 1 from the target vehicle 2A, there will be no difference between the total traveling distance of the target vehicle 2A, which is the difference between "ODO1" and "ODO2", and the traveling distance of the target vehicle 2A indicated by "TRIP1".

[0114] However, it is conceivable that a slight difference will occur between the total mileage of the target vehicle 2A and the mileage of the target vehicle 2A indicated by "TRIP1" in the probe data transmitted from the target vehicle 2A to the server 1. If a virtual trip event is set based on the absence of trip meter information even when such a difference is very small, for example, the calculation processing load on the determination unit 13 will increase, which may result in unnecessary consumption of calculation resources.

[0115] Therefore, if the difference between the total mileage of the target vehicle 2A in the probe data sent from the target vehicle 2A to the server 1 and the mileage of the target vehicle 2A indicated by "TRIP1" is too small, the judgment unit 13 will determine that the difference is an error and will not generate a virtual trip event.

[0116] That is, when the distance difference is equal to or greater than the predetermined value as a result of comparing the distance difference with the predetermined value, the determination unit 13 generates a virtual trip event and determines that the distance difference is the traveling distance of the target vehicle 2A in the virtual trip event. By performing such processing, the total traveling distance of the target vehicle 2A, which is the difference between "ODO2" and "ODO1", can be considered to be made up of the traveling distance of the trip section and the traveling distance in the virtual trip event.

[0117] In other words, it can be determined that there is no missing data in the probe data transmitted from the target vehicle 2A to the server 1 between time t and time t+1. With no missing data in this state, the correction unit 14 executes the correction process described above.

[0118] 6, the virtual trip event indicated by "TRIP2" is shown with the distance indicated by "ODO1" set to zero. The travel distance of the target vehicle 2A indicated by "TRIP2" corresponds to the difference in distance between "ODO2" and "TRIP1," with "ODO1" set to zero. Therefore, the difference in distance between "TRIP2" and "ODO1" is the same as the difference in distance between "ODO2" and "TRIP1," and is shown in this manner in FIG.

[0119] In the above explanation, for the sake of convenience, the distance of "TRIP1" has been calculated by assuming that the distance of "ODO1" at time t is zero. However, it is not necessary to assume that the distance of "ODO1" at time t (the reference time) is zero.

[0120] [Operation] Next, a flow of the process for estimating the deterioration level of a secondary battery in the third embodiment will be described. Fig. 7 is a flowchart showing the flow of the method for estimating deterioration of a secondary battery in the third embodiment of the present invention.

[0121] First, the server 1 receives probe data from the target vehicle 2A (ST1). The information acquisition unit 11 receives the probe data, stores the probe data in the database 12, and transmits the probe data to the determination unit 13. The determination unit 13 checks whether the received probe data contains any missing data.

[0122] Specifically, the determination unit 13 first calculates a first travel distance of the target vehicle 2A based on odometer information included in the probe data (ST31). Here, the odometer information is information related to the travel distance of the target vehicle 2A indicated by "ODO1" and "ODO2" in the explanatory diagram of Figure 6. By calculating the difference between "ODO1" and "ODO2", it is possible to determine the total travel distance of the target vehicle 2A between time t and time t+1.

[0123] The determination unit 13 further calculates a second travel distance based on the trip data included in the probe data transmitted from the target vehicle 2A (ST32). As described above, the process of the determination unit 13 here is to calculate the travel distance indicated by "TRIP1" shown in Figure 6.

[0124] The determination unit 13 then calculates the difference between the calculated first and second travel distances (ST33). In the diagram of Figure 6, this is the difference between the distances of "ODO2" and "TRIP1." The determination unit 13 compares this difference with a preset value to determine whether the difference is equal to or greater than the preset value (ST34).

[0125] As a result, if the distance difference is equal to or greater than the predetermined value (YES in ST34), it can be determined that part of the probe data transmitted from the target vehicle 2A is missing. Therefore, the distance difference is treated as trip data in the virtual trip event. Specifically, the determination unit 13 sets a virtual trip event called "TRIP2" shown in FIG. 6, and treats the distance difference as traveled in "TRIP2."

[0126] By handling the data in this way, even if there was originally a missing portion in the probe data transmitted from the target vehicle 2A, the missing portion in the probe data can be compensated for by setting a virtual trip event. Therefore, in the process of estimating the deterioration level of the secondary battery of the target vehicle 2A, it is possible to avoid using probe data with a missing portion, and therefore it is possible to perform a more accurate process of estimating the deterioration level of the secondary battery.

[0127] After the determination unit 13 completes the above-described process, the correction unit 14 calculates and corrects the storage deterioration amount and the current-on deterioration amount of the secondary battery mounted on the target vehicle 2A (ST36, ST37). Then, the correction unit 14 calculates a corrected deterioration amount based on the corrected storage deterioration amount and the corrected current-on deterioration amount (ST38). The corrected deterioration amount calculated by the correction unit 14 is transmitted to the degradation state determination unit 15, which then calculates the deterioration amount of the secondary battery (ST39).

[0128] As described above, in the third embodiment, the probe data transmitted from the target vehicle is used to determine whether there is a missing portion, and if there is a missing portion, the data is filled in. By performing such processing, the deterioration estimation process is not performed using the missing data, and therefore the deterioration estimation process can be performed with higher accuracy.

[0129] [Effects of the embodiment] (1) The method includes the steps of: determining whether or not there is a period in the probe data where probe data has not been received, based on probe data received from a target vehicle equipped with a secondary battery that is the subject of degradation estimation; calculating and correcting the amount of storage degradation during the period where probe data has not been received, if it is determined that there is a period in the probe data of the secondary battery; calculating and correcting the amount of current degradation during the period where probe data of the secondary battery has not been received, if it is determined that there is a period in the probe data of the secondary battery; calculating a corrected amount of degradation during the period where probe data has not been received from the corrected amount of storage degradation and the amount of current degradation; and estimating the degradation state of the secondary battery using the calculated corrected amount of degradation.

[0130] By adopting such a method for estimating the deterioration of a secondary battery, it is possible to more reliably and accurately estimate the deterioration state even if there is a period in which information transmitted from the vehicle has not been received.

[0131] (2) In the method for estimating deterioration of a secondary battery described in (1) above, in the step of correcting the amount of storage deterioration, information on the outside air temperature at the location where the secondary battery was placed during the non-receiving period is used to correct the amount of storage deterioration.

[0132] In this way, when estimating the deterioration of a secondary battery, by taking into account the outside temperature of the location where the secondary battery was placed during the non-reception period, which affects the deterioration of the secondary battery, a more accurate deterioration estimation can be made.

[0133] (3) In the method for estimating deterioration of a secondary battery in (1) or (2) above, in the step of correcting the amount of deterioration due to current flow, correlation information between the probe data transmitted from the vehicle and the deterioration state of the secondary battery stored in a database is used to correct the amount of deterioration due to current flow.

[0134] When estimating the deterioration of a secondary battery, even if there are missing parts in the probe data sent from the target vehicle to the server, deterioration can be estimated more accurately by using the relationship between the probe data accumulated in the database so far and the deterioration state of the secondary battery.

[0135] (4) In the method for estimating deterioration of a secondary battery described in (3) above, the related information stored in the database is information about all vehicles equipped with secondary batteries, including the target vehicle, that are capable of transmitting probe data to the database.

[0136] By storing the related information in the database not only for the target vehicle but also for all vehicles equipped with a secondary battery that can transmit probe data to the database, even if probe data for the target vehicle is missing, it is possible to use probe data for other vehicles with similar driving pattern characteristics, for example, thereby enabling more accurate estimation of deterioration.

[0137] (5) In the method for estimating deterioration of a secondary battery described in (3) above, the related information stored in the database is generated in advance through simulation. By preparing the related information in advance in this manner, even if probe data for the target vehicle is missing, the related information generated in the simulation can be used. This allows for more accurate estimation of deterioration.

[0138] (6) In any of the methods for estimating deterioration of a secondary battery described in (1) to (5) above, if it is determined after a step of determining whether or not there is a period in the probe data where probe data has not been received that there is no period where probe data has not been received, and if it is determined that there is a previous period in which probe data has not been received in the target vehicle before the received probe data, the method includes the steps of: setting the deterioration amount of the secondary battery in the previous period where probe data has not been received as a provisional initial deterioration amount after receiving the probe data for the first time in the reception period; estimating the deterioration state of the secondary battery based on the set provisional initial deterioration amount; learning the driving pattern of the target vehicle; generating a virtual driving pattern based on the learned driving pattern; updating the provisional initial deterioration amount with the generated virtual driving pattern as the driving pattern of the target vehicle in the previous period where probe data has not been received and setting an updated initial deterioration amount; and re-estimating the deterioration state of the secondary battery based on the updated initial deterioration amount.

[0139] In this way, even if it is determined that there is a period before the received probe data in the target vehicle where probe data was not received, the degradation state of the secondary battery can be estimated by temporarily setting a provisional initial degradation amount. Furthermore, the driving pattern of the target vehicle is learned to generate a virtual driving pattern, and the provisional initial degradation amount is corrected to an updated initial degradation amount. Then, by estimating the degradation state of the secondary battery using the updated initial degradation amount, degradation can be estimated more accurately.

[0140] (7) In any of the above (1) to (5) methods for estimating deterioration of a secondary battery, when probe data is received from a target vehicle equipped with a secondary battery that is the subject of deterioration estimation, the method includes the steps of: determining whether there is a period in which trip data has not been received among the probe data; calculating a first travel distance of the target vehicle based on odometer information if it is determined that there is a period in which trip data has not been received; calculating a second travel distance of the target vehicle based on the trip data; calculating a distance difference between the first travel distance and the second travel distance; comparing the calculated distance difference with a predetermined value; if the comparison results in the distance difference being equal to or greater than the predetermined value, adding the distance difference to the trip data as additional trip data in a virtual event trip; and estimating the deterioration state of the secondary battery, including the additional trip data in the added virtual event trip.

[0141] In this way, even if the probe data transmitted from the target vehicle and received by the server contains missing data, by setting a virtual event trip for the distance traveled in the missing data, the missing data can be regarded as the distance traveled in the virtual event trip. Therefore, the probe data received by the server can be treated as if there were no missing data, allowing for more accurate determination of the degradation state of the secondary battery.

[0142] (8) The device includes an information acquisition unit that receives probe data from a target vehicle equipped with a secondary battery that is the subject of degradation estimation, a determination unit that determines whether there is a non-received period in the acquired probe data, a correction unit that calculates the amount of storage degradation and the amount of current degradation during the non-received period and calculates a corrected amount of degradation during the non-received period, and a degradation state determination unit that estimates the degradation state of the secondary battery using the calculated corrected amount of degradation.

[0143] By adopting such a secondary battery deterioration estimation system, it is possible to more reliably and accurately estimate the deterioration state even if there is a period in which information transmitted from the vehicle has not been received.

[0144] (9) The secondary battery degradation estimation system in (8) above includes a database that stores information relating to probe data transmitted from the vehicle and the degradation state of the secondary battery.

[0145] By using a database that stores the relationship between probe data and the deterioration state of the secondary battery, deterioration estimation can be performed more accurately even if there are missing parts in the probe data sent from the target vehicle to the server when estimating deterioration of the secondary battery.

[0146] 1...server, 11...information acquisition unit, 12...database, 13...determination unit, 14...correction unit, 15...deterioration state determination unit, 2...vehicle, 2A...target vehicle

Claims

determining whether or not there is a period in the probe data where the probe data has not been received, based on the probe data received from a target vehicle equipped with a secondary battery that is a target for degradation estimation; calculating and correcting a storage deterioration amount during a non-reception period when the non-reception period is determined to exist in the probe data of the secondary battery; calculating and correcting an amount of current degradation during a non-reception period when the non-reception period is determined to exist in the probe data of the secondary battery; calculating a corrected deterioration amount during the non-reception period from the corrected storage deterioration amount and the corrected power-on deterioration amount; estimating a degradation state of the secondary battery using the calculated corrected degradation amount; A method for estimating deterioration of a secondary battery, comprising: 　 The method for estimating deterioration of a secondary battery as described in claim 1, characterized in that in the step of correcting the amount of storage deterioration, information on the outside air temperature at the location where the secondary battery was placed during the non-receiving period is used to correct the amount of storage deterioration.

3. A method for estimating deterioration of a secondary battery as described in claim 1 or claim 2, characterized in that in the step of correcting the amount of deterioration due to electrical conduction, correlation information between the probe data transmitted from the vehicle and the deterioration state of the secondary battery stored in a database is used to correct the amount of deterioration due to electrical conduction. 　 The method for estimating deterioration of a secondary battery according to claim 3, characterized in that the related information stored in the database is information regarding all vehicles equipped with the secondary battery, including the target vehicle, that are capable of transmitting probe data to the database.

4. The method for estimating deterioration of a secondary battery according to claim 3, wherein the related information stored in the database is generated in advance by simulation. 　 After the step of determining whether or not there is a period in the probe data where the probe data has not been received, If it is determined that the no-reception period does not exist and if it is determined that a previous no-reception period of the probe data exists in the target vehicle before the received probe data, after receiving the probe data for the first time in the reception period, setting the deterioration amount of the secondary battery in the previous no-reception period as a provisional initial deterioration amount; estimating a deterioration state of the secondary battery based on the set provisional initial deterioration amount; learning a driving pattern of the target vehicle; generating a virtual driving pattern based on the learned driving pattern; updating the provisional initial deterioration amount by using the generated virtual driving pattern as a driving pattern of the target vehicle in the previous non-reception period, and setting an updated initial deterioration amount; a step of estimating a deterioration state of the secondary battery again based on the updated initial deterioration amount; 2. The method for estimating deterioration of a secondary battery according to claim 1, further comprising: 　 a step of determining whether or not there is a period of time in which trip data has not been received among the probe data when the probe data is received from a target vehicle equipped with a secondary battery that is a target for degradation estimation; calculating a first travel distance of the target vehicle based on odometer information when it is determined that there is a period in which the trip data has not been received; calculating a second travel distance of the target vehicle based on the trip data; calculating a distance difference between the first movement distance and the second movement distance; comparing the calculated distance difference with a predetermined value; adding the distance difference to the trip data as additional trip data in a virtual event trip when the distance difference is equal to or greater than the predetermined value as a result of the comparison; estimating a degradation state of the secondary battery using the additional trip data in the added virtual event trip; 2. The method for estimating deterioration of a secondary battery according to claim 1, further comprising: 　 an information acquisition unit that receives probe data from a target vehicle equipped with a secondary battery that is a target for degradation estimation; a determination unit that determines whether or not a non-reception period exists in the acquired probe data; a correction unit that calculates a storage deterioration amount and a power-on deterioration amount during the non-reception period and calculates a corrected deterioration amount during the non-reception period; a degradation state determination unit that estimates a degradation state of the secondary battery using the calculated corrected degradation amount; A secondary battery deterioration estimation system comprising:

9. The secondary battery deterioration estimation system according to claim 8, further comprising a database that stores information relating the probe data transmitted from the vehicle and the deterioration state of the secondary battery.

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