JP5282704B2 - Vehicle control apparatus and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  A so-called idle stop system is known in which idle operation is stopped and the engine is stopped when the idle stop condition is satisfied, and the engine is started by cranking with a starter motor when the engine start condition is satisfied (see Patent Document 1). . A related literature known invention is described in Patent Document 2.

JP 2002-115578 A JP 2009-13953 A

  However, the inventors have found that when a conventional method is applied to an idle stop system that cranks using a multiphase AC motor, the deterioration state of the battery may be erroneously diagnosed. In spite of the fact that the battery deterioration has progressed to such an extent that it would otherwise be impossible to stop idling, if the engine is started and the engine stops idling, the voltage drop of the battery is large and the minimum voltage is The voltage is lower than the operation guarantee voltage of the product (for example, car navigation system). Then, the car navigation system screen disappears for a moment, or it is reset and restarted, and the driver and passengers feel uncomfortable.

  The present invention has been made paying attention to such conventional problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of preventing erroneous diagnosis of the degree of battery deterioration (battery output capability). To do.

  The present invention solves the above problems by the following means.

  The present invention relates to a vehicle control device that stops idling when an idle stop condition is satisfied and stops the engine, and cranks and starts the engine with a multiphase AC motor when the engine start condition is satisfied. Then, after the multiphase AC motor starts rotating, the battery deterioration estimation unit is configured to estimate the degree of deterioration of the battery based on the battery characteristics when the rotor is at a predetermined posture angle.

  According to the present invention, it is possible to accurately grasp the degree of deterioration of a battery. Since the idle stop is prohibited when the battery is deteriorated and the battery voltage falls below the operation guarantee voltage of the electrical component, it is possible to appropriately avoid the occurrence of a malfunction in the operation of the electrical component at the restart after the idle stop. Further, since the alternator regenerative control is prohibited when the battery is deteriorated and the battery voltage falls below the voltage at which the battery deterioration proceeds by the alternator regenerative control, the progress of the battery deterioration can be avoided.

It is a figure which shows the engine starting system suitable for using the vehicle control apparatus by this invention. It is a figure explaining the method of controlling rotation of a three-phase alternating current motor. It is a figure which shows the characteristic of a voltage fluctuation when cranking using a polyphase alternating current motor. It is a flowchart which shows the main routine of the control logic of 1st Embodiment of the vehicle control apparatus by this invention. It is a flowchart which shows the idle stop possibility determination routine of 1st Embodiment of the vehicle control apparatus by this invention. It is a flowchart which shows the main routine of the control logic of 2nd Embodiment of the vehicle control apparatus by this invention. It is a flowchart which shows the idle stop possibility determination routine of 2nd Embodiment of the vehicle control apparatus by this invention. It is a figure which shows an example of a battery output capability line. It is a flowchart which shows the main routine of the control logic of 3rd Embodiment of the vehicle control apparatus by this invention. It is a flowchart which shows the alternator regeneration possibility determination routine of 3rd Embodiment of the vehicle control apparatus by this invention.

Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is a diagram showing an engine start system suitable for using a vehicle control apparatus according to the present invention.

  The engine start system 1 includes a motor 11, a battery 12, and a controller 15.

  The motor 11 is a multiphase AC motor. In particular, in the present embodiment, the motor 11 is a three-phase AC motor that outputs a desired torque for cranking the engine by applying a three-phase AC current to the stator. The motor 11 is provided with a sensor 11a for detecting voltage and current. The motor 11 is connected to the battery 12 via an inverter. Details will be described later.

  The battery 12 stores electrical energy. The battery 12 outputs the stored electrical energy as an electromotive force as necessary. The battery 12 has a characteristic that, when the stored electrical energy is output as an electromotive force, the amount of voltage drop increases as the degree of deterioration progresses. The battery 12 may be a storage battery that changes electrical energy to chemical energy, such as a lead storage battery, an alkaline storage battery, or a lithium storage battery, or may be a capacitor. The battery 12 is provided with a sensor 12a for detecting temperature.

  The controller 15 inputs a signal from the voltage / current sensor 11a, a signal from the battery temperature sensor 12a, and the like, and estimates the degree of deterioration of the battery 12. Then, the controller 15 determines permission / prohibition of idle stop based on the estimated battery voltage at the degree of deterioration of the battery 12, and controls engine stop, engine start, and the like.

  In the present embodiment, a dedicated controller is illustrated as the controller 15 for easy understanding. However, the controller 15 is not limited thereto, and may be incorporated in an inverter or an engine controller, for example.

  FIG. 2 is a diagram illustrating a method for controlling the rotation of the three-phase AC motor.

  As described above, the motor 11 is a three-phase AC motor and is connected to the battery 12 via the inverter 13.

  As shown in FIG. 2, six switching elements 131 to 136 are built in the inverter 13 that controls the three-phase AC motor. The inverter 13 controls the rotation of the three-phase AC motor 11 by sequentially switching these switching elements 131 to 136. As shown in FIG. 2, when the third switching element 133, the fourth switching element 134, and the fifth switching element 135 are turned on, and the first switching element 131, the second switching element 132, and the sixth switching element 136 are turned off, A current flows as shown by an arrow in FIG. 2, and a magnetic force is generated in the stator. The rotor is rotated by this magnetic force. When switching the switching elements, all the switching elements are temporarily turned off at the timing when the axis of the rotor magnetic pole passes through the stator coil, and then the desired switching elements are turned on.

  FIG. 3 is a diagram showing characteristics of battery voltage fluctuation when cranking using a multiphase AC motor. FIG. 3A is a diagram showing voltage fluctuation when a normal starter motor is used and voltage fluctuation when a three-phase AC motor is used. FIG. 3B is a diagram for explaining the cause of voltage fluctuation when a three-phase AC motor is used.

  When a normal starter motor used in the past starts rotating, as shown in FIG. 3 (A), the battery voltage once drops greatly according to the degree of deterioration of the battery, and then rises extremely small. Although the downward vibration exists, it gradually increases at an almost constant rate.

  On the other hand, when the multiphase AC motor starts rotating, as shown in FIG. 3 (A), the battery voltage decreases once, then increases temporarily, gradually decreases, and then temporarily decreases again. It repeats the phenomenon of gradually decreasing after rising.

  This is because when the inverter 13 sequentially switches the switching elements 131 to 136 to control the rotation of the three-phase AC motor 11, all the switching elements are turned off and then the desired switching elements are turned on. This is the inventor's knowledge. Specifically, as shown by a broken line in FIG. 3B, all the switching elements are turned off at the timing when the axis of the rotor magnetic pole passes through the stator coil. Thereafter, a desired switching element is turned on. It is the inventor's knowledge that the battery voltage temporarily rises at the timing of turning off all the switching elements.

  Then, after all the switching elements are turned off and the battery voltage temporarily rises, the battery voltage drops as the desired switching elements are turned on and current is consumed by the motor. Accordingly, the inventor has also found that the longer the current flows through the motor, the lower the battery voltage (ie, the voltage becomes smaller).

Here, the time during which current flows through the motor (energization time) _Te is expressed by the following equation (1).

The timing at which the battery voltage temporarily rises is the timing at which all switching elements are turned off, and the timing at which the axis of the rotor magnetic pole passes through the stator coil. Therefore, the angle θ _{r at} which the rotor rotates is constant in the section from when the battery voltage temporarily rises until the next battery voltage rises temporarily. Therefore, the longer the rotation speed ω _r of the rotor is slow energizing time T _e. The rotational angular speed of the rotor, that is, the rotational speed of the motor is the slowest immediately after the start of rotation and gradually increases. Therefore, the energization time _Te is the longest immediately after the start of rotation and gradually decreases. The battery voltage drop is greatest immediately after the start of rotation and gradually decreases. Therefore, in the interval from when the battery voltage temporarily rises to the next time when the battery voltage rises temporarily, the voltage immediately before the battery voltage rises temporarily is minimal, and the minimal voltage is It can be seen that those in the interval are minimum.

  It is not known what the rotor angle is at the start of rotation. Therefore, the time from the timing when the rotor starts rotating to the timing when the axis of the rotor magnetic pole first passes through the stator coil (the timing when all the switching elements are turned off first) is long and short, and is not uniform. Therefore, in this embodiment, after the rotor starts to rotate, the rotor magnetic pole axis first passes through the stator coil (all switching elements are turned off first), and then the rotor magnetic pole axis is The idea was that the battery voltage just before passing through the stator coil (next to turning off all switching elements next) was the minimum voltage.

  As the minimum voltage is smaller, the battery is deteriorated (that is, the degree of deterioration is larger). If the minimum voltage in this degree of deterioration is lower than the operation guarantee voltage of the electrical component (for example, car navigation system), the car navigation system screen may disappear for a moment or be reset and restarted. Therefore, idle stop is prohibited when the minimum voltage of the battery deterioration level is lower than the guaranteed operation voltage. The battery deterioration degree is zero when the battery is new, and becomes larger as the battery deteriorates, and reaches the maximum deterioration degree when the battery needs to be replaced.

  Below, the concrete control logic which implement | achieves such a technical idea is demonstrated.

  FIG. 4 is a flowchart showing a main routine of the control logic of the first embodiment of the vehicle control apparatus according to the present invention.

  The controller 15 repeatedly executes this process in a minute time (for example, several milliseconds or less) cycle.

In step S1, the controller 15 determines whether or not an engine start condition is satisfied. The controller 15 once exits from the process until the engine start condition is satisfied, and proceeds to step S2 when the engine start condition is satisfied. The engine start condition is, for example, the following conditions (1) to (6). If one of them is satisfied, it is determined that the engine start condition is satisfied.
(1) The engine water temperature is lower than a predetermined temperature (engine water temperature <predetermined temperature)
(2) The vehicle speed is higher than the predetermined speed (vehicle speed> predetermined speed)
(3) The accelerator pedal depression amount is larger than a predetermined value (accelerator pedal depression amount> predetermined value).
(4) The air conditioner is activated (5) The battery SOC is lower than a predetermined value (battery SOC <predetermined value)
(6) Brake master back negative pressure is smaller than a predetermined value (brake master back negative pressure <predetermined value)

  The threshold values in the above (1) to (6) are set as follows, for example. When the engine water temperature is low, the catalyst temperature is low and the exhaust gas purification performance is poor. Therefore, the engine is started when the engine water temperature falls below a predetermined temperature. This temperature is obtained experimentally, and is about 80 ° C., for example. When the vehicle speed increases or when the accelerator pedal depression amount exceeds a predetermined value, the driver's intention to travel is indicated, so the engine is started. Specific values are obtained experimentally. For example, the vehicle speed is about 2 km / h, and the accelerator pedal opening is about 2 deg. Since the power of the air conditioner is supplied from the battery, the engine is started in order not to reduce the charge amount. The engine is also started when the battery SOC is lowered. This value is also obtained experimentally. For example, it is about 60%. Further, when the brake master back negative pressure decreases, it can be determined that the driver has removed his / her foot from the brake pedal, so the engine is started in preparation for starting. This value is also obtained experimentally. For example, it is about 8 Mpa. In addition, the said numerical value is an example to the last, and this invention is not limited to such a numerical value.

  In step S2, the controller 15 energizes the motor to crank the engine.

  In step S3, the controller 15 detects the motor voltage.

  In step S4, the controller 15 determines whether or not the motor is energized for the second time. Specifically, it is determined whether or not it is after the motor has started rotating and after all the switches of the inverter are first turned off. The controller 15 once exits the process until the energization of the motor becomes the second energization, and shifts the process to step S5 when the energization becomes the second energization.

  In step S5, the controller 15 determines whether or not the rotor has a predetermined posture angle. Here, the predetermined posture angle is a posture angle after the motor starts rotating and immediately before all the inverter switches are turned off and then all the inverter switches are turned off. In this case, a map of the relationship between the voltage change and the rotor attitude angle is stored in the controller in advance, and the rotor attitude angle is determined based on the map. The controller 15 once exits from the process until the rotor reaches a predetermined attitude angle, and when the rotor reaches a predetermined attitude angle, the process proceeds to step S6.

  In step S6, the controller 15 corrects the harness drop for the detected motor voltage, obtains the battery voltage, and estimates the degree of deterioration of the battery. To illustrate a specific method, the rotor estimates the relationship between the battery voltage and the battery deterioration level at a predetermined posture angle based on a map set in advance through experiments or the like. If the battery temperature rises, the battery voltage also rises, and the voltage drop when a current flows is reduced. In other words, it can be understood that the degree of deterioration of the battery is small. Therefore, the battery deterioration degree can be estimated more accurately by correcting the temperature in consideration.

  In step S7, the controller 15 determines whether to allow or prohibit idle stop. Specific contents will be described below.

  FIG. 5 is a flowchart showing an idle stop availability determination routine of the first embodiment of the vehicle control apparatus according to the present invention.

  In step S <b> 71, the controller 15 determines whether or not the estimated battery minimum voltage at the estimated battery deterioration level is smaller than the electrical component operation guarantee voltage. If the controller 15 is small, the process proceeds to step S72. If the controller 15 is large, the process proceeds to step S73.

  In step S72, the controller 15 prohibits idle stop.

  In step S73, the controller 15 permits idling stop.

  The above control logic is executed and operates as follows.

  The process is not started until the engine start condition is satisfied during engine idle stop (No in step S1).

  If the engine start condition is satisfied (Yes in step S1), the engine is cranked by the multiphase AC motor (step S2), and the motor voltage is detected (step S3). Steps S 1 → S 2 → S 3 → S 4 until the motor is energized for the second time, that is, after the motor has started rotating, and until the energization after first turning off all the switches of the inverter. Is repeatedly processed.

  When energization is performed for the second time, steps S4 → S5 are processed. Then, after the rotor has a predetermined attitude angle, that is, after the motor starts rotating, until the attitude angle immediately before turning off all the inverter switches and then turning off all the inverter switches is reached. S1-> S2-> S3-> S4-> S5 are repeatedly processed.

  When the rotor reaches a predetermined posture angle, the process from step S5 to step S6 is performed. Then, the battery voltage is obtained to estimate the degree of deterioration of the battery (step S6), and it is determined whether the idle stop is permitted or prohibited (step S7). Specifically, if the minimum battery voltage at the estimated battery deterioration level is smaller than the electrical component operation guarantee voltage, the idle stop is prohibited (step S71 → S72), otherwise the idle stop is allowed (step S71). (→ S73).

  When a normal starter motor used in the past starts rotating, the battery voltage once drops greatly, and then gradually increases at an almost constant rate although there is a very small increase / decrease vibration. Therefore, if the battery voltage was detected at a predetermined timing after the start of rotation, the amount of battery voltage drop during cranking could be grasped and the degree of battery deterioration could be estimated.

  However, in a multi-phase AC motor, the battery voltage increases and then decreases gradually, so even if the battery voltage is detected at a fixed timing after the start of rotation, the instantaneously increased voltage is detected. The amount of battery voltage drop during cranking could not be grasped, and it was difficult to estimate the degree of battery deterioration.

  Therefore, in this embodiment, a mechanism for repeatedly increasing and decreasing the battery voltage temporarily in a multiphase AC motor is found, and the battery voltage is detected by detecting the motor voltage at the timing when the rotor reaches a predetermined attitude angle. I asked for it. As a result, the amount of battery voltage drop during cranking can be accurately grasped, that is, the degree of deterioration of the battery can be accurately grasped. And since the deterioration of the battery is progressing, idle stop is prohibited when the battery voltage falls below the operation guarantee voltage of the electrical component, so that the malfunction of the electrical component will occur at the restart after the idle stop. It can be avoided.

(Second Embodiment)
FIG. 6 is a flowchart showing a main routine of the control logic of the second embodiment of the vehicle control device according to the present invention.

  In the following description, parts having the same functions as those described above are denoted by the same reference numerals, and redundant description is omitted as appropriate.

  In step S10, the controller 15 determines whether or not an engine start condition is satisfied. If the engine start condition is not satisfied, the controller 15 proceeds to step S24. If the engine start condition is satisfied, the controller 15 proceeds to step S2.

  In step S30, the controller 15 detects the voltage and current of the motor.

  In step S50, the controller 15 determines whether or not a condition for starting the battery output capability determination (that is, the battery deterioration degree determination) is satisfied. Specifically, it is determined whether or not the battery output capability (battery deterioration degree) is within a range where it can be stably determined (for example, a range where the instantaneous increase in voltage in FIG. The controller 15 once exits from the process until it is established, and when it is established, the process proceeds to step S60.

  In step S60, the controller 15 corrects the harness drop for the detected motor voltage and current to obtain the battery voltage and current.

  In step S21, the controller 15 obtains a slope (battery output capacity line) based on the current value and the previous value of the battery voltage and current. Specifically, as shown in FIG. 8, the battery voltage and current are plotted to obtain the slope (battery output capacity line). Note that the output capacity of the battery varies depending on the temperature of the battery. That is, if the battery temperature is high, the voltage drop is small even when a current is passed. That is, the output capability of the battery is improved. Therefore, if the battery temperature is also taken into account, the slope (battery output capacity line) can be obtained with higher accuracy.

  In step S22, the controller 15 obtains the average value of the slopes obtained so far.

  In step S23, the controller 15 determines whether or not a condition for ending the battery output capability determination is satisfied. Specifically, when the inclination (battery output capacity line) is obtained a predetermined number of times, it may be determined that the end condition is satisfied. Further, when the range in which the battery output capability can be determined stably (for example, the voltage gradually decreasing range in FIG. 3A) ends, it may be determined that the end condition is satisfied. The controller 15 once exits from the process until it is established, and when it is established, the process proceeds to step S70.

  In step S70, the controller 15 determines whether to allow or prohibit idle stop. Specific contents will be described later.

  In step S24, the controller 15 determines whether or not the vehicle is traveling. The controller 15 shifts the process to step S25 if the vehicle is traveling, and once exits the process if the vehicle is not traveling.

  In step S25, the controller 15 determines whether or not idle stop is prohibited. If the controller 15 is not prohibited, the process proceeds to step S26, and if not prohibited, the controller 15 once exits the process.

  In step S26, the controller 15 corrects the inclination (battery output capacity line) obtained during engine start-up with the battery temperature. That is, if the battery temperature rises while the vehicle is running, the voltage drop when the current is passed is reduced, in other words, the output capability of the battery is increased. Therefore, even if idling stop is prohibited based on a battery voltage drop during engine startup, it may not be necessary to prohibit idling stop while the vehicle is running. Therefore, in order to consider such a case, the inclination (battery output capacity line) corrected by the battery temperature is obtained.

  FIG. 7 is a flowchart showing an idle stop availability determination routine of the second embodiment of the vehicle control device according to the present invention.

  In step S701, the controller 15 determines whether or not the inclination is smaller than a preset reference value (whether or not the battery output capability line is in the idle stop prohibition region). If the determination is affirmative, the controller 15 proceeds to step S72 to prohibit idle stop, and if the determination is negative, the controller 15 proceeds to step S73 to permit idle stop.

  The above control logic is executed and operates as follows.

  The processing is not started while the engine start condition is not satisfied during the engine idle stop and the vehicle is stopped (steps S10 → S24).

  If the engine start condition is satisfied (Yes in step S10), the engine is cranked by the multiphase AC motor (step S2), and the motor voltage and current are detected (step S30). Steps S10-> S2-> S30-> S4 are repeated until the motor is energized for the second time, that is, after the motor has started rotating, and after all the inverter switches are turned off for the first time. To process.

  When energization is performed for the second time, steps S4 → S50 are processed. Until the condition for starting the battery output capability determination is satisfied, the steps S10, S2, S30, S4, and S50 are repeatedly performed.

  If the condition for starting the battery output capability determination is satisfied, the process from step S50 to step S60 is performed. Then, the battery voltage and current are obtained (step S60), the slope (battery output capacity line) is obtained (step S21), and the average value of the slopes obtained so far is obtained (step S22). Then, until the condition for ending the battery output capability determination is satisfied, steps S10, S2, S30, S4, S50, S60, S21, S22, and S23 are repeatedly processed.

  If the condition for ending the battery output capability determination is satisfied, the process is performed from step S23 to S70. Then, it is determined whether or not the idle stop is permitted (step S70). Specifically, if the slope is smaller than a preset reference value (if the battery output capacity line is in the idle stop prohibited area, the idle stop is prohibited (steps S701 → S72), otherwise the idle stop is disabled. Permitted (steps S701 → S73).

  While the vehicle is traveling, steps S10 → S24 → S25 are processed. While the idle stop is prohibited, the inclination (battery output capacity line) obtained during engine start is corrected with the battery temperature (step S26). Then, it is determined again whether or not the idle stop is prohibited (step S70). Even if it is determined that the idle stop is prohibited while the engine is being started, steps S10 → S24 → S25 → S26 → S70 are repeatedly processed for vehicle travel, and it is determined whether the idle stop prohibition is continued or whether the idle stop prohibition is stopped.

  Even in the present embodiment, it is possible to accurately grasp the output capability of the battery (the degree of battery deterioration). In particular, if the battery temperature is also taken into consideration, it can be grasped more accurately. And when the output capacity of the battery is insufficient, that is, when the battery deterioration is progressing, the idle stop is prohibited, so that it is possible to avoid malfunctions in the operation of the electrical components at the restart after the idle stop. is there.

  Further, even if it is determined that the idle stop is prohibited during engine startup, the battery temperature may increase during vehicle travel, and the battery output capability may be improved, that is, the degree of battery deterioration may be reduced. According to the present embodiment, such a case is also taken into consideration, so that it is possible to more accurately determine whether or not idle stop is possible.

(Third embodiment)
FIG. 9 is a flowchart showing a main routine of the control logic of the third embodiment of the vehicle control apparatus according to the present invention.

  In the first embodiment described above, it is determined whether to allow or prohibit idle stop based on the estimated degree of deterioration of the battery. In this embodiment, it is determined whether to permit or prohibit the regenerative control of the alternator (part number 16 in FIG. 1) based on the estimated degree of deterioration of the battery (step S700).

  FIG. 10 is a flowchart showing an alternator regeneration feasibility determination routine of the third embodiment of the vehicle control device according to the present invention.

  In step S710, the controller 15 determines whether or not the battery voltage at the estimated battery deterioration level is smaller than a voltage at which the battery deterioration proceeds by the alternator regenerative control. If the controller 15 is smaller, the process proceeds to step S720. If not smaller, the controller 15 proceeds to step S730.

  In step S720, the controller 15 prohibits alternator regeneration.

  In step S730, the controller 15 permits the alternator regeneration.

  When the alternator regenerative control is executed in a state where the battery voltage is smaller than the voltage at which the battery deterioration proceeds by the alternator regenerative control, the battery deterioration is promoted. However, according to the present embodiment, it is possible to avoid the deterioration of the battery due to unnecessary execution of the regeneration control of the alternator.

  Without being limited to the embodiments described above, various modifications and changes are possible within the scope of the technical idea, and it is obvious that these are also included in the technical scope of the present invention.

  For example, in the above description, a three-phase AC motor has been described as an example of a multi-phase AC motor. However, the present invention is not limited to this, and a two-phase AC motor or a multi-phase AC motor higher than that may be used.

11 Motor 12 Battery 13 Inverter 15 Controller Step S6 Battery deterioration estimation unit / Battery deterioration estimation step Steps S7, S70 Idle stop availability determination unit Step S700 Alternator regeneration availability determination unit

Claims (10)

A vehicle control device for cranking and starting an engine by a multiphase AC motor,
A battery deterioration estimation unit that estimates a battery deterioration degree based on battery characteristics when the rotor has a predetermined posture angle after the multiphase AC motor starts rotating;
The vehicle control apparatus characterized by the above-mentioned. An idle stop availability determination unit that determines whether to allow or prohibit idle stop based on the degree of battery deterioration estimated by the battery deterioration estimation unit;
The vehicle control device according to claim 1. An alternator regeneration enable / disable determination unit that determines whether to permit or prohibit the regeneration control of the alternator based on the battery deterioration degree estimated by the battery deterioration estimation unit;
The vehicle control device according to claim 1. The battery deterioration estimation unit estimates the degree of battery deterioration based on the battery voltage immediately before turning off all the switches of the inverter that adjusts the current flowing to the multiphase AC motor.
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The battery deterioration estimation unit estimates the degree of battery deterioration based on the lowest voltage of the battery that the multiphase AC motor is cranking the engine.
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The battery deterioration estimation unit is based on the battery voltage immediately after the multi-phase AC motor starts rotating and immediately before all the inverter switches are turned off and then all the inverter switches are turned off. , Estimate the degree of battery degradation,
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The battery deterioration estimation unit is a battery voltage after the multi-phase AC motor starts rotating and after all the switches of the inverter are turned off first and then all the switches of the inverter are turned off. And estimating the degree of battery degradation based on the change in current,
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The battery deterioration estimation unit further estimates the degree of battery deterioration in consideration of the battery temperature.
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The battery deterioration estimation unit once again determines whether to prohibit the idle stop in consideration of the rise in the battery temperature during vehicle travel, when it is determined that the idle stop prohibition during engine cranking,
The vehicle control device according to any one of claims 1 to 8, wherein A vehicle control method for cranking and starting an engine by a multiphase AC motor,
A battery deterioration estimation step of estimating a battery deterioration degree based on battery characteristics when the rotor is at a predetermined attitude angle after the multiphase AC motor starts rotating;
The vehicle control method characterized by the above-mentioned.

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