CN116552307A - 充电控制*** - Google Patents

充电控制*** Download PDF

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Publication number
CN116552307A
CN116552307A CN202310091986.7A CN202310091986A CN116552307A CN 116552307 A CN116552307 A CN 116552307A CN 202310091986 A CN202310091986 A CN 202310091986A CN 116552307 A CN116552307 A CN 116552307A
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CN
China
Prior art keywords
charging
battery
schedule
charge
temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310091986.7A
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English (en)
Inventor
大垣彻
赤羽隆弘
纪志筑
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
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Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of CN116552307A publication Critical patent/CN116552307A/zh
Pending legal-status Critical Current

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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • G—PHYSICS
    • G02—OPTICS
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Abstract

本发明提供一种能够将充电最优化而缩短目的地到达时间的充电控制***。充电控制***(10)的控制装置(20)具备行驶预定计划获取部(24)、蓄电池温度预测部(25)和充电控制部(23)。在行驶预定计划中包括至少两次充电的情况下，当预测到在第二次及以后的充电中通过节能控制来限制充电输出时，行驶预定计划获取部(24)制作充电计划，以使行驶预定计划所包括的充电的总所需时间变短。

Description

充电控制***
技术领域
本发明涉及一种搭载在车辆上的充电控制***。
背景技术
近年来，作为应对全球气候变化的具体对策，面向实现低碳社会或脱碳社会的举措正变得活跃。对于车辆，也强烈要求减少CO2的排放量、提高能效，驱动源的电动化也正在迅速发展。具体而言，电动汽车(Electrical Vehicle)或混合动力电动汽车(HybridElectrical Vehicle)这样的具备作为车辆的驱动源的电动机和作为能够向该电动机供给电力的二次电池的蓄电池的车辆的开发正在推进。
在这样的车辆中，能够进行与外部电源连接而对蓄电池进行充电的普通充电、流通比普通充电大的电流而进行充电的快速充电。蓄电池在充放电时会发热，因此需要适当地进行冷却。特别是在快速充电时，蓄电池容易发热。当蓄电池发热至规定温度以上时，出于安全性考虑，充电输出会受到限制(例如，专利文献1)。
在一般的充电控制中，基于冷却***的冷却能力进行冷却，以使蓄电池不会成为规定温度以上，同时进行控制以使达到目标SOC为止的时间最短。
现有技术文献
专利文献
专利文献1：日本特开2021-48737号公报
然而，当在一次行驶预定计划中预定了两次以上的充电的情况下，由第一次充电引起的蓄积在蓄电池内的热量会影响第二次及以后的充电，充电输出可能会在第二次及以后的充电中受到限制。即，虽然在第一次充电时能够利用蓄电池的热容(热质量)来增加充电输出，但在第二次及以后的充电中，蓄电池的热容(热质量)已经被利用，因此蓄电池的温度容易成为高温。如果充电输出被限制，则到达目的地当然会发生延迟。
发明内容
本发明提供一种能够将充电最优化而缩短目的地到达时间的车辆。
本发明是一种充电控制***，其具备：
蓄电池，其能够利用来自外部电源的电力进行充电；
蓄电池温度调节装置，其调节所述蓄电池的温度；以及
控制装置，其控制所述蓄电池和所述蓄电池温度调节装置，其中，
所述控制装置具备：
行驶预定计划获取部，其获取车辆的行驶预定计划；
充电计划制作部，其在所述行驶预定计划中包括充电的情况下，制作充电计划；
蓄电池温度预测部，其基于所述蓄电池温度调节装置的冷却能力，预测所述行驶预定计划中的蓄电池温度；以及
充电控制部，其在充电过程中所述蓄电池的温度超过规定温度时，进行限制所述外部电源的充电输出的节能控制，其中，
在所述行驶预定计划中包括至少两次充电的情况下，当预测到在第二次及以后的充电中通过所述节能控制来限制所述充电输出时，所述充电计划制作部
制作所述充电计划，以使所述行驶预定计划所包括的充电所需的总时间变短。
根据本发明，因为基于长期的蓄电池温度预测制作充电计划，以使行驶预定计划所包括的充电的总所需时间变短，所以能够避免在第二次及以后的充电中进行节能控制，能够缩短目的地到达时间。
附图说明
图1是示出充电控制***10的结构的图。
图2是示出温度调节装置16的结构的图。
图3是示出导航装置17的结构的图。
图4是示出行驶预定计划的一个示例的图。
图5是示出行驶预定计划中的蓄电池温度预测和蓄电池的SOC的曲线图。
图6是示出通过总充电时间缩短控制而改变的、行驶预定计划中的蓄电池温度预测和蓄电池的SOC的曲线图。
图7是说明蓄电池温度调节装置的温度调节能力(冷却器散热量)的图。
图8是总充电时间缩短控制的流程图。
-附图标记说明-
10：充电控制***
19：蓄电池温度调节电路(蓄电池温度调节装置)
20：控制装置
23：充电控制部
24：行驶预定计划获取部
25：蓄电池温度预测部
26：充电计划制作部
50：外部电源
BAT：蓄电池
具体实施方式
以下，基于附图对本发明的充电控制***的一个实施方式进行说明。
[充电控制***]
如图1所示，充电控制***10具备蓄电池BAT、温度调节装置16、以及控制蓄电池BAT和温度调节装置16的控制装置20，并搭载于电动汽车等车辆。
[蓄电池]
蓄电池BAT例如是锂离子电池等二次电池。蓄电池BAT构成为经由充电插头连接至(***)位于车辆外部的外部电源50、例如快速充电器，并能够利用所导入的电力进行充电。蓄电池BAT主要向未图示的驱动马达供给电力。另外，蓄电池BAT构成为也能够利用驱动马达再生时所供给的电力进行充电。
[温度调节装置]
如图2所示，温度调节装置16具备空调装置(空调)18和蓄电池温度调节电路19。此外，以下，将空调装置18称为空调18。空调18具备制冷循环180，通过调整车室内的空气的状态来调整车室内的环境。空调18由接受到驾乘人员(以下，也称为用户)操作的后述的温度调节控制部21控制。蓄电池温度调节电路19通过使制冷剂在制冷剂流路中流动来冷却或加热蓄电池BAT等。蓄电池温度调节电路19的动作由温度调节控制部21基于蓄电池温度调节电路19的温度调节能力进行控制，以使蓄电池BAT的温度变为节能温度以下。节能温度是指进行蓄电池BAT的节能控制(输出限制控制)的阈值温度，包括高温侧阈值温度和低温侧阈值温度，但本发明的节能温度是指在高负荷行驶时或快速充电时等有可能超过的高温侧阈值温度。
在温度调节装置16中，空调18的制冷循环180和蓄电池温度调节电路19构成为彼此的制冷剂能够经由冷却器189进行热交换。
当参照图2更具体地进行说明时，空调18的制冷循环180串联地具备压缩机181、冷凝器182、膨胀阀183和蒸发器184，进一步地，相对于配置有膨胀阀183和蒸发器184的第一流路185a，配置有其他膨胀阀186和冷却器189的第二流路185b并联地设置。另外，在第一流路185a和第二流路185b的分支部185c与膨胀阀183之间设置有截止阀187，通过使截止阀187处于打开状态，制冷剂向第一流路185a和第二流路185b双方流动，通过使其处于关闭状态，制冷剂仅向第二流路185b流动。
蓄电池温度调节电路19串联连接有供给制冷剂的泵EWP、冷却器189、蓄电池BAT和加热器30。
在冷却器189中，在制冷循环180的制冷剂与蓄电池温度调节电路19的制冷剂之间进行热交换。因此，在温度调节装置16中，空调18的制冷循环180的冷却能力被分配用于空调和用于蓄电池冷却。即，在不使用空调18的情况下(空调关闭)，截止阀187成为关闭状态，能够将制冷循环180的冷却能力全部用于蓄电池冷却。另一方面，在使用空调18的情况下(空调打开)，截止阀187成为打开状态，在制冷循环180的冷却能力中，能够用于蓄电池冷却的冷却能力减少分配给空调用的量。因此，在制冷循环180的冷却能力中，能够用于蓄电池冷却的冷却能力依赖于空调18的打开/关闭。关于蓄电池温度调节电路19的温度调节能力，将在后面叙述。此外，在对蓄电池BAT进行加热时，只要将加热器30打开即可。
[导航装置]
接着，参照图3，对导航装置17的结构的一个示例进行说明。如图3所示，导航装置17具备处理器171、存储器172、GPS单元173、显示部174、操作部175和接口176。另外，各结构部171～176通过总线177分别连接。
处理器171例如是负责导航装置17整体的控制的CPU。存储器172例如包括RAM等主存储器以及闪存等非易失性存储器即辅助存储器。主存储器用作处理器171的工作区域。辅助存储器存储使导航装置17进行动作的各种程序。存储在辅助存储器中的程序被加载到主存储器中，由处理器171执行。
另外，导航装置17的辅助存储器还存储有用于车辆的当前位置的确定、到目的地为止的路径引导等的地图数据。虽然省略了详细的说明，但地图数据包括表示车辆能够移动的道路的道路数据、表示关于各设施的信息的设施数据等。
GPS单元173接收来自GPS卫星的GPS信号(电波)，对车辆的当前位置进行定位。由GPS单元173定位出的当前位置在确定车辆的当前位置之际被利用。
显示部174构成为包括显示文字、图像的显示器、对显示器整体进行控制的图形控制器、暂时记录在显示器上显示的图像的图像数据的VRAM(Video RAM)等缓冲存储器。显示器例如是液晶显示器、有机EL显示器。
操作部175将与从用户接受到的操作对应的操作信号输入到导航装置17的内部(例如处理器171)。操作部175例如是触摸面板。另外，操作部175也可以是具备多个键的遥控器、键盘、鼠标等。
接口176控制导航装置17与外部(例如控制装置20)之间的数据的输入输出。接口176由处理器171控制。此外，导航装置17的一部分或者全部的功能例如也可以通过车辆的用户持有的智能手机、平板终端等终端装置的功能来实现。
导航装置17例如参照地图数据等来确定从车辆的当前地点即本车位置到由车辆的用户设定的目的地为止的路径。另外，导航装置17从蓄电池信息获取部22获取蓄电池BAT的SOC(State Of Charge；充电率)信息，在需要充电的情况下，制作将在充电站处的充电编入导引路径而成的行驶预定计划。行驶预定计划包括导引路径、充电站、各所需的时间等。导航装置17通过将制作出的行驶预定计划显示于显示器来引导用户。
[控制装置]
如图1所示，控制装置20具备温度调节控制部21、蓄电池信息获取部22、充电控制部23、行驶预定计划获取部24、蓄电池温度预测部25和充电计划制作部26。控制装置20由具备处理器、存储器、接口等的ECU(Electronic Control Unit)实现。此外，各功能部也可以分别由独立的控制装置构成。
温度调节控制部21根据用户的要求等控制空调18，并且根据蓄电池温度调节电路19的冷却能力控制蓄电池温度调节电路19。
蓄电池信息获取部22从未图示的传感器装置获取当前的蓄电池BAT的温度、电池单元电压，并且根据各种信息推定SOC。
在蓄电池BAT的温度超过节能温度时，充电控制部23进行限制蓄电池BAT的输出的节能控制。例如，在充电过程中蓄电池BAT的温度超过节能温度时，充电控制部23进行限制外部电源50的充电输出(例如，充电电流)的节能控制。
行驶预定计划获取部24从导航装置17获取行驶预定计划。图4示出了行驶预定计划的一个示例，例如示出了从作为出发地的A地点到作为目的地的D地点为止，在中途的B地点的充电站CS1处、C地点的充电站CS2处进行充电的行驶预定计划。在图4示出的示例中，行驶预定计划中包括两次充电，总行驶距离为300km。
蓄电池温度预测部25按照行驶预定计划，基于蓄电池温度调节电路19的温度调节能力来预测蓄电池温度。蓄电池温度调节电路19的温度调节能力是在对蓄电池BAT进行冷却的情况下，温度调节装置16中能够用于蓄电池冷却的冷却能力，是冷却器189能够降低蓄电池温度调节电路19的制冷剂的热的热量。以下，将该热量称为冷却器散热量。
蓄电池温度调节电路19的温度调节能力、即冷却器散热量基于车辆的状态和空调18的状态来决定。如图7所示，车辆的状态例如被分类为在充电插头拔出的状态下车辆驻停的状态(Plug-out驻停(IG-OFF))、行驶中、普通充电中、快速充电中、在充电插头***的状态下车辆驻停的状态(Plug-in驻停(IG-OFF))这五个阶段。另外，空调18的状态被分类为空调18处于关闭的状态(A/C_OFF)、空调18处于空调优先模式的状态(空调优先模式)、空调18处于开启的状态(A/C_ON)这三个阶段。空调优先模式是在车辆起动时积极地对车室进行温度调节的模式。
并且，根据车辆的状态和空调18的状态的组合，分类为五种冷却器冷却模式。冷却器冷却模式由非冷却模式、空调优先模式、A/C运转时冷却器冷却模式、停车且A/C运转时冷却器冷却模式、冷却器单独运转时模式、停车且冷却器单独运转时模式这六个阶段构成。分别为这六个阶段的模式设定冷却能力(0＜W1＜W3＜W2＜W5＜W4)。因此，充电控制部23能够基于行驶预定计划，在进行蓄电池温度预测的同时，计算此时蓄电池温度调节电路19的温度调节能力、即冷却器散热量。此外，蓄电池温度预测部25也可以经由未图示的通信装置从气象信息服务器获取气象信息，并基于蓄电池温度调节电路19的温度调节能力和气象信息导出蓄电池温度。
图5示出了行驶预定计划、以及由蓄电池温度预测部25计算出的蓄电池温度预测。在图5示出的蓄电池温度预测中，在第二次充电中产生了蓄电池温度预测超过节能温度的区域(节能区域)。
在行驶预定计划中包括至少两次充电的情况下，当预测到在第二次及以后的充电中通过节能控制来限制充电输出时，充电计划制作部26制作充电计划，以使行驶预定计划所包括的充电的总所需时间变短。以下，有时将该控制称为总充电时间缩短控制。
在通常的蓄电池的充电控制(以下，通常蓄电池充电控制)中，进行控制以使达到目标SOC为止的时间最短，因此，如图5所示，第一次充电在15分钟的充电时间内完成，且未超过节能温度，但第二次充电可能会通过节能控制来限制充电电流，导致充电时间延长至30分钟。
另一方面，在图6中，与图5的通常充电相比，第一次充电抑制了充电输出，从而充电在20分钟内完成，充电时间延长了5分钟。另外，第二次充电在20分钟的充电时间内完成，且未超过节能温度。比较图5和图6可知，图6的总充电时间缩短控制下的充电的总所需时间(40分钟)比图5的通常蓄电池充电控制下的充电的总所需时间(45分钟)缩短了5分钟。此外，图5的通常蓄电池充电控制所包括的两次充电中的蓄电池BAT所储存的电力量(kw·h)与图6的总充电时间缩短控制所包括的两次充电中的蓄电池BAT所储存的电力量(kw·h)相等。
另外，图5的通常蓄电池充电控制所包括的两次充电中的蓄电池BAT接受到的热量(kJ)与图6的总充电时间缩短控制所包括的两次充电中的蓄电池BAT接受到的热量(kJ)也相等。以下，也将行驶预定计划所包括的充电中的蓄电池BAT接受到的热量称为总热量。蓄电池BAT的总热量(kJ)是根据蓄电池损耗(kW)和充电时间导出的各次充电中的蓄电池BAT的热量(kJ)之和。蓄电池损耗(发热量)可以从将充电输出(kW)与蓄电池损耗(kW)建立了对应的表中获取，可以根据计算式计算得出，也可以根据映射来进行推定。
以这种方式，在行驶预定计划中包括一次充电的情况下，图5的通常蓄电池充电控制对于缩短目的地到达时间是有效的，但在行驶预定计划中包括两次以上的充电的情况下，通过在考虑到两次以上的充电的总所需时间的前提下来管理充电，能够缩短目的地到达时间。即，如果在第一次充电中蓄电池BAT接受到的热量较大，则可能会影响第二次及以后的充电，从而进行节能控制，但通过在考虑到的总所需时间的前提下预先计划各次的充电，能够缩短目的地到达时间。
图8是总充电时间缩短控制的流程图。
首先，行驶预定计划获取部24从导航装置17获取行驶预定计划(S1)。接着，蓄电池温度预测部25按照行驶预定计划，基于蓄电池温度调节电路19的温度调节能力来预测蓄电池温度(S2)。接着，充电计划制作部26判断行驶预定计划中是否包括至少两次充电(S3)，在行驶预定计划中不包括至少两次充电的情况下(S3：否)，结束处理。另外，充电计划制作部26在行驶预定计划中至少包括两次充电的情况下(S3：是)，判断是否预测到在第二次及以后的充电中通过节能控制来限制充电输出(S4)。在未通过节能控制来限制充电输出的情况下(S4：否)，结束处理。
另一方面，在预测到在第二次及以后的充电中通过节能控制来限制充电输出的情况下(S4：是)，充电计划制作部26计算出行驶预定计划所包括的n次充电中的蓄电池BAT的总热量(S5)。
另外，行驶预定计划获取部24制作充电计划，以满足总热量、且使行驶预定计划所包括的充电的总所需时间变短(S6)，判断所制作的充电计划是否满足蓄电池温度调节电路19的温度调节能力(S7)。
优选地，充电计划制作部26制作充电计划，以使行驶预定计划所包括的充电的总所需时间变短、且各次充电的充电时间之差变小。由此，能够抑制因行驶路径中的多次充电中的充电时间的差异而给用户带来不适感。
例如，充电计划制作部26制作充电计划，以便通过充电输出进行充电，该充电输出比在进行第一次充电的充电***中能够最快对蓄电池BAT进行充电的充电输出小，由此，能够进行调整以使行驶预定计划所包括的充电的总所需时间变短、且各次充电的充电时间之差变小。
在所制作的充电计划不满足蓄电池温度调节电路19的温度调节能力的情况下(S7：否)，通过进一步减小第一次的充电输出等来改变充电计划，重复进行处理直到满足蓄电池温度调节电路19的温度调节能力为止。不满足蓄电池温度调节电路19的温度调节能力是指，由于蓄电池温度调节电路19的温度调节能力不足，因此无法按照所制作的充电计划来控制蓄电池BAT的温度，蓄电池BAT的温度超过了节能温度。
另一方面，在所制作的充电计划满足蓄电池温度调节电路19的温度调节能力的情况下(S7：是)，向导航装置17发送充电计划，由导航装置17改变行驶预定计划。满足蓄电池温度调节电路19的温度调节能力是指，能够按照所制作的充电计划控制蓄电池BAT的温度，能够按照计划的充电时间完成充电。
以上，使用实施方式对用于实施本发明的方式进行了说明，但本发明并不限定于这样的实施方式，在不脱离本发明的主旨的范围内能够进行各种变形和置换。
另外，本说明书中至少记载了以下事项。此外，在括号中示出了在上述实施方式中对应的构成要素等，但本发明并不限定于此。
(1)一种充电控制***(充电控制***10)，其具备：
蓄电池(蓄电池BAT)，其能够利用来自外部电源(外部电源50)的电力进行充电；
蓄电池温度调节装置(蓄电池温度调节电路19)，其调节所述蓄电池的温度；以及
控制装置(控制装置20)，其控制所述蓄电池和所述蓄电池温度调节装置，其中，
所述控制装置具备：
行驶预定计划获取部(行驶预定计划获取部24)，其获取车辆的行驶预定计划；
充电计划制作部(充电计划制作部26)，其在所述行驶预定计划中包括充电的情况下，制作充电计划；
蓄电池温度预测部(蓄电池温度预测部25)，其基于所述蓄电池温度调节装置的冷却能力，预测所述行驶预定计划中的蓄电池温度；以及
充电控制部(充电控制部23)，其在充电过程中所述蓄电池的温度超过规定温度时，进行限制所述外部电源的充电输出的节能控制，其中，
在所述行驶预定计划中包括至少两次充电的情况下，当预测到在第二次及以后的充电中通过所述节能控制来限制所述充电输出时，所述充电计划制作部制作所述充电计划，以使所述行驶预定计划所包括的充电的总所需时间变短。
根据(1)，由于在行驶预定计划中包括充电计划，因此用户不用担心车辆因电力不足而无法行驶，能够更精确地获知目的地到达时间。另外，在行驶预定计划中包括至少两次充电的情况下，基于长期的蓄电池温度预测制作充电计划，以使行驶预定计划所包括的充电的总所需时间变短。由此，能够避免在第二次及以后的充电中进行节能控制，能够缩短目的地到达时间。
(2)根据(1)所述的充电控制***，其中，
所述充电计划制作部
计算出所述行驶预定计划所包括的全部充电中的所述蓄电池的总热量，
并基于所述蓄电池的总热量来制作所述充电计划。
根据(2)，通过计算出行驶预定计划所包括的全部充电中的蓄电池的总热量，能够容易地制作充电计划。
(3)根据(1)或(2)所述的充电控制***，其中，
所述充电计划制作部制作所述充电计划，以使所述行驶预定计划所包括的充电的总所需时间变短，并使各次充电的充电时间之差变小。
根据(3)，由于行驶预定计划所包括的充电的充电时间之差变小，因此能够抑制因行驶路径中的多次充电中的充电时间的差异而给用户带来不适感。
(4)根据权利要求(1)至(3)中任一项所述的充电控制***，其中，
所述充电计划制作部制作所述充电计划，以便通过充电输出进行充电，该充电输出比在进行第一次充电的充电***中能够最快对所述蓄电池进行充电的充电输出小。
根据(4)，由第一次充电引起的蓄积在蓄电池内的热量会影响第二次及以后的充电，充电输出可能会在第二次及以后的充电中受到限制。因此，通过减小第一次充电中的充电电力来减少由第一次充电引起的蓄积在蓄电池内的热量，能够缩短目的地到达时间。
(5)根据权利要求(1)至(4)中任一项所述的充电控制***，其中，
所述蓄电池温度预测部基于所述蓄电池温度调节装置的冷却能力和气象信息，预测所述蓄电池温度。
根据(5)，长期的蓄电池温度预测的精度得到提高，由此，能够精确地推定目的地到达时间。

Claims (5)

1.一种充电控制***，其具备：
蓄电池，其能够利用来自外部电源的电力进行充电；
蓄电池温度调节装置，其调节所述蓄电池的温度；以及
控制装置，其控制所述蓄电池和所述蓄电池温度调节装置，
所述控制装置具备：
行驶预定计划获取部，其获取车辆的行驶预定计划；
充电计划制作部，其在所述行驶预定计划中包括充电的情况下，制作充电计划；
蓄电池温度预测部，其基于所述蓄电池温度调节装置的冷却能力，预测所述行驶预定计划中的蓄电池温度；以及
充电控制部，其在充电过程中所述蓄电池的温度超过规定温度时，进行限制所述外部电源的充电输出的节能控制，其中，
在所述行驶预定计划中包括至少两次充电的情况下，当预测到在第二次及以后的充电中通过所述节能控制来限制所述充电输出时，所述充电计划制作部制作所述充电计划，以使所述行驶预定计划所包括的充电的总所需时间变短。
2.根据权利要求1所述的充电控制***，其中，
所述充电计划制作部
计算出所述行驶预定计划所包括的全部充电中的所述蓄电池的总热量，
基于所述蓄电池的总热量来制作所述充电计划。
3.根据权利要求1或2所述的充电控制***，其中，
所述充电计划制作部制作所述充电计划，以使所述行驶预定计划所包括的充电的总所需时间变短，且使各次充电的充电时间之差变小。
4.根据权利要求1至3中任一项所述的充电控制***，其中，
所述充电计划制作部制作所述充电计划，以便通过充电输出进行充电，该充电输出比在进行第一次充电的充电***中能够最快对所述蓄电池进行充电的充电输出小。
5.根据权利要求1至4中任一项所述的充电控制***，其中，
所述蓄电池温度预测部基于所述蓄电池温度调节装置的冷却能力和气象信息，预测所述蓄电池温度。
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