Cooling control method and system for vehicle power supply system, vehicle and storage medium

Abstract

The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium, and relates to the technical field of vehicle-mounted power supply systems. The application discloses a cooling control method and system of a vehicle-mounted power supply system, a vehicle and a storage medium

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile thermal management, and particularly relates to a cooling control method and system of a vehicle-mounted power supply system, a vehicle, and a storage medium. BACKGROUND

[0002] The vehicle-mounted power supply system is a two-in-one system integrating a vehicle-mounted charger and a DCDC, mainly applied to new energy vehicles to realize AC charging, discharging, convert high-voltage power of a power battery into low-voltage power, supply power to low-voltage loads of the vehicle, and charge a storage battery. When the vehicle-mounted power supply system works, heat is generated due to switching and conduction loss of internal power devices, and the heat needs to be cooled by a cooling medium to ensure that the internal devices do not fail due to heat and affect the working performance. The cooling requirements of the vehicle-mounted power supply system are usually as follows: first, the temperature of the water inlet of the vehicle-mounted power supply system is not higher than 85℃, and when the temperature of the water inlet is higher than 65℃, the output is reduced; second, the temperature of the internal devices of the vehicle-mounted power supply system needs to be within the corresponding limit range.

[0003] At present, the existing cooling control mode of the vehicle-mounted power supply system completely depends on the vehicle thermal management controller to control cooling by acquiring the temperature of the cooling liquid at the water inlet of the vehicle-mounted power supply system in real time: the water pump and fan duty cycle are adjusted by judging the gear interval of the cooling liquid temperature, and the cooling liquid demand flow is within the range of 4-9 L / min. The temperature gradient of the cooling liquid at the water inlet is detected: when the first gear interval (<45℃), the water pump output flow is 4 L / min; when the second gear interval (45℃-50℃), the water pump output flow is 6 L / min; when the third gear interval (≥50℃), or the vehicle-mounted power supply system works with power reduction, the water pump output flow is 9 L / min, and at the same time, the fan is started to assist in heat dissipation. This cooling mode is rough, broad, and popular, and cannot adaptively and finely adjust and control according to the actual heat dissipation demand of the specific technical scheme of the vehicle-mounted power supply system. Under normal circumstances, the target request flow is much larger than the real demand flow, which leads to long-time high-speed operation of the water pump and the fan, poor NVH, and high energy consumption. At the same time, this cooling control mode is not conducive to the selection of the water pump, the fan, and the radiator, and the cooling system has a high cost.

[0004] For example, patent document CN110316006A discloses a cooling control system and method of a charging vehicle-mounted equipment of an electric vehicle. The method detects the temperature of the vehicle-mounted charger in real time, sends the temperature to the vehicle thermal management controller, judges whether the temperature of the vehicle-mounted charger reaches a preset temperature value, and sends an instruction to start the water pump if the temperature reaches the set value. The cooling control of the vehicle-mounted charger only controls the water pump according to the temperature of the vehicle-mounted charger and the size of the preset temperature, the condition is single, and the water pump runs at a constant flow, which cannot adjust the flow according to the change of power in the charging process, and the cooling process is not energy-saving.

[0005] Therefore, it is necessary to develop a cooling control method, system, vehicle and storage medium for an on-board power system. Summary of the Invention

[0006] The object of the present invention is to provide a cooling control method, system, vehicle and storage medium for an on-board power system, which can actively adjust the adaptive flow of the on-board power system.

[0007] In a first aspect, the cooling control method of the vehicle power system according to the present invention comprises the following steps:

[0008] Real-time acquisition of the vehicle power system's operating status, water inlet coolant temperature, internal device temperature, and the vehicle power system's real-time input voltage, input current, output voltage, and output current in its current operating mode;

[0009] The theoretical cooling flow requirement corresponding to the current operating mode is calculated based on the actual coolant temperature at the water inlet of the vehicle power system, as well as the real-time input voltage, input current, output voltage, and output current in the corresponding operating mode. The flow correction coefficient corresponding to each internal component is obtained by referring to the correction coefficient map based on the difference between the real-time temperature of the internal components of the vehicle power system and their corresponding temperature thresholds. The flow correction coefficient of the vehicle power system is obtained by taking the largest of the flow correction coefficients of all internal components. The target cooling flow requirement value of the vehicle power system is calculated based on the theoretical cooling flow requirement and the flow correction coefficient of the vehicle power system.

[0010] According to the target cooling flow demand value, the relationship table between the duty cycle and flow of the water pump is checked to obtain the real-time target duty cycle of the water pump, and the operation of the water pump is controlled through a closed loop based on the real-time target duty cycle of the water pump.

[0011] Optionally, it also includes:

[0012] The real-time difference between the coolant temperature at the water inlet of the vehicle power system and the power derating temperature threshold is calculated, and the fan gear is dynamically adjusted according to the interval corresponding to the real-time temperature difference to assist in cooling the radiator.

[0013] Optionally, the real-time theoretical cooling flow demand is calculated as follows:

[0014] a: According to the actual coolant temperature at the water inlet of the vehicle power system, refer to the corresponding relationship table between the coolant temperature and the heat dissipation of the vehicle power system and the basic flow rate to find the corresponding relationship table between the heat dissipation of the vehicle power system and the basic coolant flow rate;

[0015] b: Calculate the theoretical heat dissipation of the vehicle power system based on its operating mode and its corresponding real-time input voltage, input current, output voltage, and output current;

[0016] c: Based on the current operating mode and theoretical heat dissipation of the vehicle power system, query the corresponding basic required coolant flow rate through the relationship table of vehicle power system heat dissipation - basic coolant flow rate confirmed in step a.

[0017] Optionally, in step a, when the confirmed operating mode is the charging mode, the method for calculating the theoretical heat dissipation of the vehicle power system is:

[0018] Q ACDC =U ACDC_in *I ACDC_in –U ACDC_out *I ACDC_out -U DCDC_out *I DCDC_out

[0019] Among them, Q ACDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled when it is in charging mode, U ACDC_in Indicates the real-time input voltage of the AC terminal of the vehicle power system to be cooled, I ACDC_in Indicates the real-time input current of the AC terminal of the vehicle power system to be cooled, U ACDC_out Indicates the real-time charging voltage of the vehicle power system to be cooled, I ACDC_out Indicates the real-time charging current of the vehicle power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

[0020] Optionally, in step a, when the confirmed operating mode is the discharge mode, the method for calculating the theoretical heat dissipation of the vehicle power system is:

[0021] Q DCAC =U DCAC_in *I DCAC_in -U DCAC_out *I DCAC_out -U DCDC_out *I DCDC_out

[0022] Among them, Q DCAC Indicates the theoretical heat dissipation of the vehicle power system to be cooled when it is in discharge mode, U DCAC_in Indicates the DCAC input voltage of the vehicle power system to be cooled, I DCAC_in Indicates the DCAC input current of the vehicle power system to be cooled, U DCAC_out Indicates the DCAC output voltage of the vehicle power system to be cooled, I DCAC_out Indicates the DCAC output current of the on-board power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, IDCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

[0023] Optionally, in step a, when the confirmed operating mode is the DCDC mode, the method for calculating the theoretical heat dissipation of the vehicle power system is:

[0024] Q DCDC =U DCDC_in *I DCDC_in -U DCDC_out *I DCDC_out

[0025] Among them, Q DCDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled in DCDC mode, U DCDC_in Indicates the DCDC high voltage voltage of the vehicle power system to be cooled, I DCDC_in Indicates the DCDC high voltage current of the vehicle power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

[0026] Optionally, the target cooling flow requirement value is calculated as follows:

[0027] CF _Real =CF _Basic *K int_0

[0028] Among them, CF _Real Indicates the target cooling flow demand value; CF _Basic represents the theoretical cooling flow requirement of the vehicle power system, K int_0 Indicates the flow correction factor of the vehicle power system.

[0029] In a second aspect, a cooling control system for a vehicle-mounted power system according to the present invention includes:

[0030] The parameter acquisition module is used to obtain the working status of the vehicle power system, the coolant temperature at the water inlet, the temperature of the internal components, and the real-time input voltage, input current, output voltage and output current of the vehicle power system in the current working mode;

[0031] The flow calculation module is configured to calculate a theoretical cooling flow demand corresponding to a current working mode of the vehicle-mounted power supply system according to an actual coolant temperature of a water inlet of the vehicle-mounted power supply system and real-time input voltage, input current, output voltage and output current in the corresponding working mode, and obtain a flow correction coefficient corresponding to each internal device of the vehicle-mounted power supply system by referring to a correction coefficient map according to a difference between a real-time temperature of the internal device and a corresponding temperature threshold value, take the maximum of the flow correction coefficients of all the internal devices to obtain a flow correction coefficient of the vehicle-mounted power supply system, and calculate a target cooling flow demand value of the vehicle-mounted power supply system based on the theoretical cooling flow demand and the flow correction coefficient of the vehicle-mounted power supply system, and the flow calculation module is connected with the parameter acquisition module.

[0032] The cooling control module is configured to obtain a real-time target duty cycle of the water pump according to a relationship table of the duty cycle and the flow of the water pump according to the target cooling flow demand value, and control the water pump to operate based on the real-time target duty cycle of the water pump through closed-loop control, and the cooling control module is connected with the flow calculation module.

[0033] Optionally, the cooling control module is further configured to calculate a real-time temperature difference between the real-time coolant temperature of the water inlet of the vehicle-mounted power supply system and the power derating temperature threshold value, and dynamically adjust a fan gear position to assist in heat dissipation of the radiator according to an interval corresponding to the real-time temperature difference.

[0034] Optionally, the parameter acquisition module comprises:

[0035] The first parameter acquisition submodule is configured to acquire a current working mode of the vehicle-mounted power supply system according to a current working state of the vehicle and a use scenario thereof.

[0036] The second parameter acquisition submodule is configured to acquire a first flow calculation strategy corresponding to the current working mode of the vehicle-mounted power supply system when the current working mode is a charging mode.

[0037] The third parameter acquisition submodule is configured to acquire a second flow calculation strategy corresponding to the current working mode of the vehicle-mounted power supply system when the current working mode is a discharging mode.

[0038] The fourth parameter acquisition submodule is configured to acquire a third flow calculation strategy corresponding to the current working mode of the vehicle-mounted power supply system when the current working mode is a DCDC mode.

[0039] Optionally, the flow calculation module comprises:

[0040] The first flow calculation submodule is configured to calculate a theoretical cooling flow demand corresponding to the current working mode of the vehicle-mounted power supply system when the current working mode is the charging mode.

[0041] The second flow calculation submodule is configured to calculate a theoretical cooling flow demand corresponding to the current working mode of the vehicle-mounted power supply system when the current working mode is the discharging mode.

[0042] a third flow calculation sub-module configured to calculate a corresponding theoretical cooling flow demand when the current working mode of the vehicle-mounted power supply system is the DCDC mode;

[0043] a fourth flow calculation sub-module configured to calculate a corresponding target cooling flow demand value when the current working mode of the vehicle-mounted power supply system is the charging mode;

[0044] a fifth flow calculation sub-module configured to calculate a corresponding target cooling flow demand value when the current working mode of the vehicle-mounted power supply system is the discharging mode;

[0045] and a sixth flow calculation sub-module configured to calculate a corresponding target cooling flow demand value when the current working mode of the vehicle-mounted power supply system is the DCDC mode.

[0046] Optionally, the cooling control module comprises:

[0047] a first cooling control sub-module configured to control the water pump to operate according to the target cooling flow demand value by looking up a corresponding duty cycle of the water pump through a table.

[0048] Optionally, the cooling control module comprises:

[0049] a first cooling control sub-module configured to control the water pump to operate according to the target cooling flow demand value by looking up a corresponding duty cycle of the water pump through a table;

[0050] and a second cooling control sub-module configured to control the fan to operate according to the target cooling flow demand value by looking up a corresponding duty cycle of the fan through a table.

[0051] In a third aspect, a vehicle according to the present application employs the cooling control system of the vehicle-mounted power supply system according to the present application.

[0052] In a fourth aspect, a storage medium according to the present application has a computer readable program stored therein, which, when invoked, can execute the steps of the cooling control method of the vehicle-mounted power supply system according to the present application.

[0053] The present application has the following advantages: the present application obtains the working state of the vehicle-mounted power supply system, the water inlet cooling liquid temperature, the internal device temperature, and the real-time input voltage, input current, output voltage and output current of the vehicle-mounted power supply system in the current working mode; and calculates the theoretical cooling flow demand corresponding to the current working mode according to the actual cooling liquid temperature of the water inlet of the vehicle-mounted power supply system and the real-time input voltage, input current, output voltage and output current in the corresponding working mode; obtains the flow correction coefficient of each internal device according to the difference between the real-time temperature of the internal device of the vehicle-mounted power supply system and the corresponding temperature threshold value, and refers to the correction coefficient map to obtain the flow correction coefficient of each internal device, and obtains the flow correction coefficient of the vehicle-mounted power supply system by taking the maximum value of the flow correction coefficients of all internal devices, and calculates the target cooling flow demand value of the vehicle-mounted power supply system based on the theoretical cooling flow demand and the flow correction coefficient of the vehicle-mounted power supply system; calculates the theoretical flow of the motor controller to be cooled according to the real-time power and real-time cooling liquid temperature of the motor controller; and adaptively and dynamically adjusts the water pump operation according to the preset water pump flow-duty ratio map. The present application also actively adjusts the fan operation in real time according to the preset cooling liquid temperature-fan gear position map of the water inlet of the vehicle-mounted power supply system. In this way, the control of the water pump and the fan is actively and adaptively dynamically adjusted based on the real-time flow demand of the vehicle-mounted power supply system, and compared with the wide-range constant-flow cooling mode which usually judges the water pump flow based on the cooling liquid temperature, the control is more accurate and refined, the long-time high-speed operation of the water pump can be avoided, the NVH is significantly improved, the actual cooling demand of the vehicle-mounted power supply system is met, the cooling process is more energy-saving, meanwhile, the component selection of the cooling system can be optimized, and the vehicle cost is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0055] Figure 1 A structural schematic diagram of a cooling circulation loop of a vehicle-mounted power supply system is provided for the present embodiment;

[0056] Figure 2 One of the flowcharts of a cooling control method of a vehicle-mounted power supply system is provided for the present embodiment;

[0057] Figure 3 The second flowchart of a cooling control method of a vehicle-mounted power supply system is provided for the present embodiment;

[0058] Figure 4 The specific flowchart of a cooling control method of a vehicle-mounted power supply system is provided for the present embodiment;

[0059] Figure 5 A schematic diagram of a cooling control device for a vehicle power supply system is provided for the embodiment;

[0060] Figure caption: 10-vehicle power supply system; 11-water storage pot; 12-water pump; 13-radiator; 14-fan; 15-temperature collector; 310-parameter acquisition module; 311-first parameter acquisition submodule; 312-second parameter acquisition submodule; 313-third parameter acquisition submodule; 314-fourth parameter acquisition submodule; 320-flow calculation module; 321-first flow calculation submodule; 322-second flow calculation submodule; 323-third flow calculation submodule; 324-fourth flow calculation submodule; 325-fifth flow calculation submodule; 326-sixth flow calculation submodule; 330-cooling control module; 331-first cooling control submodule; 332-second cooling control submodule. DETAILED DESCRIPTION

[0061] Embodiments of the present application will be described in more detail by referring to the attached drawings. Although certain embodiments of the present application are shown in the drawings, it is understood that the present application can be implemented in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided to make the present application more thorough and complete. It is understood that the drawings and embodiments of the present application are for exemplary purposes only and are not intended to limit the scope of protection of the present application.

[0062] As shown in Figure 1 , it is a structural schematic diagram of a cooling cycle circuit of a vehicle power supply system, including a vehicle power supply system 10 that needs to be cooled, and a cooling liquid in the cooling cycle is circulated by the operation of a water pump 12, wherein the cooling liquid is mainly stored in a water storage pot 11, and a radiator 13 is used to dissipate heat from the cooling liquid that flows through the vehicle power supply system 10 and exchanges heat with the vehicle power supply system 10; a fan 14 is used to assist in cooling the radiator 13 and promote the heat dissipation effect of the radiator 13; the temperature of the cooling liquid flowing into the water inlet of the vehicle power supply system 10 is collected in real time by a temperature collector 15, which is used to dynamically adjust and control the water pump 12 and the fan 14 in real time.

[0063] As shown in Figure 2 , in the embodiment, a cooling control method for a vehicle power supply system includes the following steps:

[0064] The working state of the vehicle power supply system, the temperature of the cooling liquid at the water inlet, the temperature of the internal devices, and the real-time input voltage, input current, output voltage, and output current of the vehicle power supply system in the current working mode are acquired in real time;

[0065] According to the actual cooling liquid temperature of the water inlet of the vehicle-mounted power supply system and the real-time input voltage, input current, output voltage and output current in the corresponding working mode, the theoretical cooling flow demand corresponding to the current working mode is calculated; according to the difference between the real-time temperature of the internal device of the vehicle-mounted power supply system and the corresponding temperature threshold, the flow correction coefficient corresponding to each internal device is obtained by referring to the correction coefficient map, the flow correction coefficient of all internal devices is obtained by taking the maximum value, and the target cooling flow demand value of the vehicle-mounted power supply system is calculated based on the theoretical cooling flow demand and the flow correction coefficient of the vehicle-mounted power supply system;

[0066] According to the target cooling flow demand value, the real-time target duty cycle of the water pump is obtained by referring to the relationship table of the duty cycle and the flow of the water pump, and the water pump is controlled to operate based on the real-time target duty cycle of the water pump.

[0067] As shown in Figure 3 , in this embodiment, a cooling control method of a vehicle-mounted power supply system further comprises calculating the real-time difference between the real-time cooling liquid temperature of the water inlet of the vehicle-mounted power supply system and the power derating temperature threshold, and dynamically adjusting the fan gear position to assist the radiator in cooling according to the interval corresponding to the real-time temperature difference.

[0068] For the cooling control method of the above-mentioned vehicle-mounted power supply system 10, combined with Figure 4 , the specific cooling control logic of the vehicle-mounted power supply system is further described in detail through one of the application examples (the data listed in the following tables is only used to explain the control method, and the accurate design value needs to be determined by test and calibration according to the actual state of the vehicle-mounted power supply system to be cooled):

[0069] Step S201: Determine whether the current vehicle CAN communication is normal, if normal, go to step S202, if not normal, go to step S208.

[0070] Step S202: Read related parameters: read the corresponding message signals of the required parameters in real time through CAN communication, confirm the current state of the vehicle and the vehicle-mounted power supply system to be cooled, and obtain the real-time working state of the vehicle-mounted power supply system to be cooled, the real-time cooling liquid temperature of the water inlet, the real-time temperature of the internal device and its preset temperature threshold, as well as the real-time input voltage, input current, output voltage, output current and other parameters of the vehicle-mounted power supply system to be cooled in different working modes.

[0071] Step S203: Based on the real-time working state of the vehicle-mounted power supply system to be cooled obtained in step S202, determine whether the vehicle-mounted power supply system is currently in a fault state, if not, go to step S204, if yes, go to step S208.

[0072] Step S204 , working mode determination: according to the real-time working status of the vehicle power system obtained in step S202 , the current working mode (charging mode / discharging mode / DCDC mode) of the vehicle power system to be cooled is determined.

[0073] Step S205, calculate the theoretical cooling flow requirement: According to the real-time coolant temperature of the water inlet of the vehicle power system to be cooled obtained in step S202 and the real-time input voltage, input current, output voltage, output current and other parameter values ​​corresponding to the working mode in step S204, determine the theoretical cooling flow requirement (CF) of the vehicle power system. _Basic ), as follows:

[0074] a: According to the actual coolant temperature at the water inlet of the vehicle power system (T cool_0 ) value, refer to Table 1 to find the corresponding vehicle power system heat dissipation-basic coolant flow relationship table.

[0075] Table 1: Correspondence between coolant temperature and vehicle power system heat dissipation-basic flow rate

[0076] <![CDATA[T cool_0 (℃)]]> [-40,-25] (-25,0] (0,30] (30,65] (65,85] Correspondence table Table 2 Table 3 Table 4 Table 5 Table 6

[0077] b: Based on the vehicle power system operating mode determined in step S204 and its corresponding real-time input voltage, input current, output voltage, output current and other parameter values, calculate the theoretical heat dissipation of the vehicle power system as follows:

[0078] When the charging mode is determined according to step S204:

[0079] Q ACDC =U ACDC_in *I ACDC_in –U ACDC_out *I ACDC_out -U DCDC_out *I DCDC_out

[0080] Among them, Q ACDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled when it is in charging mode (unit: W), U ACDC_in Indicates the real-time input voltage of the AC terminal of the vehicle power system to be cooled (unit: V), I ACDC_in Indicates the real-time input current of the AC end of the vehicle power system to be cooled (unit: A), U ACDC_out Indicates the real-time charging voltage of the vehicle power system to be cooled (unit: V), I ACDC_out Indicates the real-time charging current of the vehicle power system to be cooled (unit: A), U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled (unit: V), I DCDC_outIndicates the DCDC low-voltage current of the on-board power system to be cooled (unit: A).

[0081] When the discharge mode is determined according to step S204:

[0082] Q DCAC =U DCAC_in *I DCAC_in -U DCAC_out *I DCAC_out -U DCDC_out *I DCDC_out

[0083] Among them, Q DCAC Indicates the theoretical heat dissipation of the vehicle power system to be cooled in discharge mode (unit: W), U DCAC_in Indicates the DCAC input voltage of the vehicle power system to be cooled (unit: V), I DCAC_in Indicates the DCAC input current of the vehicle power system to be cooled (unit: A), U DCAC_out Indicates the DCAC output voltage of the vehicle power system to be cooled (unit: V), I DCAC_out Indicates the DCAC output current of the vehicle power system to be cooled (unit: A), U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled (unit: V), I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled (unit: A).

[0084] When the DCDC mode is determined according to step S204:

[0085] Q DCDC =U DCDC_in *I DCDC_in -U DCDC_out *I DCDC_out

[0086] Among them, Q DCDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled in DCDC mode (unit: W), U DCDC_in Indicates the DCDC high voltage of the vehicle power system to be cooled (unit: V), I DCDC_in Indicates the DCDC high voltage current of the vehicle power system to be cooled (unit: A), U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled (unit: V), I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled (unit: A).

[0087] c: Based on the current operating mode and theoretical heat dissipation of the vehicle power system, query the corresponding basic required coolant flow rate (unit: L / min) through the relationship table confirmed in step a.

[0088] Table 2: Relationship table of heat dissipation of vehicle-mounted power supply system - basic coolant flow rate (T cool_0 ≤-25℃)

[0089]

[0090] Table 3: Relationship table of heat dissipation of vehicle-mounted power supply system - basic coolant flow rate (T cool_0 ≤0℃)

[0091]

[0092] Table 4: Relationship table of heat dissipation of vehicle-mounted power supply system - basic coolant flow rate (T cool_0 ≤30℃)

[0093]

[0094] Table 5: Relationship table of heat dissipation of vehicle-mounted power supply system - basic coolant flow rate (T cool_0 ≤65℃)

[0095]

[0096] Table 6: Relationship table of heat dissipation of vehicle-mounted power supply system - basic coolant flow rate (T cool_0 ≤85℃)

[0097]

[0098] Step S206, calculate the target coolant flow rate requirement:

[0099] According to the real-time temperature of the internal components of the vehicle-mounted power supply system to be cooled obtained in step S202 and the preset temperature threshold thereof, determine the flow correction coefficient, and calculate the target cooling flow requirement value (CF _Real ) of the vehicle-mounted power supply system, as follows:

[0100] (1) According to the temperature difference (△T int_n =T Limit_n -T Real_n ) between the preset temperature threshold (T Limit_n ) of the key internal components of the vehicle-mounted power supply system and the real-time temperature (T Real_n ) thereof, determine the flow correction coefficient (K int_n ).

[0101] Wherein, the value of n is 1-6, and the range of n should be determined according to the actual application, and is not the only value range of this embodiment.

[0102] Here, the cooling control of the vehicle power system is to keep the real-time temperature T of the internal components under any working state. Real_n None of them exceed the corresponding preset temperature threshold T Limit_n , real-time temperature T Real_n The smaller it is, the smaller the cooling flow requirement is.

[0103] Table 7: Flow correction coefficients and temperature differences (△T) corresponding to key internal components of the vehicle power system int_n )

[0104]

[0105] Here, the key internal components need to be determined based on the specific design scheme and structural layout of the on-board power system to be cooled, through CAE thermal simulation and NTC temperature sensor layout testing and other means to determine the key internal components that actually need to be monitored. The type and quantity of the key internal components are not the only implementation method of this example.

[0106] (2) Calculate the flow correction coefficient K of the vehicle power system int_0 .

[0107] K int_0 =Max(K int_1 ,K int_2 ,K int_3 ,…,K int_n )

[0108] Among them, K int_n It represents the flow correction coefficient corresponding to the key internal component n of the vehicle power system obtained by interpolation method according to Table 7.

[0109] (3) Calculate the target cooling flow demand value CF of the vehicle power system _Real .

[0110] CF _Real =CF _Basic *K int_0

[0111] Among them, CF _Basic The theoretical cooling flow requirement of the vehicle power system is obtained by interpolation according to Tables 1 to 6, K int_0 Indicates the flow correction factor of the vehicle power system.

[0112] Step S207: water pump and fan control:

[0113] By adjusting the operation of the water pump and fan in real time, the cooling temperature of the cooling cycle of the vehicle power system can be controlled.

[0114] The control method of the water pump and fan is as follows:

[0115] According to the target cooling flow demand value CF of the vehicle power system determined in step S206 _Real The duty cycle of the water pump is obtained by interpolation and the water pump is controlled to the target duty cycle through closed loop.

[0116] Table 8: Relationship between pump duty cycle and flow rate

[0117] Flow rate (L / min) 0 1 2 4 6 7 8 9 Duty ratio (%) 0 8 15 50 65 85 90 100 Rotation speed (rpm) 0 500 1500 2200 3500 4000 5000 5500

[0118] Here, the duty cycle and speed of the water pump corresponding to the target flow rate are the calibration results at the standard temperature (25°C). Considering that a certain safety margin has been reserved in the above flow calculation process, the water pump duty cycle in this embodiment ignores the impact of temperature changes on the flow rate.

[0119] According to the actual coolant temperature T at the water inlet of the vehicle power system obtained in step S202 cool_0 The difference between the power derating coolant temperature of 65℃ (△T cool =T cool_0 –65), the gear position of the radiator fan is obtained by querying Table 9, so that the coolant temperature in the cooling circulation loop can be actively adjusted in real time. The following implementation example is given:

[0120] Table 9: Relationship between fan gear position and coolant temperature

[0121] Temperature difference (°C) Fan gear Duty ratio <![CDATA[ΔT cool ≤-15]]> 0 gear 0 -15 < ΔT cool ≤ -10 1 gear 10％ -10 < ΔT cool ≤ -5 2 gear 30％ -5 < ΔT cool ≤ 0 3 gear 50％ <![CDATA[0<ΔT cool ≤10]]> 4 gear 80％ 10 < ΔT cool ≤ 20 5 gear 100％

[0122] Here, a stepless speed regulation fan is usually used. For the convenience of control, in actual vehicle applications, the fan is generally divided into 3-10 gears, and the gear selection is matched according to the heat dissipation requirements. The relevant data shown in this invention is only used for the purpose of describing the technical solution and does not represent the only implementation method of fan control.

[0123] The cooling control method for the on-board power system provided in this embodiment can be combined with the specific technical solution of the on-board power system to be cooled to perform adaptive real-time flow active correction and dynamically adjust the duty cycle of the water pump and radiator fan. Therefore, it is more precise and energy-saving than the current wide-temperature range constant flow cooling method.

[0124] The cooling control process of the vehicle power system shown in the above steps S201 to S207 is a cooling control method and process when the vehicle and the vehicle power system are in normal working conditions. In abnormal working conditions, in order to prevent unknown uncontrollable thermal failures that may cause damage to the vehicle power system to be cooled, for this situation, the preset cooling control mode is for the water pump to run at the highest speed, such as step S208.

[0125] Herein, the abnormal working state includes, but is not limited to, high pressure failure on the vehicle, power battery or storage battery power shortage, CAN communication abnormality, poor line connection, fault reporting mode and the like.

[0126] The method calculates the theoretical heat dissipation amount according to the real-time input voltage and current, real-time output voltage and current of the vehicle-mounted power supply system in different working modes, and determines the theoretical cooling flow demand according to the heat dissipation amount-flow map determined by the test calibration. The target cooling flow demand of the vehicle-mounted power supply system is calculated according to the internal device temperature-correction coefficient map preset for the vehicle-mounted power supply system. The theoretical flow of the motor controller to be cooled is calculated according to the real-time power and real-time cooling liquid temperature of the motor controller. The water pump operation is adaptively and dynamically adjusted according to the preset water pump flow-duty cycle map. The fan operation is actively and real-timely adjusted according to the preset cooling liquid temperature-fan gear position map of the water inlet of the vehicle-mounted power supply system. In this mode, the water pump and fan control are actively and adaptively dynamically adjusted based on the real-time flow demand of the vehicle-mounted power supply system. Compared with the wide-range constant-flow cooling mode which usually judges the water pump flow based on the cooling liquid temperature, the control is more accurate and refined, the water pump can be prevented from running at high speed for a long time, the NVH is significantly improved, and the cooling process is more energy-saving under the premise of meeting the actual cooling demand of the vehicle-mounted power supply system. Meanwhile, the component selection of the cooling system can be optimized, and the vehicle cost is reduced.

[0127] Corresponding to the vehicle-mounted power supply system cooling control method in the above embodiment, the embodiment also provides a cooling control device of a vehicle-mounted power supply system, which is applied to a vehicle thermal management controller, and a water pump and a fan of a vehicle-mounted power supply system to be cooled are electrically connected to the vehicle thermal management controller. The water pump and the fan control the cooling liquid temperature of the vehicle-mounted power supply system to be cooled, and Figure 5 It can be seen that the device includes a parameter acquisition module 310, a flow calculation module 320 and a cooling control module 330, and the functions of each module are described in detail below.

[0128] The parameter acquisition module 310 is used to acquire the working state of the vehicle-mounted power supply system, the cooling liquid temperature of the water inlet of the vehicle-mounted power supply system, the internal device temperature, the real-time input voltage / current, the output voltage / current and the like, and the calculation strategy corresponding to the current working mode of the vehicle-mounted power supply system. The CAN communication is used to real-timely read the message signals corresponding to the above required parameters.

[0129] In this embodiment, the parameter acquisition module 310 includes:

[0130] The first parameter acquisition sub-module 311 is used to acquire the current working mode of the vehicle-mounted power supply system according to the current working state and use scene of the vehicle. Specifically,

[0131] In the use scenario of plug-in charging or remote reservation charging of the automobile, the current working mode of the vehicle-mounted power supply system is determined as a charging mode;

[0132] In the use scenario of plug-in discharging or in-vehicle discharging, vehicle-to-vehicle discharging, vehicle-to-grid discharging, etc. (depending on the actual discharging function), the current working mode of the vehicle-mounted power supply system is determined as a discharging mode;

[0133] In the use scenario of the automobile in the powered state, the power battery supplies power to the low-voltage load of the vehicle or charges the storage battery, etc., the current working mode of the vehicle-mounted power supply system is determined as a DCDC mode.

[0134] The second parameter acquisition submodule 312 is configured to acquire a first flow calculation strategy corresponding to the charging mode when the current working mode of the vehicle-mounted power supply system is the charging mode.

[0135] The third parameter acquisition submodule 313 is configured to acquire a second flow calculation strategy corresponding to the discharging mode when the current working mode of the vehicle-mounted power supply system is the discharging mode.

[0136] The fourth parameter acquisition submodule 314 is configured to acquire a third flow calculation strategy corresponding to the DCDC mode when the current working mode of the vehicle-mounted power supply system is the DCDC mode.

[0137] In this embodiment, the flow calculation module 320 is configured to calculate the theoretical flow demand and the target flow demand corresponding to the current working mode of the vehicle-mounted power supply system and the corresponding parameters determined by the parameter acquisition module 310.

[0138] The flow calculation module 320 includes:

[0139] The first flow calculation submodule 321 is configured to calculate the theoretical cooling flow demand corresponding to the charging mode when the current working mode of the vehicle-mounted power supply system is the charging mode, and specifically:

[0140] First, the real-time input voltage U of the AC end of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. ACDC_in The real-time input current I of the AC end of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. ACDC_in The real-time charging voltage U of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. ACDC_out The real-time charging current I of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. ACDC_out The DCDC low-voltage voltage U of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. DCDC_out The DCDC low-voltage current I of the vehicle-mounted power supply system to be cooled is obtained according to the parameter acquisition module 310. DCDC_out The theoretical heat dissipation Q of the vehicle-mounted power supply system to be cooled in the charging mode is calculated: ACDC U ACDC_in *I ACDC_in –U ACDC_out *IACDC_out -U DCDC_out *I DCDC_out Secondly, according to the second parameter acquisition submodule 312 corresponding to the first flow calculation strategy, by looking up the table to determine the corresponding theoretical cooling flow demand CF _Basic .

[0141] The second flow calculation submodule 322 is used to calculate the corresponding theoretical cooling flow requirement when the current operating mode of the vehicle power system is the discharge mode. Specifically:

[0142] First, the DCAC input voltage U of the vehicle power system to be cooled is obtained according to the parameter acquisition module 310. DCAC_in , DCAC input current I of the vehicle power system to be cooled DCAC_in , DCAC output voltage U of the vehicle power system to be cooled DCAC_out , DCAC output current I of the vehicle power system to be cooled DCAC_out , DCDC low voltage U of the vehicle power system to be cooled DCDC_out , DCDC low voltage current I of the vehicle power system to be cooled DCDC_out , calculate the theoretical heat dissipation of the vehicle power system to be cooled in discharge mode: Q DCAC =U DCAC_in *I DCAC_in -U DCAC_out *I DCAC_out -U DCDC_out *I DCDC_out Secondly, according to the third parameter acquisition submodule 313 corresponding to the second flow calculation strategy, by looking up the table to determine the corresponding theoretical cooling flow demand CF _Basic .

[0143] The third flow calculation submodule 323 is used to calculate the corresponding theoretical cooling flow requirement when the current operating mode of the vehicle power system is the DCDC mode. Specifically:

[0144] First, the DCDC high voltage U of the vehicle power system to be cooled is obtained according to the parameter acquisition module 310. DCDC_in , DCDC high voltage current I of the vehicle power system to be cooled DCDC_in , DCDC low voltage U of the vehicle power system to be cooled DCDC_out , DCDC low voltage current I of the vehicle power system to be cooled DCDC_out , calculate the theoretical heat dissipation of the vehicle power system to be cooled in DCDC mode: Q DCDC =U DCDC_in *I DCDC_in -U DCDC_out *I DCDC_outSecondly, according to the third parameter acquisition submodule 314 corresponding to the third flow calculation strategy, by looking up the table to determine the corresponding theoretical cooling flow demand CF _Basic .

[0145] The fourth flow calculation submodule 324 is used to calculate the corresponding target cooling flow demand value when the current working mode of the vehicle power system is the charging mode. Specifically, the theoretical flow demand CF obtained by the first flow calculation submodule 321 is calculated. _Basic The first flow calculation strategy corresponding to the second parameter acquisition submodule 312 determines the corresponding flow correction coefficient K by looking up the table. int_0 , calculate the corresponding target cooling flow demand value CF _Real Among them, CF _Real =CF _Basic *K int_0 .

[0146] The fifth flow calculation submodule 325 is used to calculate the corresponding target cooling flow demand value when the current working mode of the vehicle power system is the discharge mode. Specifically, the theoretical flow demand CF obtained by the second flow calculation submodule 322 is respectively calculated. _Basic The second flow calculation strategy corresponding to the third parameter acquisition submodule 313 determines the corresponding flow correction coefficient K by looking up the table. int_0 , calculate the corresponding target cooling flow demand value CF _Real Among them, CF _Real =CF _Basic *K int_0 .

[0147] The sixth flow calculation submodule 326 is used to calculate the corresponding target cooling flow demand value when the current working mode of the vehicle power system is the DCDC mode. Specifically, the theoretical flow demand CF obtained by the third flow calculation submodule 323 is respectively calculated. _Basic The third flow calculation strategy corresponding to the fourth parameter acquisition submodule 314 determines the corresponding flow correction coefficient K by looking up the table. int_0 , calculate the corresponding target cooling flow demand value CF _Real Among them, CF _Real =CF _Basic *K int_0 .

[0148] In this embodiment, the cooling control module 330 is used to control the water pump and fan to operate at the corresponding target duty cycle according to the current operating mode of the vehicle power system and its corresponding parameters determined by the parameter acquisition module 310, and the target cooling flow demand value determined by the flow calculation module 320.

[0149] The cooling control module 330 includes:

[0150] The first cooling control submodule 331 is used to control the cooling flow rate according to the target cooling flow rate requirement value CF _Real , obtain the corresponding duty cycle of the water pump by looking up the table and control the operation of the water pump;

[0151] The second cooling control submodule 332 is used to control the cooling flow rate according to the target cooling flow rate requirement value CF _Real , get the corresponding duty cycle of the fan by looking up the table and control the fan operation.

[0152] In this embodiment, a vehicle adopts the cooling control system of the vehicle power system as described in this embodiment.

[0153] In this embodiment, a storage medium stores a computer-readable program. When the computer-readable program is called, it can execute the steps of the cooling control method of the vehicle power system as described in this embodiment.

[0154] The storage media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0155] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. A cooling control method for a vehicle-mounted power supply system, characterized in that: The following steps are involved: Real-time acquisition of the vehicle power system's operating status, water inlet coolant temperature, internal device temperature, and the vehicle power system's real-time input voltage, input current, output voltage, and output current in its current operating mode; The theoretical cooling flow requirement corresponding to the current operating mode is calculated based on the actual coolant temperature at the water inlet of the vehicle power system, as well as the real-time input voltage, input current, output voltage, and output current in the corresponding operating mode. The flow correction coefficient corresponding to each internal component is obtained by referring to the correction coefficient map based on the difference between the real-time temperature of the internal components of the vehicle power system and their corresponding temperature thresholds. The flow correction coefficient of the vehicle power system is obtained by taking the largest of the flow correction coefficients of all internal components. The target cooling flow requirement value of the vehicle power system is calculated based on the theoretical cooling flow requirement and the flow correction coefficient of the vehicle power system. According to the target cooling flow demand value, the relationship table between the duty cycle and flow of the water pump is checked to obtain the real-time target duty cycle of the water pump, and the operation of the water pump is controlled through a closed loop based on the real-time target duty cycle of the water pump.

2. The cooling control method of the vehicle power supply system according to claim 1, characterized in that: Also includes: The real-time difference between the coolant temperature at the water inlet of the vehicle power system and the power derating temperature threshold is calculated, and the fan gear is dynamically adjusted according to the interval corresponding to the real-time temperature difference to assist in cooling the radiator.

3. The cooling control method of the vehicle power system according to claim 1, wherein: The real-time theoretical cooling flow demand is calculated as: a: According to the actual coolant temperature at the water inlet of the vehicle power system, refer to the corresponding relationship table between the coolant temperature and the heat dissipation of the vehicle power system and the basic flow rate to find the corresponding relationship table between the heat dissipation of the vehicle power system and the basic coolant flow rate; b: Calculate the theoretical heat dissipation of the vehicle power system based on its operating mode and its corresponding real-time input voltage, input current, output voltage, and output current; c: Based on the current operating mode and theoretical heat dissipation of the vehicle power system, query the corresponding basic required coolant flow rate through the relationship table of vehicle power system heat dissipation - basic coolant flow rate confirmed in step a.

4. The cooling control method of the vehicle-mounted power supply system according to claim 3, wherein: In step a, when the confirmed working mode is the charging mode, the method for calculating the theoretical heat dissipation of the vehicle power system is: Q ACDC =U ACDC_in *I ACDC_in –U ACDC_out *I ACDC_out -U DCDC_out *I DCDC_out Among them, Q ACDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled when it is in charging mode, U ACDC_in Indicates the real-time input voltage of the AC terminal of the vehicle power system to be cooled, I ACDC_in Indicates the real-time input current of the AC terminal of the vehicle power system to be cooled, U ACDC_out Indicates the real-time charging voltage of the vehicle power system to be cooled, I ACDC_out Indicates the real-time charging current of the vehicle power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

5. The cooling control method of the vehicle-mounted power supply system according to claim 3, wherein: In step a, when the operating mode determined to be the discharge mode is determined, the method for calculating the theoretical heat dissipation of the vehicle power system is as follows: Q DCAC =U DCAC_in *I DCAC_in -U DCAC_out *I DCAC_out -U DCDC_out *I DCDC_out Among them, Q DCAC Indicates the theoretical heat dissipation of the vehicle power system to be cooled when it is in discharge mode, U DCAC_in Indicates the DCAC input voltage of the vehicle power system to be cooled, I DCAC_in Indicates the DCAC input current of the vehicle power system to be cooled, U DCAC_out Indicates the DCAC output voltage of the vehicle power system to be cooled, I DCAC_out Indicates the DCAC output current of the on-board power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

6. The cooling control method of the vehicle-mounted power supply system according to claim 3, characterized in that: In step a, when the confirmed working mode is the DCDC mode, the method for calculating the theoretical heat dissipation of the vehicle power system is: Q DCDC =U DCDC_in *I DCDC_in -U DCDC_out *I DCDC_out Among them, Q DCDC Indicates the theoretical heat dissipation of the vehicle power system to be cooled in DCDC mode, U DCDC_in Indicates the DCDC high voltage voltage of the vehicle power system to be cooled, I DCDC_in Indicates the DCDC high voltage current of the vehicle power system to be cooled, U DCDC_out Indicates the DCDC low voltage of the vehicle power system to be cooled, I DCDC_out Indicates the DCDC low-voltage current of the on-board power system to be cooled.

7. The cooling control method of the vehicle-mounted power supply system according to claim 3, characterized in that: The target cooling flow requirement value is calculated as follows: CF _Real = CF _Basic * K int_0 Among them, CF _Real Indicates the target cooling flow demand value; CF _Basic represents the theoretical cooling flow requirement of the vehicle power system; K int_0 Indicates the flow correction factor of the vehicle power system.

8. A cooling control system for a vehicle-mounted power system, characterized in that: include: A parameter acquisition module (310) is used to acquire the operating status of the vehicle power system, the water inlet coolant temperature, the internal device temperature, and the real-time input voltage, input current, output voltage, and output current of the vehicle power system in the current operating mode; A flow calculation module (320) is used to calculate a theoretical cooling flow requirement corresponding to the current working mode based on the actual coolant temperature at the water inlet of the vehicle power system, and the real-time input voltage, input current, output voltage, and output current in the corresponding working mode; and obtaining a flow correction coefficient corresponding to each internal component of the vehicle power system based on the difference between the real-time temperature of the internal components of the vehicle power system and the corresponding temperature threshold, with reference to the correction coefficient spectrum, obtaining the flow correction coefficient of the vehicle power system by taking the maximum of the flow correction coefficients of all internal components, and calculating a target cooling flow demand value of the vehicle power system based on the theoretical cooling flow demand and the flow correction coefficient of the vehicle power system, wherein the flow calculation module (320) is connected to the parameter acquisition module (310); and a cooling control module (330) for obtaining a real-time target duty cycle of the water pump by looking up a relationship table between the duty cycle and the flow rate of the water pump according to a target cooling flow rate demand value, and controlling the operation of the water pump through a closed loop based on the real-time target duty cycle of the water pump. The cooling control module (330) is connected to the flow rate calculation module (320).

9. The cooling control system of the vehicle-mounted power supply system according to claim 8, characterized in that: The cooling control module (330) is further used to calculate the real-time difference between the coolant temperature at the water inlet of the vehicle power system and the power derating temperature threshold, and dynamically adjust the fan gear according to the interval corresponding to the real-time temperature difference to assist in cooling the radiator.

10. The cooling control system of the vehicle-mounted power supply system according to claim 8, characterized in that: The parameter acquisition module (310) includes: A first parameter acquisition submodule (311) is used to acquire the current operating mode of the vehicle power system according to the current operating state of the vehicle and its usage scenario; A second parameter acquisition submodule (312) is used to acquire a corresponding first flow calculation strategy when the current operating mode of the vehicle power system is a charging mode; A third parameter acquisition submodule (313) is used to obtain a corresponding second flow calculation strategy when the current operating mode of the vehicle power system is a discharge mode; And a fourth parameter acquisition submodule (314) is used to obtain the corresponding third flow calculation strategy when the current operating mode of the vehicle power system is the DCDC mode.

11. The cooling control system of the vehicle-mounted power supply system according to claim 10, characterized in that: The flow calculation module (320) includes: A first flow calculation submodule (321) is used to calculate the corresponding theoretical cooling flow demand when the current operating mode of the vehicle power system is a charging mode; A second flow calculation submodule (322) is used to calculate the corresponding theoretical cooling flow demand when the current operating mode of the vehicle power system is a discharge mode; A third flow calculation submodule (323) is used to calculate the corresponding theoretical cooling flow demand when the current operating mode of the vehicle power system is the DCDC mode; A fourth flow calculation submodule (324) is used to calculate a corresponding target cooling flow demand value when the current operating mode of the vehicle power system is a charging mode; A fifth flow calculation submodule (325) is used to calculate a corresponding target cooling flow demand value when the current operating mode of the vehicle power system is a discharge mode; and a sixth flow calculation submodule (326), configured to calculate a corresponding target cooling flow demand value when the current operating mode of the vehicle power system is the DCDC mode.

12. The cooling control system of the vehicle-mounted power supply system according to claim 10, characterized in that: The cooling control module (330) includes: The first cooling control submodule (331) is used to obtain the corresponding duty cycle of the water pump by looking up a table according to the target cooling flow demand value, and control the operation of the water pump.

13. The cooling control system of the vehicle-mounted power supply system according to claim 11, characterized in that: The cooling control module (330) includes: A first cooling control submodule (331) is used to obtain a corresponding duty cycle of the water pump by looking up a table according to a target cooling flow demand value, and control the operation of the water pump; and a second cooling control submodule (332) for obtaining a corresponding duty cycle of the fan by looking up a table according to a target cooling flow demand value, and controlling the operation of the fan.

14. A vehicle, characterized in that: A cooling control system for an on-vehicle power supply system as claimed in any one of claims 8 to 13 is adopted.

15. A storage medium, characterized in that: A computer-readable program is stored therein, and when the computer-readable program is called, the steps of the cooling control method of the vehicle-mounted power supply system as claimed in any one of claims 1 to 7 can be executed.

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