Motor controller for aviation hybrid power system and cooling method thereof

Abstract

The invention provides a motor controller for an aviation hybrid power system and a cooling method thereof. The motor controller comprises a plurality of heating modules; the cooling device is used for cooling the plurality of heating modules and comprises a first cooling pipe with an inlet, a second cooling pipe with an outlet and a plurality of cooling branch pipes connected between the first cooling pipe and the second cooling pipe in parallel, cooling liquid flows in from the inlet of the first cooling pipe, and flows out from the outlet of the second cooling pipe; the cooling water flows into the plurality of cooling branch pipes through the first cooling pipe so as to cool the plurality of heating modules, then flows into the second cooling pipe and flows out from an outlet of the second cooling pipe; the bypass valve is arranged at an inlet of the first cooling pipe; and the processing module is used for automatically adjusting the opening degree of the bypass valve according to the real-time temperatures of the plurality of heating modules so as to control the flow of the cooling liquid flowing into the first cooling pipe.

Description

Technical Field

[0001] The present invention relates to the field of aero-engines, and more particularly, to a motor controller for an aviation hybrid power system and a motor controller cooling method executed thereby. Background Art

[0002] Currently, there are increasing calls for energy conservation and environmental protection, and it is becoming increasingly difficult to explore energy conservation and emission reduction of traditional gas turbine engines. However, the use of electric propulsion can significantly reduce noise, emissions, and fuel consumption, thus meeting the development needs of green aviation. Therefore, in the field of aviation power, electric propulsion technology is becoming one of the most concerned hotspots. Developed countries such as Europe and the United States have carried out relevant research work, including the research on electric propulsion and hybrid electric propulsion aircraft systems. However, due to the huge difference in energy density between batteries and aviation fuels, currently, all-electric propulsion is not practical for large long-range aircraft. The hybrid electric propulsion system uses a gas turbine as the power source, has the energy density of kerosene, and at the same time, the motor has higher efficiency.

[0003] The power level of the aviation hybrid propulsion motor is relatively large. For power devices, their withstand voltage levels and current stresses are limited. Therefore, the increase in voltage or current is restricted by the withstand voltage or current of power electronic devices. By adopting a multi-set three-phase winding design to reduce the winding current amplitude, the current stress of a single bridge arm can be effectively reduced, thereby increasing the power level of the motor system to meet the power requirements of the aviation hybrid propulsion system. The control of the multi-modular motor is to control multiple sets of three-phase windings of the motor through multiple power unit modules.

[0004] A large number of electronic components are included in the high-power multi-module motor controller for aviation. When the motor controller is working, a large amount of heat will be generated, and high temperature will cause the electronic components in the motor controller to fail and malfunction. For every 10-degree increase in the temperature of the components, the reliability of the electronic device will be reduced by half. Most of the heat of the motor controller is generated by power devices, followed by bus capacitor devices. The heat dissipation problem of the motor controller directly affects the operation reliability of the electric propulsion system. Therefore, a better heat dissipation solution is the key to improving the power density of the aviation motor controller. A large amount of research has been accumulated at home and abroad on the heat dissipation problem of the motor controller. Usually, the design parameters of the radiator are determined based on the heat transfer principle. By adopting a suitable radiator, the motor controller can operate in a normal working environment and maintain a reasonable working temperature, thereby ensuring its working stability and reliability. At present, most of the heat dissipation of the motor controller adopts the form of air cooling or water cooling, and generally, it is a flat or series heat dissipation structure. For the multi-module motor controller, it is necessary to consider the consistency of the performance of the power unit modules of different modules and the operation stability. Moreover, the operation scenario of the aviation propulsion motor controller is complex and the use environment is very harsh. Therefore, it is necessary to study the efficient cooling of the motor controller according to the complex operation scenario and the heat dissipation requirements of the motor controller, establish a cooling design method for the high-power propulsion motor controller of the aviation hybrid system, and provide a basis for the design of the high-power density motor controller. Summary of the Invention

[0005] The present disclosure is provided to introduce some concepts that will be further described in the following detailed description in a simplified form. The present disclosure is not intended to identify the key features or essential features of the claimed subject matter, nor is it intended to be used to help determine the scope of the claimed subject matter.

[0006] One object of the present disclosure is to provide a motor controller for an aviation hybrid system and a motor controller cooling method executed thereby. By designing a parallel cooling device, the motor controller enables multiple heat-generating modules of the multi-module motor controller to achieve uniform cooling simultaneously, and a bypass valve is provided at the coolant inlet to adjust the flow rate of the coolant entering the motor controller in real time. The real-time adjustment of the bypass valve is realized inside the motor controller, thereby realizing its automatic cooling function.

[0007] According to one aspect of the present disclosure, there is provided a motor controller for an aviation hybrid power system, including: a plurality of heating modules; a cooling device for cooling the plurality of heating modules, the cooling device including: a first cooling pipe having an inlet and a second cooling pipe having an outlet, and a plurality of cooling branch pipes connected in parallel between the first cooling pipe and the second cooling pipe, wherein the coolant flows into the first cooling pipe from the inlet, flows into the plurality of cooling branch pipes through the first cooling pipe to cool the plurality of heating modules, then converges into the second cooling pipe, and flows out from the outlet of the second cooling pipe; a bypass valve disposed at the inlet of the first cooling pipe; and a processing module configured to automatically adjust the opening degree of the bypass valve according to the real-time temperatures of the plurality of heating modules, thereby controlling the flow rate of the coolant flowing into the first cooling pipe.

[0008] In an embodiment of the present disclosure, the motor controller further includes: a plurality of temperature acquisition modules respectively disposed at the plurality of heating modules to measure the plurality of real-time temperatures of the plurality of heating modules, and provide the plurality of real-time temperatures to the processing module, and the processing module compares the plurality of real-time temperatures with a plurality of threshold temperatures respectively, and automatically adjusts the opening degree of the bypass valve according to the comparison, thereby controlling the flow rate of the coolant flowing into the first cooling pipe.

[0009] In a further embodiment of the present disclosure, the processing module is further configured to: increase the opening degree of the bypass valve when the plurality of real-time temperatures are all lower than the plurality of threshold temperatures, thereby reducing the flow rate of the coolant flowing into the first cooling pipe; and decrease the opening degree of the bypass valve when any one of the plurality of real-time temperatures is higher than the corresponding threshold temperature, thereby increasing the flow rate of the coolant flowing into the first cooling pipe.

[0010] In another embodiment of the present disclosure, the motor controller further includes a housing, wherein the first cooling pipe, the second cooling pipe, and the plurality of cooling branch pipes are horizontally disposed between the bottom surface of the housing and the plurality of heating modules, and the first cooling pipe and the second cooling pipe are disposed on both sides of the plurality of cooling branch pipes.

[0011] In a further embodiment of the present disclosure, the plurality of heating modules at least include a plurality of first heating modules and a plurality of second heating modules, wherein the heating power of the first heating module is greater than that of the second heating module, and the plurality of cooling branch pipes are arranged such that the coolant in each cooling branch pipe first flows through the plurality of first heating modules and then through the plurality of second heating modules.

[0012] In a further embodiment of the present disclosure, the first heating module is a power module, and the second heating module is a capacitor module.

[0013] In another embodiment of the present disclosure, the coolant that does not flow into the first cooling pipe flows out through a bypass valve for cooling other heat-generating modules of the aviation hybrid electric propulsion system.

[0014] In a further embodiment of the present disclosure, the plurality of heat-generating modules includes multiple sets of first heat-generating modules and second heat-generating modules corresponding to the number of the plurality of cooling branch pipes, wherein each cooling branch pipe flows through a corresponding set of first heat-generating modules and second heat-generating modules, and the plurality of cooling branch pipes are arranged to cool the multiple first heat-generating modules simultaneously and cool the multiple second heat-generating modules simultaneously.

[0015] In another aspect of the present disclosure, there is provided an aviation hybrid power system having a motor controller as described in the present disclosure.

[0016] According to yet another aspect of the present disclosure, there is provided a method for cooling a motor controller executed by a motor controller as described in the present disclosure. The method for cooling the motor controller includes: setting a target temperature for the motor controller; comparing the received feedback temperature with the target temperature; and adjusting the opening degree of a bypass valve at the inlet of the cooling device of the motor controller based on the result of the comparison, so as to control the flow rate of the coolant flowing into the motor controller.

[0017] These and other features and advantages will become apparent by reading the following detailed description and referring to the associated drawings. It should be understood that the foregoing general description and the following detailed description are illustrative only and do not limit the various aspects claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to understand the manner in which the above-described features of the present disclosure can be used, a more specific description of the above briefly summarized content can be made with reference to the various embodiments, some aspects of which are shown in the drawings. However, it should be noted that the drawings only show some typical aspects of the present disclosure and should not be considered to limit its scope, as the description may allow other equally effective aspects.

[0019] Figure 1 A schematic diagram of a motor controller according to an embodiment of the present invention is shown.

[0020] Figure 2 A perspective view of a motor controller according to an embodiment of the present invention is shown.

[0021] Figure 3 A schematic diagram of a cooling pipeline in a motor controller according to an embodiment of the present invention is shown.

[0022] Figure 4 A flowchart of a method for cooling a motor controller according to an embodiment of the present invention is shown.

[0023] Figure 5 The schematic diagram shows a method for cooling a motor controller according to an embodiment of the present invention.

[0024] Explanation of reference numerals:

[0025] 10 housing; 12 first heating module; 14 second heating module; 16 copper busbar.

[0026] 12a first heating module a; 12b first heating module b; 14a second heating module a; 14b second heating module b.

[0027] 18 bypass valve; 20 cooling pipe; 102 inlet; 104 outlet.

[0028] 202 first cooling pipe; 204 second cooling pipe.

[0029] 112 first set of three-phase AC output ports; 122 second set of three-phase AC output ports; 1011 DC input port 1 positive; 1012 DC input port 1 negative; 1021 DC input port 2 positive; 1022 DC input port 2 negative. Detailed implementation manners

[0030] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Instead, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not used to limit the protection scope of the present disclosure.

[0031] In the description of the present disclosure, it should be noted that unless otherwise specified, the meaning of "a plurality of" is two or more; the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "inner", "outer", etc. is only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present disclosure. In addition, terms such as "first", "second", "third", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. "Vertical" is not strictly vertical, but within the allowable error range. "Parallel" is not strictly parallel, but within the allowable error range.

[0032] The orientation terms used in the following description are all the directions shown in the figures, and do not limit the specific structure of the present disclosure. In the description of the present disclosure, it should also be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0033] References to "embodiments" in this document mean that the particular features, structures, or characteristics described in connection with the embodiments can be included in at least one embodiment of the present disclosure. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0034] In the description of the embodiments of the present disclosure, the term "and / or" is merely a description of the relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally represents an "or" relationship between the associated objects before and after.

[0035] Figure 1 and Figure 2 show a schematic view and a perspective view of a motor controller according to an embodiment of the present invention. Figure 3 show a schematic view of a cooling pipeline in the motor controller according to an embodiment of the present invention. In the following, the motor controller of the present disclosure will be described in conjunction with Figures 1 to 3 to describe the motor controller of the present disclosure.

[0036] As Figure 1 shown, the motor controller includes a plurality of heat generating modules, for example, a first heat generating module 12 and a second heat generating module 14. It can be appreciated that for the sake of explanation, Figures 1 to 3 2 heat generating modules are shown, but the number of heat generating modules is not limited and can be set to a plurality according to actual needs.

[0037] The motor controller may further include a cooling device for cooling a plurality of heat generating modules in the motor controller. The cooling device may include a plurality of cooling pipes 20, for example, Figure 3 the first cooling pipe 202 and the second cooling pipe 204 in Figure 3The first cooling branch pipe 402 and the second cooling branch pipe 404), and these cooling branch pipes are connected in parallel between the first cooling pipe 202 and the second cooling pipe 204.

[0038] When the motor controller is operating, the coolant can flow into the first cooling pipe 202 from the inlet 102, and then flow into a plurality of cooling branch pipes (such as Figure 3 the first cooling branch pipe 402 and the second cooling branch pipe 404 in Figure 1 to cool a plurality of heating modules (such as

[0039] the first heating module 12 and the second heating module 14 in Figure 2 and Figure 3 ), and finally converge into the second cooling pipe 204 and flow out from the outlet 104 of the second cooling pipe 204. Figure 1 Furthermore, according to different operating scenarios of the aero-engine, the propulsion motor needs to operate at different power states. Therefore, the heat dissipation requirements of the heating modules of the motor controller are different under different operating states. How to achieve the full utilization of the coolant by the motor controller under different operating states and realize the effective cooling of the motor controller is also a key problem to be solved. Thus, as

[0040] shown, the motor controller may further include a bypass valve 18, and the bypass valve 18 may be disposed at the inlet 102 of the first cooling pipe 202. Correspondingly, the motor controller includes a processing module, and the processing module can automatically adjust the opening degree of the bypass valve 18 according to the real-time temperatures of the plurality of heating modules (such as

[0041] the first heating module 12 and the second heating module 14 in ), so as to control the flow rate of the coolant flowing into the first cooling pipe 202.

[0040] Specifically, according to the operating scenario of the aero-hybrid engine and the power demand of the motor, the heat dissipation requirement of the motor controller in the most severe case can be calculated, and the flow rate of the coolant at the inlet 102 can be designed. That is to say, the total flow rate of the coolant at the inlet 102 can be fixed. Thus, by providing the bypass valve 18 at the inlet 102, the flow rate of the coolant actually entering the cooling device inside the motor controller can be adjusted according to the actual operating conditions. Specifically, during the operation, the temperatures of the plurality of heating modules collected are fed back to the motor controller in real time. After receiving the temperature signal, the motor controller controls the opening degree of the bypass valve at the inlet 102 through the adaptive control algorithm designed in the processing module, so as to adjust the flow rate of the coolant entering the motor controller in real time according to the heat dissipation requirement, and realize the automatic control of the cooling device.

[0041] In a non-limiting embodiment, the motor controller may further include a plurality of temperature acquisition modules, which are respectively disposed at a plurality of heating modules to measure a plurality of real-time temperatures of the plurality of heating modules, and provide the measured plurality of real-time temperatures to the processing module. Thus, the processing module may compare the obtained plurality of real-time temperatures with a plurality of threshold temperatures respectively, and automatically adjust the opening degree of the bypass valve 18 according to the comparison, so as to control the flow rate of the coolant flowing into the first cooling pipe 202.

[0042] In a further non-limiting embodiment, the processing module may compare the plurality of real-time temperatures with the corresponding plurality of threshold temperatures, and when these real-time temperatures are all lower than these threshold temperatures, increase the opening degree of the bypass valve 18, so as to reduce the flow rate of the coolant flowing into the first cooling pipe 202. For example, the coolant that does not flow into the first cooling pipe 202 may flow out through the bypass valve 18 for cooling other heating modules of the aviation hybrid electric propulsion system. That is, when the working condition is not very severe and it is determined according to the temperature that the heat generation of the motor controller is not much, the coolant flow rate at the inlet 102 may flow out through the bypass valve 18 to pre-cool other components in the engine other than the motor controller. On the contrary, when any one of these real-time temperatures is detected to be higher than the corresponding threshold temperature, the processing module may reduce the opening degree of the bypass valve 18, so as to increase the flow rate of the coolant flowing into the first cooling pipe 202 to further cool the plurality of heating modules in the motor controller.

[0043] Specifically, the same or different threshold temperatures may be set for different heating modules according to the actual situation. For example, threshold temperatures of 80 °C and 100 °C are set for two heating modules, and a maximum inlet flow rate is calculated according to the heat dissipation requirements under the most severe operating conditions of the components and ensuring that the two components do not overheat, so as to supply the coolant with this flow rate to the inlet 102. When the operating condition changes and the heat dissipation requirement of the component becomes smaller, if the feedback temperatures obtained by the processing module in the motor controller are 50 °C and 90 °C respectively, both lower than the threshold temperatures, the opening degree of the bypass valve 18 may be increased, so that some flow rate of the coolant flows out through the bypass valve 18, and the actual flow rate of the coolant flowing into the motor controller becomes smaller. At this time, the two real-time feedback temperatures obtained by the processing module will increase. No matter which feedback temperature rises to the set threshold temperature first, the increase of the opening degree of the bypass valve 18 will be immediately stopped. When the engine working condition changes again and the feedback temperature may be greater than the preset threshold temperature, when any feedback temperature is detected to be greater than the threshold temperature at this time, the opening degree of the bypass valve 18 is reduced, that is, the outflow of the coolant is reduced, and the flow rate of the coolant entering the motor controller is increased, so that all the feedback temperatures can be less than or equal to the corresponding preset temperatures again.

[0044] In a non-limiting embodiment, the motor controller may further include a housing 10. AsFigure 1 As shown, the first cooling pipe 202, the second cooling pipe 204, and multiple cooling branch pipes (such as Figure 3 402 and 404 in ) can be horizontally arranged between the bottom surface of the housing 10 and multiple heat - generating modules, where the first cooling pipe 202 and the second cooling pipe 204 can be arranged on both sides of the multiple cooling branch pipes. For example, the cooling pipe 20 can be arranged in the area above the bottom surface of the housing 10 and below the multiple heat - generating modules.

[0045] In a further non - restrictive embodiment, the multiple heat - generating modules 12 at least include multiple first heat - generating modules and multiple second heat - generating modules, where the heat - generating power of the first heat - generating modules is greater than that of the second heat - generating modules, and the multiple cooling branch pipes are arranged such that the coolant in each cooling branch pipe first flows through the multiple first heat - generating modules in parallel and then through the multiple second heat - generating modules.

[0046] In a non - restrictive embodiment, for a high - power aviation hybrid multi - modular motor controller, the structure is relatively complex, the power consumption of the devices is large, where the power modules and capacitors generate a large amount of heat. And the traditional cooling method will cause differences in the control performance of the multi - modular motor, affecting the service life of the devices. Therefore, when designing the cooling flow path of a high - power aviation multi - modular motor controller, it is necessary to consider the uniformity of cooling for the multiple power modules and capacitors of the multi - modular motor controller. Most common electronic control cooling schemes are series cooling, which is difficult to ensure the uniformity of cooling for different modular motor controllers. Therefore, how to design an efficient cooling structure to improve the cooling uniformity of the power modules and capacitor devices of the multi - modular motor controller to achieve the stability of multi - modular motor operation is a technical problem that needs to be solved currently. Thus, taking a high - power dual - three - phase motor controller as an example to illustrate the cooling device for a high - power multi - modular motor controller, the main heat - generating modules of the high - power multi - modular motor controller can be intelligent power modules and support capacitors, that is, as Figures 1 to 3 shown, the first heat - generating module can be a power module, and the second heat - generating module can be a capacitor module. However, it can be understood that according to actual applications, the multiple heat - generating modules can also be other devices.

[0047] In addition, the motor controller is extensible, i.e., it can be extended to n three-phase motor controllers (e.g., extended to 4 or any number of three-phase motor controllers according to power requirements). That is, the multiple heating modules may include multiple groups of first heating modules and second heating modules corresponding to the number of multiple cooling branch pipes, wherein each cooling branch pipe flows through a corresponding group of first heating modules and second heating modules, and the multiple cooling branch pipes are arranged to cool the multiple first heating modules simultaneously and cool the multiple second heating modules simultaneously. Further, the multiple cooling branch pipes may be arranged such that the coolant in each cooling branch pipe first flows through the heating modules with larger heating power in parallel and then flows through multiple heating modules with lower heating power. For example, as Figure 2 and Figure 3 shown, the multiple heating modules may include a first group of first heating modules 12a and 12b, and a second group of heating modules 14a and 14b. Correspondingly, the cooling device is provided with two cooling branch pipes 402 and 404.

[0048] Non-limitingly, for the sake of illustration, it is assumed that the first group of first heating modules 12a and 12b are intelligent power modules, and the second group of heating modules 14a and 14b are capacitor modules. Since the heating power of the intelligent power module is greater than that of the capacitor, and the performance of the electronic devices of the intelligent power module is more sensitive to temperature, the coolant can first cool the intelligent power modules 12a and 12b and then cool the capacitor modules 14a and 14b. Specifically, the coolant enters the motor controller through the inlet 102 of the first cooling pipe 202, and then flows through the two intelligent power modules 12a and 14b respectively through the designed parallel cooling branch pipes 402 and 404. For example, the coolant in the cooling branch 402 enters the capacitor module 14a after cooling the intelligent power module 12a, while the coolant in the parallel cooling branch 404 cools the intelligent power module 12b and then enters the capacitor module 14b. The two-way coolant cools the two groups of capacitor modules 14a and 14b and then merges into the second cooling pipe 204, and then flows out through the outlet 104 of the second cooling pipe 204. It can be seen that in this embodiment, the multiple power modules and capacitors of the high-power multi-module motor controller for aviation are evenly cooled. By designing a parallel cooling flow path, the multiple power modules of the multi-module motor controller can be cooled simultaneously, and the multiple capacitors can also be cooled simultaneously, which is beneficial to the consistency of the performance of the power modules of each phase of the multi-module motor controller and can improve the stability of the controller operation. The arrangement form of the multiple cooling pipes 20 is set according to the positions of the multiple heating modules, so as to effectively cool the heating modules, and it is not limited to Figures 1 to 3Specific layout. For example, the cooling pipe 20 can be arranged along the heating module to achieve simultaneous cooling of multiple power modules and multiple capacitor modules of the multi-module motor controller, ensuring the uniformity of cooling for each phase module of the multi-module motor controller.

[0049] In a non-limiting embodiment, as Figure 1 described, the motor controller can also be provided with a bus bar 16 for connecting to the AC output port of the three-phase motor controller. Taking the high-power dual three-phase motor controller as shown in Figure 2 as an example, it can output six AC power lines of dual three-phase by controlling the power module. Correspondingly, the bus bar 16 can be connected to the first set of three-phase AC output ports 112 (U1, V1, W1) and the second set of three-phase AC output ports 122 (U2, V2, W2). Among them, the bus bar 16 can be a long conductor made of high-conductivity copper material, which can effectively reduce the line resistance, reduce power loss, and play a role in transmitting current. In addition, the motor controller can also be provided with a DC input port. For example, in the high-power dual three-phase motor controller in Figure 2 as an example, there are two loops of four DC buses on the DC input side of the motor controller, namely the DC input port 1 positive 1011, the DC input port 1 negative 1012, the DC input port 2 positive 1021, and the DC input port 2 negative 1022. Thus, the three-phase motor controller can be used to convert direct current into alternating current for output to the motor.

[0050] On the other hand, the present disclosure also proposes an aviation hybrid power system, in which one or more motor controllers as described above can be provided. The demand for electric power in the aviation engine hybrid power system is increasing. Therefore, when designing the motor controller, scalability should be considered, and it should be convenient for installation and maintenance to meet the requirements of the subsequent hybrid electric propulsion system. In the motor controller described above, the automatic cooling function is realized inside the multi-module motor controller. Thus, the motor controller can be decoupled from the main controller of the aviation engine, which is beneficial to reducing the maintenance cost of the aviation engine, and the motor controller with the automatic cooling function is suitable for modular installation and has scalability.

[0051] Figure 4The flowchart of a method for cooling a motor controller executed by the motor controller as described above is given. In step 402, the target temperature for the motor controller is set. As described above, multiple identical or different target temperatures can be set for multiple heat - generating modules in the motor controller. In step 404, the received feedback temperature is compared with the target temperature. The feedback temperature can be obtained by the temperature acquisition module set at each heat - generating module, and multiple real - time received feedback temperatures can be compared with multiple preset target temperatures. In step 406, based on the comparison result, the opening degree of the bypass valve at the inlet of the cooling device of the motor controller can be adjusted, so as to control the flow rate of the coolant flowing into the motor controller.

[0052] Figure 5 The schematic diagram of the cooling control of a multi - modular motor controller is given. During the operation of the motor controller, the temperature signals at the power module and the capacitor module are fed back to the processing module of the motor controller in real time. After receiving the feedback temperature signal 512, the motor controller compares it with the set target temperature 504, where the target temperature 504 can be preset according to the heat - dissipation requirement 502 of the electric control. Then, through the adaptive controller algorithm 506 designed in the motor controller, the opening degree of the bypass valve 18 at the inlet 102 of the cooling device is controlled, so as to adjust the flow rate of the coolant entering the motor controller and realize the automatic control of the cooling flow rate of the motor controller. When the cooling flow rate required by the motor controller is small, the extra flow rate flows out from the bypass valve 18 and can be used as the precooling of other heat - generating components of the aviation hybrid electric propulsion system, realizing the effective utilization of the cold source.

[0053] The above describes the motor controller of the present invention and its cooling method. Compared with the solutions in the prior art, the present invention has at least the following advantages:

[0054] (1) For the high - power multi - modular motor controller of the aviation engine hybrid electric propulsion system, a parallel cooling structure is designed, so that multiple first heat - generating modules (for example, power modules) and multiple second heat - generating modules (for example, capacitor modules) of the multi - modular motor controller can be evenly cooled, which is beneficial to the performance consistency of each module of the multi - modular motor controller, thus improving the operation stability of the multi - modular motor controller.

[0055] (2) Since the motor powers required in different operation scenarios of the aviation engine are different, the temperatures of multiple heat - generating modules in the multi - modular motor controller will change according to the change of the motor - demanded power. The flow rate of the coolant entering the multi - modular motor controller can be automatically adjusted according to the temperatures of multiple heat - generating modules inside the motor controller, which is realized through the bypass valve at the inlet of the cooling device of the multi - modular motor controller and the adaptive control algorithm designed inside the motor controller.

[0056] (3) When the cooling requirement of the multi-module motor controller is small, the excess cooling flow can flow out through the bypass valve and can be used as pre-cooling for other heat-generating components of the hybrid system, realizing the effective utilization of the coolant.

[0057] (4) The multi-module motor controller with an automatically controlled cooling device can reduce the maintenance cost of the aero-engine. This electronic control has the advantage of modular installation and good scalability.

[0058] The foregoing has described examples of various aspects of the claimed subject matter. Of course, it is not possible to describe every conceivable combination of components or methods for the purpose of depicting the claimed subject matter, but one of ordinary skill in the art should recognize that many further combinations and permutations of the claimed subject matter are possible. Accordingly, the disclosed subject matter is intended to cover all such alterations, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A motor controller for an aviation hybrid power system, characterized in that: include: Multiple heating modules; A cooling device for cooling the plurality of heat generating modules, the cooling device comprising: a first cooling tube having an inlet and a second cooling tube having an outlet, and a plurality of cooling branches connected in parallel between the first cooling pipe and the second cooling pipe, The coolant flows in from the inlet of the first cooling pipe, flows into the plurality of cooling branches through the first cooling pipe to cool the plurality of heat generating modules, and then gathers into the second cooling pipe and flows out from the outlet of the second cooling pipe; a bypass valve, the bypass valve being arranged at an inlet of the first cooling pipe; and A processing module, wherein the processing module is used to automatically adjust the opening of the bypass valve according to the real-time temperatures of the plurality of heating modules, thereby controlling the flow rate of the coolant flowing into the first cooling pipe.

2. The motor controller according to claim 1, characterized in that: The motor controller further comprises: a plurality of temperature acquisition modules, wherein the plurality of temperature acquisition modules are respectively arranged at the plurality of heating modules to measure a plurality of real-time temperatures of the plurality of heating modules, and provide the plurality of real-time temperatures to the processing module, and The processing module compares the multiple real-time temperatures with multiple threshold temperatures respectively, and automatically adjusts the opening of the bypass valve according to the comparison, thereby controlling the flow rate of the coolant flowing into the first cooling pipe.

3. The motor controller according to claim 2, characterized in that: The processing module is further configured to: When the multiple real-time temperatures are all lower than the multiple threshold temperatures, increasing the opening of the bypass valve, thereby reducing the flow of the coolant flowing into the first cooling pipe; as well as When any one of the plurality of real-time temperatures is higher than a corresponding threshold temperature, the opening of the bypass valve is reduced, thereby increasing the flow rate of the coolant flowing into the first cooling pipe.

4. The motor controller according to claim 1, further comprising a housing, characterized in that: The first cooling pipe, the second cooling pipe, and the plurality of cooling branches are horizontally arranged between the bottom surface of the shell and the plurality of heat-generating modules, wherein the first cooling pipe and the second cooling pipe are arranged on both sides of the plurality of cooling branches.

5. The motor controller according to claim 4, characterized in that: The multiple heating modules include at least multiple first heating modules and multiple second heating modules, wherein the heating power of the first heating modules is greater than the heating power of the second heating modules, and wherein the multiple cooling branches are arranged so that the coolant in each cooling branch first flows through the multiple first heating modules and then flows through the multiple second heating modules.

6. The motor controller according to claim 5, characterized in that: The first heat generating module is a power module, and the second heat generating module is a capacitor module.

7. The motor controller according to claim 1, characterized in that: The coolant that does not flow into the first cooling pipe flows out through the bypass valve to be used for cooling other heat-generating modules of the aviation hybrid electric propulsion system.

8. The motor controller according to claim 5, characterized in that: The multiple heat-generating modules include multiple groups of first heat-generating modules and second heat-generating modules corresponding to the number of the multiple cooling branches, wherein each cooling branch flows through a corresponding group of first heat-generating modules and second heat-generating modules, and the multiple cooling branches are configured to cool the multiple first heat-generating modules simultaneously and to cool the multiple second heat-generating modules simultaneously.

9. An aviation hybrid power system having a motor controller according to any one of claims 1 to 8.

10. A motor controller cooling method performed by the motor controller according to any one of claims 1 to 8, characterized in that: The motor controller cooling method comprises: setting a target temperature for the motor controller; comparing the received feedback temperature with the target temperature; and The opening degree of a bypass valve at an inlet of a cooling device of the motor controller is adjusted based on a result of the comparison, thereby controlling a flow rate of the coolant flowing into the motor controller.

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