Aircraft system with thermal management system for electrified powertrain

Abstract

An aircraft system includes an electrified powertrain having a first power module and a second power module. The aircraft system also includes a thermal management system having a thermal fluid circuit for delivering a thermal fluid. The first power module and the second power module are in thermal communication with the thermal fluid circuit. The thermal management system also includes a heat exchanger in thermal communication with the thermal fluid circuit upstream of the first power module and the second power module such that thermal fluid from the heat exchanger is distributed between the first power module and the second power module.

Description

Technical Field

[0001] The present disclosure relates to aircraft systems having thermal management systems, and methods of controlling the same. Background Art

[0002] Traditional commercial aircraft typically include a fuselage, a pair of wings, and a propulsion system that generates thrust. This propulsion system typically includes at least two aircraft engines, such as turbofan jet engines. Each turbofan jet engine is typically mounted on one of the aircraft's wings (e.g., in a suspended position below the wing, separate from the wing and fuselage).

[0003] Hybrid-electric propulsion systems have been developed to improve the efficiency of such conventional commercial aircraft. Hybrid-electric propulsion systems typically include one or more propellers. For example, a propeller may include an electric motor operably coupled to an aircraft engine. Despite numerous advances, further efficiency improvements and integrated solutions for propellers in hybrid-electric propulsion systems remain desirable. BRIEF DESCRIPTION OF THE DRAWINGS

[0004] A full and enabling disclosure of the present disclosure, including the best mode thereof, is set forth to those skilled in the art in the specification with reference to the accompanying drawings, in which:

[0005] Figure 1 A schematic top view of an aircraft is provided according to various exemplary embodiments of the present disclosure.

[0006] Figure 2 A schematic diagram of a gas turbine engine according to an exemplary aspect of the present disclosure is provided.

[0007] Figure 3 A schematic diagram of an aircraft having an aircraft system according to an embodiment of the present disclosure is shown.

[0008] Figure 4 A schematic diagram of an aircraft having an aircraft system according to an embodiment of the present disclosure is shown.

[0009] Figure 5 A schematic diagram of an aircraft system according to an embodiment of the present disclosure is shown.

[0010] Figure 6 A schematic diagram of an aircraft system according to an embodiment of the present disclosure is shown.

[0011] Figure 7 A schematic diagram of an aircraft system according to an embodiment of the present disclosure is shown.

[0012] Figure 8 A block diagram of a computing system according to exemplary aspects of the present disclosure is shown. DETAILED DESCRIPTION

[0013] Reference will now be made in detail to the present embodiments of the present disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. The same or similar designations in the drawings and the description have been used to refer to the same or similar parts of the present disclosure.

[0014] As used herein, the word "exemplary" means "serving as an example, instance, or illustration." Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. Furthermore, unless expressly stated otherwise, all embodiments described herein should be considered exemplary.

[0015] The singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

[0016] For example, in the context of “at least one of A, B, and C,” the term “at least one” refers to A alone, B alone, C alone, or any combination of A, B, and C.

[0017] The term “turbomachine” refers to a machine that includes one or more compressors, a heat-generating section (eg, a combustion section), and one or more turbines that together produce a torque output.

[0018] The term "gas turbine engine" refers to an engine having a turbomachinery as all or part of its power source. Exemplary gas turbine engines include turbofan engines, turboprop engines, turbojet engines, turboshaft engines, and the like, as well as hybrid-electric versions of one or more of these engines.

[0019] The term "combustion section" refers to any heating system for a turbomachinery. For example, the term combustion section refers to a section that includes one or more deflagration combustion assemblies, rotating detonation combustion assemblies, pulse detonation combustion assemblies, or other suitable heating assemblies. In certain example embodiments, the combustion section may include an annular combustor, a can combustor, a can-in-can combustor, a trapped vortex combustor (TVC), or other suitable combustion systems or combinations thereof.

[0020] As used herein, the terms “first,” “second,” and “third” may be used interchangeably to distinguish one component from another and are not intended to indicate the position or importance of each component.

[0021] As used herein, the term "line" may refer to a pipe, hose, tube, or other conduit that transports liquid.

[0022] The present disclosure generally relates to aircraft systems having an electrified powertrain and a thermal management system capable of managing the thermal loads of power modules (e.g., batteries, inverters, converters, etc.) in the electrified powertrain under various operating conditions using a thermal fluid loop. The thermal management system of the present disclosure is configured to simultaneously thermally manage the temperature of power modules associated with two different electric machines using a thermal fluid loop configured in a parallel branch design and one or more heat exchangers positioned along the thermal fluid loop. Additionally, the thermal management system can advantageously include a thermal controller that maintains the desired operating temperature of the various power modules by regulating the amount of coolant provided to the one or more heat exchangers and / or by regulating the operation of one or more devices fluidically / thermally coupled to the thermal fluid loop (e.g., a variable speed coolant pump, a heater, etc.).

[0023] Referring now to the drawings, wherein like numerals represent like elements throughout the drawings, Figure 1 A schematic top view of an example aircraft 100 is provided that may incorporate various embodiments of the present disclosure. Figure 1 As shown, for reference, aircraft 100 defines a longitudinal direction L1 and a lateral direction L2. Aircraft 100 further defines a longitudinal centerline 114 extending therethrough along longitudinal direction L1. Aircraft 100 extends between a front end 116 and a rear end 118, e.g., along longitudinal direction L1. Furthermore, aircraft 100 includes a fuselage 102 extending longitudinally from the front end 116 of aircraft 100 to the rear end 118 of aircraft 100. Aircraft 100 also includes a tail 119 located at the rear end 118 of aircraft 100. Furthermore, aircraft 100 includes a wing assembly including a first port wing 120 and a second starboard wing 122. First wing 120 and second wing 122 each extend laterally outward relative to longitudinal centerline 114. The first wing 120 and a portion of the fuselage 102 together define a first side 124 of the aircraft 100, and the second wing 122 and another portion of the fuselage 102 together define a second side 126 of the aircraft 100. For the depicted embodiment, the first side 124 of the aircraft 100 is configured as the port side of the aircraft 100, and the second side 126 of the aircraft 100 is configured as the starboard side of the aircraft 100.

[0024] Aircraft 100 includes various control surfaces. For this embodiment, each wing 120, 122 includes one or more leading edge flaps 128 and one or more trailing edge flaps 130. Aircraft 100 also includes, or more specifically includes, a tailplane 119 of aircraft 100, tailplane 119 including a vertical stabilizer 132 with rudders (not shown) for yaw control; and a pair of horizontal stabilizers 134, each having elevator flaps 136 for pitch control. Fuselage 102 also includes an outer surface or skin 138. It should be understood that in other exemplary embodiments of the present disclosure, aircraft 100 may additionally or alternatively include any other suitable configuration. For example, in other embodiments, aircraft 100 may include any other control surface configuration.

[0025] Figure 1 The exemplary aircraft 100 also includes a hybrid-electric propulsion system 150. For the present embodiment, the hybrid-electric propulsion system 150 includes a first propeller 160 and a second propeller 170, both operable to generate thrust. The first propeller 160 is mounted to the first wing 120 and the second propeller 170 is mounted to the second wing 122. Furthermore, for the depicted embodiment, both the first propeller 160 and the second propeller 170 are configured in an underwing mounting configuration. However, in other exemplary embodiments, one or both of the first propeller 160 and the second propeller 170 may be mounted in any other suitable location in other embodiments.

[0026] The first thruster 160 includes a gas turbine engine 162 and an electric motor 164 operably coupled to the gas turbine engine 162. The electric motor 164 may be a generator, an electric motor, or a generator / motor combination. For the present embodiment, the electric motor 164 is a generator / motor combination. In this manner, when operating as a generator, the electric motor 164 may generate electricity when driven by the gas turbine engine 162. When operating as an electric motor, the electric motor 164 may drive or electrically power a fan spool of the gas turbine engine 162. Furthermore, for this example embodiment, the gas turbine engine 162 is configured as a turbofan, and therefore, the first thruster 160 is configured as a hybrid-electric turbofan.

[0027] Similarly, the second propulsor 170 includes a gas turbine engine 172 and an electric motor 174 operably coupled to the gas turbine engine 172. The electric motor 174 can be a generator, an electric motor, or a generator / motor combination. For the present embodiment, the electric motor 174 is a generator / motor combination. In this manner, when operating as a generator, the electric motor 174 can generate electricity when driven by the gas turbine engine 172. When operating as an electric motor, the electric motor 174 can drive or electrically power the fan spool of the gas turbine engine 172. Furthermore, for this example embodiment, the gas turbine engine 172 is configured as a turbofan, and therefore, the second propulsor 170 is configured as a hybrid-electric turbofan.

[0028] The hybrid-electric propulsion system 150 also includes an electric power source 180, which can be electrically connected to the motors 164, 174, and in some embodiments, can be electrically connected to other electric loads. The electric power source 180 can be configured as an electric energy storage unit (for example, one or more batteries, such as one or more lithium-ion batteries, or alternatively can be configured as any other suitable electric energy storage device, such as a supercapacitor), as one or more fuel cells (for example, one or more proton electron membrane fuel cells and / or solid oxide fuel cells), etc. It is worth noting that when the electric power source 180 is one or more fuel cells, that is, the hybrid-electric propulsion system 150 can also include a separate fuel storage tank 181, which contains fuel for one or more fuel cells (for example, liquid and / or gaseous hydrogen, methane, etc.).

[0029] The hybrid-electric propulsion system 150 also includes a power management system having a controller 182 and a power bus 184. The electric machines 164, 174, the electrical energy storage unit 180, and the controller 182 can all be electrically connected to each other via one or more wires 186 of the power bus 184. For example, the power bus 184 can include various switches or other power electronic components that can be moved to selectively electrically connect various components of the hybrid-electric propulsion system 150.

[0030] In addition, the power bus 184 may also include power modules, such as a first group of power modules 187 associated with the first electric machine 164 and a second group of power modules 189 associated with the second electric machine 174. The power modules may include, but are not limited to, inverters, converters, rectifiers, batteries, etc., for regulating, converting, and / or providing electrical power within the hybrid-electric propulsion system 150. In an exemplary embodiment, the hybrid-electric propulsion system 150 may also include a thermal management system 300 that is in thermal communication with one or more components of the hybrid-electric propulsion system 150. Specifically, the thermal management system 300 may be in thermal communication with the electric machines 164, 174, the power modules 187, 189, the electric power source 180, and / or the controller 182 for regulating the temperature of various components in the hybrid-electric propulsion system 150.

[0031] The controller 182 is configured to distribute power among the various components of the hybrid-electric propulsion system 150. For example, the controller 182 can control the power electronics of the power bus 184 to provide power to or extract power from the various components (e.g., the motors 164, 174) to operate the hybrid-electric propulsion system 150 between various operating modes and to perform various functions. This is schematically depicted as wires 186 of the power bus 184 extending through the controller 182.

[0032] Still refer to Figure 1 As schematically shown, it will be appreciated that aircraft 100 further includes a fuel system having a fuel tank 190 located in each of first wing 120 and second wing 122 ; and (although not depicted) a fuel delivery system fluidly connecting fuel tank 190 to gas turbine engines 162 , 172 .

[0033] Now refer to Figure 2 , provides a schematic cross-sectional view of a gas turbine engine 200 according to an exemplary embodiment of the present disclosure. In certain exemplary embodiments, the propulsion engine can be configured as a hybrid electric propulsion engine. In various embodiments, the gas turbine engine 200 can represent the above referenced Figure 1 The thrusters 160 , 170 in the hybrid-electric propulsion system 150 are depicted.

[0034] like Figure 2 As shown, the gas turbine engine 200 defines an axial direction A (extending parallel to a longitudinal centerline 201 for reference), a radial direction R, and a circumferential direction C (extending about the axial direction A; in FIG. Figure 2 ). Generally, the gas turbine engine 200 includes a fan section 202 and a core turbine engine 204 disposed downstream of the fan section 202 .

[0035] The depicted exemplary core turbine engine 204 generally includes a substantially tubular outer casing 206 defining an annular inlet 208. The outer casing 206 encloses a compressor section including a boost or low-pressure (LP) compressor 210 and a high-pressure (HP) compressor 212, a combustion section 214, a turbine section including a high-pressure (HP) turbine 216 and a low-pressure (LP) turbine 218, and an ejection nozzle exhaust section 220 in a series flow relationship. The compressor section, combustion section 214, and turbine section collectively define a core air flow path 221 that extends from the annular inlet 208 through the LP compressor 210, the HP compressor 212, the combustion section 214, the HP turbine section 216, the LP turbine section 218, and the ejection nozzle exhaust section 220. A high-pressure (HP) shaft or spool 222 drivingly connects the HP turbine 216 to the HP compressor 212. A low-pressure (LP) shaft or spool 224 drivingly connects the LP turbine 218 to the LP compressor 210 .

[0036] For the depicted embodiment, the fan section 202 includes a variable pitch fan 226 having a plurality of fan blades 228 coupled to a disk 230 in a spaced apart manner. As shown, the fan blades 228 generally extend outwardly from the disk 230 in a radial direction R. Each fan blade 228 can rotate relative to the disk 230 about a pitch axis P by virtue of the fan blades 228 being operably coupled to a suitable drive member 232, the drive member 232 being configured to collectively and in unison change the pitch of the blades 228 of the fan. The fan blades 228, disk 230, and drive member 232 together can rotate about the longitudinal axis 12 via the LP shaft 224 across a power gearbox 234. The power gearbox 234 includes a plurality of gears for reducing the rotational speed of the LP shaft 224 to a more efficient rotating fan speed.

[0037] Still refer to Figure 2 In the exemplary embodiment, disk 230 is covered by a rotatable forward hub 236 that is aerodynamically contoured to facilitate airflow through a plurality of fan blades 228. In addition, exemplary fan section 202 includes an annular fan casing or outer nacelle 238 that circumferentially surrounds fan 226 and / or at least a portion of core turbine engine 204. Nacelle 238 is supported relative to core turbine engine 204 by a plurality of circumferentially spaced outlet guide vanes 240. A downstream section 242 of nacelle 238 extends outside of core turbine engine 204 to define a bypass airflow passage 244 therebetween.

[0038] Figure 2Also provided is a portion of an electrified powertrain or electric drive assembly that can include an electric motor 246. The electric motor 246 is operably coupled to the gas turbine engine 200, for example, to add power to the gas turbine engine 200, to extract power from the gas turbine engine 200, or both. The electric motor 246 is depicted as being embedded within the gas turbine engine 200 at a location within the working gas flow path 237. However, in other exemplary embodiments, the electric drive assembly additionally or alternatively includes the electric motor at an underhood location (e.g., below the casing 206 and outside the working gas flow path 237), or at any other suitable location.

[0039] The motor 246 can rotate with the fan 226. Specifically, for the depicted embodiment, the motor 246 is configured as a generator, a motor, or both. The motor 246 can be coaxially mounted with the LP shaft 224 and can rotate therewith (for the depicted embodiment, the LP shaft 224 also rotates the fan 226 via the power gearbox 234). However, in other exemplary embodiments, the electric drive assembly can additionally or alternatively include a motor in an underhood location (e.g., below the housing 206 and outside the working gas flow path), or in any other suitable location.

[0040] Understandably, however, Figure 2 The exemplary gas turbine engine 200 depicted in FIG. 2 is provided as an example only, and in other exemplary embodiments, the gas turbine engine 200 may have any other suitable configuration. For example, although the illustrated gas turbine engine 200 is configured as a ducted gas turbine engine (i.e., including an outer nacelle 250), in other embodiments, the gas turbine engine 200 may be a non-ducted gas turbine engine (such that the fan is a non-ducted fan and the outlet guide vanes are cantilevered from the casing). Additionally or alternatively, although the gas turbine engine 200 is described as a geared gas turbine engine (i.e., including a power gearbox 234) and a variable-pitch gas turbine engine (i.e., including a fan configured as a variable-pitch fan), in other embodiments, the gas turbine engine 200 may additionally or alternatively be configured as a direct-drive gas turbine engine (such that the LP shaft 224 rotates at the same speed as the fan 226), as a fixed-pitch gas turbine engine (such that the fan 226 includes fan blades 228 that are non-rotatable about the pitch axis P), or both. It should also be understood that in other exemplary embodiments, aspects of the present disclosure may be incorporated into any other suitable gas turbine engine. For example, in other exemplary embodiments, aspects of the present disclosure may be incorporated, as appropriate, into, for example, a turboprop aircraft, a turboshaft gas turbine engine, a three-flow gas turbine engine, or a turbojet gas turbine engine.

[0041] Now refer to Figure 3, a schematic diagram of an aircraft 100 having an aircraft system 101 according to an embodiment of the present disclosure is shown. The aircraft system 101 may include an electrified powertrain 302 and a thermal management system 300. The thermal management system 300 may advantageously maintain the required operating temperatures of various electrical components in the electrified powertrain 302, thereby improving the efficiency of the electrified powertrain 302 and the entire aircraft 100.

[0042] like Figure 3 As shown, the aircraft 100 may include a first hybrid electric propulsion engine 304 and a second hybrid electric propulsion engine 306. Each hybrid electric propulsion engine 304, 306 may be configured as described above. Figure 2 The first hybrid-electric propulsion engine 304 may be similar to or different from the gas turbine engine 200 described above. In an exemplary embodiment, the first hybrid-electric propulsion engine 304 may include a first electric motor 308 and the second hybrid-electric propulsion engine 306 may include a second electric motor 310. The electric motors 308, 310 may be operably coupled to the respective hybrid-electric propulsion engines 304, 306 for adding power to the engines (e.g., generating additional thrust), extracting power from the engines (e.g., reducing thrust), or both. Additionally, as Figure 3 As shown, the first hybrid-electric propulsion engine 304 may include a first engine controller 328 in operable communication with the first electric machine 308 and the second hybrid-electric propulsion engine 306 may include a second engine controller 330 in operable communication with the second electric machine 310. The engine controllers 328, 330 may also be in operable communication with components in the electrified powertrain 302 and the thermal management system 300.

[0043] Electric machines 308 and 310 may be included in the electrified powertrain 302, and each electric machine 308 and 310 may be electrically connected to one or more power modules 312 and 314. For example, the first electric machine 308 may be electrically connected to a first set of power modules 312, which support the operation of the first electric machine 308, for example, by providing, modifying, regulating, storing, or converting electric power for the first electric machine 308. Similarly, the second electric machine 310 may be electrically connected to a second set of power modules 314, which support the operation of the second electric machine 310, for example, by providing, modifying, regulating, storing, or converting electric power for the second electric machine 310. The first set of power modules 312 and the second set of power modules 314 may each be included in the electrified powertrain 302.

[0044] like Figure 3As shown, the first group of power modules 312 may include a first energy storage device 316, a first inverter 318, and a first converter 320, each of which may be electrically connected to the first motor 308. The first energy storage device 316 may be one or more lithium-ion batteries, or alternatively may be configured as any other suitable energy storage device, such as a supercapacitor. The first energy storage device 316 may store electrical energy for selective use by the first motor 308. The first inverter 318 may convert direct current (DC) into alternating current (AC). In some embodiments, the first inverter 318 may be electrically disposed between the first energy storage device 316 and the first motor 308 to facilitate conversion of the DC power provided by the first energy storage device 316 into AC power for operation of the motor 308. The first converter 320 may be a DC-DC power converter that converts one DC voltage level to another higher or lower DC voltage level based on load requirements. The first power converter 320 may advantageously maintain appropriate voltage levels to ensure efficient power transmission between components in the electrified powertrain 302.

[0045] Similarly, the second group of power modules 314 may include a second energy storage device 322, a second inverter 324, and a second converter 326, each of which is electrically connected to the second motor 310. The second energy storage device 322 may be one or more lithium-ion batteries, or alternatively, may be configured as any other suitable electrical energy storage device, such as a supercapacitor. The second energy storage device 322 may store electrical energy for selective use by the second motor 310. The second inverter 324 may convert direct current (DC) into alternating current (AC). In some embodiments, the second inverter 324 may be electrically disposed between the second energy storage device 322 and the second motor 310 to facilitate conversion of the direct current provided by the second energy storage device 322 into alternating current for operation of the second motor 310. The second converter 326 may be a DC-DC power converter that may convert one DC voltage level to another (higher or lower) DC voltage level based on load requirements. The second power converter 326 may advantageously maintain appropriate voltage levels to ensure efficient power transmission between the components of the electrified powertrain 302.

[0046] The thermal management system 300 may include a thermal fluid circuit 332 for transporting a thermal fluid. The thermal fluid circuit 332 may include one or more tubes, pipes, or other fluid transport conduits arranged in a closed loop such that the thermal fluid continuously travels through the thermal fluid circuit 332. In an exemplary embodiment, the thermal fluid may be a mixture of ethylene glycol and water (e.g., approximately 60% ethylene glycol and approximately 40% water). However, in other embodiments, the thermal fluid may be any other coolant liquid.

[0047] One or more devices may be located in the thermal fluid loop 332 and in thermal communication with the thermal fluid loop 332 to add or remove heat from the one or more devices to the thermal fluid in the thermal fluid loop 332. As used herein, the phrase "in thermal communication on the thermal fluid loop" may be used to refer to one or more devices that add or remove heat from the thermal fluid in the thermal fluid loop. For example, such a device may include a localized heat exchanger coupled to the component through which the thermal fluid may flow to add or remove heat from the device. Specifically, each component of the electrified powertrain 302 (e.g., motor, inverter, converter, energy storage device, etc.) may include a localized and / or integrated heat exchanger to facilitate heat transfer between the component and the thermal fluid loop 332.

[0048] The thermal management system 300 may also include one or more heat exchangers 334, a coolant pump 336, and a storage tank 338 disposed in fluid communication with the thermal fluid loop 332. The coolant pump 336 may be disposed upstream of the one or more heat exchangers 334 and downstream of the storage tank 338 relative to the flow of the thermal fluid through the thermal fluid loop 332. The coolant pump 336 may be a variable speed pump, such that the coolant pump 336 includes a motor 340 having a variable frequency drive (VFD) 342. The coolant pump 336 may provide power to move the thermal fluid through the thermal fluid loop 332. The motor 340 and the VFD may adjust the speed of the coolant pump 336, which in turn adjusts the speed of the thermal fluid through the thermal fluid loop 332. It will be appreciated that adjusting the speed of the thermal fluid within the thermal fluid loop 332 may adjust the rate of heat transfer between the one or more heat exchangers 334 and / or between a power module (e.g., an inverter, a converter, and / or energy storage) and the thermal fluid.

[0049] A storage tank 338 may be provided in fluid communication with the thermal fluid circuit 332. The storage tank 338 may be a tank or container that receives, holds, and transports a portion of the thermal fluid. Figure 3 As shown, the storage tank 338 can be positioned upstream of the at least one heat exchanger 334 (and / or upstream of the coolant pump 336) relative to the flow of the thermal fluid through the thermal fluid circuit 332. Figure 5 As shown, a storage tank 338 can be disposed on the thermal fluid circuit 332 downstream of the at least one heat exchanger 334 relative to the flow of the thermal fluid through the thermal fluid circuit 332. In many embodiments, a heater 344 can be fluidically and thermally coupled to the storage tank 338 for heating a portion of the thermal fluid from the storage tank 338. The heater 344 can be a resistive element heater, an internal tank immersion heater (e.g., located within the storage tank 338), or a fluid-to-fluid heat exchanger.

[0050] A heater supply line 346 may extend from the storage tank 338 to the heater 344, and a heater return line 348 may extend from the heater 344 to the storage tank 338. The heater 344 may continuously or selectively heat a portion of the thermal fluid from the storage tank 338 (e.g., by drawing a portion of the thermal fluid from the tank using the heater supply line 346, heating the thermal fluid using the heater 344, and returning a portion of the thermal fluid to the storage tank 338 using the heater return line 348). The portion of the thermal fluid heated by the heater 344 may be between about 5% and about 20% of the thermal fluid contained in the storage tank 338, or, for example, between about 5% and about 15%, or, for example, about 10%.

[0051] The at least one heat exchanger 334 may include a first heat exchanger 350 and a second heat exchanger 352 arranged in parallel on the hot fluid loop 332 such that the hot fluid in the hot fluid loop 332 is distributed between the first heat exchanger 350 and the second heat exchanger 352. For example, a first heat exchanger inlet line 354 of the hot fluid loop 332 may extend (and be fluidly coupled) to the first heat exchanger 350, and a second heat exchanger inlet line 356 may extend (and be fluidly coupled) to the second heat exchanger 352. Additionally, a first heat exchanger outlet line 358 may extend from the first heat exchanger 350 to a common heat exchanger outlet line 362. Similarly, a second heat exchanger outlet line 360 ​​may extend from the second heat exchanger 352 to the common heat exchanger outlet line 362.

[0052] Each of the one or more heat exchangers 334 can be thermally and / or fluidically coupled to a heat transfer (HT) fluid source (e.g., air, fuel, water, or other fluid) for transferring heat from the thermal fluid to a HT fluid from the HT fluid source. For example, the first heat exchanger 350 can be fluidically and / or thermally coupled to a first HT fluid source 364, and the second heat exchanger 352 can be fluidically and / or thermally coupled to a second HT fluid source 366. The first HT fluid source 364 and the second HT fluid source 366 can be different or the same. For example, in embodiments where one or more of the HT sources 364, 366 is an air source, one of the one or more heat exchangers 334 can be positioned in thermal communication with one or more air streams of the hybrid-electric propulsion engines 304, 306, such as a fan air stream, a tertiary stream, exposure to external air, located in a core / fan / supercharger under-shroud compartment, located in a ram air duct, or at another location. In other embodiments where one or more HT sources 364, 366 are fuel sources, one of the one or more heat exchangers 334 can be positioned in thermal communication with the fuel supply of the gas turbine engine (which can also be fluidly coupled to the combustion section of the gas turbine engine). In yet another embodiment, one or more of the HT sources 364, 366 can be a water supply (e.g., from a lavatory or another water supply in the aircraft 100). In still further embodiments, one or more of the HT sources 364, 366 can be a dedicated heat transfer source (e.g., a source of refrigerant or other thermal fluid).

[0053] In an exemplary embodiment, the first power module and the second power module can be in thermal communication with the thermal fluid circuit 332. In particular, the first group of power modules 312 can each be disposed in thermal communication with the thermal fluid circuit 332, downstream of one or more heat exchangers 334, such that the thermal fluid can extract heat (or, in some embodiments, add heat) from the first group of power modules 312. Similarly, the second group of power modules 314 can each be disposed in thermal communication with the thermal fluid circuit 332, downstream of one or more heat exchangers 334, such that the thermal fluid can extract heat (or, in some embodiments, add heat) from the second group of power modules 314.

[0054] Each power module thermally and / or fluidically coupled to thermal fluid loop 332 may include a localized heat exchanger for extracting heat from or adding heat to the corresponding power module. For example, each of first energy storage device 316, second energy storage device 322, first inverter 318, second inverter 324, first converter 320, and second converter 326 may include an integrated heat exchanger for extracting heat from or adding heat to the corresponding component by flowing thermal fluid from thermal fluid loop 332 through the integrated heat exchanger.

[0055] In an exemplary embodiment, at least one heat exchanger 334 can be arranged to be in thermal communication with the hot fluid circuit 332, upstream of the first power module and the second power module, so that the hot fluid from the one or more heat exchangers 334 is distributed between the first power module and the second power module. For example, a first branch line 368 and a second branch line 370 can extend from the common heat exchanger outlet line 362 to respective power modules of the respective group of power modules. That is, the first branch line 368 can extend from the common heat exchanger outlet line 362 to a power module in the first group of power modules 312, and the second branch line 370 can extend from the common heat exchanger outlet line 362 to a power module in the second group of power modules 314. In particular, in Figure 3 In the arrangement shown, a first branch line 368 can extend from the common heat exchanger outlet line 362 to the first energy storage device 316, and a second branch line 370 can extend from the common heat exchanger outlet line 362 to the second energy storage device 322. The thermal fluid can be distributed to provide a greater portion of the thermal fluid to the first power module to provide increased heat transfer and cool the first power module.

[0056] In an exemplary embodiment, as Figure 3 As shown, the first inverter 318 and the first converter 320 can be arranged in a parallel arrangement on the thermal fluid loop 332, downstream of the first energy storage device 316 (e.g., with respect to the flow of the thermal fluid through the thermal fluid loop 332). In this way, a first portion of the thermal fluid exiting the first energy storage device 316 can enter the inverter 318, and a second portion of the thermal fluid exiting the first energy storage device 316 can enter the first converter 320. The first portion and the second portion can be determined to provide specific cooling to the inverter 318 and the first converter 320. A first outlet line 372 can extend from the first energy storage device 316. The first outlet line 372 can be bifurcated into a first arm extending to the first inverter 318 and a second arm extending to the first converter 320.

[0057] Similarly, the second inverter 324 and the second converter 326 can be arranged in a parallel arrangement on the thermal fluid loop 332, downstream of the second energy storage device 322 (e.g., with respect to the flow of the thermal fluid through the thermal fluid loop 332). In this manner, a first portion of the thermal fluid exiting the second energy storage device 322 can enter the second inverter 324, and a second portion of the thermal fluid exiting the second energy storage device 322 can enter the second converter 326. A second outlet line 374 can extend from the second energy storage device 322. The second outlet line 374 can be bifurcated into a first arm extending to the second inverter 324 and a second arm extending to the second converter 326.

[0058] The hot fluid from the first inverter 318, the first converter 320, the second inverter 324, and the second converter 326 may be provided to a common return line 376. In some embodiments, as Figure 3 As shown, the common return line 376 can extend to the storage tank 338. In other embodiments, such as Figure 5 As shown, the common return line 376 may extend directly to the coolant pump 336 .

[0059] In various embodiments, the thermal management system 300 may further include a thermal controller 378 that is operably connected to various components in the thermal management system 300 (e.g., the coolant pump 336, the heater 344, and the one or more controllable devices 380). The thermal controller 378 may be in communication with one or more sensors 382, ​​such as temperature sensors, pressure sensors, or other sensors, which may be located around the aircraft 100 and / or the hybrid-electric propulsion engines 304, 306. Furthermore, the thermal controller 378 may be in operably connected to the first engine controller 328, the second engine controller 330, the first electric machine 308, and the second electric machine 310. For example, the thermal controller 378 may receive a signal indicating a future or expected load demand on the first electric machine 308 and / or the second electric machine 310, and the thermal controller 378 may adjust the operation of one or more components in the thermal management system 300 to meet the load demand. For example, if the load demand increases so that the first and second electric machines 308, 310 increase the power output of their respective engines (resulting in an increase in the heat energy generated by the power modules 312, 314), the thermal controller 378 may respond by increasing the speed of the coolant pump 336, adjusting the amount of fluid flowing to the heater 344, etc., to meet the increased thermal demand.

[0060] Now refer to Figure 4 , a schematic diagram of an aircraft 100 having an aircraft system 101 is shown according to an embodiment of the present disclosure. For example, the aircraft system 101 may include an electrified powertrain 302 and a thermal management system 300. The aircraft system 101 may be similarly configured as described above with reference to FIG. Figure 3 Aircraft system 101 is discussed.

[0061] As shown, the aircraft 100 may include a main body or fuselage 102 and a ram air duct 104. The ram air duct 104 may define a ram air channel 106 extending from a forward end 108 to a rearward end 110. The ram air channel 106 may receive a flow of ram air 112 at the forward end 108 during operation of the aircraft 100. In many embodiments, a door 384 may be positioned within the ram air channel 106 to block at least a portion of the flow of ram air 112. For example, the door 384 may be coupled to an actuator 386 such that the door 384 is movable between an open position and a closed position. Specifically, a hinge 388 is pivotally coupled to the fuselage 102 at a first end and coupled to the door 384 at a second end. The hinge 388 may be coupled to the actuator 386 such that the actuator 386 can adjust the position of the door 384 by pivoting the hinge 388. In the open position, the door 384 may allow a portion of the ram air 112 to flow through the ram air passage 106 (such that the duct passage is only partially restricted by the door 384 ). In the closed position, all (e.g., 100%) or a majority (e.g., approximately 95%) of the ram air passage 106 may be blocked by the door 384 .

[0062] exist Figure 4 In the illustrated embodiment, the at least one heat exchanger 334 may be positioned in the ram air passage 106 rearward of the door 384 relative to the flow of the ram air 112 through the flow air passage 106 , such that the thermal controller 378 is operable to adjust the rate of heat transfer between the flow of ram air 112 and the hot fluid within the at least one heat exchanger 334 by adjusting the position of the door 384 .

[0063] The operating parameters of various components in the thermal management system 300 can be adjusted based on the load requirements of the motors 308 and 310. For example, the thermal controller 378 can determine the load requirements of one of the first motor 308 and / or the second motor 310 (e.g., by communicating with the engine controllers 328 and 330). In response to the load requirements of the motors 308 and 310, the thermal controller 378 can adjust the operation of at least one of the coolant pump 336, the heater 344, and / or the actuator 386. This dynamic operation of the thermal management system 300 can advantageously maintain the temperature requirements of various power modules. For example, the thermal management system 300 can maintain the operating temperature of the energy storage device between approximately 80°F and approximately 90°F. Additionally, the thermal management system 300 can maintain the operating temperature of the inverter between approximately 120°F and approximately 140°F. Additionally, the thermal management system 300 can maintain the operating temperature of the converter between approximately 120°F and approximately 140°F.

[0064] For example, when the motors 308 , 310 are not operating, such that the heat load generated by the group of power modules 312 , 314 is negligible, the thermal controller 378 may move the door 384 to a closed position; operate the heater 344 to maintain a baseline temperature of the thermal fluid (e.g., to prevent frost on components of the electrified powertrain 302 ); and idle the coolant pump 336 to maintain circulation of the thermal fluid in the thermal fluid circuit 332 .

[0065] When the motors 308 , 320 are operating at a partial load condition (e.g., below full capacity), the thermal controller 378 may then move the door 384 to a partially open position (such that between approximately 40% and approximately 60% of the ram air channel 106 is blocked by the door 384 ) and increase the speed of the coolant pump 336 to a maximum level, such that circulation of the thermal fluid in the thermal fluid circuit 332 is increased. The heater 344 may not be operated when the motors 308 , 320 are operating at a partial load condition.

[0066] When the motors 308 , 320 are operating at maximum load (e.g., full capacity), the thermal controller 378 may move the door 384 to a fully open position (e.g., so that the ram air passage 106 is completely unobstructed by the door 384 ) and increase the speed of the coolant pump 336 to a maximum level, thereby increasing the circulation of the thermal fluid in the thermal fluid circuit 332 . The heater 344 may not be operated when the motors 308 , 320 are operating at maximum load.

[0067] Now see Figures 5 to 7 , a schematic diagram of an aircraft system 101 according to various alternative embodiments of the present disclosure. It should be understood that Figures 5 to 7 The features shown in the above reference may be implemented together, individually or in any reasonable combination. Figure 3 and Figure 4 In the aircraft system 101 and the aircraft 100. Figure 5 As shown, in some embodiments, the storage tank 338 may be disposed downstream of the at least one heat exchanger 334 (e.g., immediately downstream of the at least one heat exchanger 334). More specifically, as Figure 5 As shown, storage tank 338 may be disposed on thermal fluid circuit 332 downstream of at least one heat exchanger 334 and upstream of first energy storage device 316 and second energy storage device 322 relative to the flow of thermal fluid through thermal fluid circuit 332 .

[0068] like Figure 6As shown, in many embodiments, in addition to the first group of power modules 312 and the second group of power modules 314, electric machines 308 and 310 may also be disposed in thermal communication with the thermal fluid circuit 332. For example, in such an embodiment, as shown, the first electric machine 308 may be disposed in thermal communication with the thermal fluid circuit 332 downstream (e.g., immediately downstream) of the first inverter 318 and the first converter 320 relative to the flow of the thermal fluid through the thermal fluid circuit 332. Similarly, the second electric machine 310 may be disposed in thermal communication with the thermal fluid circuit 332 downstream (e.g., immediately downstream) of the second inverter 324 and the second converter 326 relative to the flow of the thermal fluid through the thermal fluid circuit 332.

[0069] like Figure 7 As shown, in some embodiments, converters 320, 326, inverters 318, 324, and energy storage devices 316, 322 can be arranged in parallel downstream of at least one heat exchanger 334 on a thermal fluid loop 332. For example, a common heat exchanger outlet line 362 can extend from the at least one heat exchanger 334, and three branch lines 390, 392, 394 can extend from the common heat exchanger outlet line 362 to a common return line 376. For example, a first branch line 390 can extend from the common heat exchanger outlet line 362 to the common return line 376. A second branch line 392 can extend from the common heat exchanger outlet line 362 to the common return line 376 downstream of the first branch line 390. A third branch line 394 can extend from the common heat exchanger outlet line 362 to the common return line 376 downstream of the first branch line 390 and the second branch line 392.

[0070] In such an embodiment, the first energy storage device 316 and the second energy storage device 322 can be arranged in parallel on the first leg 390 so that the flow of the thermal fluid through the first leg 390 is distributed (e.g., evenly distributed) between the first energy storage device 316 and the second energy storage device 316. Similarly, the first inverter 318 and the second inverter 324 can be arranged in parallel on the second leg 392 so that the flow of the thermal fluid through the second leg 392 is distributed (e.g., evenly distributed) between the first inverter 318 and the second inverter 324. Similarly, the first converter 320 and the second converter 326 can be arranged in parallel on the third leg 394 so that the flow of the thermal fluid through the third leg 394 is distributed (e.g., evenly distributed) between the first converter 320 and the second converter 326.

[0071] exist Figure 7In the illustrated embodiment, the first leg 390 can be sized larger than the second leg 392 and the third leg 394 such that approximately half of the hot fluid passes through the first leg 390. For example, between approximately 40% and approximately 60% of the hot fluid exiting the at least one heat exchanger 334 can pass through the first leg 390, while between approximately 20% and approximately 30% of the hot fluid exiting the at least one heat exchanger 334 can pass through each of the second leg 392 and the third leg 394.

[0072] Figure 8 A block diagram of an example computing system 600 is provided. The computing system 600 may be used to implement aspects of the present disclosure. The computing system 600 may include one or more computing devices 602. For example, the above reference Figure 3 and Figure 4 The depicted thermal controller 378 and / or engine controllers 328 , 330 may each be configured and may operate in the same or similar manner as one of the computing devices 602 .

[0073] like Figure 8 As shown, one or more computing devices 602 may each include one or more processors 604 and one or more storage devices 606. The one or more processors 604 may include any suitable processing device, such as a microprocessor, a microcontroller, an integrated circuit, a logic device, or other suitable processing device. The one or more storage devices 606 may include one or more computer-readable media, including but not limited to: non-transitory computer-readable media or media, random access memory, read-only memory, hard drives, flash drives, and other memory devices, such as one or more buffer devices.

[0074] The one or more memory devices 606 can store information stored by the one or more processors 604, including computer-readable or computer-executable instructions 608 that can be executed by the one or more processors 604. The instructions 608 can be any set of instructions or control logic that, when executed by the one or more processors 604, causes the one or more processors 604 to perform an operation. The instructions 608 can be software written in any suitable programming language or can be implemented in hardware. In some embodiments, the instructions 608 can be executed by the one or more processors 604 to cause the one or more processors 604 to perform an operation.

[0075] The storage device 606 may further store data 610 accessible by the processor 604. For example, the data 610 may include sensor data, such as engine parameters described herein, model data, logic data, etc. According to an exemplary embodiment of the present disclosure, the data 610 may include one or more tables, functions, algorithms, models, equations, etc.

[0076] The one or more computing devices 602 may also include a communication interface 612 for communicating, for example, with other components of the additive manufacturing system. The communication interface 612 may include any suitable components for connecting to one or more networks, such as a transmitter, a receiver, a port, a controller, an antenna, or other suitable components.

[0077] The technology discussed herein relates to computer-based systems and the actions taken by computer-based systems and the information sent to and from computer-based systems. It should be understood that the inherent flexibility of computer-based systems allows for a variety of possible configurations, combinations, and divisions of tasks and functions between components. For example, the processing discussed herein can be implemented using a single computing device or a combination of multiple computing devices. Databases, memories, instructions, and applications can be implemented on a single system or distributed across multiple systems.

[0078] As described above, the thermal management system of the present disclosure simultaneously thermally manages the temperatures of power modules associated with two different electric machines by constructing a thermal fluid loop in a parallel branch design and arranging one or more heat exchangers within the thermal fluid loop. Furthermore, a thermal controller maintains the desired operating temperature of the various power modules by regulating the amount of coolant provided to the one or more heat exchangers and / or by regulating the operation of one or more devices fluidically / thermally coupled to the thermal fluid loop (e.g., a variable-speed coolant pump, heater, etc.). Utilizing the parallel branch design and thermal controller, a specific amount of coolant can be provided to a specific device within the one or more devices coupled to the thermal fluid loop, thereby providing more precise control over the temperature of the one or more devices. This control improves the operation of the electric machine by reducing resistive losses due to temperature increases.

[0079] Although specific features of various embodiments may be shown in some drawings and not in others, this is for convenience only. In accordance with the principles of the present disclosure, any feature of a drawing may be referenced and / or claimed to be combined with any feature of any other drawing.

[0080] Further aspects are provided by the subject matter of the following clauses:

[0081] An aircraft system includes: an electrified powertrain having a first power module and a second power module; and a thermal management system, the thermal management system including: a thermal fluid circuit for conveying a thermal fluid, wherein the first power module and the second power module are thermally connected to the thermal fluid circuit; and a heat exchanger thermally connected to the thermal fluid circuit upstream of the first power module and the second power module, such that the thermal fluid from the heat exchanger is divided between the first power module and the second power module.

[0082] The aircraft system of any of the preceding clauses, further comprising a ram air duct defining a ram air channel extending from a forward end to an aft end, wherein the heat exchanger is disposed in the ram air channel.

[0083] The aircraft system of any of the preceding clauses, further comprising a door located within the ram air channel and forward of the heat exchanger, the door being connected to an actuator such that the door is movable within the ram air channel between an open position and a closed position.

[0084] The aircraft system according to any of the preceding clauses further includes: a coolant pump, the coolant pump being disposed on the thermal fluid circuit; a heater, the heater being disposed on the thermal fluid circuit; and a thermal controller, the thermal controller being operably connected to the coolant pump, the heater and the actuator, the thermal controller having one or more processors, the one or more processors being configured to: determine a load requirement of one of the first motor and the second motor; and adjust the operation of at least one of the coolant pump, the heater or the actuator in response to determining the load requirement.

[0085] An aircraft system according to any of the preceding clauses, wherein the first power module is one of a first group of power modules that are each electrically connected to a first motor, and wherein the second power module is one of a second group of power modules that are each electrically connected to a second motor.

[0086] An aircraft system according to any of the preceding clauses, wherein the first group of power modules includes a first energy storage device, a first inverter and a first converter, each of which is arranged on the thermal fluid circuit, and wherein the second group of power modules includes a second energy storage device, a second inverter and a second converter, each of which is arranged on the thermal fluid circuit.

[0087] An aircraft system according to any of the preceding clauses, wherein the first inverter and the first converter are arranged in parallel on the thermal fluid circuit downstream of the first energy storage device, and wherein the second inverter and the second converter are arranged in parallel on the thermal fluid circuit downstream of the second energy storage device.

[0088] An aircraft system according to any of the preceding clauses, wherein the first electric machine is arranged in thermal communication on the thermal fluid circuit downstream of the first inverter and the first converter, and wherein the second electric machine is arranged in thermal communication on the thermal fluid circuit downstream of the second inverter and the second converter.

[0089] The aircraft system of any of the preceding clauses, further comprising a coolant pump fluidly connected to the thermal fluid circuit upstream of the heat exchanger.

[0090] The aircraft system of any of the preceding clauses, wherein the heat exchanger is a first heat exchanger, and wherein the thermal management system further comprises a second heat exchanger arranged in parallel with the first heat exchanger on the thermal fluid circuit.

[0091] The aircraft system of any of the preceding clauses, further comprising a storage tank and a heater in thermal communication with the storage tank, the storage tank being disposed on the hot fluid circuit upstream of the heat exchanger.

[0092] The aircraft system of any of the preceding clauses, further comprising a storage tank and a heater in thermal communication with the storage tank, the storage tank being disposed on the hot fluid circuit downstream of the heat exchanger.

[0093] An aircraft comprises: a first hybrid-electric engine, the first hybrid-electric engine having a first motor; a second hybrid-electric engine, the second hybrid-electric engine having a second motor; an electrified powertrain, the electrified powertrain having a first power module electrically connected to the first motor and a second power module electrically connected to the second motor; and a thermal management system, the thermal management system comprising: a thermal fluid circuit, the thermal fluid circuit being used to transport thermal fluid, wherein the first power module and the second power module are thermally connected to the thermal fluid circuit; and a heat exchanger, the heat exchanger being thermally connected to the thermal fluid circuit upstream of the first power module and the second power module, so that the thermal fluid from the heat exchanger is divided between the first power module and the second power module.

[0094] The aircraft of any of the preceding clauses, further comprising a ram air duct defining a ram air channel extending from a front end to a rear end, wherein the heat exchanger is disposed in the ram air channel.

[0095] The aircraft of any of the preceding clauses, further comprising a door located within the ram air channel and forward of the heat exchanger, the door being connected to an actuator such that the door is movable within the ram air channel between an open position and a closed position.

[0096] The aircraft according to any of the preceding clauses further includes: a coolant pump, the coolant pump being arranged on the thermal fluid circuit; a heater, the heater being arranged on the thermal fluid circuit; and a thermal controller, the thermal controller being operably connected to the coolant pump, the heater and the actuator, the thermal controller having one or more processors, the one or more processors being configured to: determine a load requirement of one of the first motor and the second motor; and adjust the operation of at least one of the coolant pump, the heater or the actuator in response to determining the load requirement.

[0097] An aircraft according to any of the preceding clauses, wherein the first power module is one of a first group of power modules each electrically connected to a first motor, and wherein the second power module is one of a second group of power modules each electrically connected to a second motor.

[0098] An aircraft according to any of the preceding clauses, wherein the first group of power modules includes a first energy storage device, a first inverter and a first converter, each of which is arranged on the thermal fluid circuit, and wherein the second group of power modules includes a second energy storage device, a second inverter and a second converter, each of which is arranged on the thermal fluid circuit.

[0099] An aircraft according to any of the preceding clauses, wherein the first inverter and the first converter are arranged in parallel on the thermal fluid circuit downstream of the first energy storage device, and wherein the second inverter and the second converter are arranged in parallel on the thermal fluid circuit downstream of the second energy storage device.

[0100] The aircraft of any of the preceding clauses, further comprising a coolant pump fluidly connected to the thermal fluid circuit upstream of the heat exchanger.

[0101] A thermal management system includes a thermal fluid circuit for transporting thermal fluid, wherein a first power module and a second power module are thermally connected to the thermal fluid circuit; and a heat exchanger, which is thermally connected to the thermal fluid circuit upstream of the first power module and the second power module, so that the thermal fluid from the heat exchanger is divided between the first power module and the second power module.

[0102] The thermal management system of any of the preceding clauses, further comprising a thermal controller operably connected to the coolant pump, the heater, and the actuator, the thermal controller having one or more processors configured to determine a load requirement of one of the first and second electric machines and, in response to determining the load requirement, adjust operation of at least one of the coolant pump, the heater, and / or the actuator.

[0103] The thermal management system of any of the preceding clauses, wherein the heat exchanger is a first heat exchanger, and wherein the heat exchanger management system further comprises a second heat exchanger arranged in parallel with the first heat exchanger on the thermal fluid circuit.

[0104] The thermal management system of any of the preceding clauses, further comprising a coolant pump fluidly connected to the thermal fluid circuit upstream of the heat exchanger.

[0105] A method includes determining a load demand of one of a first electric machine and a second electric machine and adjusting operation of at least one of a coolant pump, a heater, or an actuator in response to determining the load demand.

[0106] A method as in any preceding clause, wherein determining the load request comprises receiving the load request from an engine controller.

[0107] A thermal controller is configured to determine a load demand of one of a first electric machine and a second electric machine and to adjust operation of at least one of a coolant pump, a heater, or an actuator in response to determining the load demand.

[0108] This written description uses examples to disclose the disclosure, including the best mode, and to enable anyone skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

Claims

1. An aircraft system, characterized in that: include: an electrified powertrain having a first power module and a second power module; and A thermal management system, comprising: a thermal fluid circuit for transporting thermal fluid, wherein the first power module and the second power module are in thermal communication with the thermal fluid circuit; and A heat exchanger is in thermal communication with the hot fluid circuit upstream of the first power module and the second power module such that the hot fluid from the heat exchanger is divided between the first power module and the second power module.

2. The aircraft system according to claim 1, wherein: Further included is a ram air duct defining a ram air channel extending from a front end to a rear end, wherein the heat exchanger is disposed in the ram air channel.

3. The aircraft system according to claim 2, characterized in that: Further included is a door located within the ram air channel and forward of the heat exchanger, the door connected to an actuator such that the door is movable within the ram air channel between an open position and a closed position.

4. The aircraft system according to claim 3, characterized in that Further including: a coolant pump, the coolant pump being disposed on the thermal fluid circuit; a heater, the heater being disposed on the thermal fluid circuit; and a thermal controller operatively connected to the coolant pump, the heater, and the actuator, the thermal controller having one or more processors configured to: determining a load demand of one of the first electric machine and the second electric machine; and In response to determining the load demand, operation of at least one of the coolant pump, the heater, or the actuator is adjusted.

5. The aircraft system according to claim 1, wherein: in, The first power module is one power module in a first group of power modules that are each electrically connected to a first motor, and the second power module is one power module in a second group of power modules that are each electrically connected to a second motor.

6. The aircraft system according to claim 5, characterized in that: in, The first group of power modules includes a first energy storage device, a first inverter and a first converter, each of which is arranged on the thermal fluid circuit, and wherein the second group of power modules includes a second energy storage device, a second inverter and a second converter, each of which is arranged on the thermal fluid circuit.

7. The aircraft system according to claim 6, characterized in that: in, The first inverter and the first converter are arranged in parallel on the thermal fluid circuit downstream of the first energy storage device, and wherein the second inverter and the second converter are arranged in parallel on the thermal fluid circuit downstream of the second energy storage device.

8. The aircraft system according to claim 7, characterized in that in, The first electric machine is disposed in thermal communication on the thermal fluid circuit downstream of the first inverter and the first converter, and wherein the second electric machine is disposed in thermal communication on the thermal fluid circuit downstream of the second inverter and the second converter.

9. The aircraft system according to claim 1, wherein: Further included is a coolant pump fluidly connected to the thermal fluid circuit upstream of the heat exchanger.

10. The aircraft system according to claim 1, wherein: in, The heat exchanger is a first heat exchanger, and wherein the thermal management system further comprises a second heat exchanger arranged in parallel with the first heat exchanger on the thermal fluid circuit.

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