Heat dissipation control method, electric motor, electric propulsion system and aircraft

Abstract

The application relates to the technical field of motor control, and relates to a heat dissipation control method, an electric motor, an electric propulsion system and an aircraft. The heat dissipation control method comprises the following steps: receiving flight plan information from a flight control system, obtaining working condition information of a power motor at different future time points according to the flight plan information; determining heat loss of the power motor at each future time point; determining a heat dissipation motor module speed of the heat dissipation motor module at the future time point; when each future time point arrives, controlling the heat dissipation motor module according to the heat dissipation motor module speed at the future time point, so that the heat dissipation motor module reaches a target speed earlier than the power motor when the power motor is in an acceleration working condition, and / or the heat dissipation motor module starts to decelerate later than the power motor when the power motor is in a deceleration working condition. The heat dissipation control method can realize advance planning of the heat dissipation motor module speed, and can reliably cope with heat dissipation requirements in the acceleration working condition and the deceleration working condition respectively.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor control, in particular to a heat dissipation control method, an electric motor, an electric propulsion system and an aircraft. BACKGROUND

[0002] The technology of low-altitude aircraft is developing rapidly, and the electric vertical take-off and landing (eVTOL) aircraft is one of the representatives. The eVTOL usually includes multiple electric motors, which provide torque for corresponding propellers, thereby providing propulsion power for the eVTOL.

[0003] The electric motor will continuously generate heat when it is running under high load. If the heat dissipation is insufficient, the temperature of the electric motor will rise rapidly, which not only reduces the system efficiency, but also may cause performance degradation, insulation aging and even thermal failure of key devices. Effectively dissipating heat from the electric motor is a basic measure to ensure the safety and performance of the electric motor. SUMMARY

[0004] Therefore, the present application provides a heat dissipation control method, an electric motor, an electric propulsion system and an aircraft to improve the heat dissipation capacity of the electric motor.

[0005] The first aspect of the present application provides a heat dissipation control method. The method is applied to a control component in an electric motor, and the electric motor further includes a power motor and a cooling system. The cooling system includes a heat dissipation motor module, which is used to drive the cooling system to dissipate heat from at least the power motor under the control of the control component. The heat dissipation control method includes: receiving flight plan information from a flight control system, obtaining working condition information of the power motor at different future time points according to the flight plan information; determining the heat loss of the power motor at each future time point according to the working condition information of the power motor at each future time point and a pre-established heat loss model of the power motor; for each future time point, determining the heat dissipation speed of the heat dissipation motor module at the future time point according to at least the heat loss at the future time point; and when each future time point arrives, controlling the heat dissipation motor module according to the heat dissipation speed at the future time point, so that the heat dissipation motor module reaches the target speed earlier than the power motor when the power motor is in an acceleration working condition, and / or the heat dissipation motor module starts to decelerate later than the power motor when the power motor is in a deceleration working condition.

[0006] The second aspect of the present application provides an electric motor. The electric motor includes a power motor, a cooling system and a control component. The cooling system includes a heat dissipation motor module, wherein the heat dissipation motor module is used to drive the cooling system to dissipate heat from at least the power motor. The control component is configured to execute the steps of the aforementioned method.

[0007] A third aspect of this application provides an electric propulsion system, which includes the aforementioned electric motor.

[0008] The fourth aspect of this application provides an aircraft including the aforementioned electric propulsion system.

[0009] The heat dissipation control method of this application can improve the heat dissipation response speed by determining the heat dissipation speed of the heat dissipation motor module at a future time; it helps to control the operating temperature of the power motor in the electric motor, and helps to keep the operating temperature of the power motor within a suitable range, avoiding excessively high operating temperature from affecting the efficiency and lifespan of the electric drive system; by controlling the heat dissipation speed of the heat dissipation motor module, energy consumption can be reduced.

[0010] The heat dissipation control method of this application improves the overall reliability and safety of electric motors. This method is applicable to electric motors installed in aircraft and can effectively combine flight plan information to pre-plan the cooling speed, reliably addressing the heat dissipation needs of the power motor at different future speeds. When the power motor is accelerating, the cooling motor module reaches its target speed before the power motor, ensuring sufficient heat dissipation capacity in advance and helping to avoid sudden temperature rises. When the power motor is decelerating, the cooling motor module begins decelerating later than the power motor, helping to avoid insufficient heat dissipation and facilitating the removal of accumulated heat.

[0011] The electric motor, electric propulsion system, and heat-generating components in the aircraft according to the embodiments of this application can operate within a suitable temperature range, which is beneficial to ensuring flight safety. Attached Figure Description

[0012] Figure 1 This is a schematic circuit diagram of an aircraft according to one or more embodiments;

[0013] Figure 2 This is a schematic diagram of an electric motor according to one or more embodiments;

[0014] Figure 3 This is a schematic flowchart of a heat dissipation control method according to one or more embodiments;

[0015] Figure 4 A planned speed curve of an electric motor according to one or more embodiments;

[0016] Figure 5 A graph showing the rotational speed of an electric motor according to one or more embodiments;

[0017] Figure 6 This is a schematic flowchart illustrating the steps of determining the heat dissipation rotation speed according to one or more embodiments;

[0018] Figure 7 This is a schematic flowchart illustrating the steps of controlling the heat dissipation motor module according to one or more embodiments;

[0019] Figure 8 A schematic flowchart illustrating the steps of determining the feedforward speed of the cooling motor module at a future moment according to one or more embodiments;

[0020] Figure 9 This is a schematic flowchart of a step for determining the feedforward rotation speed according to one or more embodiments;

[0021] Figure 10 This is another schematic flowchart of the step of determining the feedforward rotation speed according to one or more embodiments;

[0022] Figure 11 A schematic flowchart illustrating the steps performed by a main controller according to one or more embodiments;

[0023] Figure 12 This is a schematic diagram illustrating the operating characteristics of a power motor according to one or more embodiments;

[0024] Figure 13 This is a schematic flowchart illustrating the adjustment of rotational speed in a heat dissipation control method according to one or more embodiments;

[0025] Figure 14 This is a schematic diagram of yet another structure of an electric motor according to one or more embodiments;

[0026] Figure 15 A schematic communication relationship diagram of an electric motor according to one or more embodiments;

[0027] Figure 16 This is a schematic diagram of another structure of an electric motor according to one or more embodiments;

[0028] Figure 17 This is a structural schematic diagram of an aircraft according to one or more embodiments.

[0029] Explanation of reference numerals in the attached figures:

[0030] 11. DC-DC converter; 12. Power controller; 13. Sensor; 301. First space; 302. Second space; 14. Cooling pump; 15. Radiator;

[0031] 1000, Aircraft; 2000, Electric propulsion system; 2100, Electric motor; 2110, Control components; 2111, Main controller; 2112, Slave controller; 2120, Power motor; 2130, Cooling system; 2131, Heat dissipation motor module; 2132, Cooling circuit; 2200, Propeller; 3000, Flight control system; 4000, Power supply unit. Detailed Implementation

[0032] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0033] In the description of this application, it should be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0034] Furthermore, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. For example, a first moment may also be referred to as a second moment, and a second moment may also be referred to as a first moment. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0035] In this application, unless otherwise expressly specified and limited, the terms "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; a flexible connection or a rigid connection along at least one direction; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium, or a direct connection with an intermediate medium present; and they can also refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Thermal coupling can be direct contact or heat exchange through a medium, which can be solid, liquid, or gaseous. The terms "installed," "set," "fixed," "coupled," etc., can be broadly understood as connection. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0036] In related technologies, the following specialized terms are typically defined. Specifically, an electric motor refers to a device that converts electrical energy into mechanical energy to provide rotational speed and torque to a propeller, consisting of a power motor, a power motor controller, and related accessories. An electric propulsion system refers to a system that converts electrical energy into mechanical energy to provide lift or thrust to a powered aircraft, consisting of an electric motor, a propeller, and related accessories. A power plant refers to a device that provides power to a powered aircraft, consisting of an electric propulsion system, a power battery, and its power distribution system.

[0037] Multirotor aircraft typically include multiple electric motors that provide torque to corresponding propellers, thereby powering the eVTOL (electronic VTOL). The operating temperature of the heat-generating components of the electric motors must be maintained within a suitable range. Excessively high operating temperatures can affect the efficiency and lifespan of the electric drive system and may even threaten flight safety.

[0038] refer to Figure 1 , Figure 1 The circuit structure of an aircraft 1000 according to an embodiment of this application is shown. The aircraft 1000 may include a flight control system 3000 and at least one electric motor 2100, which can be communicatively connected to the flight control system 3000. Exemplarily, the aircraft 1000 may also include a power supply device 4000 for supplying power to the electric motor 2100.

[0039] refer to Figure 2 , Figure 2 An electric motor 2100 according to an embodiment of this application is shown. The electric motor 2100 may include a power motor 2120, which generates heat when operating. The electric motor 2100 may also include a control component 2110 and a cooling system 2130. A heat dissipation motor module 2131 of the cooling system 2130 is used to drive the cooling system 2130 under the control of the control component 2110 to dissipate heat from at least the power motor 2120.

[0040] Specifically, the cooling system 2130 can dissipate heat from the passageway containing the power motor 2120. The passageway can consist of multiple electronic devices that are electrically connected and work together. The passageway containing the power motor 2120 may include the power motor 2120, a controller for controlling the power motor 2120, and a DC-DC converter 11 for supplying power to the controller. Figure 16 (e.g., etc.) When the power motor 2120 is working, these electronic devices also work.

[0041] Optionally, the control component 2110 controls both the cooling motor module 2131 and the power motor 2120, and the passage includes the control component 2110. Optionally, the cooling motor module 2131 and the power motor 2120 can be controlled separately. When the cooling system 2130 cools the passage where the power motor 2120 is located, it can simultaneously cool the control component 2110.

[0042] The cooling system 2130 may also include at least one cooling circuit 2132, and the heat dissipation motor module 2131 may be used to circulate the cooling medium in the cooling circuit 2132 to carry away the heat of each component in the path.

[0043] refer to Figure 3 , Figure 3 The steps of a heat dissipation control method according to an embodiment of this application are illustrated. Exemplarily, the heat dissipation control method S100 can be applied to the control component 2110 of an electric motor 2100. The heat dissipation control method may include steps S110 to S140.

[0044] Step S110: Receive flight plan information from the flight control system 3000, and obtain the operating condition information of the power motor 2120 at different future times based on the flight plan information. The operating condition information can be extracted from the flight plan information or calculated based on the flight plan information.

[0045] Different electric motors 2100 may require different operating condition information, and each electric motor 2100 needs to reliably ensure its own operation. Each future moment can be a discrete point in time or a continuous period of future time; in this embodiment, it is not limited to either.

[0046] The operating condition information may include the required operating speed or the required torque of the power motor 2120, or it may include the voltage or current to be applied to the power motor 2120. When the operating condition information is torque, the torque can be converted into operating speed. Specific conversion methods can be found in the descriptions in related technologies, and will not be repeated here.

[0047] In addition, the operating condition information can also be a point value or a range value. For example, in one embodiment, the operating condition information for each future time point is the speed range for that future time point. In this case, in one possible implementation, the heat dissipation speed can be determined based on the maximum value in the speed range. In this embodiment, this is not limited.

[0048] Step S120: Based on the operating condition information of the power motor 2120 at each future moment and the pre-established heat loss model of the power motor 2120, determine the heat loss of the power motor 2120 at each future moment.

[0049] The heat loss model is used to characterize the correspondence between the operating conditions of the power motor 2120 and its heat loss. For example, it establishes the correspondence between the speed of the power motor 2120 and its heat loss. The input to this heat loss model is the speed of the power motor, and the output can be the heat loss of the power motor. This heat loss model can be pre-established based on the actual power motor 2120.

[0050] For example, after the power motor 2120 is manufactured, it can be tested. By collecting data from the test run, the power speed and heat loss at different times can be obtained. The power speed and heat loss at different times constitute multiple pairs of data points. Furthermore, at least a portion of the data from these multiple pairs of data points can be used to fit a heat loss model.

[0051] It should be noted that heat loss refers to the energy consumed by a motor during operation due to factors such as electromagnetic loss, copper loss, iron loss, and mechanical friction loss. This energy accumulates inside the motor as heat and needs to be dissipated through a cooling system. In this embodiment, heat loss is represented by power, with the unit being watts, indicating the heat generated by the motor due to various loss factors.

[0052] Step S130: Determine the cooling speed of the heat dissipation motor module 2131 at the future time. Specifically, for each future time, the speed can be determined at least based on the heat loss at that future time. Optionally, the cooling speed of the heat dissipation motor module 2131 at the future time can also be determined based on the heat loss at the previous future time.

[0053] When the cooling motor module 2131 includes one pump, the cooling speed can be the pump speed of that pump. When the cooling motor module 2131 has multiple pumps, the cooling speed can be the equivalent cooling speed of the multiple pumps as a whole.

[0054] When the cooling motor module 2131 is working, it can dissipate heat. Different cooling speeds can correspond to different cooling capacities. Therefore, when different cooling capacities are required, it is also possible to determine what cooling speed should be executed.

[0055] As the cooling motor module 2131 operates continuously, the state of the second future moment can be predicted based on the state of the first future moment in a series of consecutive future moments, and the state of the third future moment can be predicted based on the state of the second future moment. The second future moment can also be referred to as the first future moment.

[0056] In practice, the changing trend of the motor's heat load can be assessed based on the difference in heat loss between adjacent future moments, i.e., whether the heat load is increasing, decreasing, or remaining stable. Then, the heat removal power required by the motor at that future moment can be calculated based on this changing trend to ensure that the cooling system's heat dissipation capacity can respond to changes in heat load in a timely manner and adjust in advance to meet the motor's subsequent heat dissipation needs. Finally, the required heat removal power is mapped to the target speed of the cooling motor module, so that the cooling motor module can output appropriate cooling capacity under different heat load conditions.

[0057] In step S140, when each future time point arrives, the cooling motor module 2131 is controlled according to the cooling speed at that future time point. The cooling motor module 2131 is controlled according to the determined cooling speed so that when the power motor 2120 is accelerating, the cooling motor module 2131 reaches its target speed before the power motor 2120. When the power motor 2120 is decelerating, the cooling motor module 2131 begins decelerating later than the power motor 2120.

[0058] refer to Figure 4 , Figure 4 The rotational speed plan of the electric motor 2100 is shown. For example, the flight plan may include a takeoff phase, a level flight phase, and a landing phase, with the takeoff phase being an acceleration phase and the landing phase being a deceleration phase.

[0059] As can be seen from the vertical axis, after normalization, the cooling capacity is represented by the cooling speed of the cooling motor module 2131, meaning that 100% of the cooling speed represents the maximum cooling capacity; similarly, 100% of the power motor 2120's power speed represents its maximum heat generation capacity. Corresponding to different power speeds, a corresponding reference cooling speed can be established to ensure stable operating temperature. Furthermore, the actual cooling speed can be greater than the reference cooling speed, ensuring a certain safety margin even if the cooling capacity of the cooling motor module exceeds the heat generation capacity of the power speed. For example, during acceleration, based on the ideal state of the previous moment, the increase in cooling speed can be required to be greater than the increase in power speed.

[0060] When the aircraft flies according to the above flight plan, the cooling motor module can be controlled according to the corresponding planned cooling speed.

[0061] It should be noted that, under acceleration conditions, the target speed of the power motor 2120 can be the desired speed value set for the power motor 2120 under acceleration conditions, that is, the larger power speed it reaches at the end of the acceleration condition. Furthermore, the target speed of the cooling motor module 2131 can be the maximum value among the cooling speeds calculated under acceleration conditions.

[0062] Reference Figure 4For acceleration conditions, such as the period from T2 to T4, the target speed of the power motor 2120 is the power speed at time T4. Under acceleration conditions, the maximum calculated cooling speed is the cooling speed at time T3. The cooling motor module 2131 reaches its target speed before the power motor 2120.

[0063] During time intervals T3 to T4, the cooling motor module 2131 can maintain its cooling speed. After acceleration, it can generally maintain a constant speed. For example, the power motor 2120 can maintain its speed from time T4 to time T5; the cooling motor module 2131 can continue to maintain its cooling speed.

[0064] Similarly, under deceleration conditions, the target speed of the drive motor 2120 can be the maximum power speed under deceleration conditions, meaning that at the start of deceleration, the drive motor 2120 has a relatively high power speed. Furthermore, the target speed of the cooling motor module 2131 can be the maximum value of the cooling speed calculated under deceleration conditions.

[0065] For deceleration conditions, such as the period from T5 to T7, the target speed of the drive motor 2120 is the drive speed at time T5, and it gradually decreases thereafter. Furthermore, under deceleration conditions, the maximum calculated cooling speed is the cooling speed at time T6. The cooling motor module 2131 can maintain its cooling speed from T5 to T6, and then gradually decreases after time T6. That is, the cooling motor module 2131 begins deceleration later than the drive motor 2120. Specific embodiments will be given below to explain this process in detail, and will not be repeated here.

[0066] It should be noted that the flight plan information received by the electric motor 2100 is at least a portion of the flight plan over a certain period of time, or it can be the complete flight plan; this embodiment does not limit it. Furthermore, the flight plan can be updated. It should be noted that after the flight plan is updated, the cooling speed can be re-determined based on the updated flight plan, and then the cooling motor module 2131 can be controlled based on the re-determined cooling speed.

[0067] When the first future time arrives, if the power motor 2120 has not yet reached its target speed, it can be controlled according to the pre-calculated cooling speed of the first future time. At this time, the cooling speed has reached the target speed of the cooling motor module 2131. Then, when the second future time arrives and the power motor 2120 reaches its target speed, the cooling motor module 2131 can be controlled according to the pre-calculated cooling speed of the second future time, and the cooling speed can be kept constant. In other embodiments, it can also be calculated and determined synchronously.

[0068] The heat dissipation control method S100 provided in this application determines the operating condition information of the power motor by receiving flight plan information from the flight control system, including the power motor speed at different future times. Then, based on the operating condition information of the power motor at each future time and a pre-established heat loss model of the power motor, it determines the heat loss of the power motor at each future time. For each future time, based on the heat loss at that future time and the heat loss at the previous future time, it determines the heat dissipation speed of the cooling motor module at that future time. Thus, when each future time arrives, the control component controls the cooling motor module according to the heat dissipation speed at that future time. The cooling motor module drives the cooling system to dissipate heat from the power motor. This effectively combines flight plan information and continuously follows changes in heat loss to plan the heat dissipation speed in advance, ensuring that the cooling system always outputs heat dissipation power that matches actual needs. This improves the response speed and accuracy of the overall heat dissipation capacity of the electric motor, enhances the overall heat dissipation capacity of the electric motor, and further improves the overall reliability and safety of the electric motor.

[0069] refer to Figure 5 , Figure 5 The rotational speed record of electric motor 2100 is shown. The actual operating speed of motor 2120 includes the speed executed according to the flight plan, as well as the speed under unexpected circumstances between T9 and T14. For example, before time T9, motor 2120 may operate at the operating speed at different future times as specified in the flight plan information and this may be recorded as the actual operating speed. After time T14, it may operate according to the original flight plan information or according to a portion of the updated flight plan information for a certain period.

[0070] For further details, please refer to [link / reference]. Figure 5 In the initial stage, the actual cooling speed is controlled above the actual power speed. For example, the actual cooling speed can always be no less than the precisely required reference cooling speed. Optionally, the actual cooling speed can fluctuate to some extent.

[0071] Combination Figure 4 As shown, for example, during times T4 to T5 and T7 to T17, the planned power speed and planned cooling speed remain relatively stable. However, in reality, they may still fluctuate within a certain range. Therefore, the steps to determine the cooling speed can be based on the maximum value of the power speed range or on the average value.

[0072] For example, in step S110, the power speed N at different future times can be received. dt For example, N d1 N d2 N d3Each power speed can be set sequentially based on a minimum time interval or a predetermined time interval. When the power speed is constant or constantly changing, it can also be the power speed at the two future moments.

[0073] In step S120, based on the actual heat loss model M, the heat loss P at each future time is obtained. t P t =M(N dt Optionally, the heat consumption at other future moments can also be obtained based on the heat loss model M.

[0074] In step S130, it is necessary to determine the P value based on the actual heat dissipation motor module 2131 at the previous future time. t-1 And P at that future moment t Based on this, determine the heat dissipation speed N. st For example, when the power speed is basically constant, the cooling speed can also be considered to be basically constant. Therefore, the cooling speed at the two endpoints of a time period can be determined as the cooling speed at the intermediate future time.

[0075] In step S140, the heat dissipation speed N is calculated according to the future time intervals. st Control the heat dissipation motor module 2131, for example, N s1 N s2 and N s3 For a period of time, the cooling motor module 2131 can also be controlled based solely on the cooling speed at the initial moment.

[0076] The heat dissipation control method S100 can precisely pre-plan and determine the heat dissipation speed at each future moment, achieving reliable and low-power heat dissipation. It can also save computing resources to a certain extent, quickly determine the results, and put them into use as soon as possible. When the power motor 2120 is in the acceleration mode, the working state adjustment of the heat dissipation motor module 2131 is completed before the adjustment of the power motor 2120, ensuring the early investment of heat dissipation capacity and guaranteeing the heat dissipation required after the adjustment of the power motor 2120. When the power motor 2120 is in the deceleration mode, the heat dissipation speed can be reduced to a lower usable level only after the adjustment of the power motor 2120 is completed, which can reliably guarantee the heat dissipation capacity. In addition, it can also preventively deal with the problem of increased heat dissipation capacity demand caused by increased fluctuations in power speed.

[0077] Several more specific embodiments are given below to illustrate the technical solutions of this application in detail.

[0078] refer to Figure 6 , Figure 6The sub-steps of step S130 are shown. Exemplarily, according to the heat loss at this future moment and the heat loss at the previous future moment of this future moment, the step of determining the heat dissipation speed of the heat dissipation motor module 2131 at this future moment is executed in advance, and each divisible future moment will be experienced sequentially according to the plan. Therefore, it can be executed in a step-by-step derivation manner according to the flight plan information.

[0079] Exemplarily, it can be determined and executed respectively according to the flight plan information in different time periods. The steps of the heat dissipation control method S100 can be executed multiple times according to multiple segments of flight plan information. When the flight plan information is updated, the heat dissipation speed can be re-determined.

[0080] Further, step S130 includes steps S131 to S133.

[0081] Step S131, determine the heat loss change amount according to the heat loss at this future moment and the heat loss at the previous future moment of this future moment.

[0082] In some cases, the power speed between two adjacent moments can be equivalently considered as linearly changing. In other cases, it can more precisely conform to the flight plan. For example, it can be non-linearly changing within the time period from T2 to T4.

[0083] The heat losses at two future moments can be different. Due to the change in the power speed at this future moment compared to the power speed at the previous future moment, the heat loss also changes. Exemplarily, P t -P t-1 =ΔP, where ΔP is the heat loss change amount. In some other embodiments, when there are differences in heat losses due to different environmental characteristics, ΔP can be further corrected based on P t

[0084] Step S132, determine the heat removal power required by the power motor 2120 according to the heat loss change amount.

[0085] The heat removal power Q can exactly be the heat loss change amount ΔP; when it is necessary to ensure a safety margin, it can be set as: Q = ΔP × (1 + b), 0 < b. At different moments, different requirements for the heat removal power can be imposed. Among them, the specific value of b is set according to actual needs and is not limited in this embodiment. In addition, in the acceleration condition, the constant speed condition and the deceleration condition, b can be the same or different, which is not limited in this embodiment.

[0086] Step S133, determine the heat dissipation speed of the heat dissipation motor module 2131 at this future moment according to the heat removal power.

[0087] ​Specifically, the pump of the cooling motor module 2131 may have a characteristic curve model F, which can be mapped to the required cooling speed according to the heat removal power: N st =N st-1 +F(Q). During acceleration, the calculated cooling speed will increase compared to the previous moment; during deceleration, the calculated cooling speed may be less than the previous moment's speed, or it may be equal to the previous moment's speed due to an increased safety margin; at constant speed, the cooling speed can remain unchanged.

[0088] Optionally, a safety margin can be added when calculating the heat removal power Q. Alternatively, a compensation value can be added based on the heat dissipation speed after calculating the heat dissipation speed based on the heat loss change ΔP.

[0089] It should be noted that, in one possible implementation, the pump characteristic curve model F represents the relationship between the pump's flow rate, head, and energy consumption under different speed conditions. This pump characteristic curve can be obtained through manufacturer parameters, experimental testing, or system calibration, and stored as a functional relationship, piecewise function, or lookup table. During control, based on the pump characteristic curve, the required heat removal power can be mapped to the change in heat dissipation speed, and then the heat dissipation speed at the current future moment can be determined based on the change in heat dissipation speed and the heat dissipation speed at the previous future moment.

[0090] For example, for liquid cooling systems, the performance of the coolant needs to be considered, and when the 2120 motor operates within a safe temperature range, a certain temperature rise is permissible, thus affecting the change in rotational speed for heat dissipation. It can be satisfied:

[0091] C represents the specific heat capacity of the coolant, η represents the heat exchange efficiency, and ΔK represents the allowable temperature rise. For a specific electric motor 2100, the allowable temperature rise can be a preset value. Within the safe temperature range, this application does not limit the specific value.

[0092] Typically, the heat removal power of the cooling motor module 2131 can cover the change in heat loss. Determining the heat removal power using the change in heat loss allows the cooling speed curve to follow the power speed curve more closely, which helps reduce the energy consumption of the cooling motor module 2131 and ensures the normal operation of the power motor 2120. For example, the change in the cooling speed curve is different from the change in the power speed curve.

[0093] The flight plan information can reasonably require the power speed of the electric motor 2100. Under normal circumstances, it will be the operating condition information within the actual product capability range. Therefore, the calculated heat dissipation speed will be within the limit speed of the heat dissipation motor module 2131.

[0094] Based on flight plan information, during acceleration or deceleration, the heat removal power of the cooling motor module 2131 can cover the change in heat loss, ensuring the operating temperature of the power motor 2120.

[0095] If the flight plan remains unchanged, the cooling rotation speed can be calculated in advance, and then executed directly when it arrives at each future moment.

[0096] It should be noted that when determining the heat dissipation speed based on the heat removal power, this speed can be used directly for control, or a certain margin can be added to the speed to maximize the heat dissipation requirements. For example, for a future moment, the sum of the calculated heat dissipation speed and the preset speed can be determined, and then this sum can be used for control.

[0097] The heat dissipation control method provided in this embodiment calculates the required heat removal power of the power motor by utilizing the change in heat loss at adjacent future times, and dynamically determines the heat dissipation speed of the heat dissipation motor module accordingly. In this way, by introducing the judgment of the heat load change trend, the heat dissipation motor module can increase the speed in advance when heat accumulates rapidly and appropriately reduce the speed when the load decreases. This allows the cooling system to adapt to the fluctuation of the power motor's heat load in real time, improves the dynamic matching of the overall heat dissipation capacity, and thus significantly enhances the reliability of the electric motor.

[0098] refer to Figure 7 , Figure 7 The sub-steps of step S140 are shown. The process of controlling the cooling motor module 2131 according to the cooling speed at that future moment may vary. In some embodiments, step S140 may include the following steps.

[0099] Step S141: Monitor whether any unplanned real-time acceleration or deceleration signals are received.

[0100] For example, during automatic cruise, the signal from the flight control system 3000 can be a planned signal, while the signal during manual intervention can be an unplanned signal.

[0101] Referring to the preceding description, the flight plan information not only provides the operating conditions at different future times, but also, based on the operating condition information at different future times, it can be determined whether a certain period is an acceleration, deceleration, or constant speed operation. Correspondingly, upon detecting an acceleration / deceleration signal from the flight control system 3000, this signal is compared with the flight plan information to determine if an acceleration / deceleration condition exists at the corresponding time. If not, the signal is directly identified as an unplanned acceleration / deceleration signal. If it exists, the current acceleration value is further compared with the acceleration value represented by the flight plan information. If the deviation is small, the signal is considered a planned acceleration / deceleration signal; otherwise, it is considered an unplanned signal. If no unplanned real-time acceleration / deceleration signal is received, step S142 can be executed to control the cooling motor module 2131 according to the cooling speed at that future time.

[0102] If a real-time acceleration / deceleration signal is received, step S143 can be executed to determine the feedforward speed of the cooling motor module 2131 at the future moment, based at least on the current power speed and / or current of the power motor 2120 and the real-time acceleration / deceleration signal. When the acceleration / deceleration signal is an acceleration signal, speed increase control is performed on the cooling motor module 2131; when the acceleration / deceleration signal is a deceleration signal, speed decrease control is performed on the cooling motor module 2131. Then, when the future moment arrives, step S144 can be executed to control the cooling motor module 2131 according to the feedforward speed.

[0103] Real-time acceleration / deceleration signals are often unplanned and sudden, so the timing of their arrival is unpredictable. The cooling speed corresponding to the current power speed can be smoothly transitioned to the planned cooling speed at a later future moment. By determining the feedforward speed based on the current power speed and current current, the cooling speed can be adjusted according to the corresponding acceleration state to obtain a feedforward speed that matches actual needs.

[0104] In this embodiment, when no rapid acceleration or deceleration signal is detected, the system operates normally at the determined cooling speed. When a rapid acceleration or deceleration signal is detected, the cooling speed is adjusted in real time. For example, when a rapid acceleration signal is detected, the cooling speed can be increased to obtain a feedforward speed. For example, when a rapid deceleration signal is detected, the cooling speed can be decreased to obtain a feedforward speed. Furthermore, the feedforward speed is used to control the cooling motor module.

[0105] Please continue to refer to Figure 4 and Figure 5 For example, at time T9, the cooling speed should have been kept constant, but due to an unplanned acceleration signal, the cooling speed needs to be increased.

[0106] For example, the feedforward speed at time T10 is much higher than that at time T9. By determining the feedforward speed, sudden changes can be matched, ensuring that the heat dissipation capacity meets real-time requirements and ensuring that the electric motor 2100 can safely and reliably handle sudden control demands.

[0107] The heat dissipation control method provided in this embodiment operates stably according to the heat dissipation speed calculated based on the motor speed when no unplanned acceleration or deceleration signal is detected. However, when an unplanned acceleration or deceleration of the power motor is detected, the feedforward speed is calculated in real time by combining the current power speed, current, and acceleration values. This allows the heat dissipation motor module to adjust its heat dissipation output in advance when the power motor load changes. Through this real-time feedforward compensation strategy, the temperature rise lag caused by sudden load changes can be effectively reduced, significantly improving the response speed and accuracy of heat dissipation control. This avoids temperature spikes in the power motor under transient conditions, thereby enhancing the safety and reliability of the entire electric motor.

[0108] refer to Figure 8 , Figure 8 The sub-step of step S143 is shown. At least based on the current power speed and / or current of the power motor 2120, and the real-time acceleration / deceleration signal, the feedforward speed of the cooling motor module 2131 at that future moment is determined. For a specific flight control operation, the acceleration value may correspond to a specific signal. In an exemplary embodiment, step S143 may include the following steps.

[0109] Step S310: Based on the current power speed and / or current and acceleration, predict the change in predicted heat loss of the power motor 2120 within a preset time period.

[0110] The preset time period can be set according to actual needs. It can be a time period determined based on the time length of adjacent future moments, or it can be a time period determined based on the control capability of the heat dissipation motor module 2131, such as its response speed.

[0111] Specifically, it can be based first on the current power speed N. dt-1 And acceleration s, can be used to calculate the predicted power speed N after a preset time period. dtx It can satisfy: N dtx =N dt +s×Δt; Δt is the preset time period.

[0112] Furthermore, based on the current current I dt-1 And acceleration s, can predict the predicted current I after a preset time period. dtx It can satisfy: I dtx =I dt-1 +m×s, where m is the sensitivity coefficient of current to acceleration, which is a preset value.

[0113] Finally, based on the predicted speed and predicted current, the predicted heat loss P of the power motor after a preset time period is predicted. tx =G(N) dtx I dtx Furthermore, based on this, the predicted change in heat loss ΔP of the power motor within a preset time period can be obtained. x It is equal to the difference between the predicted heat loss and the current heat loss. The current heat loss can be obtained in real time.

[0114] In this embodiment, the change in heat loss is calculated and predicted based on the current power speed and current, which can match the actual working conditions and facilitates the accurate and safe adjustment of the heat dissipation speed.

[0115] In some embodiments, heat loss may include copper loss, iron loss and mechanical loss of the power motor 2120.

[0116] Copper consumption P cu :P cu =I dtx 2 ×R, where R can be the winding resistance.

[0117] Iron loss P fe :P fe =a1×N dtx +a2×N dtx 2 a1 and a2 are the coefficients of the power term, respectively.

[0118] Mechanical loss P mc :P mc =c×N dtx 2 c is the mechanical loss factor based on factors such as friction.

[0119] The heat loss after the preset time period can be: P tx =P cu +P fe +P mc Therefore, the newly obtained predicted change in heat loss ΔP x It can be: ΔP x =P tx -P t Precise calculations enable energy consumption control, and furthermore, they allow for more sensitive safety control in complex operating environments.

[0120] Step S320, based on the predicted change in heat loss ΔP x Determine the real-time reference speed N of the heat dissipation motor module 2131. sj .

[0121] Specifically, this can be based on the predicted change in heat loss ΔP.x The required heat removal power for the power motor 2120 is determined. Based on the heat removal power, the real-time reference speed N of the cooling motor module 2131 at a future time after a preset time period is determined. sj The specific implementation principle and process can be found in the description of the previous embodiments, and will not be repeated here.

[0122] Step S330: Determine the feedforward speed of the cooling motor module 2131 at the future moment based on the real-time reference speed.

[0123] Optionally, the feedforward speed can be determined based on the real-time reference speed and the feedforward model. The feedforward model can be a model established after trial operation and based on the cooling rate.

[0124] For example, in one possible implementation, after determining the real-time reference speed, for rapid acceleration, the sum of the real-time reference speed and the preset compensation value can be set as the feedforward speed. For rapid deceleration, the real-time reference speed itself can be set as the feedforward speed.

[0125] In the heat dissipation control method S100, when faced with the situation of receiving an unplanned real-time acceleration or deceleration signal, step S143 can be executed: determine the feedforward speed at a future time. The original heat dissipation speed can be executed without following the plan, which can better adapt to the real-time situation and determine a suitable feedforward speed relative to the real-time reference speed.

[0126] In the event of receiving an unplanned real-time acceleration or deceleration signal, specifically, when the acceleration or deceleration signal is an acceleration signal, speed increase control is performed on the rotational speed of the heat dissipation motor module 2131; optionally, when the acceleration or deceleration signal is a deceleration signal, speed decrease control is performed on the rotational speed of the heat dissipation motor module 2131.

[0127] The heat dissipation control method provided in this embodiment predicts changes in heat loss in the near future by combining the current power speed and / or current of the power motor and real-time acceleration / deceleration signals, and generates a real-time reference speed for the heat dissipation motor module accordingly. This enables feedforward rapid adjustment of the heat dissipation speed, which can proactively improve heat dissipation capacity before the power motor enters the high-power acceleration phase and smoothly reduce the heat dissipation speed when the load decreases. This feedforward predictive control strategy significantly improves the response speed, stability, and adaptability of the heat dissipation system to dynamic operating conditions, thereby enhancing the reliability and thermal safety performance of the electric motor in complex flight missions.

[0128] Different accelerations can be handled in different ways, and specific examples are given below.

[0129] In some embodiments, such as at time T9, the acceleration / deceleration signal is an acceleration signal. Subsequently, speed increase control is performed on the rotational speed of the cooling motor module 2131, and the feedforward speed at step S330 is the speed in the acceleration state. The cooling speed can be increased to a sufficient value earlier at time T10. The power speed only completes acceleration at time T11, ensuring sufficient heat dissipation capacity.

[0130] refer to Figure 9 , Figure 9 The sub-steps of step S330 are shown. Specifically, when the acceleration / deceleration signal is an acceleration signal, this step specifically includes: Step S331, determining the speed compensation value based on the acceleration and a preset compensation coefficient. Step S333, determining the acceleration speed based on the real-time reference speed and the speed compensation value. Step S335, determining the feedforward speed of the cooling motor module 2131 at the future time based on the cooling speed and acceleration speed at the future time.

[0131] During acceleration, the acceleration can be Δa, the pre-set compensation coefficient can be ka, and the determined speed compensation value ΔN can be ΔN = ka × Δa. Then, the real-time reference speed N... sj The sum of the acceleration speed and the speed compensation value ΔN can be the acceleration speed N. stj N stj =N sj +ka×Δa. Furthermore, the heat dissipation rotation speed N at that future moment. st The preset maximum rate of ascent ΔN max and the preset maximum descent speed ΔN min Given a known acceleration speed, the feedforward speed can be specifically determined based on the acceleration speed obtained from the acceleration signal. The feedforward speed N stq It can satisfy N stq =N st +clip(N stj -N st ΔN min ΔN max The clip function is used to transfer N... stj -N st The actual value is limited to ΔN min To ΔN max N stj -N st Less than ΔN min When, take ΔN min N stj -N st Greater than ΔN max When, take ΔN max N stj -N st In ΔN min To ΔNmax When the value is less than or equal to N, take N. stj -N st Specifically, the maximum feedforward rotational speed can be determined to be N. stq =N st +ΔN max ; can usually be N stq =N stj =N sj +ka×Δa.

[0132] Specifically, the cooling motor module 2131 increases the pump speed in advance, thus activating the cooling capacity ahead of time. Based on the actual capacity of the cooling motor module 2131, the feedforward speed is ensured to be sufficiently high. When the drive motor 2120 is in acceleration mode, the cooling motor module 2131 reaches its target speed before the drive motor 2120. This pre-response mechanism effectively avoids the delay effect of feedback control. Even under transient high-load conditions, the drive motor 2120 can still remain within a safe range, thereby avoiding performance degradation due to temperature limitations and significantly improving the safety and response speed of the electric motor 2100.

[0133] The heat dissipation control method provided in this embodiment, when the acceleration / deceleration signal is an acceleration signal, determines the speed compensation value based on the acceleration and a preset compensation coefficient. Then, based on the real-time reference speed and the speed compensation value, the acceleration speed is determined. Thus, based on the heat dissipation speed and acceleration speed at the future moment, and according to the preset maximum rate of ascent and the preset maximum rate of descent, the feedforward speed of the heat dissipation motor module at the future moment is determined. This ensures that the heat dissipation motor module can quickly cope with the temperature rise caused by the acceleration of the power motor, and also conforms to the actual capability of the heat dissipation motor module. By setting the compensation coefficient, the heat dissipation motor module can increase the heat dissipation speed earlier before the future moment. The steps configured in the control component can be well adapted to the actual electric motor. The electric motor has stable performance and can reliably handle power output during use.

[0134] In an optional embodiment, the speed compensation value ΔN can be a predetermined value less than ΔN. max The value can be determined by using a predetermined difference, which can save computing resources and easily meet the capabilities of the cooling motor module 2131.

[0135] In other embodiments, for example, at T12, the acceleration / deceleration signal is a deceleration signal. Subsequently, a gradual decrease control is performed on the speed of the cooling motor module 2131, and the feedforward speed at step S330 is the speed during deceleration. The power speed continuously decreases from T12 to T13, while the feedforward speed remains relatively high before T13, and the cooling speed only begins to decrease at T13. This allows for more reliable heat removal, preventing the power motor 2120 from overheating. After the power speed stabilizes at T14, the cooling speed stabilizes at T15, contributing to effective heat dissipation and ensuring safe operation from T14 to T16.

[0136] refer to Figure 10 , Figure 10 The sub-steps of step S330 are shown. In some embodiments, when the acceleration / deceleration signal is a deceleration signal, step S330 may include: step S332, determining the allowable deceleration speed based on the real-time reference speed and the preset maximum allowable descent slope; step S334, determining the larger of the planned speed and the deceleration speed at the future time as the feedforward speed of the cooling motor module 2131 at the future time.

[0137] During deceleration, steps S310 and S320 can be executed based on the deceleration signal, thereby obtaining the predicted change in heat loss ΔP. x Furthermore, the real-time reference speed N of the heat dissipation motor module 2131 is determined based on the heat removal power. sj In order to ensure heat dissipation capacity and effectively remove the heat generated by the 2120 motor during high-speed operation, it is desirable that the cooling speed decreases slowly when the power speed drops rapidly.

[0138] The maximum permissible descent acceleration or the maximum permissible descent slope can be preset to Δr, where Δr can be negative. This allows determination of the deceleration speed in N. stc =N st +Δr×Δt. Δt is the time difference between the next future moment and the present. The slope can be used to determine the heat dissipation rotation speed, resulting in more accurate calculations and reduced energy consumption; furthermore, this method is easy to match with other calculation steps that utilize slopes.

[0139] Then, in step S334, the planned rotational speed N at the future time is... st+1 and deceleration speed N stc The larger of the two values ​​is determined to be the feedforward speed N of the heat dissipation motor module 2131 at that future moment. stq That is, N stq =MAX(N st+1 N stc Specifically, the minimum feedforward rotational speed can be determined to be N. stq =N stc =N st+Δr×Δt; usually can be N stq =N st+1 .

[0140] For example, the step of obtaining the planned rotational speed includes: obtaining the thermal power level of the power motor 2120 at the next future moment from a heat loss model, and then obtaining the planned rotational speed of the cooling motor module 2131 at that moment. Specifically, based on the current actual power rotational speed N... dt The deceleration slope Δb corresponding to the deceleration signal can be used to obtain the power speed N at the next future moment. dt+1 N dt+1 =N dt +Δb×Δt. Based on the actual heat loss model M, obtain the heat loss P at the next future time. t+1 That is, P t+1 =M(N dt+1 And obtain the predicted change in heat loss ΔP t+1 It can be: ΔP t+1 =P t+1 -P t Configurable: Thermal removal power Q t+1 =ΔP t+1 ×(1+b), 0≤b. The pump of the heat dissipation motor module 2131 is mapped to the required planned speed N according to the heat removal power. st+1 N st+1 =F(Q) t+1 ).

[0141] When the power motor speed decreases, the power motor 2120 is in a deceleration state and can be constrained by the maximum permissible descent slope. The cooling speed decreases more slowly to a speed with sufficient heat dissipation capacity, causing the cooling motor module 2131 to begin decelerating later than the power motor 2120. This helps to remove accumulated heat and also helps to provide a safety margin for possible rapid acceleration.

[0142] For example, acceleration and deceleration can be continuous or alternating. The heat dissipation speed N after the acceleration / deceleration signal... stx This can be either the acceleration speed or the deceleration speed. During acceleration, it is set at the real-time reference speed N. sj Based on this, further acceleration is possible; during deceleration, the speed can be adjusted at the real-time reference speed N. sj Slow down gradually from this point.

[0143] In other embodiments, the flight plan information indicates that the aircraft should be in a deceleration state at a certain future moment, but the deceleration signal of the real-time acceleration / deceleration signal is slower than planned. In this case, the feedforward speed will gradually decrease according to the determined deceleration speed to ensure heat dissipation capacity.

[0144] The heat dissipation control method provided in this embodiment determines the allowable deceleration speed based on the real-time reference speed and the preset maximum allowable descent slope when the acceleration / deceleration signal is a deceleration signal. The larger of the planned speed and the deceleration speed at the future time is then determined as the feedforward speed of the heat dissipation motor module 2131 at that future time. In this way, under rapid deceleration conditions, the current time is used as the control reference, and by applying the maximum descent slope constraint to the planned speed, the speed of the heat dissipation motor module 2131 is gradually reduced step by step. The heat dissipation motor module 2131 starts decelerating later than the power motor 2120, thereby avoiding thermal hysteresis accumulation caused by a sudden drop in cooling capacity.

[0145] Please continue to refer to Figure 2 In some embodiments, the cooling motor module 2131 is a single-winding cooling motor, and the cooling system 2130 includes a cooling circuit 2132 driven by the single-winding cooling motor. The control component 2110 includes a main controller 2111, which is connected to the winding of the single-winding cooling motor. In this case, step S142 may include: the main controller 2111 directly controls the cooling motor module 2131 to operate at the cooling speed based on the cooling speed closed loop at the future time.

[0146] Combination Figure 7 As shown, the heat dissipation motor module 2131 needs to be controlled based on the test results. Step S140 may include the following steps.

[0147] Step S210: Obtain the real-time operating status monitored by sensor 13 at that future moment.

[0148] Step S220: Determine whether the heat dissipation motor module 2131 is working in the standard operating range based on the real-time operating status.

[0149] refer to Figure 12 , Figure 12 The safe operating area of ​​the power motor 2120 is shown, with the central portion being the standard operating area. Step S220 may include determining that the cooling motor module 2131 is operating in the standard operating area when the current temperature value is between a low temperature threshold and a high temperature threshold, and the current pressure value is between a low pressure threshold and a high pressure threshold; otherwise, determining that the cooling motor module 2131 is operating in a non-standard operating area.

[0150] If it is within the standard working area, step S142 can be executed to control the heat dissipation motor module 2131 according to the heat dissipation speed at that future moment.

[0151] If the operating range is not within the standard operating range, step S230 can be executed to correct the heat dissipation speed at the future time and obtain the corrected speed.

[0152] Then, step S240 is executed to control the cooling motor module 2131 according to the corrected speed.

[0153] For example, based on the flow channel pressure, a pressure exceeding 3 bar is considered excessively high. When the flow channel pressure is less than 3 bar, the pressure of the power motor 2120 is considered safe, and the range from the low-pressure threshold to the high-pressure threshold falls within the standard operating pressure range. Further, for example, the range of 1 bar to 2 bar is considered the standard operating pressure range. A pressure below 1 bar is considered below the low-pressure threshold, requiring the pump to accelerate and increase the pressure. A pressure above 2 bar is considered above the high-pressure threshold.

[0154] Based on the outlet of radiator 15 or cooling pump 14 ( Figure 16 The fluid temperature at the outlet can be considered high if it exceeds 60°C, and low if it is below -40°C. Both high and low temperatures can affect the safe operation of the electric motor 2100. The standard operating temperature range is between the low temperature threshold and the high temperature threshold. Furthermore, the standard operating temperature range of the standard operating area can be 10°C to 50°C. If the actual temperature exceeds the standard temperature range, it can also be considered that the operating state of the power motor 2120 is outside the standard operating area.

[0155] Sensor 13 includes a temperature sensor and a pressure sensor. (Reference) Figure 13 , Figure 13 The flowcharts for steps S220 and S230 are shown. Specifically, pressure or temperature values ​​can be obtained outside the standard operating range. Figure 13 The judgment result. Optionally, the pressure or temperature value is within the standard working range, combined with... Figure 7 As shown, steps S142 or S144 can be performed.

[0156] The step S230 of correcting the heat dissipation speed at the future moment includes various cases, which can be classified according to similar processing.

[0157] Optionally, if the cooling speed at the next future moment is greater than the cooling speed at that future moment when the current pressure value is lower than the low pressure threshold, then the cooling speed at that future moment is corrected to the sum of the current value and the first preset value.

[0158] Optionally, if the current pressure value is higher than the high pressure threshold, and the cooling speed at the next future moment is greater than the cooling speed at that future moment, then the cooling speed at that future moment is corrected to the limit value.

[0159] Optionally, if the current pressure value is lower than the low-pressure threshold or higher than the high-pressure threshold, and the heat dissipation speed at the next future moment is less than the heat dissipation speed at that future moment, then the heat dissipation speed at that future moment is corrected to the difference between the current value and the second preset value.

[0160] It should be noted that the first preset value is a pre-set correction change amount. In actual implementation, the specific value can be set according to the actual needs based on the difference between the standard working area and the safe working area; this application does not impose any limitations. This setting is beneficial for rapid pressure increase and also for rapid speed increase, in order to cope with abnormally low pressure or insufficient pressure.

[0161] Similarly, the second preset value is also a pre-set correction change amount. In practice, its specific value can be set according to the actual needs based on the difference between the standard working area and the safe working area. This setting is beneficial for rapid voltage reduction and speed reduction, and can cope with abnormally high pressure situations.

[0162] Basic closed-loop feedback control has a constant time lag. Especially for components with large thermal time constants, such as motors, the time lag of feedback control may cause the instantaneous temperature rise to exceed the threshold, triggering power limiting. Therefore, it is desirable for the electric motor 2100 to be well controlled in all time states, so that step S230 can be omitted when operating within the standard operating range.

[0163] For example, an alarm signal can be issued when the temperature or pressure value exceeds the safe operating range. When the temperature or pressure value is within the safe operating range, it can be adjusted back to the standard operating range as much as possible.

[0164] The embodiments of this application can implement a multi-signal coupling control strategy, see reference. Figure 13 Step S220 may specifically include steps S221 and S222, wherein steps S221 and S222 can be performed separately.

[0165] Step S221: Determine the relationship between the pressure value and the standard operating range. Regardless of whether it is high or low, proceed to step S231, which is included in step S230, to determine the heat dissipation requirements.

[0166] If the pressure value is lower than the standard operating range and the heat dissipation requirement is high, then step S232 is required to increase the heat dissipation speed.

[0167] If the pressure value is already higher than the standard operating range and the heat dissipation requirement is high, then step S233 is required, which involves using the maximum speed.

[0168] After executing step S231, as long as the heat dissipation requirement is low, step S234 can be executed to reduce the heat dissipation speed, for example, it may be necessary to shut down the machine.

[0169] When making a judgment based on step S221, the temperature value may not affect the judgment result. For example, even if the temperature is above the standard working range, as long as the pressure value is normal and the heat dissipation requirement is low, it can operate normally and will be sufficient to lower the temperature in the future under normal circumstances.

[0170] In some optional embodiments, step S221 can be executed first to determine the relationship between the pressure value and the standard operating range; then step S222 can be executed to determine the relationship between the temperature value and the standard operating range. Since the pressure value is related to both the heat dissipation capacity of the fluid and the operating state of the heat dissipation motor module 2131, the judgment based on the pressure value is more important.

[0171] If the pressure value is outside the standard working range, the judgment result of step S220 can be obtained earlier, so that step S230 can be executed earlier.

[0172] If the pressure value is within the standard operating range, and the temperature value, although outside the standard operating range, is within the safe operating range, it meets the usage requirements. Although step S220 ultimately confirms that the cooling motor module 2131 is operating in a non-standard operating range and performs cooling speed correction, it is not necessary to handle it prematurely, ensuring stable control; it can save energy consumption and more robustly cope with temperature fluctuations.

[0173] In some embodiments, reference Figure 14 , Figure 14 An electric motor 2100 according to an embodiment of this application is shown. The control component 2110 of the electric motor 2100 may include a main controller 2111 and a slave controller 2112. The heat dissipation motor module 2131 of the cooling system 2130 may include a first motor section and a second motor section, which are controlled by the main controller 2111 and the slave controller 2112, respectively. The two cooling circuits 2132 may be a first cooling circuit driven at least by the first motor section and a second cooling circuit driven at least by the second motor section, and the two cooling circuits 2132 may also be used one-to-one to dissipate heat from the main controller 2111 and the slave controller 2112. The first motor section includes a first winding, and the second motor section includes a second winding.

[0174] The master controller 2111 and slave controller 2112 can be switched to improve safety. The master controller 2111 and slave controller 2112 can also be used together, with the master controller 2111 calculating the required cooling speed based on flight plans or temporary commands, and then, for example, mapping control of the slave controller 2112.

[0175] The heat dissipation control method S100 can be applied to the main controller 2111. In step S142, the main controller 2111 can be used to execute step S410. Specifically, refer to... Figure 11 The heat dissipation control method S100 may include: step S410, controlling the first motor part based on the heat dissipation speed at the future time using a closed-loop speed control.

[0176] In step S420, the torque corresponding to the first motor is obtained, and the torque control command corresponding to the slave controller 2112 is determined based on the torque. The master controller 2111 can execute half the torque, and the slave controller 2112 can execute the other half.

[0177] In step S430, a torque control command is sent to the slave controller 2112 to instruct the slave controller 2112 to control the second motor part according to the torque control command based on the torque closed loop, so that the second motor part outputs a torque that matches the first motor part, and controls the heat dissipation motor module 2131 through the coordinated drive of the first motor part and the second motor part.

[0178] The electric motor provided in this embodiment is equipped with dual windings, which can evenly distribute the torque output, thereby making the power output stable; it avoids excessive workload for a single controller or a single winding, which is beneficial to improving service life; the calculation of a single controller can improve the processing speed and ensure the overall output; and the closed-loop control based on speed is beneficial to improving control accuracy.

[0179] refer to Figure 15 , Figure 15 The signal transmission path of an electric motor 2100 according to an embodiment of this application is shown. The main controller 2111 can communicate with a corresponding power controller 12, and the slave controller 2112 can communicate with a corresponding power controller 12. The main controller 2111 and the slave controller 2112 can communicate with each other.

[0180] Optionally, the cooling motor module 2131 may include a first cooling motor and a second cooling motor, both of which are single-winding cooling motors. They can be controlled by two separate controllers. Each cooling motor can independently drive one cooling circuit 2132. Optionally, the two single-winding cooling motors can also simultaneously drive two cooling circuits 2132 via a transmission mechanism.

[0181] refer to Figure 16 , Figure 16 An electric motor 2100 according to an embodiment of this application is shown. In other embodiments, the cooling motor module 2131 is a dual-winding cooling motor, where the first winding and the second winding are two windings in a dual-winding cooling motor. (See reference...) Figure 16 and combined Figure 14The cooling system 2130 includes a first cooling circuit driven at least by a first motor portion and a second cooling circuit driven at least by a second motor portion. The control assembly 2110 includes a master controller 2111 and a slave controller 2112; the master controller 2111 is connected to the first motor portion, and the slave controller 2112 is connected to the second motor portion. Optionally, the dual-winding cooling motor can simultaneously drive both cooling circuits 2132; understandably, in the event of a single winding failure, the other winding can synchronously drive both cooling circuits 2132.

[0182] Under conditions of increased ambient temperature or prolonged operation, the temperature of the heat-generating components of the electric motor 2100 will rise rapidly. The electric motor 2100 also includes sensors 13, such as a sensor array; the sensors 13 are used to monitor the operating status of the cooling circuit 2132.

[0183] refer to Figure 4 Based on a simple analysis of two dual-winding motors, for example, starting from time T4, the power speed needs to maintain a high level, requiring the cooling speed to also maintain a high level. It can be seen that the required cooling speed reaches a high level before time T3, which is before time T4. That is, the cooling system 2130 meets the equivalent pump speed (i.e., the cooling speed) for cooling needs before the corresponding power motor 2120 meets the equivalent power speed for control requirements.

[0184] The heat dissipation control method S100 for controlling the electric motor 2100 achieves forward feedback control by setting heat load prediction. It can predict changes in heat loss in the next few seconds and increase the cooling speed in advance, thus activating cooling capacity ahead of time. This proactive response mechanism effectively avoids the delay effect of feedback control, ensuring that the power motor 2120 and control components 2110 can operate within a favorable temperature range. This avoids performance degradation due to temperature limitations and significantly improves the safety of the electric motor 2100.

[0185] refer to Figure 4 A simple analysis based on two dual-winding motors shows that, for example, starting at time T5, the power speed will gradually decrease, and therefore the cooling speed does not need to be maintained at a high level. It can be seen that the cooling speed only gradually decreases at time T6, after time T5. After the rotor speed of the corresponding power motor 2120 decreases, the power output of the cooling system 2130 decreases based on the cooling demand, which helps to better remove accumulated heat and achieve cooling.

[0186] The electric motor 2100 of this embodiment can integrate multiple sensors 13 in various installation positions. By coupling signals from multiple sensors and formulating corresponding control strategies, it can improve control efficiency and ensure safe operation by not controlling within the standard operating range. Control can begin outside the standard operating range, ensuring the electric motor 2100 operates within a safe range, preventing it from exceeding the safe operating area, reducing the risk of failure, and improving performance reliability. Furthermore, it avoids frequent control due to temperature fluctuations, reducing energy consumption and achieving reasonable and effective heat dissipation control.

[0187] In some alternative embodiments, when a single controller is operating, in addition to the currently operating unit, another controller can be in a backup power-on state. For example, the DC-DC converter 11 continues to supply power, the power controller 12 can maintain uninterrupted communication, and the sensor 13 can also maintain continuous monitoring to ensure a timely response to acceleration commands. When both controllers are operating, the single controller can also accelerate further at any time.

[0188] refer to Figure 4 During the working time from T1 to T12, the cooling speed is always greater than the speed of the power motor 2120, which means that the cooling capacity of the cooling system 2130 is always slightly higher than the cooling demand of the power motor 2120. This helps to avoid the cooling demand from suddenly increasing above the cooling capacity due to the working fluctuation of the power motor 2120, such as when there is a sudden acceleration at T9. Even under transient high load conditions, the temperature of each working component can still be maintained within a safe range, which is conducive to the safe operation of the electric motor 2100.

[0189] During the time intervals from T8 to T9 and from T15 to T16, the power motor 2120 is in a period of lower heat dissipation demand, while the heat dissipation capacity is maintained at a slightly higher level, with a greater margin than that provided at times such as T4 and T11, which helps to ensure that the heat dissipation demand for rapid acceleration is met.

[0190] The intelligent control strategy utilizes the internal structural information of the power motor 2120 to establish a mathematical model of the motor, determining the real-time heat generation rate of the power motor 2120 under different operating conditions. When the control component 2110 receives flight profile information, it can perform calculations and control well in advance. When a rapid acceleration command is received, the model can predict the heat loss changes in the next few seconds. The control component 2110 will increase the cooling speed in advance, putting the cooling capacity into operation ahead of time. This proactive response mechanism effectively avoids the delay effect of feedback control, ensuring that the power motor 2120 and the control component 2110 operate at a good temperature throughout the entire flight profile. Moreover, even under transient high-load conditions, they can still maintain a safe temperature range, thereby avoiding performance degradation due to temperature limitations and significantly improving the safety and response speed of the electric motor 2100.

[0191] This application also provides an electric motor, which is described below.

[0192] refer to Figure 2 , Figure 14 and 16 This application provides an electric motor 2100, which includes a power motor 2120, a cooling system 2130, and a control component 2110. The cooling system 2130 may include a heat dissipation motor module 2131. For ease of description, a spatial rectangular coordinate system XYZ is established, where the X-axis direction may be parallel to a first direction, the Y-axis direction may be parallel to a second direction, and the Z-axis direction may be parallel to a third direction. The heat dissipation motor module 2131 is used to drive the cooling system 2130 to dissipate heat from the power motor 2120. The control component 2110 is configured to perform the steps of the method described in the foregoing embodiments.

[0193] The cooling system 2130 may include at least one cooling circuit 2132. Exemplarily, the heat dissipation motor module 2131 includes a first motor portion and a second motor portion. The first motor portion may have a first winding, and the second motor portion may have a second winding. The cooling system 2130 includes a first cooling circuit driven at least by the first winding and a second cooling circuit driven at least by the second winding. The control assembly 2110 includes a master controller 2111 and a slave controller 2112. The master controller 2111 is connected to the first motor portion; the slave controller 2112 is connected to the second motor portion.

[0194] The heat dissipation cavity of the power motor 2120 can be divided into a first space 301 and a second space 302. The first cooling circuit and the second cooling circuit do not converge at the power motor 2120. In other embodiments, the first cooling circuit and the second cooling circuit converge at the heat dissipation cavity of the power motor 2120.

[0195] The cooling motor module 2131 can be a dual-winding cooling motor, where the first winding and the second winding are two windings in a dual-winding cooling motor. In other embodiments, the cooling motor module 2131 includes a first cooling motor and a second cooling motor. Both the first cooling motor and the second cooling motor can be single-winding motors.

[0196] The electric motor 2100 also includes sensors 13, which are used to monitor the operating status of the cooling circuit 2132 and transmit the monitored real-time operating status to the control component 2110.

[0197] To cool the heat-generating components, a cooling circuit 2132 can be added. However, with this configuration, the operating state of the cooling circuit 2132 itself becomes a factor affecting flight safety. This necessitates safe and efficient control of the electric motor 2100, which requires cooling and can be used in the aircraft 1000.

[0198] For the highly redundant, integrated electric motor 2100 that can be used in aircraft 1000, a heat dissipation control method for the electric motor 2100 is provided. Based on the parallel flow path formed by two cooling circuits 2132, when one cooling circuit 2132 cannot meet the heat dissipation requirements, the other cooling circuit 2132 can still operate normally, ensuring the normal cooling of the power motor 2120 and the control devices, DC converter 11 and other heat-generating components operating in its path, thereby ensuring the safe operation of the electric motor 2100.

[0199] The electric motor 2100 employs two cooling circuits 2132 and two controllers, with two DC converters 11 and two sets of sensors 13 forming a parallel flow path. The two cooling circuits 2132 can be connected to the dual inlets and dual outlets of the power motor 2120 through independent pipelines, realizing the redundancy backup and flow balance design of the cooling circuits 2132, which helps to optimize the cooling efficiency and safety of the electric motor 2100.

[0200] The drive motor 2120 can output torque. The electric motor 2100 may also include two power controllers 12. The two power controllers 12 control the same drive motor 2120.

[0201] Combination Figure 2 The cooling system 2130 is used to cool the power motor 2120 and can also cool the control component 2110. The control component 2110 is used to control the power motor 2120 and also integrates the function of controlling the cooling system 2130. The cooling system 2130 may include two cooling pumps 14 and two radiators 15, which are respectively connected to two cooling circuits 2132.

[0202] For example, control component 2110 includes a DC-DC converter 11. The DC-DC converter 11 can be a DC-to-DC converter (DCDC) for converting high-voltage DC to low-voltage DC. The DC-DC converter 11 can be used to convert the high-voltage DC power supplied to the electric motor 2100 into low-voltage DC power that can be used by other devices. The two power controllers 12 each receive a separate power supply, and the main controller 2111 and the slave controller 2112 can also each receive a separate power supply, achieving power supply safety redundancy and thus ensuring the safe operation of the motor 2120.

[0203] The sensor 13 of the control component 2110 is used to measure the state of the fluid within the cooling circuit 2132, such as temperature and pressure. The sensor 13 may include a temperature sensor and a pressure sensor. The control component 2110 may include multiple sensors 13, which may be set in different locations.

[0204] refer to Figure 15 The power controller 12 can communicate with devices other than the electric motor 2100, such as receiving flight control commands or providing information feedback. For example, the control component 2110 can enable external communication.

[0205] refer to Figure 15 The two power controllers 12 communicate with each other, exchanging the same or different information through different channels. Each power controller 12 can independently control the power motor 2120, avoiding the problem of being unable to control the power motor 2120 when a single power controller 12 fails. The main controller 2111 and the slave controller 2112 can control the first motor section and the second motor section respectively. The interaction between the power controllers 12 and the control component 2110 ensures efficient and safe cooperation between the cooling system 2130 and the power motor 2120.

[0206] In some alternative implementations, the power motor 2120 and the cooling motor module 2131 are controlled by either of the two controllers as the current working unit.

[0207] Therefore, when only one controller is working, the main controller 2111 is the current working unit. The second controller may be either not working or working. When the slave controller 2112 is working, it can also be considered as the current working unit.

[0208] The controller 2112 determines whether the current working unit meets the heat dissipation requirements based on the working instructions received from the communication. The working instructions can be abnormal signals from the control component 2110 in the current working unit, abnormal signals from the sensor 13, or control instructions transmitted via external communication, etc. If the requirements are not met, the controller 2112 increases the output torque of the second winding.

[0209] In other embodiments, the heat dissipation control method S100 is based on a parallel flow path formed by two highly redundant and integrated controllers. When one controller cannot meet the heat dissipation requirements, the other controller can still operate normally, ensuring the normal cooling of the power motor 2120 and the normal cooling of the heat-generating parts in the control component 2110, thereby ensuring the safe operation of the electric motor 2100.

[0210] The working conditions and effects of different electric motors 2100 vary.

[0211] The power motor 2120 can be a dual-winding motor, with two controllers corresponding to the two power windings of the dual-winding motor, respectively. The power motor 2120 may include a stator and a rotor, with the rotor mounted on the stator. The axes of the stator and the rotor may be parallel to a first direction.

[0212] The stator can be integrated with two controllers, which helps reduce size and weight, thus providing a structural basis for centralized and efficient heat dissipation. Two power windings can be set, each of which can include multiple coils. The two power windings can be arranged, for example, on opposite sides along the Y-axis, or staggered.

[0213] In this embodiment, the cooling system 2130 may include a cooling motor and a corresponding cooling pump 14. The electric motor 2100 may include two cooling motors and two cooling pumps 14. The two cooling motors and two cooling pumps 14 can be used to form a cooling motor module 2131. Two cooling circuits 2132 are respectively connected to the first space 301 and the second space 302, and are respectively connected to the two cooling pumps 14, and can respectively form cooling units. The two cooling motors control the two cooling pumps 14 respectively, so that the power windings can be cooled separately.

[0214] In the electric motor 2100 of this embodiment, the main controller 2111 connects to the first space 301 and controls the corresponding power winding, while the secondary controller 2112 connects to the second space 302 and controls the corresponding power winding. This ensures that the device performing the operation is also a cooled device at the physical structure level. The electric motor 2100 utilizes dual controller control, resulting in good control and heat dissipation safety. It can dissipate heat separately and balance hot spots. If one side's controller, cooling circuit 2132, or power winding fails, the other side can still operate as a whole, with good heat dissipation. In some possible situations, if one side's flow channel is blocked by foreign objects, it can prevent the other side's flow channel from being blocked for the same reason.

[0215] In the electric motor 2100 of this application embodiment, both the main controller 2111 and the slave controller 2112 can be referred to as cooling controllers.

[0216] The main controller 2111 and the slave controller 2112 can be located on the same side of the power motor 2120 along the X-axis, and can be arranged side-by-side along a second or third direction. Both the main controller 2111 and the slave controller 2112 can be electrically connected to the power winding of the power motor 2120. Different controllers controlling the dual-winding motor help ensure the safe torque output of the electric motor 2100. The position of the first winding corresponds to the main controller 2111, and the position of the second winding corresponds to the slave controller 2112, which shortens the electrical connection length and the length of the heat dissipation path, improving integration.

[0217] The power device, a power semiconductor and a heat-generating device, is used to convert direct current into alternating current to provide three-phase current for the power motor 2120 and the heat dissipation motor module 2131 to drive the motor. Sensor 13 is used to monitor the temperature and pressure of the cooling unit liquid.

[0218] Although the control unit can be configured in a master-slave control mode, achieving a smaller and lighter design by reducing the functionality of the slave controller, it is expected that each controller can deliver sufficient performance from the 2120 motor when operating independently. (Reference) Figure 14 to Figure 16 The master controller 2111 and the slave controller 2112 have the same, symmetrical, or similar structure. The master controller 2111 and the slave controller 2112 have essentially the same function. Therefore, it is highly desirable that each controller receive sufficiently reliable heat dissipation.

[0219] In this embodiment, the working principle of the cooling system 2130 of the electric motor 2100 is as follows: after the coolant is pressurized by the rotating cooling pump 14, it flows into the DC-DC cooling channel, carries away the heat of the DC-DC, and then enters the power device cooling channel through the channel, carries away the heat of the power device, and then enters the cooling chamber of the power motor 2120 through the channel. After the coolant carries away the heat of the power winding, it enters the radiator 15 through the oil pipe. After the high temperature liquid is cooled by heat exchange in the radiator 15, it returns to the circulation pump. Figure 16 The two cooling pumps 14 are synchronously driven by a dual-winding motor, and the two cooling circuits 2132 are independently separated from each other.

[0220] refer to Figure 16 In an optional embodiment, the fluid may or may not converge within the cooling chamber. The cooling system 2130 features a series-parallel integrated design for its two cooling circuits 2132. Through two independent cooling units, including a power controller 12, a DC-DC converter 11, a cooling pump 14, and a radiator 15, a parallel flow path is formed, achieving redundancy and flow balance for the cooling circuits 2132. Alternatively, the cooling system 2130 can be designed as a parallel integrated system, forming a parallel flow path through two independent cooling units, achieving redundancy and flow balance for the cooling circuits 2132.

[0221] refer to Figure 4 and Figure 5 The power speed, or the rotational speed of the power motor 2120, has a certain correlation with the power output. Higher speed allows for greater output power, but also higher heat dissipation requirements. The power motor 2120 needs to operate at different speeds at different stages. During normal operation, it can be controlled by two power controllers 12. If one power controller 12 fails, the other can still control it independently. The heat dissipation motor module 2131 may include a dual-winding motor, thus... Figure 4The cooling speed in the motor can be considered the pump speed of the dual-winding motor. The pump speed controls the flow rate of the coolant, which in turn determines the cooling capacity. When the cooling motor module 2131 includes multiple motors, at low speeds, one motor can handle the control and regulation, while at high speeds, multiple motors may be needed to jointly handle the control and regulation. The total power of the multiple motors can also be equivalent to the power of a single motor.

[0222] The electric motor 2100 provided in this application can be applied to the aircraft 1000 to achieve high redundancy and integrated design.

[0223] The electric motor 2100 of this application embodiment may include a power motor 2120 and a control component 2110. The control component 2110 may include one or two controllers, or more controllers. The two controllers of the electric motor 2100 communicate with each other. The control component 2110 is configured to execute the steps of the aforementioned heat dissipation control method S100, thereby effectively controlling the temperature of the power motor 2120.

[0224] The electric motor 2100 is suitable for eVTOL. In the electric motor 2100, the power motor 2120, dual motor controller, dual DC-DC converters and other heat-generating components are efficiently connected and integrated into one unit to achieve multiple redundancy backups and balanced flow cooling; and a series-parallel or parallel cooling circuit 2132 can be used to optimize cooling efficiency and safety.

[0225] refer to Figure 17 and Figure 1 , Figure 17 An aircraft 1000 according to an embodiment of this application is shown. The aircraft 1000 according to this application embodiment can be of the eVTOL type. The aircraft 1000 may include an airframe, which may include components such as a fuselage, wings, tail, and arms. The airframe may be equipped with various systems, such as an electric propulsion system 2000.

[0226] This application provides an electric propulsion system 2000 including the aforementioned electric motor 2100. The electric propulsion system 2000 may also include a propeller 2200, and the electric motor 2100 is used to control the rotation of the propeller 2200.

[0227] The aircraft 1000 may further include a flight control system 3000. The flight control system 3000 is connected to an electric motor 2100 of at least one electric propulsion system 2000. The controller of the electric motor 2100 may be connected to the flight control system 3000. The electric motor 2100 can operate according to commands from the flight control system 3000 and can control its own operating temperature, which is beneficial for safe operation. The electric propulsion system 2000 and the aircraft 1000 of this embodiment have good safety.

[0228] refer to Figure 1The electric propulsion system 2000 includes a power supply unit 4000 and multiple electric motors 2100. The power supply unit 4000 is, for example, located in the fuselage, while the electric motors 2100 can be located in the arms. Each electric motor 2100 is electrically connected to the power supply unit 4000. In the aforementioned embodiment, the electric motors 2100 are equipped with a DC-DC converter 11, allowing them to be directly connected to high-voltage DC power, and subsequently converting to low-voltage power for operation. The electric propulsion system 2000 has a simplified layout, reduced weight, and can operate reliably.

[0229] The electric motor 2100 has a high degree of integration, enabling it to operate relatively independently and handle heat dissipation, and can be used in the electric propulsion system of tiltrotor aircraft. The electric motor 2100 has high safety redundancy, good dynamic thermal balance, and excellent performance, ensuring the safe and reliable flight of the aircraft 1000. The aircraft 1000 benefits from improved safety and performance by incorporating the aforementioned electric motor 2100; the electric propulsion system 2000 facilitates assembly, allows for better utilization of internal space, and enhances load-bearing capacity.

[0230] The attitude of the aircraft 1000 in space is not determined by Figure 17 Limited by this, the attitude of the electric motor 2100 is also not... Figure 17 Limited to.

[0231] The aircraft 1000 includes a propeller 2200, which can be fixed to the rotor of a power motor 2120. An electric motor 2100 provides torque to the propeller 2200, thereby providing lift to the aircraft 1000 during vertical takeoff and landing and propulsion during level flight. Each electric motor 2100 needs to ensure the torque supplied to its corresponding propeller 2200, and multiple electric motors 2100 must work together. The overall weight of the aircraft 1000 also affects the workload of each individual electric motor 2100.

[0232] The product design of eVTOL needs to meet the requirements of weight and layout space, making it difficult to design auxiliary systems such as external heat dissipation systems that occupy a large space. The design position of the electric motor 2100 is also relatively forward due to aerodynamic requirements. In the overall design environment of the aircraft 1000, the electric motor 2100 of this application embodiment achieves excellent comprehensive performance, and achieves safe operation performance with a highly integrated structure. At the same time, the heat dissipation capacity of the electric motor 2100 ensures temperature control of the DC converter 11, effectively alleviating the working pressure at the power supply unit 4000. Consequently, when the overall weight of the aircraft 1000 is low, the workload of each power motor 2120 is also reduced.

[0233] The technical features of the above-disclosed embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0234] In the embodiments disclosed above, unless otherwise explicitly specified and limited, the execution order of each step is not restricted. For example, they can be executed in parallel or sequentially in different orders. The sub-steps of each step can also be executed alternately. Various forms of processes described above can be used, and steps can be reordered, added, or deleted, as long as the desired result of the technical solution provided in this application can be achieved, and this application does not impose any restrictions here.

[0235] The embodiments disclosed above merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of patent protection claimed by this application. Therefore, the scope of patent protection of this application should be determined by the appended claims.

Claims

1. A heat dissipation control method, characterized in that, The method is applied to a control component in an electric motor, which further includes a power motor, a cooling system, and a sensor group. The cooling system includes a heat dissipation motor module, which, under the control of the control component, drives the cooling system to dissipate heat from at least the power motor. The sensor group monitors the operating status of the cooling system and includes a temperature sensor and a pressure sensor. The method includes: Receive flight plan information from the flight control system, and obtain the operating condition information of the power motor at different future times based on the flight plan information; Based on the operating condition information of the power motor at each future moment and the pre-established heat loss model of the power motor, the heat loss of the power motor at each future moment is determined. For each future moment, the cooling speed of the heat dissipation motor module at that future moment shall be determined at least based on the heat loss at that future moment; When each future moment arrives, the cooling motor module is controlled according to the cooling speed at that future moment, so that when the power motor is in the acceleration state, the cooling motor module reaches its respective target speed before the power motor, and / or, when the power motor is in the deceleration state, the cooling motor module starts decelerating later than the power motor. The step of controlling the cooling motor module according to the cooling speed at the future moment includes: Obtain the real-time operating status monitored by the sensor group at that future moment; Based on the real-time operating status, determine whether the cooling motor module is working in the standard operating range, including: if the current temperature value is between the low temperature threshold and the high temperature threshold, and the current pressure value is between the low pressure threshold and the high pressure threshold, determine that the cooling motor module is working in the standard operating range; otherwise, determine that the cooling motor module is working in the non-standard operating range. If so, control the cooling motor module according to the cooling speed at that future moment; If not, the cooling speed at that future moment is corrected to obtain a corrected speed, and the cooling motor module is controlled according to the corrected speed.

2. The method according to claim 1, characterized in that, Determining the cooling speed of the heat dissipation motor module at the future time based at least on the heat loss at that future time includes: The change in heat loss is determined based on the heat loss at the current future moment and the heat loss at the previous future moment. The required heat removal power of the power motor is determined based on the change in heat loss. Based on the heat removal power, the heat dissipation speed of the heat dissipation motor module at that future moment is determined.

3. The method according to claim 1, characterized in that, The control of the cooling motor module according to the cooling speed at that future moment includes: Monitor whether any unplanned real-time acceleration or deceleration signals are received; If not, control the cooling motor module according to the cooling speed at that future moment; If so, at least based on the current power speed and / or current of the power motor and the real-time acceleration / deceleration signal, determine the feedforward speed of the cooling motor module at the future moment, so as to perform speed increase control on the speed of the cooling motor module when the acceleration / deceleration signal is an acceleration signal, and / or perform speed decrease control on the speed of the cooling motor module when the acceleration / deceleration signal is a deceleration signal; The cooling motor module is controlled according to the feedforward speed.

4. The method according to claim 3, characterized in that, The step of determining the feedforward speed of the cooling motor module at the future moment, based at least on the current power speed and / or current of the power motor and the real-time acceleration / deceleration signal, includes: Based on the current power speed and / or the current current and acceleration, predict the change in predicted heat loss of the power motor within a preset time period; The real-time reference speed of the heat dissipation motor module is determined based on the predicted change in heat loss. The feedforward speed of the cooling motor module at that future moment is determined based on the real-time reference speed.

5. The method according to claim 4, characterized in that, When the acceleration / deceleration signal is an acceleration signal, determining the feedforward speed of the cooling motor module at that future moment based on the real-time reference speed includes: The rotational speed compensation value is determined based on the acceleration and the preset compensation coefficient. The acceleration speed is determined based on the real-time reference speed and the speed compensation value; Based on the heat dissipation speed and the acceleration speed at that future moment, the feedforward speed of the heat dissipation motor module at that future moment is determined.

6. The method according to claim 4, characterized in that, When the acceleration / deceleration signal is a deceleration signal, determining the feedforward speed of the heat dissipation motor module at that future moment based on the real-time reference speed includes: The allowable deceleration speed is determined based on the real-time reference speed and the preset maximum allowable descent slope; The larger of the planned speed and the deceleration speed at that future moment is determined as the feedforward speed of the cooling motor module at that future moment.

7. The method according to claim 1, characterized in that, The correction of the heat dissipation speed at that future moment includes: When the current pressure value is lower than the low pressure threshold, if the heat dissipation speed at the next future moment is greater than the heat dissipation speed at that future moment, then the heat dissipation speed at that future moment is corrected to the sum of the current value and the first preset value, where the first preset value is a preset correction amount. And / or, if the heat dissipation speed at the next future moment is greater than the heat dissipation speed at that future moment when the current pressure value is higher than the high pressure threshold, then the heat dissipation speed at that future moment is corrected to the limit value. And / or, if the current pressure value is lower than the low pressure threshold or the current pressure value is higher than the high pressure threshold, and the heat dissipation speed at the next future moment is less than the heat dissipation speed at that future moment, then the heat dissipation speed at that future moment is corrected to the difference between the current value and a second preset value, where the second preset value is another preset correction amount.

8. The method according to claim 1, characterized in that, The heat dissipation motor module is a single-winding heat dissipation motor, and the cooling system includes a cooling circuit driven by the single-winding heat dissipation motor; the control component includes a main controller, which is connected to the winding of the single-winding heat dissipation motor; controlling the heat dissipation motor module according to the heat dissipation speed at the future moment includes: Based on the heat dissipation speed at that future moment, the heat dissipation motor module is controlled to operate at the heat dissipation speed using a closed-loop control system.

9. The method according to claim 1, characterized in that, The heat dissipation motor module includes a first motor part and a second motor part; the cooling system includes a first cooling circuit driven at least by the first motor part and a second cooling circuit driven at least by the second motor part; the control component includes a master controller and a slave controller; the master controller is connected to the first motor part, and the slave controller is connected to the second motor part. The heat dissipation control method is applied to the main controller; The control of the cooling motor module according to the cooling speed at that future moment includes: Based on the heat dissipation speed at that future moment, the first motor part is controlled by a closed-loop speed control. Obtain the torque corresponding to the first motor section, and determine the torque control command corresponding to the slave controller based on the torque; The torque control command is sent to the slave controller to instruct the slave controller to control the second motor part based on the torque closed loop according to the torque control command, so that the second motor part outputs a torque that matches the first motor part, and the heat dissipation motor module is controlled by the coordinated drive of the first motor part and the second motor part.

10. The method according to claim 9, characterized in that, The heat dissipation motor module is a dual-winding heat dissipation motor, wherein the first winding and the second winding are two windings in the dual-winding heat dissipation motor, the first motor portion includes the first winding, and the second motor portion includes the second winding; or, the heat dissipation motor module includes a first heat dissipation motor and a second heat dissipation motor, wherein the first motor portion is the first heat dissipation motor, and the second motor portion is the second heat dissipation motor.

11. An electric motor, characterized in that, The electric motor includes a power motor, a cooling system, and control components; the cooling system includes a heat dissipation motor module; wherein... The heat dissipation motor module is used to drive the cooling system to dissipate heat from at least the power motor. The control component is configured to perform the steps of the method as described in any one of claims 1 to 10.

12. The electric motor according to claim 11, characterized in that, The heat dissipation motor module has a first motor part and a second motor part; the cooling system includes a first cooling circuit driven at least by the first motor part and a second cooling circuit driven at least by the second motor part; The control component includes a master controller and a slave controller; the master controller is connected to the first motor section; the slave controller is connected to the second motor section. The first cooling circuit and the second cooling circuit converge at the power motor, or the first cooling circuit and the second cooling circuit do not converge at the power motor.

13. The electric motor according to claim 12, characterized in that, The heat dissipation motor module is a dual-winding heat dissipation motor, wherein the first winding and the second winding are two windings in the dual-winding heat dissipation motor, the first motor part includes the first winding, and the second motor part includes the second winding; or, the heat dissipation motor module includes a first heat dissipation motor and a second heat dissipation motor, wherein the first motor part is the first heat dissipation motor, and the second motor part is the second heat dissipation motor.

14. The electric motor according to claim 11, characterized in that, The electric motor also includes a sensor group for monitoring the operating status of the cooling system and transmitting the monitored real-time operating status to the control component.

15. An electric propulsion system, characterized in that, The electric propulsion system includes an electric motor as described in any one of claims 11 to 14.

16. An aircraft, characterized in that, The aircraft includes the electric propulsion system as described in claim 15.

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