Temperature control method of aviation power device and liquid cooling heat dissipation loop thereof

Abstract

The invention provides a temperature control method of an aviation power device and a liquid cooling heat dissipation loop thereof, the aviation power device is connected to the liquid cooling heat dissipation loop in series, and the temperature control method comprises the following steps: obtaining an inlet temperature change rate of the liquid cooling heat dissipation loop; when the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is greater than a first change rate threshold, determining that the power device is in a first working condition and determining first target thermal power; when the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is smaller than or equal to a first change rate threshold value, determining that the power device is in a second working condition and determining second target thermal power; when the inlet temperature change rate is negative, and the absolute value of the inlet temperature change rate is larger than a second change rate threshold value, the power device is determined to be in a third working condition, and third target thermal power is determined; determining a target rotating speed of a circulating pump of the liquid cooling heat dissipation loop based on the corresponding target thermal power; and controlling the circulating pump to operate at the target rotating speed. According to the method, the heat dissipation efficiency and the operation stability of the aviation power device are improved.

Description

Technical Field

[0001] This disclosure relates to the field of aviation thermal control technology, specifically to a temperature control method for an aviation power unit and its liquid cooling heat dissipation circuit. Background Technology

[0002] In aviation scenarios, the stable operation of aircraft power units directly determines flight safety, and temperature control is a key prerequisite for ensuring their long-term reliable operation. Aircraft power units, such as motors and motor controllers, continuously generate heat during operation. If this heat cannot be dissipated in time, it will lead to component performance degradation, shortened lifespan, and even safety hazards.

[0003] Currently, the heat dissipation and temperature control of aircraft power units mainly rely on air cooling or traditional liquid cooling solutions: Traditional air cooling systems consist of cooling fans, heat dissipation fins, and airflow ducts, with limited heat dissipation efficiency, which cannot meet the heat fluctuation requirements of aircraft power units; Existing liquid cooling solutions mostly use fixed speed control, and the heat dissipation capacity does not match the actual heat demand of aircraft power units, resulting in overheating of components or excessive energy consumption. Summary of the Invention

[0004] This disclosure addresses the problems existing in the prior art by providing a temperature control method for aero-engines and its liquid cooling heat dissipation circuit, which can solve the problem of mismatch between the heat dissipation capacity of existing air-cooling or traditional liquid-cooling solutions and actual heat demand, thereby improving the heat dissipation efficiency and operational stability of aero-engines.

[0005] To achieve the above objectives, the technical solution adopted in this disclosure is as follows: A first aspect of this disclosure provides a temperature control method for an aircraft power unit, wherein the aircraft power unit is connected in series in a liquid cooling circuit. The temperature control method includes: acquiring the inlet temperature change rate of the liquid cooling circuit; determining that the power unit is in a first operating condition and determining a corresponding first target thermal power when the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is greater than a first change rate threshold; determining that the power unit is in a second operating condition and determining a corresponding second target thermal power when the inlet temperature change rate is positive and the absolute value is less than or equal to the first change rate threshold; determining that the power unit is in a third operating condition and determining a corresponding third target thermal power when the inlet temperature change rate is negative and the absolute value is greater than the second change rate threshold; determining a target rotational speed of the circulating pump of the corresponding liquid cooling circuit based on the first target thermal power, the second target thermal power, or the third target thermal power; wherein the first target thermal power is greater than the second target thermal power, and the second target thermal power is greater than the third target thermal power; and controlling the circulating pump of the liquid cooling circuit to operate at the target rotational speed to achieve temperature control of the aircraft power unit.

[0006] In one possible implementation, the first operating condition includes takeoff, and the value of the first target thermal power ranges from 8kW to 11kW.

[0007] In one possible implementation, the second operating condition includes a motorized operating condition, and the second target thermal power ranges from 5.94kW to 6.3kW.

[0008] In one possible implementation, the third operating condition includes a coasting operating condition, and the third target thermal power ranges from 3.5kW to 4.5kW.

[0009] In one possible implementation, the first rate of change threshold is in the range of 0.1℃ / min to 0.3℃ / min, and the second rate of change threshold is in the range of 0.1℃ / min to 0.2℃ / min.

[0010] In one possible implementation, determining the target rotational speed of the circulating pump of the corresponding liquid cooling circuit based on the first target thermal power, the second target thermal power, or the third target thermal power includes: determining the target volumetric flow rate of the working fluid of the corresponding liquid cooling circuit based on the first target thermal power, the second target thermal power, or the third target thermal power, combined with the inlet temperature and outlet temperature of the liquid cooling circuit; and determining the target rotational speed of the circulating pump based on the target volumetric flow rate of the working fluid.

[0011] In one possible implementation, the formula for calculating the target volumetric flow rate of the working fluid includes: In the formula, V is the volumetric flow rate of the working fluid, Q is the target thermal power, and C is the volumetric flow rate of the working fluid. p Let ρ be the specific heat capacity of the working fluid, ρ be the density of the working fluid, and T be the specific heat capacity of the working fluid. in T represents the inlet temperature of the liquid cooling circuit. out This is the outlet temperature of the liquid cooling circuit.

[0012] A second aspect of this disclosure provides a liquid cooling circuit for an aircraft power unit, used to implement the temperature control method in the first aspect or any possible embodiment of the first aspect. The liquid cooling circuit includes: a drive module, which includes a liquid reservoir, a flow sensor, a circulation pump, and a pressure sensor; wherein the outlet end of the liquid reservoir is connected to the inlet end of the circulation pump, the flow sensor is located at the outlet end of the liquid reservoir, and the pressure sensor is located at the outlet end of the circulation pump; and a heat source module, which includes a power unit, which includes a motor and a motor controller; wherein the motor's inlet... The inlet is connected to the outlet of the circulating pump, and the outlet of the motor is connected to the inlet of the motor controller; the cold source module includes a radiator; the inlet of the radiator is connected to the outlet of the motor controller; the filter has its inlet connected to the outlet of the radiator and its outlet connected to the inlet of the liquid receiver; the filler / drain valve is located between the drive module and the heat source module; the working fluid flows out from the outlet of the liquid receiver, passes through the flow sensor, circulating pump, pressure sensor, filler / drain valve, motor, motor controller, and filter, and flows back to the inlet of the liquid receiver.

[0013] In one possible implementation, it further includes: a first temperature sensor and a second temperature sensor; wherein the first temperature sensor is located at the inlet end of the circulating pump and is used to collect the inlet temperature of the liquid cooling heat dissipation circuit; the second temperature sensor is located at the outlet end of the motor controller and is used to collect the outlet temperature of the liquid cooling heat dissipation circuit.

[0014] In one possible implementation, the working fluid comprises a 50% aqueous solution of ethylene glycol.

[0015] Compared with the prior art, this disclosure has the following beneficial effects: The temperature control method for aero-engines provided in this disclosure determines the first, second, and third operating conditions of the power unit and the corresponding target thermal power by measuring the inlet temperature and inlet temperature change rate of the liquid cooling circuit. Then, based on the target thermal power for each operating condition, the target rotational speed of the circulating pump is determined, and the circulating pump is controlled to operate at this target rotational speed, thereby achieving temperature control of the aero-engine. Through operating condition identification and dynamic speed adjustment, the method ensures that the working fluid flow rate and heat generation power are matched, quickly removing the heat generated by the power unit and ensuring that the unit temperature remains stable within a safe range. This effectively solves the problem of mismatch between the heat dissipation capacity of existing air-cooling or traditional liquid-cooling solutions and actual heat generation requirements. It ensures that the heat dissipation capacity is matched to the heat generation requirements of the aero-engine under various operating conditions in real time, thereby improving heat dissipation efficiency and operational stability, preventing component overheating or excessive energy consumption, and ensuring flight safety. Attached Figure Description

[0016] Figure 1 This is a structural block diagram of a liquid cooling heat dissipation circuit for an aircraft power plant provided according to an embodiment of the present disclosure; Figure 2 This is a schematic flowchart of a temperature control method for an aircraft power unit provided according to an embodiment of the present disclosure. Detailed Implementation

[0017] The present disclosure will now be further described with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present disclosure and should not be construed as limiting the scope of protection of the present disclosure. It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application.

[0018] The acquisition, transmission, storage, use, and processing of data in this disclosed technical solution comply with relevant national laws and regulations. In the embodiments of this disclosure, certain existing industry solutions such as software, components, and models may be mentioned. These should be considered exemplary, intended only to illustrate the feasibility of implementing the technical solution of this disclosure, and do not imply that the applicant has already used or necessarily used such solutions.

[0019] All terms used in this disclosure have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and not as idealized or highly formalized, unless expressly defined herein.

[0020] This disclosure combines Figure 1 The overall structure of the liquid cooling heat dissipation circuit is described.

[0021] Figure 1 This is a structural block diagram of a liquid cooling heat dissipation circuit for an aircraft power unit, provided according to an embodiment of this disclosure. Figure 1 As shown, the liquid cooling heat dissipation circuit 100 includes a drive module 110, a heat source module 120, a cold source module 130, a filter 140, a filler / drain valve 150, and a working fluid 160.

[0022] The drive module 110 includes a liquid reservoir 101, a flow sensor 102, a circulating pump 103, and a pressure sensor 104. The outlet of the liquid reservoir 101 is connected to the inlet of the circulating pump 103. The flow sensor 102 is located at the outlet of the liquid reservoir 101, and the pressure sensor 104 is located at the outlet of the circulating pump 103. The heat source module 120 includes a power unit, which includes a motor 201 and a motor controller 202. The inlet of the motor 201 is connected to the outlet of the circulating pump 103, and the outlet of the motor 201 is connected to the inlet of the motor controller 202. The cold source module 130 includes a radiator 301. The inlet of the radiator 301 is connected to the outlet of the motor controller 201. The inlet of the filter 140 is connected to the outlet of the radiator 301, and the outlet of the filter 140 is connected to the inlet of the liquid reservoir 101. A filler / drain valve 150 is located between the drive module 110 and the heat source module 120.

[0023] The working fluid 160 flows out from the outlet end of the reservoir 101, passes through the flow sensor 102, the circulation pump 103, the pressure sensor 104, the filler / drain valve 150, the motor 201, the motor controller 202, and the filter 140, and flows back to the inlet end of the reservoir 101.

[0024] In one possible implementation, it further includes: a first temperature sensor and a second temperature sensor (not shown in the figure): the first temperature sensor is located at the inlet end of the circulating pump 103 and is used to collect the inlet temperature of the liquid cooling heat dissipation circuit 100; the second temperature sensor is located at the outlet end of the motor controller 202 and is used to collect the outlet temperature of the liquid cooling heat dissipation circuit 100.

[0025] In one possible implementation, the working fluid 160 comprises a 50% aqueous solution of ethylene glycol.

[0026] In this embodiment of the disclosure, the aircraft power unit is connected in series with Figure 1 In the liquid cooling heat dissipation circuit, therefore, the temperature control method of aero-engine is based on... Figure 1 The liquid cooling circuit shown below achieves this, in conjunction with... Figure 2 This temperature control method is explained.

[0027] Figure 2 This is a schematic flowchart illustrating a temperature control method for an aircraft power unit according to an embodiment of this disclosure. It should be noted that, as... Figure 2 As shown, the temperature control method includes the following steps S11 to S16.

[0028] Step S11: Obtain the inlet temperature change rate of the liquid cooling circuit.

[0029] It should be noted that, in this embodiment of the disclosure, the liquid cooling heat dissipation circuit refers to a closed-loop circulation circuit used to dissipate heat from the aero-power unit. This circuit is filled with a working fluid, which can carry away the heat generated by the aero-power unit through the circulation flow of the working fluid. The inlet temperature refers to the working fluid temperature at the inlet end of the circulation pump in the liquid cooling heat dissipation circuit. This temperature can directly reflect the thermal state of the working fluid before it enters the circulation pump. The inlet temperature change rate refers to the amount of change in the inlet temperature per unit time, which can reflect the trend of the inlet temperature change and thus indirectly reflect the heat generation change of the aero-power unit.

[0030] In one possible implementation, the inlet temperature and the rate of change of inlet temperature are acquired by a temperature sensor preset in the liquid cooling heat dissipation circuit. The temperature sensor uses a high-precision temperature measuring element to ensure that the error of the acquired temperature data is within the allowable range, meeting the high precision requirements of the aviation scenario. In another possible implementation, the temperature acquisition adopts a real-time acquisition mode, with the acquisition frequency set to 1~5 times / min, which can ensure the timeliness of the temperature parameters and avoid the increase in system energy consumption caused by excessive acquisition frequency.

[0031] For example, in one specific implementation, a first temperature sensor is installed at the inlet of the circulating pump of the liquid cooling heat dissipation circuit. The temperature sensor collects the inlet temperature in real time. The system records the inlet temperature data once every 1 second. The inlet temperature change rate is calculated by the ratio of the difference between two adjacent temperature data to the time difference. When the collected inlet temperature is 43.5℃ and the previous collected inlet temperature is 43.7℃, the inlet temperature change rate is (43.7-43.5)℃ / 1min = 0.2℃ / min.

[0032] Step S12: When the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is greater than the first change rate threshold, determine that the power unit is in the first operating condition and determine the corresponding first target thermal power.

[0033] It should be noted that, in this embodiment of the disclosure, a positive inlet temperature change rate means that the inlet temperature is increasing over time, indicating that the heat absorbed by the working fluid is increasing, i.e., the heat generation power of the aero-engine is increasing; the absolute value of the inlet temperature change rate is used to measure the drasticness of the inlet temperature change; the first change rate threshold refers to a pre-set critical value for the temperature change rate used to determine whether the operating condition has changed drastically, and this threshold is set according to the heat generation characteristics and operating condition requirements of the aero-engine; the first operating condition refers to the operating condition in which the heat generation power of the aero-engine gradually increases; the first target heat power refers to the standard value of heat generated by the aero-engine per unit time under the first operating condition, which is used to subsequently determine the target speed of the circulating pump to ensure that the heat dissipation capacity matches the heat generation requirements.

[0034] In one possible implementation, the first operating condition includes the takeoff operating condition, in which the heat output of the aircraft power unit continuously increases. Therefore, the value range of the first target heat output is 8kW to 11kW, which is adapted to the maximum heat output requirement during the takeoff phase.

[0035] In one possible implementation, the first rate of change threshold is set in the range of 0.1℃ / min to 0.3℃ / min. This threshold is set in conjunction with the temperature rise characteristics of the aircraft power unit during the takeoff phase. This not only accurately identifies the start of the takeoff condition, but also avoids misjudgment of the condition due to instantaneous temperature fluctuations, thus ensuring the reliability of the condition determination.

[0036] For example, in one specific implementation, the first rate of change threshold is set to 0.2℃ / min. When the rate of change of the inlet temperature collected by the system is 0.25℃ / min > 0.2℃ / min, the power unit is determined to be in the first operating condition. Combined with the heat generation characteristics of the takeoff operating condition, the corresponding first target thermal power is determined to be 11kW.

[0037] Step S13: When the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is less than or equal to the first change rate threshold, determine that the power unit is in the second operating condition and determine the corresponding second target thermal power.

[0038] It should be noted that if the absolute value of the inlet temperature change rate is less than or equal to the first change rate threshold, it indicates that the inlet temperature change tends to be gradual, the heat absorbed by the working fluid tends to be stable, that is, the heat generation power of the aero-engine tends to be stable; the second operating condition refers to the operating condition in which the heat generation power of the aero-engine tends to be stable; the second target heat power refers to the standard value of heat generated by the aero-engine per unit time under the second operating condition, which is used to subsequently determine the target speed of the circulating pump to ensure that the heat dissipation capacity is adapted to the heat generation requirements of this operating condition.

[0039] In one possible implementation, the second operating condition includes a maneuvering condition, under which the heat output of the aircraft power unit tends to stabilize. Therefore, the value of the second target heat output ranges from 5.94kW to 6.3kW, which is adapted to the heat output fluctuation requirements during the maneuvering phase.

[0040] For example, in one specific implementation, the first rate of change threshold is set to 0.2℃ / min. When the rate of change of the inlet temperature collected by the system is 0.16℃ / min≤0.2℃ / min, the power unit is determined to be in the second operating condition. Based on the heating characteristics of the motor operating condition, the corresponding second target thermal power is determined to be 6.3kW.

[0041] Step S14: When the inlet temperature change rate is negative and the absolute value of the inlet temperature change rate is greater than the second change rate threshold, determine that the power unit is in the third operating condition and determine the corresponding third target thermal power.

[0042] It should be noted that, in this embodiment of the disclosure, a negative inlet temperature change rate means that the inlet temperature decreases over time, indicating that the heat absorbed by the working fluid is decreasing, i.e., the heat generation power of the aero-power unit is decreasing; the second change rate threshold refers to a pre-set critical value for the temperature change rate used to determine whether the operating condition has changed drastically, and this threshold is set according to the heat generation characteristics and operating condition requirements of the aero-power unit; the third operating condition refers to the operating condition in which the heat generation power of the aero-power unit gradually decreases; the third target thermal power refers to the standard value of heat generated by the aero-power unit per unit time under the third operating condition, which is used to subsequently determine the target speed of the circulating pump to achieve low-power heat dissipation.

[0043] In one possible implementation, the third operating condition includes a taxiing condition, in which the heat output of the aircraft power unit gradually decreases until it reaches its minimum value. Therefore, the value of the third target heat output ranges from 3.5kW to 4.5kW, which is suitable for the low heat output requirement during the taxiing phase.

[0044] In one possible implementation, the second rate of change threshold is in the range of 0.1℃ / min to 0.2℃ / min.

[0045] For example, in a specific implementation, the second rate of change threshold is set to 0.15℃ / min. When the inlet temperature change rate collected by the system is -0.16℃ / min, and |-0.16℃ / min|=0.16℃ / min>0.15℃ / min, the power unit is determined to be in the third operating condition. Combining the heating characteristics of the coasting condition, the corresponding third target thermal power is determined to be 4.5kW.

[0046] Step S15: Based on the first target thermal power, the second target thermal power, or the third target thermal power, determine the target speed of the circulating pump of the corresponding liquid cooling heat dissipation circuit.

[0047] It should be noted that in this embodiment, the first target thermal power, the second target thermal power, and the third target thermal power correspond to the standard values ​​of the heat generation power of the aero-engine under the first, second, and third operating conditions, respectively. These three values ​​exhibit a gradient distribution, meaning the first target thermal power is greater than the second target thermal power, and the second target thermal power is greater than the third target thermal power. The target speed of the circulating pump is determined by the magnitude of the target thermal power, ensuring that the flow rate of the working fluid matches the heat generation requirements of the corresponding operating condition. This achieves real-time adaptation between heat dissipation capacity and heat generation power, avoiding both overheating of components due to insufficient heat dissipation and energy waste due to excessively high speed.

[0048] In one possible implementation, the target rotational speed of the circulating pump of the corresponding liquid cooling circuit is determined based on the first target thermal power, the second target thermal power, or the third target thermal power. Specifically, this includes: determining the target volumetric flow rate of the working fluid in the corresponding liquid cooling circuit based on the first target thermal power, the second target thermal power, or the third target thermal power, combined with the inlet and outlet temperatures of the liquid cooling circuit; and determining the target rotational speed of the circulating pump based on the target volumetric flow rate of the working fluid.

[0049] In one possible implementation, the formula for calculating the target volumetric flow rate of the working fluid includes: ; In the formula, V is the volumetric flow rate of the working fluid, Q is the target thermal power, and C is the volumetric flow rate of the working fluid. p Let ρ be the specific heat capacity of the working fluid, ρ be the density of the working fluid, and T be the specific heat capacity of the working fluid. in T represents the inlet temperature of the liquid cooling circuit. out This is the outlet temperature of the liquid cooling circuit.

[0050] In one possible implementation, the target rotational speed of the circulating pump can be determined based on the target volumetric flow rate per unit time by combining the flow rate-speed characteristic curve of the circulating pump.

[0051] Step S16: Control the circulating pump of the liquid cooling heat dissipation circuit to run at the target speed to achieve temperature control of the aircraft power unit.

[0052] In one possible implementation, the system outputs a control signal through a speed control module to adjust the speed of the circulating pump, ensuring that the circulating pump operates stably at the target speed. In another possible implementation, the system monitors the actual speed of the circulating pump in real time. When the actual speed deviates from the target speed, the control signal is adjusted promptly to bring the circulating pump speed back to the target speed, ensuring the stability of the temperature control effect.

[0053] By controlling the speed of the circulating pump, the circulating pump can be made to run stably at the target speed, thereby adjusting the flow rate of the working fluid in the liquid cooling circuit. This ensures that the heat absorption power of the working fluid is precisely matched with the actual heat generation power of the aero-engine, quickly removing the heat generated by the engine and achieving temperature control of the aero-engine. This ensures the reliable operation of the engine under various operating conditions, while also taking into account heat dissipation efficiency and energy-saving requirements.

[0054] The temperature control method for aero-engines provided in this disclosure determines the first, second, and third operating conditions of the power unit and the corresponding target thermal power by measuring the inlet temperature and the rate of change of the inlet temperature of the liquid cooling circuit and their respective threshold values. Then, based on the target thermal power corresponding to each operating condition, the target speed of the circulating pump is determined, and the circulating pump is controlled to operate at the target speed. This achieves temperature control of the aero-engine, effectively solving the problem of mismatch between the heat dissipation capacity of existing air-cooling or traditional liquid-cooling solutions and the actual heat demand. It enables the heat dissipation capacity to be adapted to the heat demand of the aero-engine in real time under each operating condition, improving heat dissipation efficiency and device operational stability, avoiding component overheating or excessive energy consumption, and ensuring flight safety.

[0055] It should be noted that the terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Terms such as "including" or "contains" mean that the element preceding the word covers the element listed after the word, and do not exclude the possibility of covering other elements as well.

[0056] Although operations are described in a specific order in the accompanying drawings in this disclosure, it should not be construed as requiring these operations to be performed in the specific order or serial order shown, or requiring all of the shown operations to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous.

[0057] Finally, it should be noted that the above content is only used to illustrate the technical solution of this disclosure, and is not intended to limit the scope of protection of this disclosure. Simple modifications or equivalent substitutions made by those skilled in the art to the technical solution of this disclosure do not depart from the substance and scope of the technical solution of this disclosure.

Claims

1. A method for temperature control of an aircraft power plant, characterized in that, The aircraft power unit is connected in series in a liquid cooling circuit, and the temperature control method includes: Obtain the rate of change of the inlet temperature of the liquid cooling heat dissipation circuit; When the inlet temperature change rate is positive and the absolute value of the inlet temperature change rate is greater than the first change rate threshold, the power unit is determined to be in a first operating condition, and the corresponding first target thermal power is determined. When the inlet temperature change rate is positive and the absolute value is less than or equal to the first change rate threshold, the power unit is determined to be in a second operating condition, and the corresponding second target thermal power is determined. When the inlet temperature change rate is negative and the absolute value is greater than the second change rate threshold, the power unit is determined to be in a third operating condition, and the corresponding third target thermal power is determined. Based on the first target thermal power, the second target thermal power, or the third target thermal power, the target rotation speed of the circulating pump of the corresponding liquid cooling heat dissipation circuit is determined; wherein, the first target thermal power is greater than the second target thermal power, and the second target thermal power is greater than the third target thermal power; The circulating pump of the liquid cooling circuit is controlled to operate at the target speed to achieve temperature control of the aircraft power unit.

2. The temperature control method according to claim 1, characterized in that, The first operating condition includes takeoff, and the value of the first target thermal power ranges from 8kW to 11kW.

3. The temperature control method according to claim 1, characterized in that, The second operating condition includes a motorized operating condition, and the second target thermal power ranges from 5.94kW to 6.3kW.

4. The temperature control method according to claim 1, characterized in that, The third operating condition includes a coasting operating condition, and the value of the third target thermal power ranges from 3.5kW to 4.5kW.

5. The temperature control method according to claim 1, characterized in that, The first rate of change threshold ranges from 0.1℃ / min to 0.3℃ / min, and the second rate of change threshold ranges from 0.1℃ / min to 0.2℃ / min.

6. The temperature control method according to any one of claims 1-5, characterized in that, Determining the target rotational speed of the circulating pump in the corresponding liquid cooling circuit based on the first target thermal power, the second target thermal power, or the third target thermal power includes: Based on the first target thermal power, the second target thermal power, or the third target thermal power, and in conjunction with the inlet and outlet temperatures of the liquid cooling heat dissipation circuit, the target volumetric flow rate of the working fluid in the corresponding liquid cooling heat dissipation circuit is determined. The target rotational speed of the circulating pump is determined based on the target volumetric flow rate of the working fluid.

7. The temperature control method according to claim 6, characterized in that, The formula for calculating the target volumetric flow rate of the working fluid includes: ； In the formula, V is the volumetric flow rate of the working fluid, Q is the target thermal power, and C is the volumetric flow rate of the working fluid. p Let ρ be the specific heat capacity of the working fluid, ρ be the density of the working fluid, and T be the specific heat capacity of the working fluid. in T represents the inlet temperature of the liquid cooling circuit. out This is the outlet temperature of the liquid cooling circuit.

8. A liquid-cooled heat dissipation circuit for aircraft power plants, characterized in that, For implementing the temperature control method as described in any one of claims 1-7, the liquid cooling heat dissipation circuit comprises: A drive module includes a liquid reservoir, a flow sensor, a circulation pump, and a pressure sensor; wherein the outlet end of the liquid reservoir is connected to the inlet end of the circulation pump, the flow sensor is located at the outlet end of the liquid reservoir, and the pressure sensor is located at the outlet end of the circulation pump. A heat source module, comprising a power unit including a motor and a motor controller; wherein the inlet end of the motor is connected to the outlet end of the circulating pump, and the outlet end of the motor is connected to the inlet end of the motor controller; A cold source module, the cold source module including a radiator; wherein the inlet end of the radiator is connected to the outlet end of the motor controller; A filter, wherein the inlet end of the filter is connected to the outlet end of the radiator, and the outlet end of the filter is connected to the inlet end of the liquid reservoir; An exhaust valve is provided between the drive module and the heat source module; The working fluid flows out from the outlet of the reservoir, passes through the flow sensor, the circulation pump, the pressure sensor, the filler / drain valve, the motor, the motor controller, and the filter, and flows back to the inlet of the reservoir.

9. The liquid cooling heat dissipation circuit according to claim 8, characterized in that, Also includes: A first temperature sensor and a second temperature sensor; wherein the first temperature sensor is located at the inlet end of the circulating pump and is used to collect the inlet temperature of the liquid cooling heat dissipation circuit; the second temperature sensor is located at the outlet end of the motor controller and is used to collect the outlet temperature of the liquid cooling heat dissipation circuit.

10. The liquid cooling heat dissipation circuit according to claim 8, characterized in that, The working medium includes a 50% aqueous solution of ethylene glycol.

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