Aeroengines, thermal management methods, systems, and computer-readable media

Abstract

The present application relates to an aero-engine, a thermal management method, a thermal management system and a computer readable medium. The thermal management method comprises: S1. receiving input parameters, the input parameters comprising: engine operating condition parameters; power source rated parameters, including the power source rated speed and power source rated power corresponding to each heat sink of a plurality of heat sinks; temperature parameters, including the heat sink temperature of the radiator inlet corresponding to each heat sink; radiator parameters, including the heat dissipation efficiency of the radiator corresponding to each heat sink; engine heat generation component heat generation and oil flow; S2. performing energy efficiency optimization calculation according to the input parameters, and the optimization target is the power source speed corresponding to each heat sink of the plurality of heat sinks; S3. outputting control parameters, including: the optimized power source speed of the plurality of heat sinks.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aero-engines, and in particular to an aero-engine, a thermal management method, a thermal management system and a computer readable medium. BACKGROUND

[0002] With the increasing awareness of global protection of energy, environment, etc., the requirements and restrictions on aero-engine technical indicators are increasingly stringent. The development goals of future civil aero-engines focus on safety and reliability, fuel consumption, noise control, pollution emission, etc. In terms of technology development, OEMs continue to pursue higher economy and environmental protection in the research and development of commercial aero-engines. In particular, under the background of "green aviation", engine manufacturers improve the cycle efficiency of traditional structure turbofan engines by improving the thermal efficiency and bypass ratio, and carry out researches on cycle parameter optimization, aerodynamic design improvement and component durability design to improve the performance and durability of the engine and reduce the specific fuel consumption of the engine. Some new engine concepts, such as gear transmission turbofan engine (GTF) and electric propulsion engine, will gradually be accepted by the market.

[0003] With the increasing performance requirements of future aircraft, the thermal load of aero-engines is becoming larger and larger, and the fuel heat sink will be reduced, which will bring quite severe challenges in thermal management. First, advanced aero-engines are developing towards higher speed, load and temperature, and the heat transferred to the oil by high-temperature parts is increasing, which is a severe challenge to the design of the main heat sink of the oil system, the fuel system. Taking the GTF configuration engine as an example, compared with the traditional configuration turbofan engine, the GTF engine has the advantages of low fuel consumption, low noise and low maintenance cost, but the core component fan drive gearbox transmits large power and generates large heat, and is limited by the flow passage of the engine and the heat dissipation capacity. The allowed oil supply and return space and oil demand are very harsh, which causes the gearbox to generate too much heat during operation, thereby reducing the system transmission efficiency and affecting the gear transmission performance. At the same time, future aircraft emphasize fuel economy and propulsion system efficiency, and fuel flow cannot be increased unlimitedly, and the amount of fuel that can be used for heat dissipation is more limited. As can be seen, with the improvement of the performance of aero-engines, as the main heat sink and cold source of the engine oil system and the aircraft, the heat dissipation pressure on the fuel is becoming larger and larger. Too high fuel temperature not only reduces the control accuracy and reliability of the engine fuel control system and shortens the working life of the fuel accessories, but also greatly reduces the cooling efficiency of the fuel on the oil.

[0004] With the continuous improvement of the performance of the aero-engine, the aero-engine will adopt a large number of high-integration electronic devices or adopt new configuration technologies such as GTF, and the heat dissipation demand is rising. In addition to the heat load generated by the power system, power supply system, hydraulic system and the like, the heat dissipation capacity of the traditional heat sink has also reached the limit, such as the use of external air is subject to many restrictions, the effective amount of fuel available decreases as the fuel consumption decreases, and the temperature limit of the cooled electronic device and the fuel coking also limit the maximum value allowed by the fuel.

[0005] Therefore, the field needs an aero-engine, a thermal management method, a thermal management system and a computer readable medium, which introduces more heat sink media (air, hydrogen, coolant, etc.), accurately controls the heat sink flow, realizes the reasonable optimization distribution of heat in the whole system, and achieves the purpose of temperature regulation with minimum energy consumption. SUMMARY

[0006] An object of the present application is to provide a thermal management method.

[0007] An object of the present application is to provide a thermal management system.

[0008] An object of the present application is to provide an aero-engine.

[0009] An object of the present application is to provide a computer readable storage medium.

[0010] According to the thermal management method of the first aspect of the present application, for an aero-engine including multiple heat sinks, the method comprises: S1. receiving input parameters, including: engine operating condition parameters; power source rated parameters, including the rated speed and power of the power source corresponding to each heat sink of the multiple heat sinks; temperature parameters, including the heat sink temperature of the radiator inlet corresponding to each heat sink; radiator parameters, including the heat dissipation efficiency of the radiator corresponding to each heat sink; heat generation of the heat generating components of the engine and oil flow; S2. performing energy efficiency optimization calculation according to the input parameters, and the optimization target is the optimized power source speed corresponding to each heat sink of the multiple heat sinks, and the boundary conditions include: temperature limit, the oil temperature and each heat sink temperature do not exceed the temperature threshold; the fuel flow needs to meet the engine working demand; the speed range is 0% to 100% of the rated speed, and when the speed is 0, it means that the heat sink does not participate in heat exchange; S3. outputting control parameters, including: the optimized power source speed of the multiple heat sinks.

[0011] In the above technical solution, the energy efficiency optimization calculation can realize accurate control of the multiple heat sinks power source, reduce the design margin, and reduce the weight and cost of the engine thermal management system.

[0012] In one or more embodiments, in the S1, the engine operating condition parameters at least include: altitude, Mach number, temperature difference of the aircraft in which the engine is located; the power source rating parameters at least include: fan rated speed, fan rated power, fuel pump rated speed, fuel pump rated power; the temperature parameters at least include: main fuel oil cooler inlet fuel temperature, air oil cooler inlet air temperature; the cooler parameters at least include: heat dissipation efficiency of the main fuel oil cooler, heat dissipation efficiency of the air oil cooler.

[0013] In one or more embodiments, in the S2, the energy efficiency optimization calculation includes: according to the inlet temperature of the plurality of heat sinks, the oil flow rate, and the heat generation of the engine heat generating components, the heat dissipation efficiency of the plurality of heat sinks, and other parameters input in S1, the flow rate of each heat sink of the plurality of heat sinks, the oil flow rate, and the outlet temperature of each heat sink of the plurality of heat sinks are obtained by establishing a system heat network model.

[0014] In one or more embodiments, in the S2, the algorithm of the energy efficiency optimization calculation includes evolutionary algorithms, swarm intelligence algorithms, simulated annealing algorithms, and neural network algorithms.

[0015] In one or more embodiments, in the S2, the algorithm of the energy efficiency optimization calculation includes machine learning algorithms.

[0016] According to a second aspect of the present application, a computer readable medium having a computer program thereon, which, when executed by a processor, implements the steps of the thermal management method according to the first aspect.

[0017] According to a third aspect of the present application, a thermal management system of an aero-engine, comprising: a memory for storing instructions executable by a processor; and the processor for executing the instructions to implement the thermal management method according to any one of claims 1 to 13.

[0018] In one or more embodiments, the thermal management system further comprises a display module for displaying the energy efficiency optimization of the thermal management system.

[0019] In one or more embodiments, the processor is integrated into a full authority digital engine controller.

[0020] According to a fourth aspect of the present application, an aero-engine comprising the thermal management system according to the third aspect. BRIEF DESCRIPTION OF DRAWINGS

[0021] The above and other features, properties, and advantages of the present application will become more apparent by describing in detail the following embodiments with reference to the accompanying drawings, in which:

[0022] Figure 1is a structural schematic block diagram of an aero-engine including a plurality of heat sinks according to an embodiment of the present application.

[0023] Figure 2 is a flow schematic diagram of a heat management method according to an embodiment of the present application.

[0024] Figure 3 is a structural schematic block diagram of an aero-engine according to an embodiment of the present application.

[0025] Figure 4 is a schematic block diagram of a heat management system according to an embodiment of the present application.

[0026] Reference Signs:

[0027] 200 - heat management system

[0028] 201 - memory

[0029] 202 - processor

[0030] 203 - display module

[0031] 204 - full authority digital engine controller DETAILED DESCRIPTION

[0032] The present application will be further described below in conjunction with specific embodiments and drawings, and more details are set forth in the following description in order to fully understand the present application, but the present application can be implemented in various other ways different from the description, and those skilled in the art can make similar generalizations and deductions according to actual application conditions without departing from the connotation of the present application, so the protection scope of the present application should not be limited by the content of the specific embodiments.

[0033] Meanwhile, specific words are used in the present application to describe embodiments of the present application, such as "one embodiment", "an embodiment", and / or "some embodiments" mean a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that the "an embodiment" or "one embodiment" mentioned in different positions in the specification does not necessarily mean the same embodiment. In addition, certain features, structures or characteristics in one or more embodiments of the present application can be properly combined.

[0034] It should be noted that in the following embodiments, the aero-engine described in the following embodiments takes the aircraft and its turbofan engine as an example, but is not limited thereto, for example, it can also be a new generation aero-engine, such as but not limited to GTF aero-engine, hybrid electric propulsion engine, etc.

[0035] In the following embodiments, four heat sinks are taken as an example, which are air, fuel, first heat sink, and second heat sink, but this is not a limitation. In actual applications, a person skilled in the art can increase or decrease the number of heat sink medium types according to needs, and the heat management method described below is also applicable.

[0036] Referring to Figure 1 As shown, the oil extracted from the oil tank by the oil supply pump is cooled by the second radiator, the first radiator, the main fuel oil radiator, and the air oil radiator in turn, and the cooled oil is sent to engine bearings, gearboxes, motors, and other components to take away heat, and then is extracted back to the oil tank by the oil return pump, so as to ensure that the engine does not overheat under any working condition. The fan is used to extract air into the air oil radiator, the fuel pump provides fuel to the main fuel oil radiator, the first heat sink power source is used to provide the first heat sink for the first radiator, and the second heat sink provides the second heat sink for the second radiator. The main fuel oil radiator herein means the radiator through which the fuel pump outlet fuel main circuit flows to exchange heat with the oil, so it is called the main fuel oil radiator.

[0037] Heat management mainly includes temperature management and energy optimization. The temperature management ensures that the component temperature does not exceed the allowable temperature level within the engine operating envelope, and also ensures that the heat sink temperature of the oil and fuel does not exceed the limit; the energy optimization refers to achieving temperature regulation of the system with the minimum energy consumption to improve the engine performance.

[0038] Multiple heat sinks refer to using oil to cool the heat-generating components such as bearings, gearboxes, and motors of an aero-engine, and using multiple heat sink media such as fuel, air, and coolant to cool and radiate the oil through the heat sink / oil radiator.

[0039] Energy efficiency optimization refers to obtaining the optimal solution of the energy consumption of each heat sink power source by using a target optimization algorithm to ensure that the temperature of each heat sink does not exceed the temperature limit, so as to achieve temperature regulation of the system with the minimum energy consumption.

[0040] As Figure 2 shown, in some embodiments, the heat management method comprises:

[0041] S1. receiving input parameters, the input parameters comprising:

[0042] engine operating condition parameters;

[0043] power source rated parameters, including the rated speed and rated power of the power source corresponding to each heat sink of the multiple heat sinks;

[0044] temperature parameters, including the heat sink temperature of the radiator inlet corresponding to each heat sink;

[0045] Radiator parameters, radiator efficiency of each heat sink corresponding radiator;

[0046] Engine heat generating components heat generation and oil flow.

[0047] Specifically, for example, it can be the following specific parameters:

[0048] Engine operating condition parameters, including altitude H, Mach number Ma, temperature difference dT; here the meaning of temperature difference is the difference between ambient temperature and standard atmospheric temperature 288.15K.

[0049] Heat sink power source rated parameters include: rated speed and rated power, performance curve (flow speed curve m-n and power speed curve W-n), including fan rated speed N1, fan rated power P1, fuel pump rated speed N2, fuel pump rated power P2, first heat sink power source speed N3, first heat sink power source rated power P3, second heat sink power source speed N4, second heat sink power source rated power P4.

[0050] Temperature parameters include, the temperature of the heat sink before entering the heat sink / oil radiator, including the main fuel oil radiator inlet fuel temperature Tfuel_in, the air oil radiator inlet air temperature Tair_in, the first heat sink temperature T1_in at the inlet of the first radiator, and the second heat sink temperature T2_in at the inlet of the second radiator.

[0051] Radiator parameters include, each heat sink / oil radiator performance curve (heat exchange efficiency), including the heat dissipation efficiency of the main fuel oil radiator ε1, the heat dissipation efficiency of the air oil radiator ε2, the heat dissipation efficiency of the first radiator ε3 and the heat dissipation efficiency of the second radiator ε4.

[0052] Engine heat generating components heat generation, including the heat generation Q of components such as bearings, gearboxes and motors, and oil flow m.

[0053] S2. According to the input parameters, energy efficiency optimization calculation is carried out, and the optimization target is the power source speed of each heat sink corresponding to the plurality of heat sinks, and the boundary conditions include:

[0054] Temperature limit, oil temperature, and each heat sink temperature does not exceed the temperature threshold; for example, the fuel temperature does not exceed 120℃, the oil temperature does not exceed 160℃, and the remaining heat sinks do not exceed the corresponding temperature threshold.

[0055] The fuel flow needs to meet the engine working requirement;

[0056] Speed range: 0%~100% rated speed, when the speed is 0, it means that the heat sink does not participate in heat exchange.

[0057] For multiple heat sinks, the specific energy efficiency optimization algorithm can be:

[0058] Given the inlet temperatures of each heat sink, the oil flow rate, the heat generation of the engine hot components Q, the heat exchange efficiency of the radiator, and other parameters, the flow rate of each heat sink (obtained according to the current rotational speed of its power source and the flow rate-rotational speed relationship curve), the outlet temperatures of the oil and fuel, and other heat sink outlet temperatures can be obtained by establishing a system heat network model:

[0059] [Tfuel, Toil1, Toil2, Tair, T1, T2] = f(n1, n2, n3, n4, m, ε1, ε2, ε3, ε4)

[0060] Equation (1)

[0061] Where Tfuel is the temperature of the fuel after the main fuel oil radiator, Toil1 is the temperature of the oil after the oil pump, Toil2 is the temperature of the oil after the oil pump, Tair is the temperature of the air after the air oil radiator, T1 is the temperature of the first heat sink after the first radiator, and T2 is the temperature of the second heat sink after the second radiator.

[0062] Similarly, the energy consumption of the heat sink power source is related to the actual rotational speed n, the rated rotational speed N, and the rated power P. According to the power performance curve of the power source, the energy consumption of the heat sink power source is calculated. Taking the fan energy efficiency as an example, the fan rotational speed is n1, the fan rated rotational speed is N1, and the rated power is P1. The corresponding energy consumption W1 is:

[0063] W1 = f(n1, N1, P1) Equation (2)

[0064] The total heat sink energy consumption calculation formula is as follows:

[0065]

[0066] The optimization objective can be expressed as

[0067]

[0068] According to the optimization target and the optimization constraint, the multi-heat-sink energy efficiency problem can be solved by an intelligent optimization algorithm (evolutionary algorithm, swarm intelligence algorithm, simulated annealing algorithm, neural network algorithm, etc. and machine learning algorithm). Among them, the evolutionary algorithm, the swarm intelligence algorithm, the simulated annealing algorithm and the neural network algorithm can be classified as a traditional intelligent optimization algorithm, and the main idea is a search optimization method based on natural phenomena, which gradually approaches the optimal solution by using certain rules. For example, when using the genetic algorithm in the evolutionary algorithm to solve the multi-heat-sink energy efficiency optimization problem, a set of variable sets is randomly generated as the initial value according to the change range of the optimization variables (the rotation speed of each power source), and the corresponding fitness function value (i.e. the total heat-sink energy consumption of the system) is calculated. The idea of "natural selection" and "population inheritance" is adopted, and the next generation is generated through crossover and mutation, so that the evolution gradually approaches the optimal solution, until the optimal solution is generated.

[0069] Machine learning algorithms are mainly optimization algorithms based on data analysis developed in the background of artificial intelligence, mainly including linear regression algorithm, support vector machine algorithm, logistic regression algorithm, reinforcement learning algorithm, etc. For the multi-heat-sink optimization control method of the aircraft engine thermal management system mentioned in the present application, a reinforcement learning algorithm can be used to solve it. The learning strategy is mainly to approximate the minimum value of the objective function, and to improve the solving speed with certain learning strategies. For example, if the condition "use fuel as the main heat sink and prefer to increase the fuel pump speed" is added, the fuel pump speed is determined first, and then the condition "reduce the fan after-air as much as possible" is added, then the lowest fan speed is selected as much as possible.

[0070] S3. Output the control parameters, including:

[0071] The optimized power source rotation speeds of the plurality of heat sinks.

[0072] For example, the optimized power source rotation speeds of each heat sink: including the fan rotation speed n1_opt, the fuel pump rotation speed n2_opt, the first heat sink power source rotation speed n3_opt, and the second heat sink power source rotation speed n4_opt.

[0073] Although the above method is illustrated and described as a series of acts for purposes of simplicity, it should be appreciated and understood that the steps are not limited by the order of the acts, because according to one or more embodiments, some acts can occur in different orders and / or concurrently with other acts according to the embodiments illustrated and described herein or according to other acts that are understood by those skilled in the art, which are not illustrated and described herein.

[0074] According to another aspect of the present application, the present application also provides a computer readable medium.

[0075] The computer readable medium provided by the present disclosure has computer instructions thereon. The computer instructions are executed by a processor to implement the steps performed by the program in the thermal management method of the aero-engine as introduced in the above embodiments.

[0076] Reference Figure 4 As shown, in some embodiments, the thermal management system 200 comprises a memory 201 for storing instructions executable by a processor, and a processor 202 for executing the instructions to implement the steps performed by the program in the thermal management method of the aero-engine as introduced in the above embodiments.

[0077] In addition, the thermal management system 200 can further comprise a display module 203 for displaying the energy efficiency optimization of the thermal management system, so that the aero-engine monitoring and maintenance workers can know the operation of the aero-engine in time, or the aircraft operator can provide the operation of the engine to help them pay attention to the energy consumption of the engine in time. The display module 203 can have various forms of expression, for example, in the aircraft, the display module 203 can be an instrument panel or a display screen, or even a head-up display (HUD) of the pilot's helmet, while on the ground, the display module 203 can be a computer screen, a mobile screen, etc. of the maintenance personnel.

[0078] It can be understood that the processor 202 in the foregoing embodiments, such as a combination of one or more of a system on chip (SOC), a microcontroller, a microprocessor (e.g., a single-chip microcomputer), a reduced instruction set computer (RISC), an application-specific integrated circuit (ASIC), an application-specific instruction set integrated processor (ASIP), a central processing unit (CPU), a graphics processing unit (GPU), a physical processing unit (PPU), a microcontroller unit, a digital signal processor (DSP), a field programmable gate array (FPGA), an advanced RISC machine (ARM), a programmable logic device (PLD), any circuit or processor capable of performing one or more functions, etc., such as in the aircraft, the processor 202 can be a combination of one or more of a system on chip (SOC), a microcontroller, a microprocessor (e.g., a single-chip microcomputer), a reduced instruction set computer (RISC), an application-specific integrated circuit (ASIC), an application-specific instruction set integrated processor (ASIP), a central processing unit (CPU), a graphics processing unit (GPU), a physical processing unit (PPU), a microcontroller unit, a digital signal processor (DSP), a field programmable gate array (FPGA), an advanced RISC machine (ARM), a programmable logic device (PLD), any circuit or processor capable of performing one or more functions, etc. Figure 3 As shown, the processor 202 can be integrated into the electronic controller of the engine, i.e., the full authority digital engine controller 204 (FADEC), further improving the integration of the thermal management system.

[0079] The specific control can be referred to Figure 3As shown, the input of the thermal management system is the rotational speed, temperature parameter measured from the thermal management system through the sensor, and the engine operating condition parameter transmitted from the engine electronic controller through the data bus. After receiving the input, the energy efficiency optimization controller runs the optimization control algorithm, and at the same time, corrects the internal thermal network model according to the real-time measured temperature / rotational speed and other parameters, to ensure the accuracy of the thermal network model, thereby ensuring the accuracy of the optimization control algorithm. The output of the multi-heat sink energy efficiency optimization control device is the optimized rotational speed of each heat sink power source, which is output to each heat sink power source. Each heat sink power source adjusts the actual rotational speed according to the output of the controller until the actual rotational speed and the optimized rotational speed value are equal. In actual application, the multi-heat sink energy efficiency optimization control device can be dynamically adjusted or adjusted according to the working condition as needed to realize the comprehensive thermal management of the aero-engine.

[0080] In summary, the beneficial effects of the aero-engine, thermal management method, system and computer readable medium introduced in the above embodiments include but are not limited to that the energy efficiency optimization calculation can realize accurate control of multiple heat sink power sources, reduce design margin, and reduce the weight and cost of the engine thermal management system.

[0081] The steps of a method combination described herein in the embodiments of the disclosure can be directly embodied in hardware, in software modules executed by a processor, or in a combination of the two. The software modules can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art. The exemplary storage medium is coupled to the processor so that the processor can read and write information from / to the storage medium. In the alternative, the storage medium can be integrated into the processor. The processor and the storage medium can reside in an ASIC. The ASIC can reside in the user terminal. In the alternative, the processor and the storage medium can reside in the user terminal as discrete components.

[0082] In one or more exemplary embodiments, the functions described can be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions can be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk and disc, as used herein, includes compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0083] The application has been disclosed with reference to the preferred embodiments. Other variations and modifications of the application will be apparent to those skilled in the art and can be made without departing from the scope of the application. Therefore, it is intended that such variations and modifications be included within the scope of the application as defined in the claims.

Claims

1. A thermal management method for an aeroengine, said aeroengine comprising multiple heat sinks, characterized in that, The thermal management method comprises: S1. Receiving input parameters, the input parameters comprising: engine operating condition parameters; thermal sink power source rated parameters, including the rated speed and rated power of the power source corresponding to each of the plurality of thermal sinks; temperature parameters, including the temperature of the heat sink corresponding to the inlet of the radiator of each thermal sink; radiator parameters, including the heat dissipation efficiency of the radiator corresponding to each thermal sink; heat generation of the heat generating components of the engine and oil flow rate; S2. According to the input parameters, performing energy efficiency optimization calculation, the optimization target being the optimized power source speed corresponding to each of the plurality of thermal sinks, and the boundary conditions comprising: temperature limit, the oil temperature and the temperature of each heat sink not exceeding the temperature threshold; fuel flow rate meeting the engine operating requirements; speed range: 0% to 100% rated speed, when the speed is 0, it means that the heat sink does not participate in heat exchange; S3. Outputting control parameters, including: the optimized power source speed of the plurality of thermal sinks.

2. The thermal management method of claim 1, wherein, In the S1: the engine operating condition parameters at least comprising: the height, Mach number, temperature difference of the aircraft where the engine is located; the thermal sink power source rated parameters at least comprising: fan rated speed, fan rated power, fuel pump rated speed, fuel pump rated power; the temperature parameters at least comprising: the inlet fuel temperature of the main fuel oil radiator, the inlet air temperature of the air oil radiator; the radiator parameters at least comprising: the heat dissipation efficiency of the main fuel oil radiator, the heat dissipation efficiency of the air oil radiator.

3. The thermal management method of claim 1, wherein, In the S2, the energy efficiency optimization calculation comprises: According to the inlet temperature of the plurality of thermal sinks, the oil flow rate and the heat generation of the engine heat generating components, the heat dissipation efficiency of the radiator, the flow rate of each of the plurality of thermal sinks, the oil and the outlet temperature of each of the plurality of thermal sinks, the system thermal network model is established to obtain.

4. The thermal management method of claim 1, wherein, In the S2, the algorithm of the energy efficiency optimization calculation comprises evolutionary algorithm, swarm intelligence algorithm, simulated annealing algorithm and neural network algorithm.

5. The thermal management method of claim 1, wherein, In the S2, the algorithm of the energy efficiency optimization calculation comprises machine learning algorithm.

6. A readable medium having a computer program thereon, characterized in that, The program is executed by the processor to realize the steps of the thermal management method according to any one of claims 1 to 5.

7. A thermal management system (200) of an aeroengine, characterized in that, Comprise: a memory (201) for storing instructions executable by a processor; a processor (202) for executing the instructions to realize the thermal management method according to any one of claims 1 to 5.

8. The thermal management system (200) of claim 7, wherein, Further comprising a display module (203) for displaying the energy efficiency optimization of the thermal management system.

9. The thermal management system (200) of claim 7, wherein, The processor (202) is integrated into a full authority digital engine controller (FADEC).

10. An aeroengine characterised in that, Comprise a plurality of thermal sinks and the thermal management system (200) according to any one of claims 7 to 9. Comprise a plurality of thermal sinks and the thermal management system (200) according to any one of claims 7 to 9.

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