Thermal management system, aircraft and thermal management method of aircraft

Abstract

The embodiment of the invention provides a thermal management system, an aircraft and a thermal management method of the aircraft. The thermal management system comprises a heat dissipation system, a reserve cold source and a standby liquid tank. The heat dissipation system is respectively communicated with the reserve cold source and the standby liquid tank; the cooling system is used for cooling to-be-cooled equipment in the aircraft, and basic cooling performance data of the cooling system is associated with theoretical cooling data when the aircraft is in a cruising stage; in the operation process of the aircraft, when the target heat dissipation data is greater than the current heat dissipation performance data, controlling reserve cooling liquid stored in a reserve cold source to enter the heat dissipation system through the heat dissipation system; when the target heat dissipation data is smaller than the current heat dissipation performance data, cooling liquid exceeding the target heat dissipation data in the heat dissipation system is discharged into a standby liquid box; when the thermal management system is applied to the aircraft, the heat dissipation requirements of different flight stages can be met, the heat dissipation power of the cruise stage can be reduced, and the oversaturation state is prevented.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to a thermal management system, an aircraft, and a thermal management method for an aircraft. Background Art

[0002] Aircraft, especially those with tilt-rotor mechanisms, experience high power output and demand greater heat dissipation during vertical takeoff and landing, hovering, and attitude transitions. However, during cruise, power output is much lower than during vertical takeoff and landing, resulting in a significant difference in heat dissipation requirements. If the cooling system is designed based on the cooling requirements of vertical takeoff and landing, the overall cooling system will be oversaturated during the long cruise phase. If the cooling system is designed based on the cooling requirements of cruise, it will not be able to meet the cooling requirements of vertical takeoff and landing, posing a risk of thermal runaway of the batteries.

[0003] Therefore, there is an urgent need for a thermal management system that can not only meet the heat dissipation requirements of different flight phases, but also will not cause the heat dissipation system to be in an oversaturated state during the cruise phase. Summary of the Invention

[0004] In order to solve the above technical problems, the present application proposes a thermal management system, an aircraft, and a thermal management method for the aircraft.

[0005] In one aspect, an embodiment of the present application provides a thermal management system comprising a heat dissipation system, a reserve cold source, and a reserve fluid tank; the heat dissipation system is in communication with the reserve cold source and the reserve fluid tank, respectively; the heat dissipation system is configured to dissipate heat from a device to be dissipated in an aircraft, and basic heat dissipation performance data of the heat dissipation system is associated with theoretical heat dissipation data when the aircraft is in a cruising phase;

[0006] During the operation of the aircraft, when the target heat dissipation data is greater than the current heat dissipation performance data, the reserve coolant stored in the reserve cold source is controlled by the heat dissipation system to enter the heat dissipation system; when the target heat dissipation data is less than the current heat dissipation performance data, the coolant in the heat dissipation system that exceeds the target heat dissipation data is discharged into the reserve liquid tank; the target heat dissipation data represents the theoretical heat dissipation data of the target flight stage, and the current heat dissipation performance data represents the actual heat dissipation data of the current flight stage.

[0007] Furthermore, the heat dissipation system includes a circulation pipeline, a flow control valve and a refrigerant flow control valve provided on the circulation pipeline;

[0008] The flow control valve and the refrigerant flow control valve are both three-way valves, and the circulation pipeline is connected to the standby liquid tank through the flow control valve, and the output end of the reserve cold source is connected to the circulation pipeline through the refrigerant flow control valve.

[0009] Furthermore, the heat dissipation system further comprises a heat exchanger, a heat exchange water pump, a radiator and a temperature control system arranged in series;

[0010] The coolant flows through the circulation pipe and sequentially flows to the heat exchanger, the heat exchange water pump, the radiator, the flow control valve, the refrigerant flow control valve, the temperature control system and the heat exchanger, thereby realizing circulation in the heat dissipation system;

[0011] The device to be cooled and the heat exchanger are arranged in parallel so that the heat dissipation system dissipates heat for the device to be cooled.

[0012] Furthermore, the heat dissipation system further includes a flow meter, a temperature sensor and a pressure sensor;

[0013] The flow meter includes a first flow meter and a second flow meter, the first flow meter is arranged between the flow control valve and the refrigerant flow control valve, and the second flow meter is arranged between the output end of the temperature control system and the heat exchanger;

[0014] The temperature sensor includes a first temperature sensor, a second temperature sensor and a third temperature sensor. The first temperature sensor is arranged between the output end of the heat dissipation device and the heat exchanger, the second temperature sensor is arranged between the first flow meter and the refrigerant flow control valve, and the third temperature sensor is arranged between the second flow meter and the heat exchanger.

[0015] Furthermore, the heat exchanger includes a first side and a second side arranged opposite to each other, the first side is provided with a cooling liquid inlet of the heat dissipation system and a cooling liquid inlet of the device to be cooled, and the second side is provided with a cooling liquid outlet of the heat dissipation system and a cooling liquid outlet of the device to be cooled;

[0016] The heat exchanger is provided with a first branch and a second branch, wherein the first branch and the second branch are arranged crosswise;

[0017] The first branch is used to connect the coolant inlet of the heat dissipation system and the coolant outlet of the heat dissipation system, and the second branch is used to connect the coolant inlet of the device to be cooled and the coolant outlet of the device to be cooled;

[0018] The output end of the device to be cooled is sequentially connected to the coolant inlet of the device to be cooled, the second branch, the coolant outlet of the device to be cooled and the input end of the device to be cooled, so as to dissipate heat for the device to be cooled.

[0019] Furthermore, the device to be cooled includes a battery pack.

[0020] Furthermore, a cooling liquid inlet is provided on one side surface of the reserve cold source;

[0021] The volume of the standby liquid tank is less than or equal to the volume of the reserve cold source.

[0022] On the other hand, an embodiment of the present application also provides an aircraft, including the above-mentioned thermal management system.

[0023] On the other hand, an embodiment of the present application further provides a thermal management method for an aircraft, which is implemented by the above-mentioned thermal management system, and the method includes:

[0024] In response to a flight phase transition signal of the aircraft, target heat dissipation data and current heat dissipation performance data of the aircraft are acquired; the target heat dissipation data represents theoretical heat dissipation data for a target flight phase, and the current heat dissipation performance data represents actual heat dissipation data for the current flight phase;

[0025] comparing the target heat dissipation data with the current heat dissipation performance data to obtain a first comparison result;

[0026] According to the first comparison result, the cooling system controls a reserve cold source or a reserve liquid tank, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the cooling system controls the reserve coolant stored in the reserve cold source to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, the coolant in the cooling system that exceeds the target cooling data is discharged into the reserve liquid tank to reduce the energy consumption of the cooling system.

[0027] Furthermore, the acquiring target heat dissipation data and current heat dissipation performance data of the aircraft in response to the flight phase transition signal of the aircraft includes:

[0028] In response to a flight phase conversion signal of the aircraft, acquiring target heat dissipation data corresponding to the target flight phase from a thermal management system;

[0029] Obtaining a current second flow rate from the second flow meter, obtaining a current first temperature value from the first temperature sensor, and obtaining a current third temperature value from the third temperature sensor;

[0030] Heat dissipation data processing is performed on the current second flow rate, the current first temperature value, and the current third temperature value to obtain the current heat dissipation performance data.

[0031] On the other hand, an embodiment of the present application further provides a thermal management device for an aircraft, comprising:

[0032] an acquisition module, configured to acquire target heat dissipation data and current heat dissipation performance data of the aircraft in response to a flight phase transition signal of the aircraft; the target heat dissipation data represents theoretical heat dissipation data for a target flight phase, and the current heat dissipation performance data represents actual heat dissipation data for the current flight phase;

[0033] a comparison module, configured to compare the target heat dissipation data with the current heat dissipation performance data to obtain a first comparison result;

[0034] an adjustment module for controlling a reserve cooling source or a reserve liquid tank through the cooling system according to the first comparison result, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the cooling system controls the reserve coolant stored in the reserve cooling source to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, the coolant in the cooling system that exceeds the target cooling data is discharged into the reserve liquid tank to reduce the energy consumption of the cooling system.

[0035] An embodiment of the present application provides a thermal management system, an aircraft, and a thermal management method for an aircraft, wherein the thermal management system includes a heat dissipation system, a reserve cold source, and a reserve liquid tank; the heat dissipation system is connected to the reserve cold source and the reserve liquid tank, respectively; the heat dissipation system is used to dissipate heat for the equipment to be dissipated in the aircraft, and basic heat dissipation performance data of the heat dissipation system is associated with theoretical heat dissipation data when the aircraft is in a cruising phase; during the operation of the aircraft, when the target heat dissipation data is greater than the current heat dissipation performance data, the heat dissipation system controls the reserve coolant stored in the reserve cold source to enter the heat dissipation system; when the target heat dissipation data is less than the current heat dissipation performance data, the coolant in the heat dissipation system that exceeds the target heat dissipation data is discharged into the reserve liquid tank; applying the thermal management system to the aircraft can not only meet the heat dissipation requirements of different flight phases, but also reduce the heat dissipation power in the cruising phase to prevent an oversaturation state. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions and advantages of the embodiments of the present application or the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0037] Figure 1 This is a connection diagram of a thermal management system provided by an embodiment of the present application;

[0038] Figure 2This is a schematic diagram of the coolant flow in a heat exchanger provided in an embodiment of the present application;

[0039] Figure 3 1 is a flow chart of a thermal management method for an aircraft provided in an embodiment of the present application;

[0040] Figure 4 This is a flow chart of a method for obtaining heat dissipation data provided in an embodiment of the present application;

[0041] Figure 5 This is a structural block diagram of a thermal management device for an aircraft provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0043] It should be noted that the terms "first," "second," and the like in the description and claims of the embodiments of the present application, as well as in the accompanying drawings, are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential sequence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present embodiment, unless otherwise specified, "plurality" means two or more. Furthermore, the terms "including," "having," and any variations thereof are intended to cover non-exclusive inclusions. In the description of the present application, it should be understood that the terms "upper," "lower," "top," and "bottom," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplification. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and are therefore not to be construed as limitations on the present application.

[0044] When a numerical range is disclosed herein, the above range is considered to be continuous and includes the minimum and maximum values of the range, as well as every value between such minimum and maximum values. Further, when a range refers to an integer, every integer between the minimum and maximum values of the range is included. In addition, when multiple ranges are provided to describe a feature or characteristic, the ranges can be merged. In other words, unless otherwise indicated, all ranges disclosed herein should be understood to include any and all subranges included therein. For example, a specified range from "1 to 10" should be considered to include any and all subranges between a minimum of 1 and a maximum of 10. Exemplary subranges of the range 1 to 10 include, but are not limited to, 1 to 6.1, 3.5 to 7.8, 5.5 to 10, etc.

[0045] On the one hand, if Figure 1 As shown, an embodiment of the present application provides a thermal management system, comprising a heat dissipation system, a reserve cold source, and a reserve liquid tank; the heat dissipation system is in communication with the reserve cold source and the reserve liquid tank, respectively; the heat dissipation system is used to dissipate heat from a device to be cooled in an aircraft, and basic heat dissipation performance data of the heat dissipation system is associated with theoretical heat dissipation data when the aircraft is in a cruising phase;

[0046] During the operation of the aircraft, when the target heat dissipation data is greater than the current heat dissipation performance data, the reserve coolant stored in the reserve cold source is controlled by the heat dissipation system to enter the heat dissipation system; when the target heat dissipation data is less than the current heat dissipation performance data, the coolant in the heat dissipation system that exceeds the target heat dissipation data is discharged into the reserve liquid tank; the target heat dissipation data represents the theoretical heat dissipation data of the target flight stage, and the current heat dissipation performance data represents the actual heat dissipation data of the current flight stage.

[0047] The thermal management system provided in the embodiments of the present application is suitable for aircraft, particularly aircraft equipped with a tiltrotor mechanism, which is used to transition the aircraft from vertical takeoff and landing to horizontal cruising. Specifically, the thermal management system includes a heat dissipation system, a reserve cold source, and a reserve fluid tank. The heat dissipation system is used to dissipate heat from the equipment to be dissipated and is connected to the reserve cold source and the reserve fluid tank. The heat dissipation system dissipates heat from the equipment to be dissipated through the circulation of coolant.

[0048] The basic heat dissipation performance data of the heat dissipation system is associated with the theoretical heat dissipation data when the aircraft is in the cruise phase, which means that the basic heat dissipation performance data of the heat dissipation system is designed according to the theoretical heat dissipation data of the aircraft in the cruise phase to which it is applied. Basic heat dissipation performance data include but are not limited to basic heat dissipation power (basic heat dissipation power refers to the maximum amount of heat that the heat dissipation system can handle without adding coolant), coolant flow and temperature in the heat dissipation system, power and resistance of each part of the heat dissipation system, heat capacity of the coolant, etc. The theoretical heat dissipation data refers to the heat dissipation power when the aircraft is in the cruise phase, that is, the required heat dissipation of the equipment to be cooled when the aircraft is in the cruise phase, which represents the basic heat dissipation capacity of the heat dissipation system without adding coolant or other conditions.

[0049] The target heat dissipation data refers to the heat dissipation power requirement data of the aircraft in the next flight phase (i.e., the target flight phase), which is obtained from the pre-stored data in the thermal management system in response to the change instructions of the aircraft's flight phase; the current heat dissipation performance data refers to the current heat dissipation capacity or current heat dissipation power of the heat dissipation system, which must be greater than or equal to the basic heat dissipation performance data. Specifically, it represents the actual heat dissipation data of the current flight phase, i.e., the actual heat dissipation power or the above-mentioned current heat dissipation power.

[0050] The reserve cooling source is used to store reserve coolant. When the aircraft's target cooling data exceeds the current cooling performance data, the reserve coolant is introduced into the cooling system and mixed with the existing coolant to increase the cooling capacity, or power, of the cooling system to meet the target cooling data. The target cooling data includes power, coolant flow rate, and temperature. The flow rate and volume of coolant required to enter the cooling system from the reserve cooling source are determined by the difference between the power in the target cooling data and the power in the cooling performance data.

[0051] The reserve water tank is used to store excess coolant in the cooling system. Generally speaking, the cooling demand of an aircraft in the cruise phase is the lowest, meaning the required cooling power is the lowest. Cooling demand in other phases is greater than that in the circulation phase. Therefore, when transitioning from takeoff to cruise, or from other flight phases to cruise, the coolant flow in the cooling system far exceeds the cooling demand during the cruise phase. Specifically, when the cooling system's coolant flow exceeds the target cooling data for the target flight phase, excess coolant is discharged into the reserve water tank to reduce the cooling power required for the circulation phase.

[0052] The thermal management system designed in the embodiment of the present application adds a reserve cold source and a spare water tank on the basis of the heat dissipation system, and designs the basic heat dissipation performance data of the heat dissipation system according to the heat dissipation requirements of the aircraft when it is in a cruising state. When the heat dissipation requirements of the aircraft are greater than the current heat dissipation performance data of the heat dissipation system, the coolant in the reserve cold source is controlled to mix with the coolant in the original heat dissipation system to increase the actual heat dissipation capacity of the heat dissipation system. When the aircraft changes from other flight phases to the cruising phase, the excess coolant is discharged into the spare water tank to reduce the heat dissipation power consumption of the heat dissipation system, so as to achieve the heat dissipation requirements of the heat dissipation system in different flight phases without increasing the basic heat dissipation performance data of the heat dissipation system and preventing oversaturation of the heat dissipation performance data.

[0053] As an optional embodiment, the heat dissipation system includes a circulation pipeline, a flow control valve and a refrigerant flow control valve provided on the circulation pipeline;

[0054] The flow control valve and the refrigerant flow control valve are both three-way valves, and the circulation pipeline is connected to the standby liquid tank through the flow control valve, and the output end of the reserve cold source is connected to the circulation pipeline through the refrigerant flow control valve.

[0055] like Figure 1 As shown, the heat dissipation system uses coolant as the cooling medium to dissipate heat from the heat dissipation equipment. The coolant circulates in the circulation pipe, and the reserve cold source is connected to the circulation pipe through the refrigerant cooling capacity control valve. The circulation pipe is connected to the spare water tank through the flow control valve, wherein the flow control valve and the refrigerant flow control valve are both three-way valves.

[0056] Optionally, the above-mentioned circulation pipeline and the spare water tank are one-way connected, that is, the coolant can only enter the spare water tank from the circulation pipeline; the reserve cold source and the circulation pipeline are also one-way connected, and the coolant can only enter the circulation pipeline from the reserve cold source.

[0057] The embodiment of the present application sets the flow control valve and the refrigerant flow control valve as three-way valves, thereby increasing the coolant flow in the cooling system through the three-way valve when the cooling demand is met, and discharging the excess coolant in the cooling system into the spare water tank through the three-way valve when the cooling demand is reduced, thereby achieving dynamic adjustment of the cooling power (i.e., cooling capacity) of the cooling system according to the cooling demand.

[0058] As an optional embodiment, the heat dissipation system further includes a heat exchanger, a heat exchange water pump, a radiator and a temperature control system arranged in series;

[0059] The coolant flows through the circulation pipe and sequentially flows to the heat exchanger, the heat exchange water pump, the radiator, the flow control valve, the refrigerant flow control valve, the temperature control system and the heat exchanger, thereby realizing circulation in the heat dissipation system;

[0060] The device to be cooled and the heat exchanger are arranged in parallel so that the heat dissipation system dissipates heat for the device to be cooled.

[0061] In the embodiment of this application, Figure 1 As shown, the heat dissipation system includes a heat exchanger, a heat exchange water pump, a radiator and a temperature control system arranged in series, and the flow direction of the coolant is from the heat exchanger, the heat exchange water pump, the radiator, the flow control valve, the refrigerant flow control valve, the temperature heat exchanger, and then to the heat exchanger.

[0062] A heat exchanger is a device used to achieve heat transfer between two or more fluids. In this application, it is used to achieve heat transfer between the coolant in the radiator and the coolant in the device to be dissipated. The heat exchanger water pump is a key component in the heat exchange system, which is used to promote the circulation of coolant in the heat exchanger to achieve effective heat transfer. A radiator is a device used to transfer heat from a high-temperature object to a low-temperature environment. The basic working principle of the radiator is to transfer heat from a heat source to the surrounding environment through three methods: heat conduction, convection and radiation. The core of the temperature control system is to monitor the temperature of the device in real time through sensors and compare the measured value with the set target temperature. Based on the deviation, the controller will adjust the operating parameters of the cooling system (such as fan speed, water pump flow, coolant circulation speed, etc.) to maintain the device operating within the set temperature range.

[0063] Optionally, the radiator includes a cooling fan.

[0064] It should be noted that the volume of the reserve cooling source is designed according to the heat dissipation requirements of the aircraft to which the thermal management system is applied, and the reserve coolant is added during aircraft maintenance and before each flight.

[0065] As an optional implementation, the heat dissipation system further includes a flow meter, a temperature sensor, and a pressure sensor;

[0066] The flow meter includes a first flow meter and a second flow meter, the first flow meter is arranged between the flow control valve and the refrigerant flow control valve, and the second flow meter is arranged between the output end of the temperature control system and the heat exchanger;

[0067] The temperature sensor includes a first temperature sensor, a second temperature sensor and a third temperature sensor. The first temperature sensor is arranged between the output end of the heat dissipation device and the heat exchanger, the second temperature sensor is arranged between the first flow meter and the refrigerant flow control valve, and the third temperature sensor is arranged between the second flow meter and the heat exchanger.

[0068] In the embodiment of this application, Figure 1 As shown, in order to achieve coolant flow and temperature control of the heat dissipation system, a temperature sensor and a flow meter are also provided in the heat dissipation system. Specifically, the flow meter includes a first flow meter and a second flow meter. The first flow meter is arranged between the flow control valve and the refrigerant flow control valve, and is used to test the coolant flow after the flow control valve. It can be used to test whether the coolant in the heat dissipation system is discharged into the spare water tank, which is recorded as the first flow rate; the second flow meter is arranged between the temperature control system and the heat exchanger, and is used to test the coolant flow after the refrigerant flow control valve. It can be used to test whether the reserve coolant is added to the heat dissipation system, which is recorded as the second flow rate.

[0069] The temperature sensors include a first temperature sensor, a second temperature sensor, and a third temperature sensor. The first temperature sensor is located between the coolant output port of the device to be cooled and the heat exchanger. It is used to measure the coolant temperature entering the heat exchanger from the device to be cooled, also known as the first temperature value or the heat exchanger device to be cooled inlet temperature. The second temperature sensor is located between the first flowmeter and the refrigerant flow control valve and is used to measure the coolant temperature flowing out of the radiator. The test data is called the second temperature value. The third temperature sensor is located between the second flowmeter and the heat exchanger. The third temperature sensor is also called the heat exchanger inlet temperature sensor. The third temperature sensor is used to measure the coolant temperature at the inlet of the heat exchanger of the rear cooling system, also known as the third temperature value.

[0070] As an optional embodiment, the heat exchanger includes a first side and a second side arranged opposite to each other, the first side is provided with a cooling liquid inlet of the heat dissipation system and a cooling liquid inlet of the device to be cooled, and the second side is provided with a cooling liquid outlet of the heat dissipation system and a cooling liquid outlet of the device to be cooled; a first branch and a second branch are provided inside the heat exchanger, and the first branch and the second branch are arranged crosswise; the first branch is used to connect the cooling liquid inlet of the heat dissipation system and the cooling liquid outlet of the heat dissipation system, and the second branch is used to connect the cooling liquid inlet of the device to be cooled and the cooling liquid outlet of the device to be cooled; the output end of the device to be cooled is sequentially connected to the cooling liquid inlet of the device to be cooled, the second branch, the cooling liquid outlet of the device to be cooled and the input end of the device to be cooled, so as to dissipate heat from the device to be cooled.

[0071] like Figure 1As shown, four coolant ports are provided on opposite sides of the heat exchanger: a cooling system coolant inlet and a cooling device coolant inlet on the first side, and a cooling system coolant outlet and a cooling device coolant outlet on the second side. Specifically, a first branch connects the cooling system coolant inlet and outlet, while a second branch connects the cooling device coolant inlet and outlet. The first and second branches are intersecting, allowing the cooling system coolant to exchange heat with the cooling device coolant, ultimately cooling the device.

[0072] The cooling system coolant inlet is used to allow coolant to enter the heat exchanger from the circulation pipe. The cooling system coolant outlet is used to allow the coolant to flow out of the heat exchanger and re-enter the circulation pipe after heat exchange. The coolant inlet of the equipment to be cooled is used to allow the coolant flowing out of the equipment to be cooled to enter the heat exchanger, exchanging heat with the coolant entering the heat exchanger from the circulation pipe. The coolant outlet of the equipment to be cooled is used to allow the coolant to flow out of the heat exchanger and re-enter the equipment to be cooled to dissipate heat.

[0073] It should be noted that the coolant in the device to be cooled and the coolant in the cooling system may be the same or different.

[0074] The embodiment of the present application ensures the basic heat dissipation performance of the heat dissipation system by setting up a heat dissipation system including a radiator, a heat exchange water pump and a heat exchanger. The temperature control system calculates whether the coolant flow and temperature in the circulation pipe of the heat dissipation system meet the heat dissipation requirements, and multiple flow meters and temperature sensors are set to test the flow and temperature, providing an analysis basis for the temperature control system, thereby realizing dynamic adjustment of the coolant flow and temperature of the heat dissipation system.

[0075] As an optional implementation, the device to be cooled includes a battery pack.

[0076] As an optional implementation, a cooling liquid inlet is provided on one side surface of the reserve cold source; and the volume of the standby liquid tank is less than or equal to the volume of the reserve cold source.

[0077] In the embodiment of the present application, when the aircraft has a rotor structure, the device to be cooled includes a battery pack.

[0078] To facilitate the addition of reserve coolant, a coolant inlet is located on one side of the reserve cooling source for adding reserve coolant during aircraft maintenance. Because the cooling requirements during takeoff, landing, and attitude changes are typically greater than those during cruising, the reserve cooling source's volume is set to be greater than or equal to the reserve tank's. This means that during final landing, some coolant will enter the cooling system from the reserve cooling source and does not need to be discharged into the reserve tank, ensuring sufficient coolant to dissipate heat from the battery pack and other cooling equipment, thus ensuring the cooling efficiency of the cooling system.

[0079] On the other hand, an embodiment of the present application also provides an aircraft, including the thermal management system provided by an embodiment of the present application.

[0080] On the other hand, Figure 3 As shown, the embodiment of the present application further provides a thermal management method for an aircraft, which is implemented by the thermal management system provided by the embodiment of the present application, and the method includes:

[0081] S10: In response to the flight phase conversion signal of the aircraft, target heat dissipation data and current heat dissipation performance data of the aircraft are obtained; the target heat dissipation data represents theoretical heat dissipation data of the target flight phase, and the current heat dissipation performance data represents actual heat dissipation data of the current flight phase.

[0082] In the embodiments of the present application, the flight phase transition signal refers to a signal or prompt used to instruct the aircraft to transition from one flight phase to another during flight. Flight phases include but are not limited to the ground phase, takeoff phase, climb phase, cruise phase, descent phase, approach phase, landing phase, etc. The flight phase transition signal carries information about the target flight phase. The target heat dissipation data refers to the heat dissipation power requirement data for the next flight phase of the aircraft (i.e., the target flight phase). By responding to the change instruction of the aircraft's flight phase, the pre-stored theoretical heat dissipation data is obtained from the thermal management system. The current heat dissipation performance data refers to the current heat dissipation capacity or current heat dissipation power of the heat dissipation system in the current flight phase, which must be greater than or equal to the basic heat dissipation performance data. The heat dissipation performance data includes the coolant flow rate, coolant temperature, flow control valve opening, and refrigerant flow control valve opening in the heat dissipation system. The coolant temperature includes a first temperature value, a second temperature value, and a third temperature value, and the coolant flow rate includes a first flow rate and a second flow rate.

[0083] Specifically, the thermal management system pre-stores heat dissipation data corresponding to different flight phases, and the pre-stored heat dissipation data is theoretical test data.

[0084] S30: Compare the target heat dissipation data and the current heat dissipation performance data to obtain a first comparison result.

[0085] In an embodiment of the present application, the target heat dissipation data and the current heat dissipation performance are compared, and the first comparison result obtained represents whether the current heat dissipation performance of the heat dissipation system can meet the heat dissipation requirements of the target flight phase, that is, whether the target heat dissipation data is met.

[0086] S50: Based on the first comparison result, the heat dissipation system controls the reserve cold source or the reserve liquid tank, so that when the first comparison result indicates that the target heat dissipation data is greater than the current heat dissipation performance data, the heat dissipation system controls the reserve coolant stored in the reserve cold source to enter the heat dissipation system to meet the target heat dissipation data; and when the first comparison result indicates that the target heat dissipation data is less than the current heat dissipation performance data, the coolant in the heat dissipation system that exceeds the target heat dissipation data is discharged into the reserve liquid tank to reduce the energy consumption of the heat dissipation system.

[0087] In an embodiment of the present application, the adjustment direction of the coolant flow and temperature in the cooling system is determined based on the first comparison result, and then the reserve coolant in the reserve cold source is controlled to enter the cooling system or the excess coolant in the cooling system is controlled to be discharged into the spare water tank, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the reserve coolant stored in the reserve cold source is controlled by the cooling system to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, the coolant in the cooling system that exceeds the target cooling data is discharged into the spare liquid tank to reduce the energy consumption of the cooling system.

[0088] The thermal management system designed in the embodiment of the present application adds a reserve cold source and a spare water tank on the basis of the heat dissipation system, and designs the basic heat dissipation performance data of the heat dissipation system according to the heat dissipation requirements of the aircraft when it is in a cruising state. When the heat dissipation requirements of the aircraft are greater than the current heat dissipation performance data of the heat dissipation system, the coolant in the reserve cold source is controlled to mix with the coolant in the original heat dissipation system to increase the actual heat dissipation capacity of the heat dissipation system. When the aircraft changes from other flight phases to the cruising phase, the excess coolant is discharged into the spare water tank to reduce the heat dissipation power consumption of the heat dissipation system, so as to achieve the heat dissipation requirements of the heat dissipation system in different flight phases without increasing the basic heat dissipation performance data of the heat dissipation system and preventing oversaturation of the heat dissipation performance data.

[0089] As an optional implementation, Figure 4 As shown, the acquiring of target heat dissipation data and current heat dissipation performance data of the aircraft in response to the flight phase transition signal of the aircraft includes:

[0090] S11: In response to a flight phase conversion signal of the aircraft, acquiring target heat dissipation data corresponding to the target flight phase from a thermal management system;

[0091] S13: Obtaining a current second flow rate from the second flow meter, obtaining a current first temperature value from the first temperature sensor, and obtaining a current third temperature value from the third temperature sensor;

[0092] S15: Perform heat dissipation data processing on the current second flow rate, the current first temperature value, and the current third temperature value to obtain the current heat dissipation performance data.

[0093] In the embodiment of the present application, heat dissipation data corresponding to each flight phase is pre-stored in the thermal management system.

[0094] The method for obtaining the current heat dissipation performance data is as follows:

[0095] The current second flow rate is obtained from the second flow meter, the current first temperature value is obtained from the first temperature sensor, and the current third temperature value is obtained from the third temperature sensor. Then, according to the basic heat exchange formula, the current total heat dissipation of the heat dissipation system is calculated and recorded as the current heat dissipation performance data. The basic heat exchange formula is as follows:

[0096] Q=C*M*△T*η;

[0097] Among them, Q represents heat, η represents the heat transfer efficiency of the heat exchanger, M represents the coolant flow in the heat exchanger, C represents the specific heat capacity of the coolant, and △T represents the temperature change.

[0098] According to the above formula, the current heat dissipation performance data Q 当前 Expressed as:

[0099] Q 当前 =C*M 2当前 *(T 3当前 -T 1当前 );

[0100] M 2当前 Represents the current second flow, that is, the coolant flow in the current heat exchanger; T 1当前 Represents the current first temperature value, that is, the current coolant inlet temperature entering the heat exchanger from the cooling system; T 3当前 Represents the current third temperature, that is, the current inlet temperature of the heat exchanger from the equipment to be heat exchanged.

[0101] Specifically, temperature processing is performed on the current heat dissipation performance data and the current first temperature value to obtain a current fourth temperature; the current fourth temperature represents the temperature of the coolant flowing out of the heat dissipation system and entering the system to be cooled; the current fourth temperature is compared with the target control temperature of the device to be cooled to obtain the first comparison result;

[0102] In the embodiment of the present application, the purpose of comparing the current fourth temperature and the target control temperature of the heat dissipation device is to further determine the first comparison result, because the first comparison result represents the size relationship between the target heat dissipation data and the current heat dissipation performance data, and is to determine whether the current heat dissipation performance data of the heat dissipation system can meet the heat dissipation requirements of the device to be cooled. Judging the size relationship between the current fourth temperature and the target control temperature is also to determine whether the current heat dissipation performance data of the heat dissipation system can meet the heat dissipation requirements of the device to be cooled.

[0103] Specifically, as described in step S31, first, based on the current heat dissipation performance data and the current first temperature value, the current fourth temperature, i.e., the temperature of the coolant flowing out of the heat dissipation system and entering the system to be cooled, is obtained. The calculation formula is as follows:

[0104] Q current = C 待散热设备 *M 待散热设备 *(T 1当前 -T 4当前 );

[0105] C 待散热设备 and M 待散热设备 It is a fixed parameter during the design of the aircraft, representing the specific heat capacity and flow rate of the coolant in the device to be cooled; T 1当前 Represents the current first temperature value, directly obtained from the first temperature sensor; T 4当前 Represents the current fourth temperature; Q 当前 Calculated according to the above formula.

[0106] The above process can calculate the temperature of the coolant flowing out of the heat exchanger and entering the device to be cooled, so as to determine whether the temperature meets the temperature control requirements of the device to be cooled, and thus determine whether the coolant flow and temperature in the cooling system need to be adjusted.

[0107] As an optional implementation manner, based on the first comparison result, controlling a reserve cooling source or a reserve liquid tank through the cooling system, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the cooling system controls the reserve coolant stored in the reserve cooling source to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, discharging the coolant in the cooling system that exceeds the target cooling data into the reserve liquid tank to reduce energy consumption of the cooling system, includes:

[0108] In an embodiment of the present application, when the first comparison result indicates that the current fourth temperature is greater than or less than the target control temperature, the coolant flow rate and coolant temperature of the heat dissipation system need to be adjusted. Specifically, when the current fourth temperature is greater than the target control temperature, it indicates that the current heat dissipation performance data of the heat dissipation system needs to be increased, that is, the reserve coolant in the reserve cold source needs to be added to the heat dissipation system; when the current fourth temperature is less than the target control temperature, it indicates that the current heat dissipation performance data of the heat dissipation system needs to be reduced, that is, part of the coolant in the heat dissipation system needs to be discharged to the spare water tank. Specifically, the method for dynamically adjusting the flow rate of the coolant is as follows:

[0109] (1) Calculation of target flow and temperature:

[0110] First, obtain the target heat dissipation data Q during the target flight phase 目标 Because the heat dissipation capacity of the heat exchanger water pump and heat exchanger is fixed, the heat dissipation capacity can only be enhanced by increasing the flow rate of the coolant to reduce the temperature of the coolant. At this time, the current heat dissipation performance data Q 当前 It can be calculated through the above process, Q 目标 It is known that according to Q 目标 =C 待散热设备 *M 待散热设备 *(T 1目标 -T 目标 ), we can calculate T 1目标 , that is, the first target temperature value, that is, the target temperature value entering the heat exchanger from the device to be cooled.

[0111] Secondly, according to the basic heat transfer formula Q=C*M*△T*η, we can get Q 目标 =C*M 目标 *η*(T 1目标 -T 3目标 ), the target third flow rate and target third temperature value that meet the target heat dissipation data can be obtained, that is, the coolant flow rate and coolant temperature entering the heat exchanger from the heat dissipation system.

[0112] It should be noted that the target third flow rate and target third temperature values may not be unique; multiple combinations can satisfy them. Although the target third flow rate and target third temperature values are obtained through the above process, because the aircraft phase change is not instantaneous, the flow rate and temperature adjustment does not need to be instantaneous. Instead, it is a dynamic adjustment process, as long as the target third flow rate and target third temperature values are achieved at the moment the flight phase change is completed.

[0113] (2) Dynamic adjustment of flow and temperature:

[0114] The system obtains the current second temperature value and the current first flow rate, calculates the temperature difference between the current second temperature value and the target third temperature value, and calculates the flow difference between the current first flow rate and the target third flow rate. The system then dynamically controls the opening of the flow control valve and the opening of the refrigerant flow control valve based on the flow and temperature differences. For example, when the coolant flow rate needs to be increased, the system first controls the flow control valve to prevent coolant from being discharged into the backup water tank. The system then controls the opening of the refrigerant flow control valve based on the flow and temperature differences.

[0115] Secondly, obtaining a real-time second temperature value and a real-time first flow rate, and resetting the real-time second temperature value as the current second temperature value, and resetting the real-time first flow rate as the current second temperature value, calculating a temperature difference between the current second temperature value and a target third temperature value, and calculating a flow difference between the current first flow rate and the target third flow rate, and dynamically controlling the opening of the flow control valve and the opening of the refrigerant flow control valve according to the flow difference and the temperature difference;

[0116] Repeat the operation: obtain the real-time second temperature value and the real-time first flow, and reset the real-time second temperature value as the current second temperature value, and reset the real-time first flow as the current second temperature value, calculate the temperature difference between the current second temperature value and the target third temperature value, and calculate the flow difference between the current first flow and the target third flow, until the target third flow and target third temperature are reached.

[0117] Optionally, the above calculation process and control process can be completed in the temperature control system of the heat dissipation system.

[0118] By comparing the target heat dissipation data with the current heat dissipation performance data of the heat dissipation system, the embodiment of the present application can determine whether the coolant in the heat dissipation system is adjusted, and then control the flow and temperature of the coolant according to the temperature difference and flow difference, thereby realizing dynamic adjustment of the heat dissipation performance data of the heat dissipation system, and thus realizing that the basic heat dissipation performance data of the heat dissipation system does not increase, and can adapt to the heat dissipation needs of each stage, which not only reduces the power consumption of the heat dissipation system, but also prevents the heat dissipation power of the heat dissipation system from being oversaturated.

[0119] The following introduces a specific embodiment to illustrate the dynamic adjustment rules of the heat dissipation system:

[0120] Take the transition from the cruise phase to the side flight phase, and the device to be cooled is a battery pack as an example. When the aircraft is in the cruise phase, the coolant flow and temperature in the entire cooling system can meet the cooling requirements of the cooling phase. At this time, the flow meter M measured by the first flow 1初始 and the flow rate M measured by the second flow meter 2初始 Consistent, that is, M 1初始 =M 2初始 The temperature of the heat exchanger flowing from the battery pack measured by the first thermometer, that is, the outlet temperature of the battery pack is T 1初始 The inlet temperature of the heat exchanger from the circulation pipe of the cooling system is T 3初始 At the same time, the specific heat capacity C of the coolant in the cooling system and the heat transfer efficiency η of the heat exchanger are both fixed values. At this time, according to the basic heat formula Q=C*M*△T*η, the temperature T of the coolant flowing from the heat exchanger to the battery pack can be calculated 4初始 , and the outlet temperature T of the circulation pipe flowing from the heat exchanger to the cooling system 5初始 ,Specifically, the calculation process is as follows:

[0121] 1.1 According to Q = C * M * △ T * η, the heat exchange in the heat exchanger can be calculated, that is, Q = C * M 1初始 *(T 1初始 -T 3初始 )*η, and we get Q 当前 ;

[0122] 1.2 According to Q 当前 =C*M 1初始 *(T 3初始 -T 5初始 )=C 电池 *M 电池 *(T 1初始 -T 4初始 ), we can get T 4初始 、T 5初始 , where C 电池 and M 电池 It is a fixed parameter during aircraft design, representing the specific heat capacity and flow rate of the coolant in the battery pack.

[0123] It should be noted that the above Q 当前 This is the heat dissipation power in the basic heat dissipation performance data of the heat dissipation system. At this time, Figure 1 The cooling system shown controls the temperature of the battery pack so that T 4初始 Meet the temperature control requirements of the battery cells in the battery pack T 目标 , that is, satisfying T 4初始 ≤T目标 , T 目标 It may be a value or a range. When it is a range, T 4初始 In T 目标 Inside.

[0124] When the aircraft receives the instruction to switch from the cruise phase to the side flight phase, the power consumption of the battery pack begins to increase, but in order to ensure that the battery cells of the battery pack still meet the temperature control requirements T 目标 , it is necessary to increase the heat dissipation power of the heat dissipation system. Specifically, the heat dissipation power of the heat dissipation system can be dynamically adjusted through the following process:

[0125] 2.1 Obtain the target heat dissipation data for the target flight phase (side flight phase), that is, the target heat dissipation Q generated by the battery pack during the side flight phase 目标 Because the heat dissipation capacity of the heat exchanger water pump and heat exchanger is fixed, the heat dissipation capacity can only be enhanced by increasing the flow rate of the coolant to reduce the temperature of the coolant. At this time, because the cruise phase has changed to the side flight phase, the current heat dissipation performance data Q 当前 It can be calculated through the above process, Q 目标 It is known that according to Q 目标 =C 电池 *M 电池 *(T 1目标 -T 目标 ), we can calculate T 1目标 , that is, the first target temperature value, that is, the target temperature value entering the heat exchanger from the battery pack.

[0126] 2.2 According to the basic heat transfer formula Q=C*M*△T*η, we get Q 目标 =C*M 目标 *η*(T 1目标 -T 3目标 ), the target third flow rate and target third temperature value that meet the target heat dissipation data can be obtained, that is, the coolant flow rate and coolant temperature entering the heat exchanger from the heat dissipation system.

[0127] It should be noted that the target third flow rate and the target third temperature may not be unique, and multiple combinations may be satisfied.

[0128] 2.3 Obtain the current second temperature value and the current first flow rate, and dynamically control the opening of the flow control valve and the opening of the refrigerant flow control valve according to the temperature difference between the current second temperature value and the target third temperature value, and the flow difference between the current first flow rate and the target third flow rate.

[0129] It should be noted that, because the battery temperature rises over a period of time, the above-mentioned coolant flow adjustment and temperature adjustment are also dynamic processes. It is sufficient as long as the temperature of the battery cell can meet the temperature control requirements during the battery temperature rise process.

[0130] Specifically, the above process includes:

[0131] When the outlet temperature of the battery pack is identified, that is, the first temperature value T 1当前 When the Q 当前 =C*M 1初始 *(T 1当前 -T 3当前 )*η, calculate Q 当前 , and then according to Q 当前 Calculate T 4当前 , when the calculated T 4当前 When the cell temperature control requirements are not met, the dynamic adjustment process of the flow and temperature of the heat dissipation system is immediately started, that is, the above 2.2 and 2.3 processes are repeated. In other words, the above 2.1-2.3 processes can be repeated multiple times. The Q 目标 It can be divided into multiple small goals to complete, that is, according to T 1当前 The target heat dissipation data of the stage is obtained, and the target heat dissipation data group of the stage is used as the Q 目标 Repeat the processes 2.1-2.3 until the current heat dissipation performance data of the heat dissipation system finally meets the requirements of the target heat dissipation data corresponding to the target flight phase, that is, meets the target third flow rate and target third temperature value.

[0132] On the other hand, Figure 5 As shown, an embodiment of the present application further provides a thermal management device for an aircraft, comprising:

[0133] An acquisition module 301 is configured to acquire target heat dissipation data and current heat dissipation performance data of the aircraft in response to a flight phase transition signal of the aircraft; the target heat dissipation data represents theoretical heat dissipation data for a target flight phase, and the current heat dissipation performance data represents actual heat dissipation data for the current flight phase;

[0134] A comparison module 303 is configured to compare the target heat dissipation data with the current heat dissipation performance data to obtain a first comparison result;

[0135] The adjustment module 305 is used to control the reserve cold source or the reserve liquid tank through the cooling system according to the first comparison result, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the cooling system controls the reserve coolant stored in the reserve cold source to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, the coolant in the cooling system that exceeds the target cooling data is discharged into the reserve liquid tank to reduce the energy consumption of the cooling system.

[0136] It should be noted that the embodiment of the thermal management device for an aircraft provided in the embodiments of the present application and the embodiment of the thermal management method for an aircraft described above are based on the same inventive concept.

[0137] It should be noted that the order of the embodiments of the present application described above is for descriptive purposes only and does not represent the superiority or inferiority of the embodiments. The above description is of specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0138] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0139] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A thermal management system, characterized in that: The device comprises a heat dissipation system, a reserve cold source, and a reserve liquid tank; the heat dissipation system is connected to the reserve cold source and the reserve liquid tank respectively; the heat dissipation system is used to dissipate heat from devices to be dissipated in the aircraft, and basic heat dissipation performance data of the heat dissipation system is associated with theoretical heat dissipation data when the aircraft is in a cruising phase; During the operation of the aircraft, when the target heat dissipation data is greater than the current heat dissipation performance data, the reserve coolant stored in the reserve cold source is controlled by the heat dissipation system to enter the heat dissipation system; when the target heat dissipation data is less than the current heat dissipation performance data, the coolant in the heat dissipation system that exceeds the target heat dissipation data is discharged into the reserve liquid tank; the target heat dissipation data represents the theoretical heat dissipation data of the target flight stage, and the current heat dissipation performance data represents the actual heat dissipation data of the current flight stage.

2. The thermal management system according to claim 1, characterized in that The heat dissipation system includes a circulation pipeline, a flow control valve and a refrigerant flow control valve arranged on the circulation pipeline; The flow control valve and the refrigerant flow control valve are both three-way valves, and the circulation pipeline is connected to the standby liquid tank through the flow control valve, and the output end of the reserve cold source is connected to the circulation pipeline through the refrigerant flow control valve.

3. The thermal management system according to claim 2, characterized in that: The heat dissipation system also includes a heat exchanger, a heat exchange water pump, a radiator and a temperature control system arranged in series; The coolant flows through the circulation pipe and sequentially flows to the heat exchanger, the heat exchange water pump, the radiator, the flow control valve, the refrigerant flow control valve, the temperature control system and the heat exchanger, thereby realizing circulation in the heat dissipation system; The device to be cooled and the heat exchanger are arranged in parallel so that the heat dissipation system dissipates heat for the device to be cooled.

4. The thermal management system according to claim 3, characterized in that: The heat dissipation system also includes a flow meter, a temperature sensor and a pressure sensor; The flow meter includes a first flow meter and a second flow meter, the first flow meter is arranged between the flow control valve and the refrigerant flow control valve, and the second flow meter is arranged between the output end of the temperature control system and the heat exchanger; The temperature sensor includes a first temperature sensor, a second temperature sensor and a third temperature sensor. The first temperature sensor is arranged between the output end of the heat dissipation device and the heat exchanger, the second temperature sensor is arranged between the first flow meter and the refrigerant flow control valve, and the third temperature sensor is arranged between the second flow meter and the heat exchanger.

5. The thermal management system according to claim 3, characterized in that: The heat exchanger includes a first side and a second side arranged opposite to each other, the first side is provided with a cooling liquid inlet of the heat dissipation system and a cooling liquid inlet of the device to be cooled, and the second side is provided with a cooling liquid outlet of the heat dissipation system and a cooling liquid outlet of the device to be cooled; The heat exchanger is provided with a first branch and a second branch, wherein the first branch and the second branch are arranged crosswise; The first branch is used to connect the coolant inlet of the heat dissipation system and the coolant outlet of the heat dissipation system, and the second branch is used to connect the coolant inlet of the device to be cooled and the coolant outlet of the device to be cooled; The output end of the device to be cooled is sequentially connected to the coolant inlet of the device to be cooled, the second branch, the coolant outlet of the device to be cooled and the input end of the device to be cooled, so as to dissipate heat for the device to be cooled.

6. The thermal management system according to claim 1, wherein: The device to be cooled includes a battery pack.

7. The thermal management system according to claim 1, wherein: A cooling liquid inlet is provided on one side surface of the reserve cold source; The volume of the standby liquid tank is less than or equal to the volume of the reserve cold source.

8. An aircraft, characterized in that: The thermal management system comprises the thermal management system according to any one of claims 1 to 7.

9. A method for thermal management of an aircraft, implemented by a thermal management system according to any one of claims 1 to 7, characterized in that: The method comprises: In response to a flight phase transition signal of the aircraft, target heat dissipation data and current heat dissipation performance data of the aircraft are acquired; the target heat dissipation data represents theoretical heat dissipation data for a target flight phase, and the current heat dissipation performance data represents actual heat dissipation data for the current flight phase; comparing the target heat dissipation data with the current heat dissipation performance data to obtain a first comparison result; According to the first comparison result, the cooling system controls a reserve cold source or a reserve liquid tank, so that when the first comparison result indicates that the target cooling data is greater than the current cooling performance data, the cooling system controls the reserve coolant stored in the reserve cold source to enter the cooling system to meet the target cooling data; and when the first comparison result indicates that the target cooling data is less than the current cooling performance data, the coolant in the cooling system that exceeds the target cooling data is discharged into the reserve liquid tank to reduce the energy consumption of the cooling system.

10. The method according to claim 9, characterized in that The acquiring, in response to the flight phase transition signal of the aircraft, target heat dissipation data and current heat dissipation performance data of the aircraft includes: In response to a flight phase conversion signal of the aircraft, acquiring target heat dissipation data corresponding to the target flight phase from a thermal management system; Obtaining a current second flow rate from the second flow meter, obtaining a current first temperature value from the first temperature sensor, and obtaining a current third temperature value from the third temperature sensor; Heat dissipation data processing is performed on the current second flow rate, the current first temperature value, and the current third temperature value to obtain the current heat dissipation performance data.

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