Aero-engine, thermal management method and system, and computer readable medium

Abstract

The invention relates to an aero-engine, a thermal management method, a thermal management system and a computer readable medium. The thermal management method comprises the steps that it is judged that the aero-engine is in a first working condition, a second working condition, a third working condition or a fourth working condition; if in the first working condition, the three-way valve adjusts fuel oil to only enter the combustion chamber, the air-liquid heat exchanger and the air-fuel heat exchanger do not work, and the hybrid liquid cooling circulation system passes through the battery, the controller, the motor and the synovial fluid heat exchanger, then is cooled through the fuel liquid heat exchanger and then returns to the circulating pump; if in the second working condition, the fuel liquid heat exchanger, the air-liquid heat exchanger and the air-fuel heat exchanger all work; if in a third working condition, the fuel liquid heat exchanger and the air-fuel heat exchanger do not work; and if in a fourth working condition, the hybrid liquid cooling circulation system can realize internal heat balance, the hybrid cooling liquid directly returns to the circulation pump after absorbing heat through the controller, the motor and the synovial fluid heat exchanger, and then the battery is heated, so that the whole circulation is completed.

Description

Technical Field

[0001] This application relates to the field of aero-engines, and more particularly to an aero-engine, a thermal management method, a thermal management system, and a computer-readable medium. Background Technology

[0002] High efficiency, low fuel consumption, and low pollution have always been the goals pursued by aero engines. For turbofan engines, improving thermodynamic cycle parameters and bypass ratio is the main way to improve the thermal efficiency and propulsion efficiency of traditional turbofan engines and reduce fuel consumption. However, due to constraints in materials, processes, and structural feasibility, the space for further improvement of the performance of traditional turbofan engines is very limited, making it difficult to meet the stringent standards for fuel consumption and environmental protection of future aero power plants.

[0003] With the booming development of the new energy industry, the proportion of electric energy in aviation is gradually increasing. Hybrid electric propulsion technology combines the high power-to-weight ratio of gas turbine engines with the high efficiency and environmental friendliness of electric propulsion.

[0004] Hybrid electric propulsion systems provide power output to the thrusters through conventional power and electric components. Conventional power mainly refers to turboshaft and turbofan engines, while the electric components mainly consist of electric motors, energy storage devices (batteries), and controllers. The thrusters include propellers and ducted fans.

[0005] The inventors discovered that thermal management technology is one of the key bottlenecks in hybrid propulsion technology for aero engines. The effectiveness of the thermal management system determines the lifespan and thermal safety of the battery and motor, while its power consumption and quality affect the overall system performance. Specifically, the inventors found that in hybrid electric propulsion systems, all components of the power system have significant heat dissipation requirements. The electric drive system requires approximately 10% of its transmitted energy for heat dissipation, while the battery requires approximately 20% of its total energy for heat dissipation during discharge. This significant heat dissipation requirement leads to high power consumption in the thermal management system. When the operating conditions of the hybrid electric propulsion system change, the heat dissipation varies, and the power consumption of the thermal management system will also change. Simultaneously, the weight and size of the thermal management system also affect the overall weight and layout of the hybrid electric propulsion system, influencing system design. Furthermore, it should be noted that the thermal management system can maintain components operating within a specific temperature range. The operating characteristics of electrical components such as batteries and motors are temperature-dependent; the introduction of the thermal management system also allows the impact of temperature on the economy and safety of electrical components to be considered during component design.

[0006] Because hybrid power systems have many heat-generating components, including engines, motors, motor controls, and batteries, these components are widely distributed. Current thermal management of hybrid power systems typically adopts a decentralized cooling design, taking into account factors such as aircraft safety, reliability, weight, and complexity. However, decentralized cooling designs require separate heat dissipation and cooling devices for different heat-generating components, resulting in complex heat dissipation structures that occupy a lot of space and weight. Traditional independent thermal management methods for each system cannot achieve efficient utilization of heat sinks and pose a risk of leakage, which severely tests the aircraft's weight control, space layout, and safety assurance.

[0007] Therefore, there is a need in the field for an aero-engine, thermal management method, thermal management system, and computer-readable medium to reduce energy loss, maximize the utilization of heat sinks, and ensure that each system operates normally and safely without the risk of overheating under various complex flight conditions. Summary of the Invention

[0008] One object of this application is to provide a thermal management method.

[0009] One object of this application is to provide a thermal management system.

[0010] One object of this application is to provide an aircraft engine.

[0011] One object of this application is to provide a computer-readable storage medium.

[0012] A thermal management method according to a first aspect of this application is used in an aero-engine, the aero-engine including a hybrid liquid cooling circulation system, a lubricating oil cooling system, and a fuel thermal management subsystem. The hybrid liquid cooling circulation system includes a battery, a controller, a motor, a lubricating oil heat exchanger, a fuel-liquid heat exchanger, an air-liquid heat exchanger, a circulation pump, a temperature sensor, and a three-way valve. The fuel thermal management subsystem includes a fuel-liquid heat exchanger, an air-fuel heat exchanger, a three-way valve, and a temperature sensor. The thermal management method includes: determining whether the aero-engine is in a first operating condition, a second operating condition, a third operating condition, or a fourth operating condition; if it is in the first operating condition... In the first condition, the three-way valve regulates the fuel to go only to the combustion chamber, and the air-liquid heat exchanger and air-fuel heat exchanger do not work. The hybrid liquid-cooled circulation system passes through the battery, controller, motor, and lubricating fluid heat exchanger, and then dissipates heat through the fuel-liquid heat exchanger before returning to the circulation pump. In the second condition, the fuel-liquid heat exchanger, air-liquid heat exchanger, and air-fuel heat exchanger all work. In the third condition, the fuel-liquid heat exchanger and air-fuel heat exchanger do not work. In the fourth condition, the hybrid liquid-cooled circulation system can achieve internal thermal equilibrium. The hybrid cooling liquid absorbs heat through the controller, motor, and lubricating fluid heat exchanger and then returns directly to the circulation pump to provide heating for the battery, completing the entire cycle.

[0013] In one or more embodiments, the first operating condition is a ground idle operating condition, the second operating condition is a takeoff, climb, and descent operating condition, the third operating condition is a cruise operating condition, and the fourth operating condition is a cryogenic operating condition.

[0014] In one or more embodiments, the three-way valve is controlled by an artificial intelligence algorithm.

[0015] In one or more embodiments, in the second operating condition, the hybrid liquid cooling circulation system dissipates heat through the battery, controller, motor, and lubricating fluid heat exchanger, then through the fuel-liquid heat exchanger and the air-liquid heat exchanger, before returning to the circulation pump.

[0016] In one or more embodiments, in the third operating condition, the hybrid liquid cooling circulation system dissipates heat through the battery, controller, motor, and lubricating fluid heat exchanger, then returns to the circulation pump.

[0017] A computer-readable medium according to a second aspect of this application has a computer program thereon, which is executed by a processor to implement the steps of the thermal management method as described in the first aspect.

[0018] A thermal management system for an aircraft engine according to a third aspect of this application includes: a memory for storing instructions executable by a processor; and a processor for executing the instructions to implement the thermal management method as described above.

[0019] In one or more embodiments, the thermal management system further includes a display module for displaying the energy efficiency optimization status of the thermal management system.

[0020] In one or more embodiments, the processor is integrated into a full authority digital engine controller.

[0021] An aircraft engine according to a fourth aspect of this application includes a thermal management system as described in the third aspect.

[0022] The beneficial effects of the technical solutions described in the above embodiments include, but are not limited to: By fully considering the deep interconnection between the transmission and electric subsystems in a hybrid power system, this application designs and optimizes targeted thermal management and heat dissipation strategies at the system level. This minimizes added weight and reduces energy loss from the perspective of overall aircraft and system synergy, maximizing the utilization of heat sinks to ensure that each system operates normally and safely under various complex flight conditions without the risk of overheating. Specifically, it achieves efficient utilization of fuel and ram air heat sinks to remove system heat load, meeting the heat dissipation requirements of each system component. It identifies different operating conditions and automatically matches the optimal thermal management system structure with control strategies, achieving optimized thermal management control of the aero-hybrid propulsion system. The thermal management system has a high degree of integration, comprehensively considering the heat dissipation requirements of each component, heat sink distribution, and availability, minimizing added weight and achieving coordinated heat transfer among system components. The proposed thermal management system not only meets the heat dissipation requirements of each thermal system component but also preheats the battery under low-temperature conditions to ensure its normal and safe operation. The thermal management system designs and optimizes targeted thermal management and heat dissipation strategies at the system level, reducing energy loss from the perspective of system synergy, and achieving intelligent control and optimized matching of heat in the hybrid electric propulsion system. Attached Figure Description

[0023] The above and other features, properties and advantages of this application will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic block diagram of the thermal management system of a hybrid electric aircraft engine according to one embodiment.

[0024] Figure 2 This is a flow path diagram of the thermal management system of an aircraft engine under a first operating condition.

[0025] Figure 3 This is a flow path diagram of the thermal management system of an aircraft engine under a second operating condition, according to one embodiment.

[0026] Figure 4 This is a flow path diagram of the thermal management system of an aircraft engine in the third operating condition according to an embodiment.

[0027] Figure 5 This is a flow path diagram of the thermal management system of an aircraft engine in the fourth operating condition according to an embodiment.

[0028] Figure 6 This is a schematic block diagram of a thermal management system according to an embodiment. Detailed Implementation

[0029] The present application will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present application. However, the present application can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present application. Therefore, the scope of protection of the present application should not be limited by the content of this specific embodiment.

[0030] Furthermore, this application uses specific terms to describe embodiments of the application, such as "an embodiment," "one embodiment," and / or "some embodiments," which refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0031] It should be noted that in the following embodiments, the aircraft engine described is a hybrid turbofan engine, but it is not limited thereto.

[0032] like Figure 1 As shown, an aviation hybrid electric propulsion thermal management system integrates the heat load of various power system components, fuel, and ram air heat sinks into a comprehensive manner. Based on a set control strategy and combined with changes in operating conditions, this application achieves efficient utilization of fuel and ram air heat sinks to remove system heat load, meeting the heat dissipation requirements of each system component. It identifies different operating conditions and automatically matches the optimal thermal management system structure according to the control strategy, realizing optimized thermal management control of the aviation hybrid propulsion system while minimizing additional weight and energy loss, and achieving coordinated heat transfer among system components.

[0033] Thermal management systems for hybrid-electric aircraft engines include hybrid liquid cooling cycle systems, lubricating oil cooling systems, and fuel thermal management subsystems.

[0034] The hybrid liquid cooling circulation system includes a battery 201, a controller 202, a motor 203, a lubricating fluid heat exchanger 204, a fuel-liquid heat exchanger 205, an air-liquid heat exchanger 206, a circulation pump 10, a coolant temperature sensor 101, and three-way valves, including a first three-way valve 1, a second three-way valve 2, a third three-way valve 3, a fourth three-way valve 4, a fifth three-way valve 5, and a sixth three-way valve 6. The coolant in the hybrid liquid cooling circulation system passes through the battery 201, the controller 202, the motor 203, and the lubricating fluid heat exchanger 204 successively through the circulation pump, absorbing the heat from these components. Then, it is cooled by the fuel-liquid heat exchanger 205 and the air-liquid heat exchanger 206 before re-entering the circulation pump 10 for circulation.

[0035] The lubricating oil cooling system refers to the hot return oil from the bearing cavities of a conventional engine being cooled by the lubricating fluid heat exchanger before returning to the lubricating oil tank; the fuel thermal management subsystem is where fuel from the aircraft fuel tank absorbs heat through the fuel-liquid heat exchanger 205 and then goes to the combustion chamber in whole or in part, with the remaining fuel returning to the aircraft fuel tank through the air-fuel heat exchanger 207. The fuel thermal management subsystem includes the fuel-liquid heat exchanger 205, the air-fuel heat exchanger 207, three-way valves including the seventh three-way valve 7, the eighth three-way valve 8, the ninth three-way valve 9, and the temperature sensor 102.

[0036] The coolant in the hybrid liquid-cooled circulation system can be, but is not limited to, water or water-glycol refrigerant. Typically, the operating temperatures of the battery, controller, motor, and engine lubricating oil system increase from low to high; therefore, in this application, the coolant flows sequentially from the battery to the controller, then to the motor, and finally to the engine lubricating oil system. The battery can be one or more battery packs connected in series or parallel; similarly, the controller and motor can be one or more controllers and motors connected in series or parallel. The motor can be a generator or an electric motor. The air-fuel heat exchanger and the air-liquid heat exchanger are arranged near the ram air inlet. The ram air inlet can be equipped with relevant air valves or flow channels to regulate the airflow. The first three-way valve 1, the second three-way valve 2, the third three-way valve 3, and the fourth three-way valve 4 will regulate the flow rate by bypassing the flow of components connected to them. For example, the first three-way valve 1 regulates the flow rate of coolant through the battery based on the internal temperature monitoring of the battery; the second three-way valve 2 regulates the flow rate of coolant through the controller based on the internal temperature monitoring of the controller; the third three-way valve 3 regulates the flow rate of coolant through the motor based on the internal temperature monitoring of the motor; and the fourth three-way valve 4 regulates the flow rate of coolant through the lubricating oil heat exchanger based on the lubricating oil supply temperature. The fifth three-way valve 5 and the sixth three-way valve 6 will regulate the flow rate based on operating conditions and the coolant temperature sensor 101; the seventh three-way valve 7 will regulate the flow rate based on operating conditions; the eighth three-way valve 8 will regulate the flow rate based on fuel demand; and the ninth three-way valve 9 will regulate the flow rate based on the fuel return temperature sensor 102. Machine learning and other artificial intelligence algorithms can be used for intelligent control of the three-way valves.

[0037] In some embodiments, this application provides a thermal management method, including the following steps: S100. Determine whether the aircraft engine is in the first, second, third, or fourth operating condition.

[0038] S201. In the first operating condition, the three-way valve regulates that fuel only goes to the combustion chamber. The air-liquid heat exchanger and the air-fuel heat exchanger do not work. The hybrid liquid-cooled circulation system dissipates heat through the battery, controller, motor, and lubricating fluid heat exchanger, then through the fuel-liquid heat exchanger, before returning to the circulation pump. Specifically, it could be, for example... Figure 2Specifically, when the aircraft is stationary on the ground, there is less ram air and less fuel demand. The aircraft can then focus solely on fuel requirements. The eighth three-way valve 8 regulates fuel flow to the combustion chamber, shutting off the ninth three-way valve 9. Meanwhile, the sixth three-way valve 6 opens the bypass path, preventing the air-liquid and air-fuel heat exchangers from operating. The hybrid liquid-cooled circulation system, after passing through the battery, controller, motor, and lubricating fluid heat exchanger, dissipates heat through the fuel-liquid heat exchanger before returning to the circulation pump. The first three-way valve 1, second three-way valve 2, third three-way valve 3, and fourth three-way valve 4 regulate flow based on the temperature of the components connected to them. The fifth three-way valve 5 and the seventh three-way valve 7 regulate flow based on the temperature readings from the coolant temperature sensor 101.

[0039] S202. If in the second operating condition, the fuel-liquid heat exchanger, air-liquid heat exchanger, and air-fuel heat exchanger are all in operation.

[0040] Specifically, for example Figure 3 As shown, during takeoff, climb, and descent, ram air increases, fuel demand is higher, and the hybrid heat load also increases. Both the fuel-liquid heat exchanger and the air-liquid heat exchanger need to operate. The aircraft's fuel supply can be increased as needed, therefore the air-fuel heat exchanger also operates as required. The hybrid liquid-cooled circulation system, after passing through the battery, controller, motor, and lubricating fluid heat exchanger, dissipates heat through the fuel-liquid heat exchanger and the air-liquid heat exchanger before returning to the circulation pump. The first three-way valve 1, the second three-way valve 2, the third three-way valve 3, and the fourth three-way valve 4 will regulate the flow rate by bypassing the flow based on the temperature of the components connected to them. The fifth three-way valve 5, the sixth three-way valve 6, and the seventh three-way valve 7 will regulate the flow rate based on the operating conditions and the sensing results of the coolant temperature sensor 101. The eighth three-way valve 8 will regulate the flow rate based on the fuel demand, and the ninth three-way valve 9 will regulate the flow rate based on the fuel return temperature sensor 102.

[0041] S203. If in the third operating condition, the liquid fuel heat exchanger and the air-fuel heat exchanger do not work.

[0042] Specifically, for example Figure 4 As shown, during cruise operation, fuel demand is low, and the aircraft can prioritize fuel supply. The eighth three-way valve 8 directs fuel only to the combustion chamber, shutting off the ninth three-way valve 9. Meanwhile, the fifth and seventh three-way valves 5 and 7 open bypass paths, preventing the liquid-fuel heat exchanger and air-fuel heat exchanger from operating. The hybrid liquid-cooled circulation system, after passing through the battery, controller, motor, and lubricating fluid heat exchanger, dissipates heat through the air-liquid heat exchanger before returning to the circulation pump. The first, second, third, and fourth three-way valves 1, 2, 3, and 4 adjust flow rates based on the temperature of the components connected to them, while the sixth three-way valve 6 adjusts flow rates based on the coolant temperature sensor 101.

[0043] S204. If in the fourth operating condition, the hybrid liquid cooling circulation system can achieve internal thermal equilibrium. After the hybrid cooling liquid absorbs heat through the controller, motor, and lubricating fluid heat exchanger, it returns directly to the circulation pump and then provides heating to the battery to complete the entire cycle.

[0044] Specifically, for example Figure 5 As shown, under low-temperature operating conditions, the ambient temperature is low, and the battery needs to be heated and kept warm. The aircraft can only consider fuel demand when receiving fuel. The eighth three-way valve 8 regulates fuel flow only to the combustion chamber, shutting off the ninth three-way valve 9. The fifth three-way valve 5, the sixth three-way valve 6, and the seventh three-way valve 7 all open in bypass mode. The hybrid liquid-cooled circulation system can achieve internal thermal balance. The hybrid coolant absorbs heat through the controller, motor, and lubricating fluid heat exchanger before returning directly to the circulation pump, which then heats the battery, completing a full cycle.

[0045] The hybrid liquid cooling cycle system proposed in this application can also be further integrated with other aircraft subsystems. For example, it can be an aircraft environmental control and thermal management subsystem or an aircraft water supply system.

[0046] According to another aspect of this case, a computer-readable medium is also provided.

[0047] The computer-readable medium provided in this disclosure has computer instructions thereon. When executed by a processor, these computer instructions can implement the steps performed by the program in the thermal management method for an aero-engine as described in the above embodiments.

[0048] refer to Figure 6 As shown, in some embodiments, the thermal management system 2000 includes: a memory 2001 for storing instructions executable by a processor; and a processor 2002 for executing the instructions to implement the steps performed by a program in the thermal management method for an aero-engine as described in the above embodiments.

[0049] In addition, the thermal management system 2000 may also include a display module 2003 for displaying the status of the thermal management system, so that aircraft engine monitoring and maintenance personnel can be aware of the aircraft engine's operating status in a timely manner, or so that aircraft operators can be aware of the engine's operating status to help them pay attention to the engine's energy consumption. The display module 2003 can take various forms. For example, in an aircraft, the display module 2003 can be an instrument panel, a display screen, or even a head-up display (HUD) on the pilot's helmet. On the ground, the display module 2003 can be a computer screen, a mobile device screen, etc., for maintenance personnel.

[0050] It is understood that the processor 2002 in the previous embodiments may be one or more of the following combinations: System-on-a-Chip (SOC), microcontroller, microprocessor (e.g., single-chip microcomputer), Reduced Instruction Set Computer (RISC), Application-Specific Integrated Circuit (ASIC), Application-Specific Instruction Integrated Processor (ASIP), Central Processing Unit (CPU), Graphics Processing Unit (GPU), Physical Processing Unit (PPU), Microcontroller Unit, Digital Signal Processor (DSP), Field Programmable Gate Array (FPGA), Advanced RISC Machine (ARM), Programmable Logic Device (PLD), or any circuit or processor capable of performing one or more functions. For example, in an aircraft, the processor 2002 may be an electronic controller integrated into the engine, namely a Full Authority Digital Engine Control (FADEC), further improving the integration of the thermal management system.

[0051] In summary, the beneficial effects of the aero-engine, thermal management method, system, and computer-readable medium described in the above embodiments include, but are not limited to, designing and optimizing targeted thermal management and heat dissipation strategies at the system level by fully considering the deep interconnection between the transmission power and electric subsystems in a hybrid power system. This minimizes added weight and reduces energy loss from the perspective of overall aircraft and system synergy, maximizing the utilization of heat sinks and ensuring that each system operates normally and safely under various complex flight conditions without the risk of overheating. Specifically, it achieves efficient utilization of fuel heat sinks and ram air heat sinks to remove system heat load, meeting the heat dissipation requirements of each system component. It identifies different operating conditions and automatically matches the corresponding optimal thermal management system structure with control strategies, achieving optimized thermal management control of the aero-hybrid propulsion system. The thermal management system has a high degree of integration, comprehensively considering the heat dissipation requirements of each component, heat sink distribution, and availability, minimizing added weight, and achieving coordinated heat transfer among system components. The thermal management system proposed in this application not only meets the heat dissipation requirements of each thermal system component but also preheats the battery under low-temperature conditions to ensure normal and safe battery operation. The thermal management system designs and optimizes targeted thermal management and heat dissipation strategies at the system level, reduces energy loss from the perspective of system synergy, and realizes intelligent control and optimized matching of heat in the hybrid electric propulsion system.

[0052] The steps of the methods described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0053] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, 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 is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using 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 a medium. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0054] While this application discloses preferred embodiments as described above, it is not intended to limit the scope of this application. Any changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall fall within the protection scope defined by the claims of this application.

Claims

1. A thermal management method for an aeroengine, characterized in that, The aero-engine comprises a hybrid liquid cooling circulation system, an oil cooling system and a fuel thermal management subsystem, the hybrid liquid cooling circulation system comprises a battery, a controller, a motor, a sliding liquid heat exchanger, a fuel liquid heat exchanger, an air liquid heat exchanger, a circulating pump, a temperature sensor and a three-way valve, the fuel thermal management subsystem comprises the fuel liquid heat exchanger, the air fuel heat exchanger, the three-way valve and the temperature sensor; The thermal management method comprises: judging whether the aero-engine is in a first working condition, a second working condition, a third working condition or a fourth working condition; if the aero-engine is in the first working condition, the three-way valve adjusts the fuel to only go to the combustion chamber, the air liquid heat exchanger and the air fuel heat exchanger do not work, the hybrid liquid cooling circulation system passes through the battery, the controller, the motor and the sliding liquid heat exchanger and then passes through the fuel liquid heat exchanger to dissipate heat and then returns to the circulating pump; if the aero-engine is in the second working condition, the fuel liquid heat exchanger, the air liquid heat exchanger and the air fuel heat exchanger all work; if the aero-engine is in the third working condition, the fuel liquid heat exchanger and the air fuel heat exchanger do not work; if the aero-engine is in the fourth working condition, the hybrid liquid cooling circulation system can internally balance heat, the hybrid cooling liquid absorbs heat after passing through the controller, the motor and the sliding liquid heat exchanger and then directly returns to the circulating pump, and then provides heating for the battery to complete the whole cycle.

2. The thermal management method of claim 1, wherein, The first working condition is a ground slow-speed working condition, the second working condition is a take-off, climbing and descending working condition, the third working condition is a cruising working condition and the fourth working condition is a low-temperature working condition.

3. The thermal management method of claim 1, wherein, The three-way valve is controlled through an artificial intelligence algorithm.

4. The thermal management method of claim 1, wherein, In the second working condition, the hybrid liquid cooling circulation system passes through the battery, the controller, the motor and the sliding liquid heat exchanger and then passes through the fuel liquid heat exchanger and the air liquid heat exchanger to dissipate heat and then returns to the circulating pump.

5. The thermal management method of claim 1, wherein, In the third working condition, the hybrid liquid cooling circulation system passes through the battery, the controller, the motor and the sliding liquid heat exchanger and then passes through the air liquid heat exchanger to dissipate heat and then returns to the circulating pump.

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

7. A thermal management system (2000) of an aeroengine, characterized in that, comprise: a memory (2001) for storing instructions executable by a processor; a processor (2002) for executing the instructions to realize the thermal management method according to any one of claims 1 to 5.

8. The thermal management system (2000) of claim 7, wherein, Further comprise a display module (2003) for displaying the energy efficiency optimization of the thermal management system.

9. The thermal management system (2000) of claim 7, wherein, The processor (2002) is integrated in a full authority digital engine controller.

10. An aeroengine characterised in that, comprise the thermal management system (2000) according to any one of claims 7 to 9.

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