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

Abstract

The application relates to an aero-engine, a thermal management method, a thermal management system and a computer readable medium. The thermal management method comprises the following steps: 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, a three-way valve adjusts fuel to only go to a combustion chamber, an air-liquid heat exchanger and an air-fuel heat exchanger do not work, a hybrid liquid cooling circulation system passes through a battery, a controller, a motor and a synovial fluid heat exchanger, is cooled by a fuel-liquid heat exchanger and then returns to a 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; and if the aero-engine is in the fourth working condition, the hybrid liquid cooling circulation system can be internally heat balanced, the hybrid cooling liquid is directly returned to the circulating pump after being heated by the controller, the motor and the synovial fluid heat exchanger, and then provides heating for the battery, thereby completing the whole circulation.

Description

TECHNICAL FIELD

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

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

[0003] With the vigorous development of 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 and the high efficiency and environmental protection of electric propulsion.

[0004] The hybrid electric propulsion system provides power output for the propeller through the traditional power and the electric part. The traditional power mainly refers to the turboshaft and turbofan engines, and the electric part mainly includes the motor, energy storage device (battery) and controller. The propeller includes the propeller and the ducted fan.

[0005] The inventors found that the thermal management technology is one of the important bottleneck problems in the hybrid electric propulsion technology of aero-engines. The efficiency of the thermal management system determines the service life and thermal safety of the battery and the motor, and the power consumption and weight of the thermal management system will affect the overall performance of the system. Specifically, the inventors found that in the hybrid electric propulsion system, each component of the power system has a large heat dissipation requirement. The electric transmission system requires about 10% of the energy it transmits for heat dissipation, and the battery requires about 20% of its total energy for heat dissipation when discharging. The large heat dissipation requirement leads to high power consumption of the thermal management system. When the working condition of the hybrid electric propulsion system changes, the heat dissipation amount is different, and the power consumption of the thermal management system will also change. At the same time, the weight and size of the thermal management system will also affect the total weight and layout of the entire hybrid electric propulsion system, which will affect the system design. It should also be noted that the thermal management system can maintain the components to work within a certain temperature range. The working characteristics of electrical components such as batteries and motors are related to their temperature, and the introduction of the thermal management system also allows the temperature to be considered in the design of electrical components to affect the economy and safety of electrical components.

[0006] Since there are many heat-generating components in the hybrid system, including the engine, motor, motor control, battery, etc., these components are scattered in a wide range of locations, and the current thermal management of the hybrid system generally adopts a scattered cooling design from the comprehensive consideration of the safety and reliability, weight, complexity, etc. of the aircraft. The scattered cooling design needs to design separate heat dissipation and cooling devices for different heat-generating elements, resulting in complex heat dissipation structures, large occupied space and weight, and the use of traditional independent thermal management of each system cannot achieve efficient use of the heat sink, and there is a risk of liquid leakage, which is a great challenge to the weight control, space layout, and safety guarantee of the aircraft.

[0007] Therefore, there is a need in the art for an aero-engine, a thermal management method, a thermal management system, and a computer readable medium to reduce energy loss, maximize the use of the heat sink, and ensure that each system is free of over-temperature risk under complex flight conditions and operates normally and safely. SUMMARY

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

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

[0010] One object of the present application is to provide an aero-engine.

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

[0012] According to the first aspect of the present application, a thermal management method for an aero-engine, the aero-engine comprising a hybrid liquid cooling circulation system, an oil cooling system, and a fuel thermal management subsystem, the hybrid liquid cooling circulation system comprising 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 comprising a fuel liquid heat exchanger, an air-fuel heat exchanger, a three-way valve, and a temperature sensor; the thermal management method comprising: determining whether 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 the fuel to only 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, the sliding liquid heat exchanger, and then passes through the fuel liquid heat exchanger for heat dissipation, 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 the third working condition, the fuel liquid heat exchanger and the air-fuel heat exchanger do not work; if in the fourth working condition, the hybrid liquid cooling circulation system can internally balance the 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 to the battery, completing the entire cycle.

[0013] In one or more embodiments, the first working condition is a ground idle working condition, the second working condition is a take-off, climb, descent working condition, the third working condition is a cruising working condition, and the fourth working condition is a low-temperature working 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 working condition, the hybrid liquid cooling circulation system is cooled by the fuel liquid heat exchanger and the air liquid heat exchanger after passing through the battery, the controller, the motor, and the synovial fluid heat exchanger, and then returns to the circulation pump.

[0016] In one or more embodiments, in the third working condition, the hybrid liquid cooling circulation system is cooled by the air liquid heat exchanger after passing through the battery, the controller, the motor, and the synovial fluid heat exchanger, and then returns to the circulation pump.

[0017] According to a second aspect of the present application, a computer readable medium has a computer program thereon, which, when executed by a processor, implements the steps of the thermal management method according to the first aspect.

[0018] According to a third aspect of the present application, a thermal management system of an aero-engine comprises: a memory for storing instructions executable by a processor; and the 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 comprises a display module for displaying the energy efficiency optimization of the thermal management system.

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

[0021] According to a fourth aspect of the present application, an aero-engine comprises the thermal management system according to the third aspect.

[0022] The beneficial effects of the technical solutions introduced in the above embodiments include but are not limited to:

[0023] By fully considering the deep cross-linking characteristics between the transmission power and the electric part of the hybrid system, the heat management and heat dissipation strategy is designed and optimized from the system level, which maximizes the reduction of additional weight, reduces energy loss from the overall aircraft and system coordination, maximizes the use of heat sink, and ensures that each system is safe and normal operation under complex flight conditions. Specifically, efficient use of fuel heat sink, ram air heat sink to remove system heat load, meet the heat dissipation requirements of each system component, identify different working conditions and automatically match the corresponding optimal heat management system structure combined with the regulation strategy, realize the heat management optimization control of the aviation hybrid propulsion system. The heat management system has high integration, and the heat dissipation requirements of each component, the distribution and availability of the heat sink are considered to maximize the reduction of additional weight and realize the cooperative heat transfer of each system component. The heat management system proposed in the application not only meets the heat dissipation requirements of each heat system component, but also can preheat the battery under low temperature conditions to ensure the normal and safe operation of the battery. The heat management system designs and optimizes the heat management and heat dissipation strategy from the system level, reduces the energy loss from the perspective of system coordination, and realizes the intelligent control and optimal matching of the heat of the hybrid electric propulsion system. BRIEF DESCRIPTION OF DRAWINGS

[0024] The above and other features, properties, and advantages of the present application will become more apparent by the following description with reference to the accompanying drawings and embodiments, in which:

[0025] Figure 1 is a schematic block diagram of a heat management system of an oil-electric hybrid aircraft engine of an embodiment.

[0026] Figure 2 is a flow path schematic diagram of the heat management system of the aircraft engine in a first working condition of an embodiment.

[0027] Figure 3 is a flow path schematic diagram of the heat management system of the aircraft engine in a second working condition of an embodiment.

[0028] Figure 4 is a flow path schematic diagram of the heat management system of the aircraft engine in a third working condition of an embodiment.

[0029] Figure 5 is a flow path schematic diagram of the heat management system of the aircraft engine in a fourth working condition of an embodiment.

[0030] Figure 6 is a schematic block diagram of a heat management system of an embodiment. DETAILED DESCRIPTION

[0031] The application will be further described below in connection with specific embodiments and drawings, and more details are set forth in the following description in order to fully understand the application, but the application can be implemented in many different ways other than the description, and those skilled in the art can make similar generalizations, deductions and extrapolations according to the actual application without departing from the connotation of the application, so the protection scope of the application should not be limited by the content of the specific embodiments.

[0032] Meanwhile, specific words are used in the application to describe the embodiments of the application, such as "one embodiment", "an embodiment", and / or "some embodiments", which means a certain feature, structure or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that the "an embodiment" or "one embodiment" mentioned in different places in the specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the application can be properly combined.

[0033] It should be noted that in the following embodiments, the following embodiments introduce an aeroengine, taking an oil-electric hybrid turbofan engine as an example, but not limited thereto.

[0034] As shown in Figure 1 An aero hybrid electric propulsion thermal management system is provided, which integrates the heat sinks of various power system components in the aero hybrid electric propulsion system, such as fuel and ram air. According to the set control strategy, the system realizes efficient use of fuel heat sink and ram air heat sink to take away the system heat load, meets the heat dissipation demand of each system component, identifies different working conditions and automatically matches the corresponding optimal thermal management system structure combined with the control strategy, realizes the thermal management optimization control of the aero hybrid propulsion system, maximally reduces the additional weight and energy loss, and realizes the collaborative heat transfer of each system component.

[0035] The thermal management system for the oil-electric hybrid aeroengine includes a hybrid liquid cooling circulation system, an oil cooling system and a fuel thermal management subsystem.

[0036] The hybrid liquid cooling circulation system includes a battery 201, a controller 202, a motor 203, a sliding liquid heat exchanger 204, a fuel liquid heat exchanger 205, an air liquid heat exchanger 206, a circulating pump 10, a cooling liquid 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 cooling liquid in the hybrid liquid cooling circulation system passes through the battery 201, the controller 202, the motor 203 and the sliding liquid heat exchanger 204 in sequence through the circulating pump, absorbs the heat of these components, and then is cooled through the fuel liquid heat exchanger 205 and the air liquid heat exchanger 206, and enters the circulating pump 10 again for circulation.

[0037] The oil cooling system refers to the hot oil from the bearing cavities of the traditional engine being cooled by the oil heat exchanger and then returned to the oil tank. The fuel heat management subsystem refers to the fuel from the fuel tank being cooled by the fuel heat exchanger 205 and then being sent to the combustion chamber in whole or in part, and the remaining fuel being returned to the fuel tank through the air-fuel heat exchanger 207. The fuel heat management subsystem includes the fuel heat exchanger 205, the air-fuel heat exchanger 207, the three-way valves, the seventh three-way valve 7, the eighth three-way valve 8, the ninth three-way valve 9, and the temperature sensor 102.

[0038] The cooling liquid in the hybrid liquid cooling circulation system can be, but is not limited to, water or water-glycol refrigerant. Generally, the working temperatures of the battery, the controller, the motor, and the engine oil system are from low to high. Therefore, the cooling liquid in this application is sequentially from the battery to the controller to the motor to the engine oil system. The battery can be one or more battery packs in series or parallel connection. Similarly, the controller and the motor can also be one or more controllers or motors in series or parallel connection. 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 provided with relevant air valves or flow channels to adjust the air volume. 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 adjust the flow bypass according to the temperature of the components connected behind the valves. For example, the first three-way valve 1 adjusts the flow of the cooling liquid through the battery according to the internal monitoring temperature of the battery, the second three-way valve 2 adjusts the flow of the cooling liquid through the controller according to the internal monitoring temperature of the controller, the third three-way valve 3 adjusts the flow of the cooling liquid through the motor according to the internal monitoring temperature of the motor, and the fourth three-way valve 4 adjusts the flow of the cooling liquid through the oil heat exchanger according to the oil supply temperature. The fifth three-way valve 5 and the sixth three-way valve 6 will adjust the flow according to the operating condition and the cooling liquid temperature sensor 101, the seventh three-way valve 7 adjusts the flow according to the operating condition, the eighth three-way valve 8 adjusts the flow according to the fuel demand, and the ninth three-way valve 9 adjusts the flow according to the fuel return temperature sensor 102. Machine learning and other artificial intelligence algorithms can be used for intelligent control of the three-way valves.

[0039] In some embodiments, the present application provides a heat management method, including the following steps:

[0040] S100. determining whether the aero-engine is in a first working condition, a second working condition, a third working condition, or a fourth working condition.

[0041] S201. If 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, and the hybrid liquid cooling circulation system is cooled by the fuel heat exchanger after passing through the battery, the controller, the motor, and the oil heat exchanger, and then returned to the circulation pump. Specifically, it can be, for example Figure 2As shown, specifically, during ground taxiing, ram air is less, fuel demand is less, and the aircraft can only consider fuel demand. The eighth three-way valve 8 adjusts the fuel to only go to the combustion chamber, the ninth three-way valve 9 is closed, and the sixth three-way valve 6 opens the bypass flow path, so that 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, the sliding liquid heat exchanger, and then passes through the fuel-liquid heat exchanger to dissipate heat, and then returns to the circulating 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 adjust the flow bypass according to the temperature of the components connected behind the valves. The fifth three-way valve 5 and the seventh three-way valve 7 adjust the flow according to the sensing result of the cooling liquid temperature sensor 101.

[0042] S202. If in the second working condition, the fuel-liquid heat exchanger, the air-liquid heat exchanger, and the air-fuel heat exchanger all work.

[0043] Specifically, for example Figure 3 As shown, during take-off, climbing, and descending working conditions, ram air increases, fuel demand is large, and the hybrid thermal load also increases. The fuel-liquid heat exchanger and the air-liquid heat exchanger both need to work, the aircraft can increase the fuel quantity as needed, and therefore the air-fuel heat exchanger also works as needed. The hybrid liquid cooling circulation system passes through the battery, the controller, the motor, 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. 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 adjust the flow bypass according to the temperature of the components connected behind the valves. The fifth three-way valve 5, the sixth three-way valve 6, and the seventh three-way valve 7 will adjust the flow according to the operating condition and the sensing result of the cooling liquid temperature sensor 101. The eighth three-way valve 8 adjusts the flow according to the fuel demand, and the ninth three-way valve 9 adjusts the flow according to the fuel return temperature sensor 102.

[0044] S203. If in the third working condition, the fuel-liquid heat exchanger and the air-fuel heat exchanger do not work.

[0045] Specifically, for example Figure 4 As shown, during cruising, fuel demand is less, and the aircraft can only consider fuel demand. The eighth three-way valve 8 adjusts the fuel to only go to the combustion chamber, the ninth three-way valve 9 is closed, and the fifth three-way valve 5 and the seventh three-way valve 7 open the bypass flow path, so that the fuel-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, the sliding liquid heat exchanger, and then passes through the air-liquid heat exchanger to dissipate heat, and then returns to the circulating 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 adjust the flow bypass according to the temperature of the components connected behind the valves. The sixth three-way valve 6 adjusts the flow according to the sensing result of the cooling liquid temperature sensor 101.

[0046] S204. If in the fourth working condition, the hybrid liquid cooling circulation system can be internally heat balanced, the hybrid cooling liquid is directly returned to the circulating pump after absorbing heat through the controller, the motor and the synovial fluid heat exchanger, and then provides heating for the battery to complete the entire circulation.

[0047] Specifically, for example Figure 5 As shown, in the low-temperature working condition, the ambient temperature is low, the battery needs to be heated and kept warm, and the aircraft fuel can only consider the fuel demand. The eighth three-way valve 8 adjusts the fuel to only the combustion chamber, the ninth three-way valve 9 is turned off, and the fifth three-way valve 5, the sixth three-way valve 6 and the seventh three-way valve 7 are all opened in bypass mode. The hybrid liquid cooling circulation system can be internally heat balanced, the hybrid cooling liquid is directly returned to the circulating pump after absorbing heat through the controller, the motor and the synovial fluid heat exchanger, and then provides heating for the battery to complete the entire circulation.

[0048] The hybrid liquid cooling circulation system provided in the application can further include other aircraft subsystems for integration. For example, it can be an aircraft environmental control thermal management subsystem or an aircraft water supply system.

[0049] According to another aspect of the application, the application also provides a computer readable medium.

[0050] The computer readable medium provided by the disclosure has computer instructions thereon. When the computer instructions are executed by a processor, the steps performed by the program in the thermal management method of the aero-engine as introduced in the above embodiments can be implemented.

[0051] Reference 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 the program in the thermal management method of the aero-engine as introduced in the above embodiments.

[0052] In addition, the thermal management system 2000 can also include a display module 2003 for displaying the situation of the thermal management system, so that the aero-engine monitoring and maintenance workers can know the operation of the aero-engine in time, or the aircraft operator can know the operation of the engine to help them pay attention to the energy consumption of the engine in time. The display module 2003 can have various forms of expression. For example, on the aircraft, the display module 2003 can be an instrument panel or a display screen, or even a head-up display (HUD) of the pilot's helmet, while on the ground, the display module 2003 can be a computer screen, a mobile screen, etc. of the maintenance personnel.

[0053] It can be understood that the processor 2002 in the foregoing embodiments, such as one or more of a combination of a system on chip (SOC), a microcontroller, a microprocessor (e.g., a single-chip computer), a reduced instruction set computer (RISC), an application-specific integrated circuit (ASIC), an application-specific instruction-set integrated processor (ASIP), a central processing unit (CPU), a graphics processing unit (GPU), a physics processing unit (PPU), a microcontroller unit, a digital signal processor (DSP), a field-programmable gate array (FPGA), an advanced RISC machine (ARM), a programmable logic device (PLD), any circuit or processor capable of executing one or more functions, etc., such as in an aircraft, the processor 2002 can be an electronic controller integrated with an engine, i.e., a Full Authority Digital Engine Control (FADEC), further improving the integration of the thermal management system.

[0054] In summary, the beneficial effects of the above embodiments of the aero-engine, the thermal management method, the system, and the computer readable medium include but are not limited to, by fully considering the deep cross-linking characteristics between the transmission power and the electric part subsystems in the hybrid power system, designing and optimizing the targeted thermal management and heat dissipation strategy from the system level, minimizing the additional weight, and reducing energy loss from the overall aircraft and the coordination of each system, maximizing the use of heat sinks, ensuring that each system has no risk of overheating under complex flight conditions, and operating normally and safely. Specifically, efficient use of fuel heat sinks and ram air heat sinks to remove system heat loads is achieved, the heat dissipation requirements of each system component are met, different working conditions are identified and matched with the corresponding optimal thermal management system structure by combining the control strategy, and the thermal management optimization control of the aviation hybrid power propulsion system is achieved. The integration of the thermal management system is high, the heat dissipation requirements of each component, the distribution of the heat sink, and the availability are comprehensively considered, the additional weight is minimized, and the collaborative heat transfer of each system component is achieved. The thermal management system proposed in the present application not only meets the heat dissipation requirements of each thermal system component, but also preheats the battery under low temperature conditions to ensure the normal and safe operation of the battery. The thermal management system designs and optimizes the targeted thermal management and heat dissipation strategy from the system level, reduces energy loss from the coordination of each system, and realizes intelligent control and optimal matching of the heat of the hybrid electric propulsion system.

[0055] The steps of a method described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The processor and the storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the storage medium can reside as discrete components in a user terminal.

[0056] In one or more exemplary embodiments, the functions described can be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions can be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk and disc, as used herein, includes compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0057] Although the present application has been disclosed in its preferred embodiments with reference to the drawings, it is not intended to limit the application and it will be understood by those skilled in the art that various changes in form can be made without departing from the spirit and scope of the application. Therefore, any modifications, equivalent changes and modifications made by the technical essence of the present application to the above embodiments, all fall within the scope of the claims of the present 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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