A dual-loop phase change energy storage thermal management system and a thermal management control method

Abstract

The application relates to a double-loop phase change energy storage heat management system, which comprises an inner circulation loop, a PCM intermediate heat exchanger, an outer circulation loop and a controller, the PCM intermediate heat exchanger is arranged outside a core high-voltage electrical cabin, and comprises a first flow channel, a second flow channel and a PCM confinement layer; the inner circulation loop is in thermal connection with the first flow channel through an inner circulation working medium, and the inner circulation loop is arranged in the core high-voltage electrical cabin and is in thermal connection with a heating component in the core high-voltage electrical cabin; the outer circulation loop is arranged outside the core high-voltage electrical cabin and is in thermal connection with the second flow channel through an outer circulation working medium; and the outer circulation loop discharges heat to an external environment. The application also relates to a heat management control method, which is used for heat management of an aviation turbo-electric system in three operation modes of heat storage priority, regeneration priority and fault degradation. The heat management system and method provided by the application can help to inhibit temperature fluctuation of the aviation turbo-electric system, reduce peak heat discharge demand, and ensure electrical safety isolation effect.

Description

Technical Field

[0001] This invention belongs to the technical field of aircraft thermal management systems, and in particular relates to a dual-loop phase change energy storage thermal management system and thermal management control method. Background Technology

[0002] Aerospace turbine-electric propulsion systems typically integrate a gas turbine, generator, drive motor, and high-voltage, high-power electronic devices. The takeoff, hovering, or climb phases are relatively short in duration but have high heat flux density and total heat output; the cruise or descent phases are longer in duration and have relatively lower heat loads, thus providing a low-load time window that can be used for regeneration of the thermal storage unit.

[0003] In the prior art, taking the invention patent with authorization publication number CN111284706B as an example, its thermal management system extracts heat from the electric propulsion engine and related components through a heat source heat exchanger, and then transfers the heat to the radiator heat exchanger through a heat distribution circuit, and then completes the heat dissipation with the help of fan airflow or the external environment. This scheme belongs to a heat bus architecture in which heat generation and environmental heat dissipation are basically synchronized. It does not disclose the use of a recyclable PCM heat storage unit to transfer the peak heat during takeoff / climb phase over time, nor does it disclose the structure for fluid isolation between the low-pressure insulating liquid circuit in the core electrical compartment and the refrigerant circuit outside the compartment through a PCM intermediate heat exchanger.

[0004] Another type of existing technology utilizes working fluid phase change and evaporation-condensation cycles to improve heat exchange capacity. For example, the invention patent with publication number CN111653536B discloses an automatic phase change cooling system. This type of solution focuses on the phase change cooling process and active regulation, but does not provide a pressure domain and spatial domain isolation structure for the "low-pressure insulating liquid heat extraction inside the cabin—refrigerant heat dissipation outside the cabin" in aviation high-voltage electrical compartments. If refrigerant pipelines are directly arranged in the vicinity of high-voltage electrical equipment, pipeline or joint failures may increase the risk of condensation, decreased insulation performance, and arcing faults.

[0005] In addition, the invention patent with publication number CN116156834A discloses a design method for a thermally enhanced airborne phase change thermal storage unit, which can improve the thermal response capability of the PCM thermal storage unit through a thermally enhanced structure. However, its focus is on the design of the thermal storage unit itself, and it does not disclose the dual-loop architecture of the PCM actively regenerating during the mission cycle by the external vapor compression refrigeration loop, nor does it disclose the pressure-bearing entity isolation relationship between the two working fluid channels.

[0006] Therefore, existing technologies still need to address the following interrelated issues: how to transfer short-term peak heat to a longer low-load phase for discharge without introducing the refrigerant circuit into the core high-pressure electrical compartment; how to simultaneously achieve thermal coupling, fluid isolation, and regeneration using the PCM intermediate heat exchanger; and how to coordinate heat storage, regeneration, bypass protection, and fault degradation based on the flight mission phase and the PCM heat storage status. Summary of the Invention

[0007] The purpose of this invention is to provide a dual-loop phase change energy storage thermal management system and thermal management control method to solve the technical problems mentioned in the background art.

[0008] The technical solution adopted by this invention to solve its technical problem is as follows: a dual-loop phase change energy storage thermal management system is provided, including an inner circulation loop, a PCM intermediate heat exchanger, an outer circulation loop, and a controller. The PCM intermediate heat exchanger is located outside the core high-voltage electrical compartment and includes a first flow channel, a second flow channel, and a PCM confinement layer. A pressure-bearing solid partition is provided between the first flow channel and the second flow channel, and they are thermally coupled through the PCM confinement layer. The inner circulation loop thermally connects the heat-generating components in the core high-voltage electrical compartment to the first flow channel through an inner circulation working fluid. The outer circulation loop is located outside the core high-voltage electrical compartment and is thermally connected to the second flow channel through an outer circulation working fluid. The outer circulation loop exhausts heat to the external environment.

[0009] Preferably, the internal circulation loop includes an internal circulation pipeline connected to the first flow channel. The internal circulation pipeline is connected to a circulation pump and a cold plate that is thermally connected to the heat-generating components in the core high-voltage electrical compartment. The heat-generating components include an inverter, a generator, and motor windings.

[0010] Preferably, the PCM confinement layer encapsulates the PCM material in the form of a honeycomb cavity, metal foam, porous skeleton, or microcapsule encapsulation.

[0011] Preferably, the PCM confinement layer is disposed between the first flow channel and the second flow channel or arranged around one of the first flow channel or the second flow channel.

[0012] Preferably, the internal circulating working fluid is determined according to the target voltage level of the core high-voltage electrical compartment, and is PAO insulating fluid, aviation lubricating oil, or fluorinated insulating fluid.

[0013] Preferably, the external circulation loop includes a refrigerant pipeline connected to the second flow channel. The refrigerant pipeline is connected to the compressor, the expansion device, and the external radiator. The refrigerant pipeline dissipates heat to the external environment through the external radiator.

[0014] Preferably, the pressure-bearing solid partition is a single-wall structure with a leakage collection chamber, a double-wall structure, or a sandwich structure with pressure monitoring function.

[0015] To address the above technical problems, this application also provides a thermal management control method. Using the dual-loop phase change energy storage thermal management system for aerospace eddy current systems as described above, the method determines the current operating mode of the thermal management system based on the flight mission phase, PCM temperature or liquid phase fraction estimation, and safety monitoring signals. Specifically, it includes the following three operating modes: heat storage priority, regeneration priority, and fault degradation. The heat storage priority mode refers to the following: during takeoff and climb phases, the inner circulation loop rapidly absorbs heat while the outer circulation loop dissipates heat at low power, and the PCM intermediate heat exchanger continuously absorbs heat until Φ reaches its upper limit. The regeneration priority mode refers to the following: during cruise and descent phases, the outer circulation loop dissipates heat at high power, and the PCM intermediate heat exchanger continuously dissipates heat to solidify the PCM material. The fault degradation mode refers to the following: when the thermal management system detects pipeline leaks, abnormal pressure, abnormal insulation, and / or compressor abnormalities, the controller executes fault isolation measures, including closing the corresponding valves, stopping the operation of abnormal equipment, and limiting the system power output based on the remaining heat storage capacity of the PCM, where Φ is the PCM liquid phase fraction.

[0016] The capacity design of the PCM intermediate heat exchanger is calculated using the following formula: , in, For high-heat-load task sections, the heat that needs to be handled by the thermal storage unit, For the duration of high heat load, The total mass of the phase change material. The latent heat of phase transition of the material, For specific heat capacity, The phase transition temperature. The initial temperature is (K).

[0017] In addition, this application also provides an aircraft equipped with a dual-loop phase change energy storage thermal management system for aviation eddy current systems as described above, or using the thermal management control method for aviation eddy current systems described above for thermal management.

[0018] Compared to existing technologies, the main innovation of this application lies in isolating the core high-voltage electrical compartment into internal and external circulation loops and thermally coupling it through a PCM confinement layer, further separating the first flow channel and the second flow channel in the pressure-bearing solid partition of the PCM intermediate heat exchanger, and providing a control method for applying this thermal management system. The beneficial effects are: temperature fluctuations are suppressed: since the PCM intermediate heat exchanger provides additional heat capacity in high heat load mission sections, the coolant temperature rise rate and device junction temperature overshoot can be reduced; the specific effects can be determined through experimental or simulation results under a specified mission profile.

[0019] Reduced peak heat dissipation requirements: Since some of the peak heat is transferred to a longer regeneration time window, the compressor and external radiator can be checked based on the average heat of the task, regeneration time, environmental conditions and safety factor, which helps to reduce system weight and aerodynamic resistance caused by external heat dissipation devices.

[0020] Enhanced electrical safety isolation: Since the external refrigerant piping is located outside the core high-voltage electrical compartment, and the two working fluids are separated by a pressure-bearing solid partition, the possibility of refrigerant leakage, condensation, or pressure surges directly affecting high-voltage electrical equipment can be reduced. Attached Figure Description

[0021] Figure 1 A schematic diagram of the dual-loop phase change energy storage thermal management system for aviation eddy current systems. Figure 2 This is the control logic diagram for the working mode of a dual-loop phase change energy storage thermal management system used in aerospace eddy current systems.

[0022] Among them, 1-core high-voltage electrical compartment; 101-heating component; 102-circulating pump; 103-electrical compartment sealing boundary; 2-PCM intermediate heat exchanger; 201-first flow channel; 202-pressure-bearing solid partition; 203-PCM confinement layer; 204-second flow channel; 3-electrical compartment external environment heat exhaust area; 301-compressor; 302-external radiator; 4-internal circulation loop; 5-external circulation loop. Detailed Implementation

[0023] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, it should be understood that after reading the teachings of this invention, those skilled in the art can make various alterations or modifications to the invention, and these equivalent forms also fall within the scope defined by the appended claims.

[0024] like Figure 1 As shown, this application provides a dual-loop phase change energy storage thermal management system, which mainly includes an inner circulation loop 4, a PCM intermediate heat exchanger 2, an outer circulation loop 5, and a controller. The PCM intermediate heat exchanger 2 is installed in the external area of ​​the core high-voltage electrical compartment 1. The PCM intermediate heat exchanger 2 is provided with a first flow channel 201, a second flow channel 204, and a PCM confinement layer 203. A pressure-bearing solid partition 202 is provided between the first flow channel 201 and the second flow channel 204. The media in the two flow channels are not connected to each other, and thermal coupling heat exchange is only achieved by the PCM confinement layer 203.

[0025] Specifically, the internal circulation loop 4 is located inside the core high-voltage electrical compartment 1. Various heat-generating components 101 and the first flow channel 201 within the compartment establish a heat transfer path through the internal circulation working fluid. The external circulation loop 5 is located outside the core high-voltage electrical compartment 1 and is connected to the second flow channel 204. The heat absorbed by the system is discharged to the external environment of the aircraft with the help of the external circulation refrigerant. The two independent fluid loops rely on the external PCM intermediate heat exchanger 2 to achieve thermal decoupling in time and space. This can buffer peak heat under short-term high heat load conditions and isolate the refrigerant from direct contact with high-voltage electrical equipment, thus simultaneously taking into account heat dissipation performance and airborne electrical safety requirements.

[0026] The internal circulation loop 4 is equipped with an internal circulation pipeline connected to the first flow channel 201 within the core high-voltage electrical compartment 1. A circulation pump 102 is installed on the internal circulation pipeline. The pipeline is connected to the heat-generating components 101 inside the core high-voltage electrical compartment 1 via multiple sets of cold plates. The cold plates are tightly fitted to high-power electrical components such as inverters, generators, and motor windings that continuously generate heat throughout flight. The circulation pump 102 continuously drives the internal circulation working fluid to flow uninterruptedly through the cold plates, quickly removing the heat generated by the electrical components. The heated working fluid is then transported along the pipeline to the first flow channel 201 of the PCM intermediate heat exchanger 2 to release the heat. The internal circulation is confined within the sealed boundary 103 of the high-voltage electrical compartment, operating under low-pressure conditions. This spatial layout avoids safety hazards such as insulation failure and arcing short circuits caused by high-pressure refrigerant pipelines entering the electrical compartment. The cold plates can be serpentine flow channel plates, microchannel cold plates, or plate heat exchange structures.

[0027] The PCM confinement layer 203 is an existing technology, which typically uses honeycomb cavities, metal foam, porous skeletons or microcapsule encapsulation structures as internal support skeletons to completely encapsulate and confine the phase change material inside the interlayer space. Various porous skeleton structures can significantly improve the overall equivalent thermal conductivity of the phase change material, accelerate the heat absorption and release response speed, and at the same time limit the flow, accumulation and delamination of the phase change material after it is heated and melted. This ensures that the heat storage capacity of each area of ​​the heat exchanger is uniform and stable during the long-term variable operating condition flight of the aircraft, and there will be no local heat exchange failure.

[0028] In Embodiment 1, the PCM confinement interlayer is directly positioned between the first flow channel 201 and the second flow channel 204, with its two sides respectively attached to the outer walls of the first flow channel 201 and the second flow channel 204. This allows for simultaneous reception of internal circulating heat and release of heat to the external circulation. In Embodiment 2, the PCM confinement layer 203 completely surrounds the outer side of either the first flow channel 201 or the second flow channel 204. Both arrangements enable efficient heat transfer between hot and cold fluids. During actual assembly, the appropriate structure can be flexibly selected based on the reserved installation space in the aircraft cabin and the system's heat exchange capacity. The PCM confinement layer 203 employs an aluminum honeycomb structure, with modified paraffin PCM filling the honeycomb cells. The honeycomb walls act as a thermally conductive framework while simultaneously restricting the flow of liquid PCM.

[0029] The pressure-bearing solid partition 202 is an existing structure in the field of heat exchanger pressure isolation. The main options include a single-wall structure with a leakage collection chamber, a double-wall structure, or a sandwich structure with pressure monitoring capabilities. Specifically, the first option is a single-layer solid wall with a sandwich leakage collection chamber. The sandwich chamber can collect fluid leaking from a single-side circuit rupture, facilitating troubleshooting and leak identification. The second option is a double-layer isolation wall structure with a buffer cavity between the two walls, which can isolate the impact load caused by the pressure difference between the two circuits. The third option is a sandwich structure with an integrated pressure monitoring sensor, which can collect real-time pressure difference data from both sides of the flow channel. When the pressure-bearing partition ruptures or leaks, causing abnormal pressure difference, the system can quickly trigger a safety warning. All three structures can achieve complete physical isolation of the two circuit fluids, eliminating the risk of refrigerant leakage into the high-pressure electrical compartment.

[0030] The heat exchange medium used in the internal circulation loop 4 is selected based on the insulation performance matching the rated voltage level of the internal components of the core high-voltage electrical compartment 1. Optional media include PAO insulating liquid, aviation-grade lubricating oil, or fluorinated insulating liquid. These insulating liquids have comprehensive characteristics such as high dielectric strength, high flash point, low kinematic viscosity, and resistance to corrosion of aviation materials. They are suitable for long-term continuous circulation operation of airborne high-voltage DC electrical equipment and will not precipitate conductive condensation under low-pressure operating conditions. The heat exchange medium itself further enhances the operational safety redundancy of the high-voltage electrical compartment.

[0031] The PAO insulating fluid is a synthetic insulating coolant based on polyalphaolefin. It is liquid and circulates between the internal circulation pipes, cold plates, and the first flow channel 201 of the PCM intermediate heat exchanger 2. It possesses high volume resistivity and dielectric strength, along with good low-temperature fluidity, thermal stability, and material compatibility. Its function is to extract heat from heat-generating components 101 such as inverters, generators, or motor windings, and to reduce the risk of short circuits and arcing in the event of minor leaks. Using PAO insulating fluid provides both electrical insulation and circulating cooling, making it suitable for liquid-cooled circuits near high-voltage power electronic equipment.

[0032] Aviation lubricating oil is a synthetic fluid that meets the high and low temperature, oxidation resistance, and lubrication requirements of aviation equipment. When its dielectric strength, volume resistivity, and material compatibility meet the target voltage level requirements, it can also serve as an internal circulating cooling medium, removing heat generated by the heat-generating components 101 through cold plates and pipelines. Using aviation lubricating oil allows for the utilization of existing or mature oil systems in aircraft, reducing the types of working fluids required, and offers a wider operating temperature range and better engineering adaptability.

[0033] Fluorinated insulating fluid is a fluorinated electrical insulating coolant, typically possessing high dielectric strength, low flammability, and good chemical stability. It circulates within the internal circulation cold plate, piping, and the first flow channel 201 of the PCM intermediate heat exchanger 2, absorbing and transporting heat generated by high-voltage electrical components. The use of fluorinated insulating fluid, due to its superior electrical insulation and flame-retardant safety, reduces the risk of combustion, short circuits, and material reactions after leakage, making it suitable for applications with high electrical safety requirements.

[0034] The external circulation loop 5 is equipped with a refrigerant pipeline connected to the second flow channel 204. The compressor 301, the expansion device, and the external radiator 302 are connected in series on the pipeline. In one specific embodiment, the external radiator 302 is configured as a condenser. The second flow channel 204 inside the PCM intermediate heat exchanger 2 constitutes the evaporation heat absorption section of the external circulation system. After the refrigerant is throttled and depressurized by the expansion device, it enters the second flow channel 204, absorbs the heat transferred by the PCM confinement layer 203, and undergoes an evaporation phase change. The vaporized refrigerant flows into the compressor 301 to complete the pressurization. The high-temperature and high-pressure refrigerant is delivered to the external radiator 302 and completes the heat dissipation to the external environment with the help of the oncoming ram airflow of the aircraft. The entire external circulation loop 5 is arranged outside the high-pressure electrical compartment sealing boundary 103 and does not intrude into the core electrical area inside the compartment.

[0035] like Figure 2 As shown, the present invention also provides a thermal management control method adapted to the above-mentioned dual-loop thermal management system. During operation, the controller continuously collects the current flight mission stage, real-time PCM temperature, estimated liquid fraction, and safety monitoring signals such as pressure, leakage, and insulation of the entire system. Based on the sensor signal data, the controller judges and switches the system operation mode.

[0036] Specifically, it includes the following three operating modes: During takeoff and climb-up high-heat-load flight phases, the heat storage priority mode is activated, the controller increases the flow rate of the internal circulation pump 102 to achieve rapid heat extraction of the device, and at the same time controls the external circulation loop 5 to maintain a low-power operating state, relying on the PCM confinement layer 203 to continuously absorb and buffer peak heat until the PCM liquid phase fraction Φ reaches the preset upper limit threshold.

[0037] When the aircraft enters the cruise and low-heat-load flight phase, the system switches to regeneration priority mode. The controller gradually increases the cooling power output of the external circulation compressor 301 and continuously extracts heat from the PCM confinement layer 203, so that the melted phase change material is gradually re-solidified, completing the regeneration of the heat storage unit and reserving heat storage capacity for the next high-heat-load flight condition.

[0038] When the system sensors detect fault signals such as pipeline leaks, excessive operating pressure, insulation degradation, or abnormal operation of compressor 301, the controller automatically switches to fault degradation mode, performs fault branch isolation operation, closes the corresponding pipeline valves, shuts down the faulty equipment, and limits the output power of the entire electrical system based on the current remaining heat storage capacity of the PCM. It relies on the heat cache of the PCM to provide short-term heat dissipation margin, ensuring that the aircraft has the thermal environment conditions for safe return and emergency landing.

[0039] The PCM liquid phase fraction Φ represents the degree of melting of the phase change material. A Φ close to 0 indicates that the PCM is essentially in a solid state, while a Φ close to 1 indicates that the PCM is essentially in a liquid state. The controller can estimate the current Φ value based on the PCM temperature, phase change temperature range, heat integral, or a temperature-liquid phase fraction relationship calibrated experimentally. The upper limit of the PCM liquid phase fraction is used to prevent the PCM's heat storage capacity from being depleted, and the regeneration completion threshold is used to determine whether the PCM has recovered sufficient heat storage capacity.

[0040] The capacity design of the PCM intermediate heat exchanger 2 is calculated using the following formula: , in, For high-heat-load task sections, the heat that needs to be handled by the thermal storage unit, For the duration of high heat load, The total mass of the phase change material. The latent heat of phase transition of the material, For specific heat capacity, The phase transition temperature. The initial temperature is (K).

[0041] The overall heat storage capacity of the PCM intermediate heat exchanger 2 can be verified and calculated using a standardized heat balance formula. The calculation process incorporates multiple parameters, including the duration of high heat load, the total mass of the phase change material, the latent heat of phase change, the specific heat capacity of the material at constant pressure, the phase change temperature, and the initial temperature of the system. Simultaneously, the thermal resistance of the thermally enhanced skeleton, the flow resistance of the pipeline, the heat exchange efficiency, and the flight safety factor are added for correction. This determines the total amount of PCM material loaded, ensuring that during the short-term high heat load phases of takeoff and climb, the phase change material can completely absorb all the peak heat exceeding the immediate heat dissipation capacity of the external circulation, effectively reducing the temperature rise rate of the devices and avoiding the problem of excessive junction temperature in high-power SiC inverters and motor windings.

[0042] The entire system adopts a purely mechanical heat exchange structure combined with conventional airborne electronic control components. It does not require complex high-power dedicated refrigeration equipment to synchronously match instantaneous peak heat load. It completes the spatiotemporal transfer of heat through PCM phase change heat storage, which can significantly reduce the design peak power and structural volume of the external circulation compressor 301 and the external radiator. It effectively reduces the overall weight and aerodynamic drag caused by the external radiator 302. At the same time, it relies on the triple safety protection structure of compartment internal and external circuit isolation, double-layer fluid protection of pressure bulkhead, and dedicated internal circulation working fluid to avoid major airborne safety hazards such as refrigerant leakage causing high-voltage electrical compartment short circuit, insulation failure, and electric arc fire. It is suitable for the thermal management requirements of various turbine electric propulsion aircraft across all mission profiles.

Claims

1. A dual-loop phase change energy storage thermal management system, characterized in that, This includes the internal circulation loop, the PCM intermediate heat exchanger, the external circulation loop, and the controller. The PCM intermediate heat exchanger is located outside the core high-pressure electrical compartment and includes a first flow channel, a second flow channel, and a PCM confinement layer. A pressure-bearing solid partition is provided between the first and second flow channels, and they are thermally coupled through the PCM confinement layer. The internal circulation loop connects the heat-generating components in the core high-voltage electrical compartment to the first flow channel via an internal circulation working fluid. The external circulation loop is located outside the core high-voltage electrical compartment and is connected to the second flow channel via an external circulation working fluid. The external circulation loop discharges heat to the external environment.

2. The dual-loop phase change energy storage thermal management system according to claim 1, characterized in that, The internal circulation loop includes an internal circulation pipeline connected to the first flow channel. The internal circulation pipeline is connected to a circulation pump and a cold plate that is thermally connected to the heat-generating components in the core high-voltage electrical compartment. The heat-generating components include an inverter, a generator, and motor windings.

3. The dual-loop phase change energy storage thermal management system according to claim 1, characterized in that, The PCM confinement layer encapsulates the PCM material within a framework consisting of a honeycomb cavity, metal foam, porous skeleton, or microcapsule encapsulation.

4. The dual-loop phase change energy storage thermal management system and thermal management control method according to claim 1, characterized in that, The PCM confinement layer is disposed between the first flow channel and the second flow channel or arranged around one of the first flow channel or the second flow channel.

5. The dual-loop phase change energy storage thermal management system according to claim 1, characterized in that, The internal circulating working fluid is determined according to the target voltage level of the core high-voltage electrical compartment, and can be PAO insulating fluid, aviation lubricating oil, or fluorinated insulating fluid.

6. The dual-loop phase change energy storage thermal management system and thermal management control method according to claim 1, characterized in that, The external circulation loop includes a refrigerant pipeline connected to the second flow channel. The refrigerant pipeline is connected to the compressor, the expansion device, and the external radiator. The refrigerant pipeline dissipates heat to the external environment through the external radiator.

7. The dual-loop phase change energy storage thermal management system according to claim 1, characterized in that, The pressure-bearing partition can be a single-wall structure with a leakage collection chamber, a double-wall structure, or a sandwich structure with pressure monitoring function.

8. A thermal management control method, characterized in that, Using any one of the dual-loop phase change energy storage thermal management systems described in claims 1 to 6, the current operating mode of the thermal management system is determined based on the flight mission phase, PCM temperature or liquid fraction estimation value, and safety monitoring signals. Specifically, it includes the following three operating modes: thermal storage priority, regeneration priority, and fault degradation. The heat storage priority mode refers to the following: during takeoff and climb, the internal circulation loop rapidly absorbs heat while the external circulation loop dissipates heat at low power, and the PCM intermediate heat exchanger continuously absorbs heat until Φ reaches its upper limit. The regeneration priority mode refers to the following: during the cruise and descent phases, the external circulation loop dissipates heat at high power, and the PCM intermediate heat exchanger continuously dissipates heat to the outside to solidify the PCM material. Fault degradation mode refers to the controller implementing fault isolation measures when the thermal management system detects pipeline leaks, abnormal pressure, insulation abnormalities, and / or compressor abnormalities. These measures include closing the corresponding valves, stopping the operation of the malfunctioning equipment, and limiting system power output based on the remaining heat storage capacity of the PCM. Where Φ is the liquid phase fraction of the PCM.

9. A thermal management control method according to claim 7, characterized in that, The capacity design of the PCM intermediate heat exchanger is calculated using the following formula: ， in, For high-heat-load task sections, the heat that needs to be handled by the thermal storage unit, For the duration of high heat load, The total mass of the phase change material. The latent heat of phase transition of the material, For specific heat capacity, The phase transition temperature. The initial temperature is (K).

10. An aircraft, characterized in that, The aerospace eddy current system is thermally managed by installing a dual-loop phase change energy storage thermal management system as described in any one of claims 1 to 7 or by using any one of the thermal management control methods as described in claims 8 to 9.

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