CN114962004B - Adaptive aircraft-engine integrated thermal management system based on third flow and fuel heat sink - Google Patents

Abstract

The present application discloses an adaptive flight-engine integrated thermal management system based on a third flow and a fuel heat sink, which is mainly used in supersonic aircraft. The system includes a closed air circulation subsystem, a fuel heat management subsystem and a three-duct variable cycle engine subsystem; the three-duct variable cycle engine subsystem has three-duct, dual-duct and single-duct working modes. When the flight Mach number is lower than 1.5, the three-duct variable cycle engine subsystem opens the third duct, cools the thermal load of the onboard electronic equipment and the high-temperature return oil through the third duct radiator, and stores the excess heat sink capacity in the cold storage tank; when the flight Mach number is higher than 1.5, the third duct is closed, and the low-temperature fuel in the cold storage tank is used as a heat sink to achieve airborne thermal load cooling. The present application makes full use of the low-temperature air heat sink capacity of the third duct and the fuel heat storage capacity to achieve time-space adaptive flight-engine integrated thermal management, and effectively improve the cooling performance of the thermal management system under different flight modes.

Description

Self-adaptive flyer integrated thermal management system based on third flow and fuel oil heat sink

Technical Field

The application relates to the field of aerospace, in particular to a self-adaptive flyaway integrated thermal management system based on a third flow and a fuel oil heat sink.

Background

The aviation aircraft is developed towards the directions of high maneuverability, wide speed range, wide airspace, high stealth and the like, and provides higher challenges for the thermal management technology of the aircraft. From the airborne perspective of the aircraft, on one hand, the aircraft structure adopts a large amount of composite materials, so that the heat dissipation path of heat generated in the aircraft is continuously reduced, and on the other hand, more high-power airborne equipment (such as radars, directional energy weapons and the like) is required for the operation of the aircraft, so that the heat generated by the airborne equipment is greatly increased. From the perspective of the engine, achieving high performance power demands in the wide speed range, wide airspace, and operational mobility will result in more heat being generated during operation of the engine combustion chamber and rotating parts. However, the conventional thermal management system designs the onboard thermal management system and the engine thermal management system separately, and the coupling of the two thermal management systems is realized by setting the fuel temperature boundary, which results in low design index margin of the thermal management system and increases the design difficulty of the thermal management system of the aircraft and the engine. The integrated heat management of the aircraft engine can effectively break the temperature boundary barrier, and the comprehensive distribution and regulation of the heat and the heat sink of the aircraft and the engine are realized functionally, so that the design is more compact and light in structure, and the development requirement of a future high-performance aircraft is met.

The integrated heat management of the flyer is to realize the comprehensive and unified allocation of the heat management of the airplane and the heat management of the engine on the working time sequence and the space structure, so that the design of a heat management system with compact structure, light weight and high efficiency can be realized, and the heat dissipation potential of the heat management system can be improved to a greater extent. The self-adaptive regulation and control technology is adopted to better solve the problem of time-varying multiple working conditions in the face of the flight tasks of a wide speed domain and a wide airspace, namely, the thermal management system can automatically adjust the working mode of the system according to different flight conditions, and the optimal thermal management path and the heat sink are selected to realize the maximum heat dissipation capacity and the maximum working efficiency of the system.

The future supersonic fighter needs to have the characteristics of wide speed domain, wide airspace, high stealth, high maneuverability and the like, so that the aircraft needs more electronic equipment to realize higher flight performance on one hand, so that the thermal load is greatly increased, and on the other hand, a large amount of composite materials are adopted and the air inlet of the aircraft is reduced to meet the higher stealth requirement, so that the heat dissipation path is greatly limited. The contradiction between the ever-increasing heat load and the reduced heat dissipation capacity in the heat management problem is more and more prominent, and the traditional heat management system which relies on air and fuel oil as heat sinks cannot meet the heat dissipation capacity requirement, and a new heat dissipation method is needed to relieve the heat dissipation pressure. The prior common technical means comprise adopting a closed circulation air system, realizing the comprehensive control of various states of an engine and airborne heat management through a compact structure, and adopting a variable circulation engine structure, and realizing the change of the flying state of the engine in a wide speed range by changing the internal geometric structure of the engine. In addition, the consumable heat sink, the energy storage material, the cold storage structure, the bypass structure and the like also show better heat dissipation potential. The cold accumulation structure comprises a cold accumulation oil tank and the like, namely under the condition of abundant heat dissipation capacity of the system, more fuel working medium is cooled through a heat dissipation path, meanwhile, a heat insulation structure is adopted to recycle and store low-temperature fuel heat sink working medium, under the condition of insufficient heat dissipation capacity of the system, the low-temperature fuel working medium in the cold accumulation oil tank is led out and used in a link needing further cooling in a thermal management system, cooling and heat transmission of high-temperature working medium in the thermal management system in a short time are realized, the culvert structure comprises a culvert radiator and the like, a three-culvert structure is adopted, the working efficiency of the engine is improved by increasing the culvert ratio of the engine, meanwhile, on one hand, the temperature of the third culvert air is lower than that of the external culvert air of the traditional turbofan engine, the low-temperature air in the culvert is used as a heat sink, the heat sink of the higher temperature in the thermal management system can be cooled, on the other hand, the heat exchange in the culvert structure does not influence the pneumatic layout and the stealth characteristics of the engine, and the heat dissipation path of the engine is increased. In view of this, the adoption of more efficient and lightweight system designs, such as variable cycle engine systems, closed air circulation systems, duct structures, etc., is more effective in improving the heat dissipation capacity of the thermal management system.

A variable cycle engine is an adaptive engine that can adapt to demand by changing the size and geometry of its structural components according to different flight mission conditions. By varying its own thermodynamic cycle parameters, the engine is enabled to operate at higher thrust and lower fuel consumption in speed and space ranges with larger spans. Based on the adoption of the third duct structure of the variable cycle engine, the engine structure can be further changed under different flight states, and the comprehensive improvement of the heat management capability and the fuel economy of the engine is realized.

The closed air circulation system has the advantages that on one hand, the independent systems are integrated, the system components and the quality are reduced, the airborne compensation loss is reduced, meanwhile, the space structure is compact to the greatest extent by adopting a multi-component coaxial mode, on the other hand, the system integrates the functions of an emergency power device, an auxiliary power device, an environment control system, a thermal management system and the like, so that self-adaptive power and thermal function management is realized, and in addition, the system can reduce the use of ram air and improve the stealth capacity of an aircraft.

Therefore, by combining the heat radiation advantages of the systems and the structures, the space-time self-adaptive flight integrated heat management system based on the third stream and the fuel heat sink is designed by taking the requirement of hypersonic fighter as the background to carry out flight integrated heat management, so that the integrated management of heat from an airplane to the inside of the engine heat management system is realized, the normal work and the heat radiation requirement of airborne equipment of the fighter under the supersonic cruise state can be ensured, the flight integrated comprehensive heat management is realized, and the foundation is laid for the comprehensive management of the energy of the next-generation fighter.

Disclosure of Invention

The application discloses a self-adaptive flyaway integrated heat management system based on third flow and fuel heat sinks, which is characterized in that a closed air circulation subsystem cools engine bleed air, low-temperature low-pressure gas obtained is used for absorbing heat generated by airborne equipment, a fuel heat management subsystem takes fuel as a heat sink to cool airborne heat load of an aircraft and heat generated in the engine, and a three-duct variable-circulation engine subsystem discharges the heat absorbed by air and fuel into a combustion chamber or an external environment through low-temperature duct air through a duct radiator.

In order to achieve the above object, the present application discloses the following solutions:

The self-adaptive flyer integrated thermal management system based on the third flow and the fuel heat sink comprises a closed air circulation subsystem, a fuel thermal management subsystem and a three-duct variable-circulation engine subsystem;

The closed air circulation subsystem cools the engine bleed air, and the obtained low-temperature low-pressure gas is used for absorbing heat generated by airborne equipment and is transmitted to a fuel oil and engine duct structure;

The cold accumulation oil tank in the fuel oil heat management subsystem collects low-temperature return oil in a three-duct working mode and is used for cooling the airborne heat load in other duct working modes;

The three-duct variable-cycle engine subsystem discharges heat absorbed in air and fuel oil to a combustion chamber or an external environment through low-temperature duct air by a duct radiator, and ensures that an aircraft thermal management system stably works within a flight Mach number range of 0-3.2 through self-adaptive adjustment of a working mode, so that the heat radiation capability of the thermal management system is enhanced.

Preferably, the closed air circulation subsystem comprises a second bypass radiator, a third bypass radiator-air, a high-temperature liquid-air heat exchanger, a low-temperature liquid-air heat exchanger, a heat regenerator, a fuel-air heat exchanger, a cooling turbine, a gas compressor, a power turbine and a gas circuit valve.

Preferably, the fuel oil heat management subsystem comprises a fuel tank, a liquid fuel oil heat exchanger, a hydraulic fuel oil heat exchanger, a lubricating oil fuel oil radiator, a fuel oil booster pump, a main pump regulator, a booster pump, a nozzle oil source pump, a nozzle pressure regulator, a fuel oil radiator, a booster distributor, a third bypass radiator-fuel oil, a cold storage fuel tank, an oil circuit valve, a metering valve, a hydraulic actuator cylinder, a first control valve, a second control valve and a third control valve.

Preferably, the three-duct variable cycle engine subsystem includes a fan, a low pressure compressor, a high pressure compressor, a combustor, a high pressure turbine, a low pressure turbine, an afterburner, an engine nozzle, and a third duct radiator-bleed air.

Preferably, the working method of the closed air circulation subsystem comprises the following steps:

the engine bleed air is cooled through the second bypass radiator, compressed through the air compressor, cooled through the third bypass radiator, the high-temperature liquid-air heat exchanger and the heat regenerator, enters the cooling turbine for expansion and cooling, and the obtained low-temperature low-pressure air is used for absorbing heat generated by airborne equipment and is transmitted to the fuel oil and engine bypass structure, so that the temperature of the airborne equipment and the cabin can not be overtemperature.

Preferably, the working method of the fuel oil heat management subsystem comprises the following steps:

The fuel oil is used as a heat sink, after the fuel oil flows out from the fuel oil tank, the heat load on the aircraft and the heat generated in the engine are respectively collected, one part of the fuel oil is combusted in the combustion chamber to realize heat dissipation, and the other part of the fuel oil is combusted in the combustion chamber to realize heat dissipation through the bypass radiator in the oil return process.

Preferably, the three-duct variable cycle engine subsystem operation method includes:

The heat absorbed in the air and the fuel is discharged to the combustion chamber or the external environment through the second bypass radiator, the third bypass radiator-air and the third bypass radiator-fuel, and simultaneously the air is cooled and led from the outlet of the high-pressure compressor for cooling the turbine casing, the low-temperature air is used for cooling the engine casing structure after the fan is led, in addition, the lower temperature of the third bypass air and the air inlet opening of the ram air are avoided, so that the infrared stealth of the aircraft is improved.

The beneficial effects of the application are as follows:

(1) The integrated comprehensive management of the thermal management system in structure and function is realized, and meanwhile, the self-adaptive regulation and control of the thermal management system are also realized;

(2) On the premise of meeting the stealth requirement of the aircraft, the low-temperature duct air in the third duct structure can be adopted to realize the multipath transmission and the emission of heat, thereby meeting the increasing heat emission requirement;

(3) The method of storing the low-temperature heat sink by adopting the cold accumulation oil tank can carry out self-adaptive calling in different flight tasks, thereby enhancing the adaptability of the thermal management system;

(4) The closed air circulation system is adopted, so that the quality and the volume of an airborne system can be reduced, and the heat dissipation requirements of airborne equipment and a cabin are met;

(5) The characteristics of strong adaptability and large heat dissipation potential of the self-adaptive variable cycle engine are fully utilized, so that the fighter plane is in a flight state of a wide speed region and a wide airspace, and the working state with low oil consumption and high heat dissipation performance is pursued.

Drawings

In order to more clearly illustrate the technical solutions of the present application, the drawings that are needed in the embodiments are briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a third flow and fuel heat sink based adaptive thermal management system for flywheel integration.

Description of the reference numerals

101. Second bypass radiator-air, 103, high temperature liquid-air heat exchanger, 104, low temperature liquid-air heat exchanger, 105, regenerator, 106, cooling turbine, 107, compressor, 108, power turbine, 109, fuel-air heat exchanger, 110, gas circuit valve, 201, tank, 202, liquid fuel heat exchanger, 203, hydraulic fuel heat exchanger, 204, lubricating oil radiator, 205, fuel booster pump, 206, main pump regulator, 207, booster pump, 208, jet oil source pump, 209, jet pressure regulator, 210a, lubricating oil radiator, 210b, booster lubricating oil radiator, 211, booster distributor, 212, third bypass radiator-fuel, 213, cold storage tank, 214, oil circuit valve, 215, metering valve, 216, hydraulic ram, 217, first control valve, 218, second control valve, 219, third control valve, 301, fan, 302, low pressure compressor, 303, high pressure compressor, 304, combustor, 305, high pressure turbine, 306, 307, low pressure turbine, 307, low pressure engine, 309, third bypass radiator, 309.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

In order that the above-recited objects, features and advantages of the present application will become more readily apparent, a more particular description of the application will be rendered by reference to the appended drawings and appended detailed description.

Example 1

In the first embodiment, as shown in fig. 1, the self-adaptive flyaway integrated thermal management system based on the third flow and the fuel heat sink comprises a closed air circulation subsystem, a fuel thermal management subsystem and a three-duct variable cycle engine subsystem.

The configuration of each subsystem will be specifically described below with reference to fig. 1.

As shown in fig. 1, the closed air circulation subsystem comprises a second bypass radiator 101, a third bypass radiator-air 102, a high-temperature liquid-air heat exchanger 103, a low-temperature liquid-air heat exchanger 104, a regenerator 105, a cooling turbine 106, a compressor 107, a power turbine 108, a fuel-air heat exchanger 109 and an air path valve 110.

The fuel thermal management subsystem comprises a fuel tank 201, a liquid fuel heat exchanger 202, a hydraulic fuel heat exchanger 203, a lubricating oil fuel radiator 204, a fuel booster pump 205, a main pump regulator 206, a booster pump 207, a nozzle oil source pump 208, a nozzle pressure regulator 209, a lubricating oil radiator 210a, a booster lubricating oil radiator 210b, a booster distributor 211, a third bypass radiator-fuel 212, a cold storage fuel tank 213, an oil circuit valve 214, a metering valve 215, a hydraulic actuator cylinder 216, a first control valve 217, a second control valve 218 and a third control valve 219.

The three-duct variable cycle engine subsystem comprises a fan 301, a low pressure compressor 302, a high pressure compressor 303, a combustion chamber 304, a high pressure turbine 305, a low pressure turbine 306, an afterburner 307, an engine nozzle 308, a third duct radiator-bleed air 309.

Example two

In the second embodiment, the operation mode of the adaptive flyer integrated thermal management system based on the third stream and the fuel heat sink includes:

The closed air circulation subsystem is mainly divided into two working modes in the process of coping with different flight tasks, namely a third duct opening mode and a third duct closing mode, when the third duct is opened, a part of engine air compressor bleed air enters a power turbine to provide power for a rotating shaft and directly discharges cooled air into the environment, the other part of bleed air is cooled by a second duct radiator and enters the air compressor to be compressed, the compressed air sequentially passes through the third duct radiator, air and a high-temperature liquid air heat exchanger to transfer heat to duct air and liquid cooling working media respectively, in the process, an air circuit valve is closed, the fuel oil, air heat exchanger does not participate in air cooling, then enters a cooling turbine after being cooled by a heat regenerator, a part of air cooled by the cooling turbine is subjected to heat load absorption of airborne electronic equipment by a low-temperature liquid air heat exchanger, a part of air is mixed with the warmed high-temperature air and then is conveyed to a cabin and an electronic equipment cabin to be cooled and discharged to the environment from the aircraft, the rest of the air is heated by the second duct radiator and then flows through the heat regenerator to be mixed with the air system of the second duct radiator to realize closed air circulation. When the third duct is closed, air compressed by the compressor cannot be cooled through the third duct radiator-air, so that in the working state, the air path valve is opened, high-temperature air transfers heat to low-temperature fuel oil collected in the cold storage oil tank when the third duct is opened through the fuel oil-air heat exchanger, then the high-temperature liquid air heat exchanger is used for cooling continuously, the air enters the cooling turbine after being cooled by the heat regenerator, and the rest processes are the same as the working mode when the third duct is opened.

The fuel oil heat management subsystem has two working modes, namely a stress application closing mode and a stress application opening mode, in different flight mission processes. The fuel oil flows out of the fuel tank as a heat sink, firstly passes through a liquid fuel oil heat exchanger to absorb heat in a liquid cooling working medium to realize the transmission of heat from air to the fuel oil, then sequentially passes through a liquid fuel oil radiator and a lubricating oil fuel oil radiator to absorb heat of a hydraulic system and the lubricating oil system, most of the fuel oil after temperature rise flows back to the fuel tank through an oil return pipeline before entering an engine, and the rest of the fuel oil is divided into three paths after being driven by a fuel booster pump. The fuel oil flow of the engine is controlled by a metering valve, excessive fuel oil flows back to the booster pump through an oil return pipeline, the fuel oil after determining flow flows to a fuel oil radiator, absorbs heat in high-temperature lubricating oil used for lubricating and cooling in a rotating shaft bearing of the engine and finally flows to the combustion chamber for combustion, so that heat is discharged, the other fuel oil flows to a booster pump, pressurized fuel oil of the booster pump flows through a nozzle pressure regulator for distribution, when the engine is in a closed booster mode, fuel oil completely flows back to the booster pump, when the engine is in an open booster mode, a part of fuel oil flows back to the booster pump through the oil return pipeline, the rest fuel oil flows through the booster fuel oil radiator for absorbing heat in the high-temperature lubricating oil used for lubricating and cooling in the rotating shaft bearing of the engine, then flows into a distributor for fuel oil nozzle flow distribution, finally flows to the booster combustion chamber for combustion, and finally flows through a nozzle oil source pump for combustion, and finally flows back to the booster pump after passing through a hydraulic actuator. When the temperature of fuel oil after a booster pump is too high, a first control valve is opened, a part of fuel oil needs to be returned to an oil tank by an engine fuel oil system, when the engine is not in an on-load state, part of heat load collected in the fuel oil can be discharged through a third bypass radiator-fuel oil in a fuel oil backflow process, multi-path heat management is realized, a second control valve is opened, the third control valve is closed, low-temperature fuel oil after cooling can enter a cold storage oil tank for heat preservation storage, an oil way valve is opened when the third bypass of the engine is closed, a cold source is provided for a closed air circulation system, after the cold storage oil tank is full, the second control valve is closed, the third control valve is opened, the low-temperature fuel oil directly flows back to the oil tank, when the engine is in an on-load state, the third bypass is closed, the fuel oil continues to flow through the third bypass radiator-fuel oil, cooling cannot be realized, the second control valve is closed, the third control valve is opened, and the high-temperature fuel oil directly flows back to the oil tank.

The three-duct variable cycle engine system adopts different modes according to different flight mission requirements, wherein when the flight speed is low, the three ducts are all opened, the duct ratio can be increased, the engine endurance can be improved, the fuel consumption is reduced, meanwhile, the third duct radiator-fuel oil, the third duct radiator-air and the second duct radiator can take away heat in the fuel oil and the air, the working potential of a thermal management system is improved, in addition, the air temperature in the third duct is lower, the air temperature is mixed with high-temperature air at a nozzle, the tail gas temperature can be reduced, the stealth performance of an aircraft is improved, when the flight speed is increased to a transonic speed, the third duct is closed, a cold storage oil tank is started to be used, the opening degree of the second duct is adjusted, an afterburner is opened, the duct ratio can be reduced, the engine thrust is improved, the second duct radiator is simultaneously operated to increase the thermal management heat dissipation capacity, when the flight speed reaches supersonic speed, the second duct is gradually closed, the requirements of engine power supply and engine mobility are met, the high-pressure air is led out from an outlet of the high-pressure air engine, the high-pressure air is cooled through a turbine blade, and then the air is cooled by a turbine duct to a low-pressure air guiding box. In addition, the low-temperature air directly introduced by the fan enters the engine case cabin for cooling, so that the case is ensured to meet the requirement of working temperature.

Example III

In the third embodiment, the operation mode of the adaptive flyaway integrated thermal management system based on the third stream and the fuel heat sink has a three-duct operation mode, a two-duct operation mode, and a single-duct operation mode.

Example IV

When the aircraft is in a long-endurance cruising stage, the flight Mach number is lower than 1.5, the fuel consumption rate of the engine needs to be reduced, lower thrust is provided, a three-duct variable-cycle engine system is used for opening a third duct to increase the engine duct ratio, a closed-cycle system is used for continuously generating heat of airborne electronic equipment and respectively transmitting the heat to fuel and the third-duct radiator-air to conduct heat dissipation, the engine system is used for only starting a main combustion chamber, the heat collected in a fuel heat management system is combusted through the main combustion chamber, the uncombusted fuel is used for dissipating the heat into the duct air through the third-duct radiator-fuel in the oil return process, and meanwhile, a cold storage oil tank is used for storing low-temperature fuel in the mode and providing a cold source for other flight conditions.

Example five

When the aircraft is in the states of taking off, climbing and the like, the flight Mach number range is more than 1.5 and less than or equal to 2.2, the engine is required to provide larger thrust, meanwhile, lower fuel consumption is still required to be ensured, the three-duct variable cycle engine is closed to a third duct, only the second duct and a core duct are used, the duct ratio is reduced, the thrust is improved, the closed air circulation system can transfer heat in an onboard system to fuel through a high-temperature liquid-air heat exchanger, a method for calling low-temperature fuel in a cold storage tank can be adopted, the fuel is absorbed and transferred through the fuel-air heat exchanger, and in the mode, the engine is started to a afterburner, and the collected heat can be discharged outside the aircraft through the combustion of the main combustor and the afterburner.

Example six

When the aircraft is in supersonic flight or motor operation state, the flight Mach number is more than 2.2 and less than or equal to 3.2, the engine needs to meet the high performance requirement, the three-duct variable-cycle engine only opens the core duct to realize the maneuverability of the aircraft with larger fuel consumption, the closed air circulation system needs to increase the engine air-entraining amount to absorb higher onboard equipment heat, the heat is transferred to the fuel through the high-temperature liquid-air heat exchanger, the low-temperature fuel in the cold storage tank can be used for absorbing and transferring the heat in the fuel-air heat exchanger, the fuel is used for absorbing more heat in a thermal management way, and meanwhile, the fuel flows to the main combustion chamber and the afterburner with larger flow to burn, so that the higher heat is discharged, and the thermal management capability of the system under high thermal load is improved.

The above embodiments are merely illustrative of the preferred embodiments of the present application, and the scope of the present application is not limited thereto, but various modifications and improvements made by those skilled in the art to which the present application pertains are made without departing from the spirit of the present application, and all modifications and improvements fall within the scope of the present application as defined in the appended claims.

Claims (5)

1. The self-adaptive flyer integrated heat management system based on the third flow and the fuel oil heat sink is characterized by comprising a closed air circulation subsystem, a fuel oil heat management subsystem and a three-duct variable circulation engine subsystem;

The closed air circulation subsystem cools the engine bleed air, and the obtained low-temperature low-pressure gas is used for absorbing heat generated by airborne equipment and is transmitted to a fuel oil and engine duct structure;

The cold accumulation oil tank in the fuel oil heat management subsystem collects low-temperature return oil in a three-duct working mode and is used for cooling the airborne heat load in other duct working modes;

The three-duct variable-cycle engine subsystem discharges heat absorbed in air and fuel oil to a combustion chamber or an external environment through low-temperature duct air by a duct radiator, and ensures that an aircraft thermal management system stably works within a flight Mach number range of 0-3.2 through self-adaptive adjustment of a working mode, so that the heat radiation capability of the thermal management system is enhanced;

The fuel oil heat management subsystem comprises an oil tank, a liquid fuel oil heat exchanger, a hydraulic fuel oil heat exchanger, a lubricating oil fuel oil radiator, a fuel oil booster pump, a main pump regulator, a booster pump, a nozzle oil source pump, a nozzle oil adding regulator, a fuel oil radiator, a booster distributor, a third culvert radiator-fuel oil, a cold storage oil tank, an oil way valve, a metering valve, a hydraulic actuator cylinder, a first control valve, a second control valve and a third control valve;

The working method of the fuel oil heat management subsystem comprises the following steps:

The fuel oil is used as a heat sink, after the fuel oil flows out from the fuel tank, the heat load on the aircraft and the heat generated in the engine are respectively collected, one part of the fuel oil is combusted in the combustion chamber to realize heat dissipation, the other part of the fuel oil is combusted in the oil return process to realize heat dissipation through the third culvert radiator-fuel oil, the low-temperature fuel oil cooled by the third culvert radiator-fuel oil enters the cold storage fuel tank to be stored in a heat preservation way, and an oil way valve is opened when the third culvert of the engine is closed to provide a cold source for the closed air circulation subsystem.

2. The adaptive flyer integrated thermal management system of claim 1, wherein the closed air circulation subsystem comprises a second bypass radiator, a third bypass radiator-air, a high temperature liquid-air heat exchanger, a low temperature liquid-air heat exchanger, a regenerator, a fuel-air heat exchanger, a cooling turbine, a compressor, a power turbine, and a gas circuit valve.

3. The adaptive flyer integrated thermal management system of claim 1, wherein said three-duct variable cycle engine subsystem comprises a fan, a low pressure compressor, a high pressure compressor, a combustor, a high pressure turbine, a low pressure turbine, an afterburner, an engine nozzle, and a third duct radiator-bleed air.

4. The adaptive flyer integrated thermal management system based on a third flow and fuel heat sink of claim 2, wherein the method of operation of the closed air circulation subsystem comprises:

the engine bleed air is cooled through the second bypass radiator, compressed through the air compressor, cooled through the third bypass radiator-air, the high-temperature liquid-air heat exchanger and the heat regenerator, enters the cooling turbine for expansion cooling, and the obtained low-temperature low-pressure air is used for absorbing heat generated by airborne equipment and is transmitted to the fuel oil and engine bypass structure, so that the temperature of the airborne equipment and the cabin can not be overtemperature.

5. The adaptive flyer integrated thermal management system based on a third flow and fuel heat sink of claim 3, wherein said three-duct variable cycle engine subsystem method of operation comprises:

The heat absorbed in the air and the fuel is discharged to the combustion chamber or the external environment through the second bypass radiator, the third bypass radiator-air and the third bypass radiator-fuel, and simultaneously the air is cooled and led from the outlet of the high-pressure compressor for cooling the turbine casing, the low-temperature air is used for cooling the engine casing structure after the fan is led, in addition, the lower temperature of the third bypass air and the air inlet opening of the ram air are avoided, so that the infrared stealth of the aircraft is improved.