###### Abstract  
Projects related to green aviation designed to achieve fuel savings and emission reductions are increasingly being established in response to growing concerns over climate change. Within the aviation industry, there is a growing trend towards the electrification of aircraft, with more-electric aircraft (MEA) and all-electric aircraft (AEA) being proposed. However, increasing electrification causes challenges with conventional thermal management system (TMS) and power management system (PMS) designs in aircraft. As a result, the integrated power and thermal management system (IPTMS) has been developed for energy-optimised aircraft projects. This review paper aims to review recent IPTMS progress and explore potential design solutions for civil aircraft. Firstly, the paper reviews the IPTMS in electrified propulsion aircraft (EPA), presenting the architectures and challenges of the propulsion systems, the TMS cooling strategies, and the power management optimisation. Then, several research topics in IPTMS are reviewed in detail: architecture design, power management optimisation, modelling, and analysis method development. Through the review of state-of-the-art IPTMS research, the challenges and future opportunities and requirements of IPTMS design are discussed. Based on the discussions, two potential solutions for IPTMS to address the challenges of civil EPA are proposed, including the combination of architecture design and power management optimisation and the combination of modelling and analysis methods. integrated thermal and power management systems; thermal management systems; power management systems; more-electric aircraft energy-optimised aircraft +
Footnote †: journal: _Sciences_  
ice protection systems (WIPS) (pneumatic), and avionics (electric). The aim of MEA/AEA is to reduce and ultimately eliminate all but electric power in aircraft. The B787, a civil MEA, for the first time eliminates the use of bleed air, implementing electric power for WIPS instead of pneumatic [7; 8]. However, its propulsive power is still not electric. In an AEA, not only is the power of aircraft systems electric, but the propulsive power is also provided by electrochemical energy units such as batteries and fuel cells. Compared to MEA, AEA have lower operating costs and no emissions because all forms of power are electric. MEA/AEA have obvious advantages, but the increasing use of electric power also brings more challenges. For military aircraft, the use of electrified subsystems such as ECSs, avionics, weapons, and actuators, as well as associated heat losses, has risen substantially [9; 10], dramatically increasing the demand for heat sinks [11]. However, the limited heat sinks in military aircraft result in technical obstacles for an aircraft's thermal management system (TMS). In civil aircraft, not only is more and more of the power of subsystems electric, but the propulsion of aircraft is also increasingly electrified, with a trend toward hybrid-electric aircraft (HEA) and AEA. This growing use of electric power in civil aircraft also causes thermal challenges for airframe materials and heat sink capacity. The highly electrified subsystems increase thermal requirements and result in challenges for the power management system (PMS). In an aircraft, the PMS needs to provide enough power for both cooling and critical electric components. Particularly for electrified propulsion aircraft (EPA), such as HEA and AEA, it is necessary to split the power to provide both cooling power and propulsive power. These complicated interactions between the TMS and PMS therefore imply that the development of energy management in only one energy domain (thermal or power) would make it hard to optimise energy consumptions for future MEA/AEA. How to manage electric and thermal energies has become a critical question for researchers to minimise the challenges offsetting the benefits offered by EPA.