A multi-mode clustered deflagration pulse detonation engine with intelligent gap control

Abstract

The application relates to the field of aerospace propulsion technology, and discloses a multi-mode cluster shock-absorbing pulse detonation engine with intelligent gap control; the engine comprises multiple explosion tube bodies in a concentric circle layout, a hydraulic sealing system, a fuel supply system, an electric arc igniter, an integrated thermal management system and an intelligent control system. The core lies in: the sealing reliability is ensured through intelligent dynamic gap control; a wide-range flight is adapted through multi-mode gas supply; precise ignition control is realized through multi-sensor fusion; waste heat is recycled and thrust gain is generated through integrated thermal management; and vibration and noise are inhibited through cluster detonation interference with a specific layout. The application has the dual-mode intelligent switching capability of high-frequency large thrust and low-frequency high efficiency, integrates health monitoring, and forms an advanced propulsion system solution scheme with high reliability, wide-range self-adaptation and low vibration.

Description

Technical Field

[0001] This invention relates to the field of aerospace propulsion technology, specifically to a multi-mode cluster damping pulse detonation engine with intelligent gap control. Background Technology

[0002] Pulse detonation engines (PDEs), as a novel propulsion system based on detonation combustion, have become a cutting-edge research direction in the field of aerospace propulsion due to their theoretically high thermal cycle efficiency, simple structure, and high thrust-to-weight ratio. Their working principle involves generating periodic high pressure through intermittent detonation waves, thereby outputting thrust.

[0003] However, transforming this theoretical advantage into a stable, reliable, and practically valuable engineering product has long faced several systemic technical bottlenecks, making it difficult for traditional pulse detonation engines to be effectively applied in actual flight conditions, especially under wide speed ranges and variable operating conditions. These bottlenecks are mainly manifested in the following ways: the operating frequency of pulse detonation engines controlled by traditional mechanical or pneumatic valves is severely limited by the valve actuation speed. It is difficult to achieve stable and synchronized fuel / air supply and ignition at high frequencies (such as above 100 Hz), resulting in insufficient thrust density and large thrust fluctuations; and under high-frequency operating conditions, traditional electromagnetic fuel injection valves have a response speed limit due to their inherent mechanical inertia (such as armature movement and needle valve opening and closing), making it impossible to synchronize with extremely high detonation frequencies. This has become one of the core bottlenecks restricting the development of PDEs to ultra-high frequencies, limiting the improvement of engine thrust levels. To achieve continuous thrust, PDEs need to operate stably at high frequencies, but this places extreme demands on their subsystems. However, existing PDE designs are mostly optimized around fixed operating frequencies and modes, resulting in insufficient thrust during low-speed and takeoff phases due to insufficient air intake, requiring reliance on bulky auxiliary compressors or oxidizer supply systems. During high-speed cruise, they cannot convert the high ramjet advantage into higher thermodynamic efficiency, lacking the ability to adaptively switch between the two drastically different operating conditions of "high-thrust takeoff" and "high-efficiency cruise." This inherent limitation in mode restricts its practical application as a primary propulsion system.

[0004] In summary, existing pulse detonation engines suffer from inherent and systemic deficiencies in terms of operational mode adaptability, thrust coordination management, and high-frequency performance of key subsystems. Therefore, there is an urgent need in this field for a novel pulse detonation engine solution that can comprehensively address these issues and possess intelligent, wide-range, efficient, and reliable operating capabilities. To this end, a multi-mode cluster vibration-damping pulse detonation engine with intelligent gap control is proposed. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a multi-mode cluster damping pulse detonation engine with intelligent gap control, thereby solving the problems described in the background.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a multi-mode cluster damping pulse detonation engine with intelligent gap control, comprising: A cluster module consisting of multiple explosive tubes, each explosive tube having an internal explosive chamber and an explosive nozzle at one end, the explosive nozzle and the explosive chamber being connected and together forming a ram air nozzle, the inner diameter of the explosive chamber near the ram air nozzle being smaller than the inner diameter of the other end; each explosive tube is equipped with a ram air check valve at the end away from the explosive nozzle, used to supply air into the explosive chamber and prevent high-pressure gas from leaking back; A hydraulic plugging system includes a plug, a hydraulic telescopic actuator, and a continuously variable hydraulic power source. The hydraulic telescopic actuator is installed inside the explosive nozzle, and its movable end is connected to the plug for plugging or opening the blast nozzle. The continuously variable hydraulic power source is connected to the hydraulic telescopic actuator through a hydraulic oil circuit and is used to control the opening and return speed of the plug. A fuel supply system includes a fuel tank, a fuel pump, an electronically controlled valve, and a fuel injector. The fuel injector is located on an explosion tube and communicates with an explosion chamber. The fuel tank, fuel pump, electronically controlled valve, and fuel injector are connected in sequence via pipelines to supply fuel to the explosion chamber. An electric arc igniter, installed on the explosion tube, is used to inject a pulsed electric arc into the explosion cavity to catalyze fuel combustion; An integrated thermal management subsystem is used to cool and recover heat from the explosion chamber, explosion nozzle, and ramjet nozzle inside the explosion tube. And an intelligent control system, connected to the hydraulic sealing system, fuel supply system and arc igniter, and integrated with: An intelligent dynamic gap control system is used to monitor and actively adjust the gap between the plug inside each explosion tube and the ramjet nozzle in real time; A multi-mode management and gas supply subsystem, including a compressor and a pressurized check valve; The compressor is connected to a high-pressure air tank to supply high-pressure air into the explosion chamber; The ram air check valve is installed at the end of the explosion tube body away from the explosion nozzle. During flight, ram air enters the explosion chamber through the ram air check valve. The multi-mode management and gas supply subsystem is configured to provide different sources of oxidizer for the cluster module switching under different flight conditions; The intelligent control system is configured to coordinate the engine's operating mode and knock cycle timing, and to achieve dynamic gap control and switch the oxidizer source under different flight conditions.

[0007] Preferably, in the hydraulic plugging system: The hydraulic telescopic actuator includes: The telescopic sleeve is fixed inside the explosive nozzle and has a sliding adjusting piston inside, which divides the inside of the telescopic sleeve into an adjusting oil chamber. A movable lever is used to transmit the movement of the adjusting piston to the plug; The continuously variable hydraulic power source includes: The adjusting sleeve has an internal gas-oil piston that divides the interior of the adjusting sleeve into a compressed air chamber and a buffer oil chamber. A second pressure sensor is installed in the compressed air chamber to detect the pressure value received in the compressed air chamber. The inner cone sealing ring is fixed inside the buffer oil chamber; The motor is installed on the outer end of the adjusting sleeve, and its output end is connected to a splined shaft; An outer conical sealing block is slidably connected to a splined shaft and fits into an inner conical sealing ring. Multiple oil adjustment holes are provided on the inclined surface of the outer conical sealing block. The parallel pipe is connected to the buffer oil chamber and, through the hydraulic oil pipe, is connected to the regulating oil chamber of the hydraulic telescopic actuator. The motor drives the spline shaft to rotate, which in turn drives the outer cone seal block to rotate, aligning or misaligning the adjusting oil hole with the parallel pipe to control the hydraulic oil return speed and adjust the slow return time of the plug.

[0008] Preferably, the intelligent dynamic gap control system includes: A piezoelectric ceramic brake is disposed between the movable rod and the plug, and a first pressure sensor is disposed on the sealing surface of the plug; The intelligent dynamic gap control system is configured as follows: a. Based on knock count and / or cylinder temperature data, establish and update a wear prediction model for the gap between the plug and the stamping nozzle; b. During each reset stroke of the plug, the measured gap is compared with the model prediction based on the data from the first pressure sensor; c. When the deviation exceeds the threshold, the piezoelectric ceramic brake is activated to push the plug to compensate for displacement along the axis; d. After compensation is completed, control the plug to retract to the preset calibration gap.

[0009] Preferably, the integrated thermal management subsystem includes: A microchannel network is installed on the explosion tube body. The microchannel network includes a fuel cooling channel, a hydraulic oil delivery channel and an air delivery channel. The fuel cooling channel is sleeved outside the hydraulic oil delivery channel, and cooling fins are fixed to the outer wall of the explosion tube body. The integrated thermal management subsystem is configured as follows: a. Internal circulation cooling and thermal regeneration: Before being injected into the explosion chamber, fuel and oxidant enter the microchannel network formed by the fuel cooling channel and the air delivery channel, respectively. After absorbing the heat from the explosion tube wall, they are injected into the combustion chamber in a gaseous or high-temperature state. Before entering the regulating oil chamber, the hydraulic oil enters the hydraulic oil delivery channel, where the fuel delivered by the fuel cooling channel cools the hydraulic oil in the hydraulic oil delivery channel. b. External circulation thrust coordination: The cooling fin channels outside the engine are constructed as heat dissipation channels. Based on the fact that the inner diameter of the end of the explosion tube near the ramjet nozzle is smaller than the inner diameter of the other end, the air inlet area is smaller than the air outlet area. The cross-sectional area of ​​the heat dissipation channel gradually expands along the airflow direction, forming a Laval nozzle-like structure. This allows the flowing cooling air to absorb the heat from the cylinder block and expand and accelerate, generating net thrust.

[0010] Preferably, the intelligent control system is configured as follows: a. Intensity control: The peak pressure of a single knock is linearly controlled by adjusting the opening of the electronically controlled valve in the fuel supply system; b. Frequency control: By adjusting the opening of the return channel formed between the regulating oil hole and the parallel pipe in the hydraulic sealing system, the hydraulic oil return speed is controlled, and the reset speed of the plug is infinitely adjusted, thereby setting the frequency of the knocking cycle; c. Coordinated control: Receive thrust commands, calculate the required thrust-frequency combination, and synchronously adjust the electronic control valves and motors.

[0011] Preferably, the intelligent control system is configured to perform the following operations during the engine start-up phase: a. During the start-up phase, compressed air from the onboard high-pressure air tank should be used as the oxidant. b. Simultaneously, control the arc igniter to ignite at the highest energy level to ensure successful detonation in an oxygen-rich environment on the first attempt; c. After establishing stable detonation, gradually switch the oxidizer supply to ram air input from the ram air check valve.

[0012] Preferably, the intelligent control system is configured to perform the following operations when the engine achieves instantaneous high maneuverability: a. Receive emergency maneuver commands from the flight control system; b. Instantly increase the detonation pressure and frequency of the explosive tubes of the cluster modules in the designated area to the limit value; c. At the same time, the oxidizer and electronic control valve of the high-pressure gas storage tank are activated to explosively inject additional overpressure working fluid in a short period of time, generating thrust exceeding the rated power; d. After the maneuver is completed, the system automatically reduces frequency and temperature, and enters thermal recovery mode.

[0013] Preferably, the cluster damping layout of the engine is as follows: a. The explosion tube adopts a central radial layout in structure, with the central cylinder having the largest diameter and the outer cylinders having progressively smaller diameters; b. The plurality of explosive tubes are configured to trigger detonation synchronously, and the time difference in the propagation of the detonation wave caused by the difference in physical size is used to make the generated shock wave vibrations interfere with each other and cancel each other out during propagation.

[0014] Preferably, the intelligent control system is configured to perform the following operations during the smooth, wide-range adjustment of thrust during flight: a. Macro-adjustment: Thrusting is adjusted in a stepwise manner by activating or deactivating different layers of the explosive tube cluster; b. Micro-adjustment: Within the activated explosion tube cluster, the detonation intensity and frequency of each cylinder can be steplessly adjusted through an intelligent control system; c. By combining macroscopic and microscopic adjustments, a smooth and stepless change in thrust is achieved throughout the entire process, from the lowest to the highest thrust.

[0015] Preferably, the intelligent control system is configured to perform the following operations in an energy-efficient flight and acceleration mode from the ground to outer space: a. In the atmospheric stage: Ram air is used preferentially as the oxidant, and the engine operates at medium frequency and pressure to maximize specific impulse; b. Mode switching and acceleration phase: When the ram air pressure is insufficient, smoothly switch to the oxidizer supplied by the airborne high-pressure air tank, and gradually increase the detonation pressure and frequency to continue acceleration; c. Space cruise phase: Using only onboard propellant, a "pulse cruise-cooling" cycle is adopted, which involves a period of acceleration, followed by the activation of arc-assisted detonation under certain conditions to ensure efficiency, and then the engine is shut down for inertial coasting and heat dissipation, and the cycle is repeated.

[0016] Preferably, the intelligent control system further includes a health monitoring function, configured as follows: a. By analyzing the peak pressure amplitude and waveform monitored by the second pressure sensor and comparing them with the health model database, it is possible to diagnose in real time whether the detonation of a single explosive tube is normal, and whether there is performance degradation or failure.

[0017] b. The degree of plug reset is determined by monitoring the data of the second pressure sensor. The plug reset signal is synchronously fused with the gap signal measured by the first pressure sensor and used together in the calculation to comprehensively determine whether the plug has reached the correct mechanical position and the preset physical gap. c. Only after confirming that the plug has reached the correct mechanical position and the preset physical gap, issue the fuel injection command to open the electronic control valve and the ignition command to the arc igniter to ensure that each knock occurs under the optimal initial conditions.

[0018] Compared with the prior art, the present invention has the following beneficial effects: This invention utilizes an intelligent control system to coordinate and adjust hydraulic return speed, fuel supply method, and oxidizer source, enabling the engine to operate in different modes. In high-frequency detonation mode, with the help of onboard high-pressure air and passive fuel injection, a powerful thrust independent of flight speed can be generated, solving the problem of insufficient thrust during takeoff and acceleration in traditional pulse detonation engines. In low-frequency detonation mode, ram air is fully utilized for efficient cruise, improving the engine's range and fuel economy. This intelligent switching capability expands the engine's flight envelope and operational adaptability.

[0019] This invention controls the slow return time of the plug by steplessly adjusting the cross-sectional area of ​​the hydraulic oil return channel through controlling the rotation angle of the motor. This mechanical-hydraulic control method is direct, reliable, and fast-responding. By monitoring the motor angle, the movement sequence of the plug can be predicted and calculated, thereby precisely controlling the timing of fuel injection, scavenging, and ignition. This achieves a mechanical closed-loop control that does not rely on complex high-speed sensors, ensuring the stability and consistency of the knock cycle under various operating conditions.

[0020] This invention utilizes an intelligent control system to comprehensively process multi-source information from a first pressure sensor (gap sealing), a second pressure sensor (reset dynamics and knock intensity), and a motor angle sensor. This enables a fusion judgment of the plug reset status, sealing readiness conditions, and knock health status. Ignition is triggered only when all conditions are optimal, forming a highly reliable mechanical-electronic collaborative control closed loop that does not rely on a single signal, ensuring the stability and consistency of each knock cycle.

[0021] This invention employs an integrated thermal management subsystem to transform the cooling process into a performance enhancement phase. The internal circulation uses fuel and intake air as coolants, recovering waste heat for fuel pre-activation and intake air heating, thereby improving combustion efficiency. The external circulation, through a unique gradually expanding heat dissipation channel design, accelerates the cooling airflow to generate additional thrust, achieving system-level energy optimization where "cooling is a benefit."

[0022] This invention employs a cluster of concentrically arranged explosive tubes with gradually varying sizes. It utilizes the inherent time difference in detonation wave propagation due to the physical size differences to actively and destructively interfere with the propagation of shock waves generated by synchronous detonations. This innovative design, which achieves system-level cancellation from the vibration source, effectively reduces structural load and noise levels, and is crucial for improving aircraft stealth, comfort, and structural lifespan.

[0023] In high-frequency detonation mode, this invention employs a passive synchronous fuel supply mechanism controlled by the difference between combustion chamber pressure and constant fuel supply pressure. This mechanism eliminates the physical inertia limitations of traditional high-speed solenoid valves, achieving natural and seamless synchronization between fuel supply and extremely high detonation frequency. Theoretically, there is no upper limit to the response, and the structure is simpler and more reliable, removing a core obstacle for pulse detonation engines towards engineering and high-frequency operation.

[0024] This invention employs a modular cluster layout of multiple explosive tubes, which not only achieves vibration suppression but also allows for modular maintenance and repair of the engine, reducing maintenance costs. Furthermore, this design enables flexible adjustment of the engine's total thrust by increasing or decreasing the number of tubes, demonstrating excellent power scaling potential. Attached Figure Description

[0025] Figure 1 This is a block diagram of the intelligent control system architecture of the present invention; Figure 2 This is a schematic diagram of the internal structure of the explosive tube of the present invention; Figure 3 This is a schematic diagram of the fuel supply system structure of the present invention; Figure 4 This is a schematic diagram of the stepless hydraulic power source structure of the present invention; Figure 5 This is a schematic diagram of the end face structure of the outer cone sealing block of the present invention; Figure 6 This is a schematic diagram of the hydraulic telescopic actuator of the present invention; Figure 7 This is a schematic diagram of the heat dissipation channel structure composed of the explosion tube body and the external cooling fins of the present invention. Figure 8 For the present invention Figure 2 Enlarged view of point A in the middle; Figure 9 For the present invention Figure 2 Enlarged view of section B in the middle.

[0026] In the diagram: 1. Explosion tube body; 11. Explosion chamber; 12. Explosion nozzle; 13. Stamped nozzle; 14. Fuel cooling channel; 15. Hydraulic oil delivery channel; 16. Air delivery channel; 2. Stamped check valve; 3. Plug; 4. Hydraulic telescopic actuator; 41. Telescopic sleeve; 42. Adjusting piston; 43. Moving rod; 44. Adjusting oil chamber; 5. Stepless hydraulic power source; 51. Adjusting sleeve; 52. Gas-oil piston; 53. Compressed air chamber; 54. Buffer oil chamber 55. Inner conical sealing ring; 56. Motor; 57. Splined shaft; 58. Outer conical sealing block; 59. Adjusting oil hole; 510. Parallel pipe; 511. Second pressure sensor; 6. Fuel supply system; 61. Fuel tank; 62. Fuel pump; 63. Electronic control valve; 64. Fuel injector; 7. Cooling fins; 8. Heat dissipation channel; 9. Arc igniter; 10. Compressor; 101. High-pressure air tank; 102. Piezoelectric ceramic brake; 103. First pressure sensor. Detailed Implementation

[0027] Please see Figures 1-7The present invention discloses a multi-mode cluster damping pulse detonation engine with intelligent gap control, which constructs an advanced propulsion system integrating multi-mode operation, intelligent control, efficient thermal management and vibration suppression, and the whole system is controlled by an intelligent control system.

[0028] I. Engine Structure: Cluster Modules and Layout like Figure 2 and 7 As shown, the engine employs a centrally radial layout of the explosive tubes 1. Specifically, the explosive tube 1 at the center has the largest diameter, with the diameters of the explosive tubes 1 arranged sequentially outwards decreasing. All explosive tubes 1 within a single cluster module are integrated and fixed within a single outer shell or on a common base. The gaps between the outermost explosive tubes 1 and the outer shell are filled with support columns to ensure overall strength. The core purpose of this layout is to suppress vibration using the wave interference effect, which will be explained later. By utilizing the inherent time difference in the propagation of the detonation wave due to the physical size differences of each tube, the shock waves generated during synchronously triggered detonation interfere and cancel each other out along their propagation paths, thereby suppressing vibration and noise at the source. Furthermore, sound-insulating material is installed on the outer wall of the explosive tube 1 to further treat residual noise.

[0029] like Figure 2 As shown, each explosion tube 1 has an internal cavity, forming an explosion chamber 11, which is the field where fuel and air mix and detonation occurs, used for detonation combustion; one end of the explosion tube 1 is provided with an explosion nozzle 12, and the connection between the explosion nozzle 12 and the explosion chamber 11 forms a ramjet nozzle 13; at the end of the explosion chamber 11 near this ramjet nozzle 13, its inner diameter is designed to be smaller than the inner diameter of the other end, forming a converging channel, which helps to improve the gas injection speed.

[0030] Intake and Multi-mode Oxidant Supply like Figure 2 As shown, a ram valve 2 is installed at the end of each explosion tube 1 away from the explosion nozzle 12 (i.e., the head). The ram valve 2 has a back-blocking structure, that is, when there is no force at the end of the ram valve 2 away from the explosion tube 1, the end of the ram valve 2 is in a blocked state. During flight, the ram effect generated by the oncoming airflow automatically provides the air (oxidizer) necessary for combustion to the explosion chamber 11. When the detonation occurs, due to its one-way function, the impact of the explosion will close its opening, which can effectively prevent the high-pressure gas from leaking backward and ensure that all energy is used to generate thrust by ejecting it backward. In addition, the engine is equipped with a compressor 10 and a high-pressure gas tank 101 connected thereto, which constitute an airborne high-pressure oxidant source; the ram-type check valve 2 and the compressor 10 together form a "multi-mode management and air supply subsystem", which is intelligently switched by the intelligent control system according to the flight conditions (such as takeoff, cruise, and high altitude), thereby solving the problem of insufficient air intake or low efficiency of traditional PDE in wide-range flight.

[0031] Hydraulic sealing and intelligent dynamic clearance control system like Figure 2 , Figure 4 , Figure 5 and Figure 6 As shown, the hydraulic sealing system is the core actuator for controlling the detonation frequency and thrust, including the plug 3, the hydraulic telescopic actuator 4, and the stepless hydraulic power source 5. Plug 3: A component that directly performs the blocking action on the stamping nozzle 13.

[0032] Hydraulic telescopic actuator 4: This actuator includes a telescopic sleeve 41 fixed inside the explosive nozzle 12, and an adjusting piston 42 sliding inside it. The adjusting piston 42 divides the internal space of the telescopic sleeve 41 into an adjusting oil chamber 44, and also includes a connecting rod 43 for transmitting the movement of the adjusting piston 42 to the plug 3.

[0033] Stepless hydraulic power source 5: This is the mechanism for stepless adjustment of the action speed of the plug 3. Its core is an adjusting sleeve 51 separated by an air-oil piston 52, forming a compressed air chamber 53 (as a gas spring) and a buffer oil chamber 54; the compressed air chamber 53 is equipped with a second pressure sensor 511, which is used to detect the instantaneous pressure value received in the compressed air chamber 53; the outlet of the buffer oil chamber 54 is equipped with an inner conical sealing ring 55; the motor 56 drives the spline shaft 57, which drives the outer conical sealing block 58 on it to rotate; multiple adjusting oil holes 59 are opened on the inclined surface of the outer conical sealing block 58. By rotating, the alignment area between the sealing block 58 and the parallel pipe 510 is changed, thereby steplessly adjusting the speed at which hydraulic oil flows back from the buffer oil chamber 54 through the parallel pipe 510 to the adjusting oil chamber 44, and ultimately controlling the reset ("slow return") time of the plug 3.

[0034] Specifically: An explosion occurs within the explosion chamber 11. The explosive gas flow pushes the plug 3 outward through the ram nozzle 13. The explosive gas flow is ejected through the explosion nozzle 12, generating thrust. The plug 3 drives the movable rod 43 to move, causing the adjusting piston 42 to push the hydraulic oil in the adjusting oil chamber 44 through the hydraulic oil pipe to the parallel pipe 510. The hydraulic oil is then transported through the parallel pipe 510 to the buffer oil chamber 54 within the adjusting sleeve 51, thereby pushing the outer cone sealing block 58 to slide along the outer wall of the spline shaft 57 and separate from the inner cone sealing ring 55. After the hydraulic oil enters the buffer oil chamber 54, it compresses the air-oil piston 52. The air-oil piston 52 compresses the air in the compressed air chamber 53, converting part of the detonation energy into the potential energy of the compressed air. The thrust generated by the explosion is less than the pressure. When compressed air applies thrust, it pushes the gas-oil piston 52, causing the oil in the buffer oil chamber 54 to move towards the parallel pipe 510. This, in turn, pushes the outer cone sealing block 58 to slide along the spline shaft 57 and seal against the inner cone sealing ring 55. At this time, the oil in the buffer oil chamber 54 can only enter the parallel pipe 510 through the adjusting oil hole 59 on the outer cone sealing block 58, and then flow back to the adjusting oil chamber 44 through the hydraulic oil pipe. This pushes the adjusting piston 42, causing the movable rod 43 to drive the plug 3 to block the punch nozzle 13 again. The angle of the outer cone sealing block 58 is controlled by the motor 56, thereby controlling the size of the return channel formed between the adjusting oil hole 59 and the parallel pipe 510. The larger the channel, the faster the return, and vice versa, thus controlling the frequency of the explosion.

[0035] Intelligent Dynamic Gap Control: To achieve long-term stable sealing and compensate for wear, this invention integrates a piezoelectric ceramic brake 102 between the movable rod 43 and the plug 3, and installs a first pressure sensor 103 on the sealing surface of the plug 3. These components form an intelligent dynamic gap control system through an intelligent control system. This system can predict gap wear based on detonation history and temperature data, and monitor the sealing contact pressure in real time through the first pressure sensor 103. When a poor seal is detected, the control system drives the piezoelectric ceramic brake 102 to perform micron-level displacement compensation on the plug 3, ensuring that the optimal calibrated sealing gap is always maintained, and periodically correcting the position. The correction method is as follows: the piezoelectric ceramic brake 102 controls the plug 3 to move forward so that it fully contacts the stamping nozzle 13, and then retracts to the preset "close but no contact" calibrated gap.

[0036] 4. Fuel supply system 6 like Figure 2 and Figure 3As shown, the system is used to supply fuel to the explosion chamber 11, including a fuel tank 61, a fuel pump 62, an electronically controlled valve 63, and a fuel injector 64 installed on the explosion tube body 1. These components are connected in sequence via fuel lines. The fuel pump 62 is responsible for pumping fuel, and the electronically controlled valve 63 is responsible for controlling the opening and closing of the fuel circuit. The fuel finally enters the explosion chamber 11 through the fuel injector 64. The intelligent control system controls the electronically controlled valve 63 and the fuel pump 62 to achieve fuel supply under different power conditions. Under low-frequency explosion, the fuel output is controlled by controlling the opening and closing of the electronically controlled valve 63. When the plug 3 moves back after being moved outward due to the explosion, the electronically controlled valve 63 opens to add fuel. When the plug 3 seals the ram nozzle 13, the electronically controlled valve 63 closes. Under high-frequency explosion, the electronically controlled valve 63 can remain open, and the fuel pump 62 provides a constant fuel supply pressure of a certain intensity. The fuel is synchronously supplied by relying on the automatic pressure difference between the combustion chamber pressure and the constant fuel supply pressure of the fuel pump 62, which breaks through the frequency limit of traditional solenoid valves.

[0037] 5. Ignition System like Figure 2 As shown, the present invention uses an electric arc igniter 9, which can generate a high-energy pulsed electric arc, which not only reliably ignites the gas mixture, but also has a certain catalytic activation effect on the fuel in its electric arc environment, which helps to ensure successful ignition and combustion efficiency under harsh conditions.

[0038] 6. Thermal Management System like Figure 2 , Figure 7 , Figure 8 and Figure 9 The system, as shown, is responsible for cooling the engine and utilizing waste heat to improve efficiency. It consists of two parts: Internal circulation cooling and heat regeneration: A microchannel network is processed inside the wall of the explosion tube 1, including a fuel cooling channel 14, a hydraulic oil delivery channel 15, and an air delivery channel 16; wherein, the hydraulic oil delivery channel 15 is covered by the fuel cooling channel 14; before entering the explosion chamber 11, the fuel in the oil tank 61 and the gas in the high-pressure gas storage tank 101 flow through the fuel cooling channel 14 and the air delivery channel 16 respectively, buffering the hydraulic oil flowing inside and outside the oil chamber 54 through the hydraulic oil delivery channel 15. The fuel and gas fully absorb the waste heat of the wall of the explosion tube 1, and the fuel absorbs the heat generated by the hydraulic oil due to work, realizing fuel preheating and vaporization, intake air heating and hydraulic oil cooling, and converting waste heat into a favorable factor for improving combustion efficiency; External circulation thrust synergy: The outer wall of the explosion tube 1 is equipped with several cooling fins 7, and heat dissipation channels 8 are naturally formed between the fins of adjacent tubes. Due to the shape of the explosion tube 1 itself, which is large at the head and small at the tail, the cross-sectional area of ​​the heat dissipation channel 8 gradually expands along the airflow direction, forming a Laval nozzle-like structure. The cooling air that flows through it expands and accelerates after absorbing heat, and the resulting jet reaction force constitutes the net thrust gain of the engine, realizing "cooling as a benefit".

[0039] 7. Intelligent Control System like Figure 1 , Figure 4 and Figure 6 As shown, the intelligent control system is the control center of the engine. It integrates the aforementioned intelligent dynamic gap control and multi-mode management and air supply logic, and coordinates and controls all actuators such as motor 56, electronic control valve 63, arc igniter 9, and compressor 10. It has the ability to perform coordinated calculation of intensity and frequency, health monitoring and precise ignition judgment based on multi-sensor feedback, and multi-modal adaptive switching.

[0040] II. Specific Operating Modes and Intelligent Control Processes of the Engine: The intelligent control system seamlessly switches between different states based on flight status (such as takeoff, cruise, super maneuvering, etc.).

[0041] Mode 1: Low-frequency knock mode (suitable for cruising) 1. Gas Supply Mode Setting: The intelligent control system switches the multi-mode management and gas supply subsystem to the "ram air intake" state, which relies on the ram check valve 2 to supply oxidant. The compressor 10 is in standby or low-speed operation state, and is only used to maintain the system's basic gas pressure.

[0042] 2. Hydraulic circuit setting: The intelligent control system sends a command to the motor 56 to drive the outer cone seal block 58 to rotate to a preset angle, making the mating area between the adjusting oil hole 59 and the parallel pipe 510 very small. This increases the flow resistance of hydraulic oil flowing back from the buffer oil chamber 54 through the parallel pipe 510 to the adjusting oil chamber 44, setting up the subsequent "soft return" action.

[0043] 3. Fuel supply preparation: Electronic valve 63 is in controlled pulse opening mode, and fuel pump 62 provides fuel supply pressure adapted to low-frequency cycle.

[0044] Single-cycle operation: 1. Detonation Exhaust Stage: The arc igniter 9 ignites at the end of the previous cycle, causing detonation of the air-fuel mixture. This leads to a rapid increase in combustion chamber pressure, producing two main effects: first, it forms a high-speed rearward gas jet, generating thrust; second, it pushes the plug 3 to overcome hydraulic resistance and open rapidly. At this time, the hydraulic thrust pushes the outer cone sealing block 58 away from the parallel pipe 510, making the hydraulic return channel almost fully open. The plug 3 opens quickly, ensuring unobstructed discharge of high-pressure gas. During this stage, the electronically controlled valve 63 remains closed to prevent accidental fuel injection under high pressure.

[0045] 2. Slow Return and Active Scavenging Phase: After the main combustion wave is discharged, the pressure in the explosion chamber 11 begins to decrease. At this time, the energy stored in the compressed air chamber 53 (acting as a gas spring) begins to be released, pushing the fuel piston 52 back to its original position. Due to the high flow resistance hydraulic circuit set above, the hydraulic oil return speed is forcibly reduced, causing the plug 3 to begin to close at a controlled and slow speed. The intelligent control system utilizes this slow return period: during the window period when the plug begins to move back but has not yet closed the nozzle, the electronic control valve 63 is opened to inject a fixed amount of fuel. This fuel has been fully preheated and partially vaporized when flowing through the fuel cooling channel 14. After being injected into the hot combustion chamber, it expands rapidly. This expansion can completely squeeze out the exhaust gas remaining from the previous knock from the still open ram air nozzle 13. At the same time, fresh air is drawn into the combustion chamber through the ram air check valve 2. This process achieves coordinated control, linking the movement sequence of the plug 3 with the fuel injection scavenging action.

[0046] 3. Sealing Readiness and Conditional Ignition Stage (Integration of Dynamic Gap Control and Health Monitoring): Position and clearance confirmation: When the plug 3 approaches the fully closed position, the first pressure sensor 103 begins to feed back the sealing surface contact pressure data. At the same time, the pressure change rate of the compressed air chamber 53 monitored by the second pressure sensor 511 also reflects that the piston movement is about to stop; the intelligent control system fuses and analyzes these two signals: if the data from the first pressure sensor 103 reaches the preset "calibrated sealing pressure" range, and the data from the second pressure sensor 511 shows that the reset action is completed, then the system determines that "sealing is ready".

[0047] Dynamic compensation (if needed): If the sealing pressure fed back by the first pressure sensor 103 is lower than the model prediction value (possibly due to thermal deformation or wear), the intelligent dynamic gap control system will immediately activate the piezoelectric ceramic brake 102 to apply a micron-level precise positioning compensation to the plug 3 to ensure sealing effectiveness.

[0048] Final ignition decision: Only after the "sealed ready" state is confirmed will the intelligent control system issue the ignition command for the next cycle and trigger the arc igniter 9; this conditional ignition mechanism based on multi-sensor fusion is the key to ensuring that each detonation is carried out under the optimal and most stable initial conditions, thus improving reliability and efficiency.

[0049] Mode 2: High-frequency knock mode (high thrust / super maneuverability mode) This mode consists of the aircraft start-up phase, instantaneous high maneuverability, and acceleration phase, designed to deliver maximum thrust in a short period of time.

[0050] Control settings and initialization: Gas supply mode setting: The intelligent control system switches the multi-mode management and gas supply subsystem to the "airborne oxygen supply" state. The compressor 10 works to continuously inject high-pressure air (or oxygen-enriched air) from the high-pressure gas tank 101 into the explosion chamber 11 to ensure that the oxidizer supply is sufficient and unaffected by flight speed.

[0051] Hydraulic circuit setting: The control system commands the motor 56 to drive the outer cone seal block 58 to rotate, so that the adjusting oil hole 59 is fully or largely aligned with the parallel pipe 510, thereby minimizing the resistance of the hydraulic return channel.

[0052] Fuel supply settings: Electronic control valve 63 is set to the normally open state, and fuel pump 62 provides a stable, precisely calculated high pressure.

[0053] Detailed explanation of the high-cycle working process: Knock and Pressure Locking Stage: The arc igniter 9 triggers ignition at an extremely high frequency. At the moment of knock, the pressure generated in the combustion chamber is much higher than the pressure in the fuel supply line. This huge pressure difference automatically acts on the fuel at the fuel injector 64, firmly sealing the fuel in the line and achieving "passive fuel cut-off" without the need for mechanical valve locking; the gas pushes the plug 3 to open rapidly, generating a strong thrust.

[0054] Rapid reset and pressure self-injection stage: After the plug 3 is opened, the gas is quickly vented and the pressure in the combustion chamber drops sharply within milliseconds; once the pressure in the chamber is lower than the constant fuel supply pressure provided by the fuel pump 62, the pressure difference direction reverses and the fuel is immediately automatically and passively forced into the combustion chamber; at the same time, due to the extremely smooth hydraulic return channel, the energy of the compressed air chamber 53 is quickly released, driving the plug 3 to reset at the fastest speed.

[0055] Continuous Cycling and Limit Control: The rapid reset of plug 3 creates conditions for the next ignition; the intelligent control system continuously ignites at an extremely high frequency (up to several hundred hertz) matching the reset speed. In this mode, the detonation frequency is directly determined by the opening of the hydraulic circuit (i.e., the angle of the output shaft of motor 56), achieving stepless and linear frequency control. During instantaneous high-speed maneuvers, the system instantly and synchronously increases the oil supply pressure, ignition frequency, and oxidizer supply in the explosion tube 1 to the safety limit, thereby generating thrust several times the rated value in a short time.

[0056] Mode switching and transition: The intelligent control system can automatically plan and execute a series of complex mode switching and parameter adjustment sequences according to the instructions of the flight management system and the preset flight mission profile (such as takeoff from the ground, passing through the atmosphere and cruising in space); Transition between normal modes: For example, when transitioning from a high-frequency takeoff / acceleration mode to a low-frequency cruise mode, the system coordinately and gradually performs the following operations: reducing the angle of motor 56 to increase hydraulic flow resistance; gradually reducing the air supply ratio of compressor 10 while increasing reliance on ram air intake; and switching electronically controlled valve 63 from normally open mode to pulse injection mode synchronized with the resetting sequence of plug 3. The entire transition process is smooth, and thrust changes are continuous and controllable.

[0057] Example of a full mission profile: Climb and cruise phases within the atmosphere: Within the dense atmosphere, the intelligent control system prioritizes ram air as the oxidizer source, controlling the engine to operate at moderate knock frequencies and pressures. This strategy aims to maximize the use of free oxidizer in the air to obtain optimal specific impulse, achieving efficient and economical climb and cruise.

[0058] Mode switching and transatmospheric acceleration phase: As flight altitude increases, the atmosphere thins, the ramjet effect weakens, and the intake pressure becomes insufficient. At this point, the intelligent control system initiates a smooth mode switching: gradually reducing reliance on the ramjet check valve 2, and simultaneously and smoothly switching the primary oxidizer source to onboard high-pressure air / oxygen provided by compressor 10 and high-pressure gas tank 101. Simultaneously, to overcome thrust loss due to thin air and continue acceleration, the system gradually and continuously increases the detonation pressure (by increasing fuel injection volume) and detonation frequency (by accelerating hydraulic return speed), ensuring the aircraft can continuously obtain effective thrust until entering near-space or outer space.

[0059] During the space cruise phase: In the near-vacuum environment of space, the engines use only onboard fuel and oxidizer (from high-pressure gas tank 101). To achieve long-term, energy-efficient orbital maintenance or maneuvering, the intelligent control system employs a "pulse cruise-cooling" cycle: the engine is started for a short period of acceleration (during which the arc igniter 9 is activated to ensure reliable detonation in a pure oxygen environment), followed by a complete engine shutdown, allowing the spacecraft to enter an inertial gliding state. During gliding, the heat dissipation channel 8 of the integrated thermal management subsystem helps radiate away accumulated waste heat. The cycle is restarted when the next speed increment is needed. This intermittent "work-cool-gliding" operating mode effectively manages the heat load and optimizes propellant consumption.

[0060] III. System-level intelligent functions and synergistic advantages Health monitoring and precise ignition assurance: Health diagnosis: The intelligent control system continuously analyzes the instantaneous pressure peak waveform of the compressed air chamber 53 detected by the second pressure sensor 511 and compares it with the pre-stored health model. It can diagnose in real time whether the operation of a single knock tube is normal and whether its performance has deteriorated, thus realizing predictive maintenance.

[0061] The control system integrates the pressure signal from the second pressure sensor 511 (to determine the dynamic reset of the plug 3) and the contact pressure signal from the first pressure sensor 103 (to determine the sealing gap status) to comprehensively determine whether the plug 3 has reached the optimal ignition condition of complete reset and good sealing.

[0062] Conditional ignition: The system only issues fuel injection and ignition commands after the above fusion judgment conditions are met, which eliminates ignition failure, efficiency reduction or reverse impact caused by the plug 3 not being in place or poor sealing, ensures the optimization of the initial conditions for each knock, and improves the reliability and cycle stability of operation.

[0063] Wide-range smooth thrust adjustment: Engine thrust can be smoothly varied over a wide range through macroscopic and microscopic adjustments.

[0064] Macro-adjustment: By enabling or disabling the explosion tube clusters with different diameter layers, a step change in thrust range can be achieved.

[0065] Micro-adjustment: Within the working cluster, the detonation intensity and frequency of each tube are steplessly adjusted.

[0066] The combination of these two features enables the engine to meet the full range of thrust requirements, from attitude adjustment to full afterburner acceleration.

[0067] Energy Cycle and Thermal Management Gains: The compressed air chamber 53 in the hydraulic system acts as a highly efficient "gas spring," recovering and reusing some of the knock energy to drive the plug 3 to reset, thus reducing external energy consumption.

[0068] The integrated thermal management system converts the waste heat that is traditionally dissipated into beneficial energy for fuel pre-activation and intake air heating, and converts external cooling airflow into additional thrust, thereby achieving tiered energy utilization and overall improvement of system efficiency.

[0069] This invention solves the vibration and noise problem through a cluster layout of multiple explosion tubes and synchronous triggering; achieves efficient frequency and energy control through hydraulic stepless speed regulation and gas springs; ensures long-term sealing through intelligent dynamic gap control; overcomes the bottlenecks of wide-range adaptability and high-frequency operation through multi-mode air supply and passive fuel injection; improves overall efficiency through integrated thermal management; and finally, organically integrates all subsystems through a highly integrated intelligent control system for coordinated operation. This invention provides a practical next-generation pulse detonation engine system with high reliability, wide-range adaptability, high efficiency, and low vibration.

Claims

1. A multi-mode cluster damping pulse detonation engine with intelligent gap control, characterized in that, include: A cluster module consisting of multiple explosive tubes (1) is provided. Each explosive tube (1) has an explosive cavity (11) inside and an explosive nozzle (12) at one end. The explosive nozzle (12) and the explosive cavity (11) are connected and together form a ram nozzle (13). The inner diameter of the explosive cavity (11) near the ram nozzle (13) is smaller than the inner diameter of the other end. Each explosive tube (1) is equipped with a ram one-way valve (2) at the end away from the explosive nozzle (12) to supply air into the explosive cavity (11) and prevent high-pressure gas from leaking back. A hydraulic plugging system includes a plug (3), a hydraulic telescopic actuator (4), and a continuously variable hydraulic power source (5). The hydraulic telescopic actuator (4) is installed inside the explosive nozzle (12), and its movable end is connected to the plug (3) for plugging or opening the blast nozzle (13). The continuously variable hydraulic power source (5) is connected to the hydraulic telescopic actuator (4) through a hydraulic oil circuit for controlling the opening and return speed of the plug (3). A fuel supply system (6) includes a fuel tank (61), a fuel pump (62), an electronic control valve (63), and a fuel injector (64). The fuel injector (64) is located on the explosion tube body (1) and communicates with the explosion chamber (11). The fuel tank (61), fuel pump (62), electronic control valve (63), and fuel injector (64) are connected in sequence by pipelines to supply fuel to the explosion chamber (11). An electric arc igniter (9) is installed on the explosion tube (1) for injecting a pulsed electric arc into the explosion cavity (11) to catalyze fuel combustion; An integrated thermal management subsystem is used to cool and recover heat from the explosion chamber (11), explosion nozzle (12) and ram air nozzle (13) inside the explosion tube body (1); And an intelligent control system, connected to the hydraulic sealing system, fuel supply system (6) and arc igniter (9), and integrating: An intelligent dynamic gap control system is used to monitor and actively adjust the gap between the plug (3) inside each explosion tube (1) and the ramming nozzle (13) in real time; A multi-mode management and gas supply subsystem includes a compressor (10) and a pressurized check valve (2). The compressor (10) is connected to a high-pressure air tank (101) for supplying high-pressure air into the explosion chamber (11); The ram air check valve (2) is installed at the end of the explosion tube (1) away from the explosion nozzle (12). During flight, ram air enters the explosion chamber (11) through the ram air check valve (2). The multi-mode management and gas supply subsystem is configured to provide different sources of oxidizer for the cluster module switching under different flight conditions; The intelligent control system is configured to coordinate the engine's operating mode and knock cycle timing, and to achieve dynamic gap control and switch the oxidizer source under different flight conditions.

2. The intelligent gap control multi-mode cluster damping pulse detonation engine according to claim 1, characterized in that, The hydraulic plugging system: The hydraulic telescopic actuator (4) includes: The telescopic sleeve (41) is fixed inside the explosion nozzle (12) and has a sliding adjusting piston (42) inside. The adjusting piston (42) divides the inside of the telescopic sleeve (41) into an adjusting oil chamber (44). A movable rod (43) is used to transmit the movement of the adjusting piston (42) to the plug (3); The infinitely variable hydraulic power source (5) includes: The adjusting sleeve (51) is provided with an oil piston (52) inside. The oil piston (52) divides the interior of the adjusting sleeve (51) into a compressed air chamber (53) and a buffer oil chamber (54). A second pressure sensor (511) is provided in the compressed air chamber (53). The second pressure sensor (511) is used to detect the pressure value received in the compressed air chamber. The inner cone sealing ring (55) is fixed inside the buffer oil chamber (54); The motor (56) is installed on the outer end of the adjusting sleeve (51), and its output end is connected to a splined shaft (57). The outer cone sealing block (58) is slidably connected to the spline shaft (57) and fits with the inner cone sealing ring (55). Multiple adjusting oil holes (59) are provided on the inclined surface of the outer cone sealing block (58). Parallel pipe (510) is connected to buffer oil chamber (54) and connected to regulating oil chamber (44) of hydraulic telescopic actuator (4) through hydraulic oil pipe; The motor (56) drives the spline shaft (57) to rotate, which in turn drives the outer cone seal block (58) to rotate, so that the adjusting oil hole (59) is aligned or misaligned with the parallel pipe (510) to control the hydraulic oil return speed and realize the slow return time adjustment of the plug (3).

3. The intelligent gap control multi-mode cluster damping pulse detonation engine according to claim 2, characterized in that, The intelligent dynamic gap control system includes: A piezoelectric ceramic brake (102) is disposed between the movable rod (43) and the plug (3), and a first pressure sensor (103) is disposed on the sealing surface of the plug (3). The intelligent dynamic gap control system is configured as follows: a. Based on the number of knocks and / or cylinder temperature data, establish and update the wear prediction model for the gap between the plug (3) and the stamping nozzle (13); b. During each reset stroke of the plug (3), the measured gap is compared with the model prediction value based on the data of the first pressure sensor (103); c. When the deviation exceeds the threshold, the piezoelectric ceramic brake (102) is activated to push the plug (3) to perform displacement compensation along the axis; d. After compensation is completed, control the plug (3) to retract to the preset calibration gap.

4. The intelligent gap control multi-mode cluster damping pulse detonation engine according to claim 1, characterized in that, The integrated thermal management subsystem includes: A microchannel network is provided on the explosion tube body (1). The microchannel network includes a fuel cooling channel (14), a hydraulic oil delivery channel (15), and an air delivery channel (16). The fuel cooling channel (14) is sleeved outside the hydraulic oil delivery channel (15), and cooling fins (7) are fixed on the outer wall of the explosion tube body (1). The integrated thermal management subsystem is configured as follows: a. Internal circulation cooling and thermal regeneration: Before being injected into the explosion chamber (11), fuel and oxidant enter the microchannel network formed by the fuel cooling channel (14) and the air delivery channel (16), respectively, and absorb the heat from the wall of the explosion tube (1) before being injected into the combustion chamber in a gaseous or high-temperature state; before entering the regulating oil chamber (44), the hydraulic oil enters the hydraulic oil delivery channel (15), and the fuel delivered in the fuel cooling channel (14) cools the hydraulic oil in the hydraulic oil delivery channel (15); b. External circulation thrust coordination: The cooling fins (7) channel outside the engine is constructed into a heat dissipation channel (8). Based on the fact that the inner diameter of one end of the explosion tube (1) near the ramjet nozzle (13) is smaller than the inner diameter of the other end, the air inlet area is smaller than the air outlet area. The cross-sectional area of ​​the heat dissipation channel (8) gradually expands along the airflow direction, forming a Laval nozzle-like structure, so that the cooling air flowing through it absorbs the heat of the cylinder and expands and accelerates, generating net thrust.

5. A multi-mode cluster damping pulse detonation engine with intelligent gap control according to claim 2, characterized in that, The intelligent control system is configured as follows: a. Intensity control: The peak pressure of a single knock is linearly controlled by adjusting the opening of the electronically controlled valve (63) in the fuel supply system (6); b. Frequency control: By adjusting the opening of the return channel formed between the regulating oil hole (59) and the parallel pipe (510) in the hydraulic sealing system, the hydraulic oil return speed is controlled, and the reset speed of the plug (3) is infinitely adjusted, thereby setting the frequency of the knocking cycle; c. Cooperative control: Receive thrust command, calculate the required thrust-frequency combination, and synchronously adjust the electronic control valve (63) and motor (56).

6. The intelligent gap control multi-mode cluster damping pulse detonation engine according to claim 1, characterized in that, The intelligent control system is configured to perform the following operations during the engine start-up phase: a. During the start-up phase, compressed air in the onboard high-pressure air tank (101) is used as the oxidant. b. At the same time, control the electric arc igniter (9) to ignite at the highest energy to ensure successful detonation in an oxygen-rich environment; c. After establishing stable detonation, gradually switch the oxidizer supply to ram air input from the ram air check valve (2).

7. A multi-mode cluster damping pulse detonation engine with intelligent gap control according to claim 1, characterized in that, The intelligent control system is configured to perform the following operations when the engine achieves instantaneous high maneuverability: a. Receive emergency maneuver commands from the flight control system; b. Instantly increase the detonation pressure and frequency of the explosion tube (1) of the cluster module in the specified area to the limit value; c. At the same time, the oxidant and the electronic control valve (63) of the high-pressure gas storage tank (101) are called up to explosively spray additional overpressure working fluid in a short time, generating thrust exceeding the rated power; d. After the maneuver is completed, the system automatically reduces frequency and temperature, and enters thermal recovery mode.

8. The intelligent gap control multi-mode cluster damping pulse detonation engine according to claim 1, characterized in that, The cluster damping layout of this engine is as follows: a. The explosion tube (1) adopts a central radial layout in structure, with the central cylinder having the largest diameter and the outer cylinders having progressively smaller diameters; b. The plurality of explosive tubes (1) are configured to trigger detonation synchronously, and the time difference in the propagation of the detonation wave caused by the difference in physical size is used to make the generated shock wave vibrations interfere with each other and cancel each other out during propagation.

9. A multi-mode cluster damping pulse detonation engine with intelligent gap control according to claim 1, characterized in that, The intelligent control system is configured to perform the following operations during smooth, wide-range thrust adjustment: a. Macro-adjustment: Thrust step adjustment is performed by activating or deactivating the explosion tube clusters (1) of different layers; b. Micro-adjustment: Within the activated explosion tube cluster (1), the detonation intensity and frequency of each cylinder are steplessly adjusted through an intelligent control system; c. By combining macroscopic and microscopic adjustments, a smooth and stepless change in thrust is achieved throughout the entire process, from the lowest to the highest thrust.

10. A multi-mode cluster damping pulse detonation engine with intelligent gap control according to claim 1, characterized in that, The intelligent control system is configured to perform the following operations in an energy-efficient flight and acceleration mode from the ground to outer space: a. In the atmospheric stage: Ram air is used preferentially as the oxidant, and the engine operates at medium frequency and pressure to maximize specific impulse; b. Mode switching and acceleration phase: When the ram air pressure is insufficient, smoothly switch to the oxidizer supplied by the airborne high-pressure air tank (101) and gradually increase the detonation pressure and frequency to continue acceleration; c. Space cruise phase: Using only onboard propellant, a "pulse cruise-cooling" cycle is adopted, which involves a period of acceleration, followed by the activation of arc-assisted detonation under certain conditions to ensure efficiency, and then the engine is shut down for inertial coasting and heat dissipation, and the cycle is repeated.

11. A multi-mode cluster damping pulse detonation engine with intelligent gap control according to claim 1, characterized in that, The intelligent control system also includes a health monitoring function, configured as follows: a. By analyzing the peak pressure amplitude and waveform monitored by the second pressure sensor (511) and comparing it with the health model database, the detonation of a single explosion tube (1) is diagnosed in real time as to whether the detonation is normal and whether there is performance degradation or failure. b. By monitoring the monitoring data of the second pressure sensor (511), the degree of reset of the plug (3) is determined. The reset signal of the plug (3) is synchronously fused with the gap signal measured by the first pressure sensor (103) and they are used together in the calculation to comprehensively determine whether the plug (3) has reached the correct mechanical position and the preset physical gap. c. Only after confirming that the plug (3) has reached the correct mechanical position and the preset physical gap, the oil injection command to open the electronic control valve (63) and the ignition command to the arc igniter (9) are issued to ensure that each detonation occurs under the optimal initial conditions.

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