A closed-cycle propulsion system for a submarine-to-air cross-border vehicle based on an elliptical rotor engine and a pulse detonation engine, and its operation method.

Abstract

This invention proposes a closed-cycle power unit and its operation method for a submarine-to-air cross-mode vehicle based on an elliptical rotor engine and a pulse detonation engine, relating to the fields of aerospace and underwater propulsion. It addresses the problems of short battery life, low-temperature degradation and thermal runaway, high noise and pollution from traditional internal combustion engines (due to reliance on intake air and pollution), and the tendency for hydrogen-oxygen combustion to detonate. It also addresses the difficulty of using a single power source to simultaneously achieve underwater cruising and high thrust for cross-mode applications. In this invention, the elliptical rotor engine, without an intake duct and with direct-injection hydrogen-oxygen fuel for a rich combustion profile, serves as the core power source. The pulse detonation propulsion reuses its exhaust gas and supplemental fuel injection. Integrated control uses sensors and algorithms to switch between four modes, achieving cross-mode power supply for submarine-to-air applications. This invention extends the underwater endurance of the submarine-to-air cross-mode vehicle to several hours; enables stable and efficient operation at -20°C; provides rapid refueling without low-temperature degradation; suppresses hydrogen-oxygen detonation; improves thermal efficiency and power-to-weight ratio; reduces noise and contamination; provides sufficient cross-mode thrust; and achieves zero emissions.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aerospace and underwater propulsion technology, in particular to a closed cycle power device of a submarine-to-space trans-boundary vehicle based on an elliptical rotor machine and a pulse detonation engine and a running method thereof. BACKGROUND

[0002] The current power technology of submarine-to-space trans-boundary vehicles mainly adopts a battery driving scheme, but its overall performance is severely restricted by energy density, medium adaptability and operation stability. Taking the most widely used lithium ion battery as an example, its upper limit of energy density is 250-300 Wh / kg, and the endurance time is sharply shortened to 20-40 minutes in the underwater high viscous environment, which has a significant endurance bottleneck. In terms of charging, the traditional charging mode takes too long, and if the super-fast charging technology is used, it will accelerate the aging of the battery and affect the cycle life. In addition, the performance of lithium batteries decays significantly in the underwater low temperature environment, and the capacity decay can reach 40% at-20°C; there is also a risk of thermal runaway under high power demand scenarios (such as underwater jumping), which is difficult to support deep water-high altitude continuous trans-boundary missions. A few trans-boundary vehicles try to use traditional internal combustion engines as power. Although they have obvious advantages in rapid fuel refueling, continuous working ability, high energy density (>800 Wh / kg), long endurance and wide temperature range adaptability compared with batteries, traditional internal combustion engines have problems such as high noise, strong dependence on air intake, exhaust emission pollution, large system weight and severe vibration, which seriously limit their application and development in the field of submarine-to-space trans-boundary navigation. The indicated thermal efficiency of the elliptical rotor machine generally maintains at about 30%, which is lower than the level of about 45% of the traditional internal combustion engine, but it can realize multiple combustion work in one working cycle, so it has greater power density under the same weight. In addition, the traditional internal combustion engine needs to carry compressed air as an oxidant to realize the closed combustion cycle, while the elliptical rotor machine can directly use liquid oxygen as an oxidant, which is more space-saving and lighter in system configuration. In addition, although the closed cycle power system can realize air-independent propulsion and the hydrogen-oxygen combustion system has the advantages of zero emission and high energy density, it has defects such as deterioration of combustion quality and reduction of power density. The hydrogen-oxygen mixed gas combustion speed is extremely fast, which is easy to cause abnormal combustion problems such as detonation and early ignition, and serious problems such as blow-by, shutdown and cylinder pulling may occur, especially in the long and narrow combustion chamber of the elliptical rotor machine, the flame propagation distance is large, and the one-way flow field further inhibits the formation and combustion control of the mixed gas.

[0003] In view of the above problems, the application provides an integrated power solution: the system integrates an elliptical rotor machine (on the basis of retaining the advantages of high energy density, long endurance and environmental adaptability of a traditional internal combustion engine, the elliptical rotor machine has higher power-to-weight ratio, lower vibration and noise and more compact shaft power output structure), a liquid oxygen / high-pressure hydrogen closed-cycle combustion system (which solves the problems of emission and underwater air intake from the root) and a pulse detonation engine (which improves oxidant utilization rate through efficient combustion organization and provides additional thrust for high-power working conditions such as underwater jumping), and combines a diffusion combustion mode of pre-injection of hydrogen and oxygen in the cylinder, direct injection of high-pressure hydrogen and ignition, creates a hydrogen-rich (equivalence ratio Φ>1) mixed gas structure in the combustion chamber and a higher equivalence ratio area at the ignition position, and regulates the hydrogen and oxygen mixing rate and the heat release process, so that faster and more stable continuous medium switching and longer comprehensive endurance can be realized. SUMMARY

[0004] The application provides a closed-cycle power device of a submarine-to-space crossover vehicle based on an elliptical rotor machine and a pulse detonation engine and a running method thereof, which realizes collaborative work of five subsystems through integration: the elliptical rotor machine without an air inlet, direct injection of hydrogen and oxygen in the cylinder and maintenance of rich combustion, as a core power source; the pulse detonation engine which multiplexes exhaust gas + supplementary fuel injection to generate thrust without an independent fuel system; integrated control which switches four working modes through multiple sensors and algorithms to solve the problems of short battery endurance, low-temperature attenuation and thermal runaway, large noise of a traditional internal combustion engine, dependence on air intake and pollution, easy detonation of hydrogen and oxygen combustion and difficulty of single power in considering underwater cruising and crossover high thrust.

[0005] A closed-cycle power device of a submarine-to-space crossover vehicle based on an elliptical rotor machine and a pulse detonation engine, comprising: an elliptical rotor engine subsystem, a hydrogen and oxygen supply and management system, a closed-cycle exhaust treatment subsystem, a pulse detonation propulsion subsystem, an integrated control system, an integrated motor, a battery and a propeller,

[0006] The elliptical rotor engine subsystem is used as a core power source, drives the integrated motor by maintaining a rich combustion working condition of direct injection of high-pressure hydrogen and liquid oxygen in the cylinder, and delivers exhaust gas containing unburned working medium to the closed-cycle exhaust treatment subsystem and the pulse detonation propulsion subsystem through the exhaust end;

[0007] The hydrogen and oxygen supply and management system is used for storing and delivering high-pressure hydrogen and liquid oxygen to the elliptical rotor engine subsystem and the pulse detonation propulsion subsystem as needed;

[0008] The closed-cycle exhaust treatment subsystem is used for receiving the exhaust gas delivered by the elliptical rotor engine subsystem through the exhaust pipe, and converting water vapor in the exhaust gas into liquid water through cooling and condensation for collection;

[0009] The pulse detonation propulsion subsystem is selectively fluidly connected with the exhaust end of the elliptical rotor engine subsystem for receiving exhaust gas energy delivered by the elliptical rotor engine subsystem through the exhaust pipe, organizing detonation combustion of the hydrogen-oxygen mixture supplemented by the hydrogen-oxygen supply and management system, and being ejected through the Laval nozzle to output large thrust;

[0010] The integrated control system is connected with the elliptical rotor engine subsystem, the hydrogen-oxygen supply and management system, the closed-cycle exhaust treatment subsystem, the pulse detonation propulsion subsystem, and the battery, respectively, for fusing multi-sensor information, adopting fuzzy logic or state machine algorithm to coordinate the working modes of the various subsystems and components of the device, and coordinating the working parameters and operation time sequence of the various subsystems and components according to the working modes;

[0011] The integrated motor is driven by the elliptical rotor engine subsystem to drive the propeller to rotate, and at the same time, generates electricity for the battery to store electrical energy. In high-load working conditions, the integrated motor receives supplemental power from the battery and superimposes the power output of the elliptical rotor engine subsystem to improve the propulsion power of the propeller;

[0012] The battery is used to store electrical energy output by the integrated motor and supplement power to the integrated motor in high-load working conditions such as underwater acceleration;

[0013] The propeller is driven by the power of the integrated motor to rotate and output the basic propulsion force for underwater and aerial navigation.

[0014] Further, the elliptical rotor engine subsystem has no air inlet, and the combustion chamber of the elliptical rotor engine subsystem is provided with a hydrogen nozzle for injecting high-pressure hydrogen and an oxygen nozzle for injecting liquid oxygen. The integrated control system maintains the equivalence ratio of combustion in the combustion chamber at a rich combustion condition greater than 1 by controlling the injection phase, pulse width, and pressure of the hydrogen nozzle and the oxygen nozzle.

[0015] Further, the pulse detonation propulsion subsystem sequentially includes a first one-way air valve, a supplemental combustion chamber, a detonation initiator, and a Laval nozzle along the airflow direction;

[0016] The first one-way air valve is located between the exhaust end of the elliptical rotor engine subsystem and the supplemental combustion chamber of the pulse detonation propulsion subsystem, and is used to open according to the instruction of the integrated control system to make the exhaust gas containing unburned working medium generated by the elliptical rotor engine subsystem flow smoothly to the supplemental combustion chamber to provide exhaust gas energy for combustion of the pulse detonation propulsion subsystem, and simultaneously reversely block the high-pressure detonation gas in the supplemental combustion chamber from flowing back to the elliptical rotor engine subsystem;

[0017] The supplemental combustion chamber is connected with the exhaust end of the elliptical rotor engine subsystem for receiving the exhaust gas of the elliptical rotor engine subsystem and the hydrogen-oxygen mixture supplemented by the hydrogen-oxygen supply and management system;

[0018] The detonation trigger is an electric spark plug, used to ignite the hydrogen-oxygen mixture in the afterburner to form a detonation wave;

[0019] The Laval nozzle is used to receive the high-pressure, high-temperature detonation gas generated in the afterburner. Through the contraction-expansion flow channel structure, it converts the pressure energy and thermal energy of the gas into kinetic energy, accelerates the gas to supersonic speed, and amplifies the pulse detonation thrust.

[0020] Furthermore, the closed-loop exhaust gas treatment subsystem includes a second one-way valve, a high-pressure hydrogen / liquid oxygen gasification unit, a cooling unit, a condensate collection tank, and an electrically controlled valve;

[0021] The high-pressure hydrogen / liquid oxygen gasification unit is connected to the storage tank of the hydrogen and oxygen supply and management system to realize the depressurization and vaporization of high-pressure hydrogen and the vaporization of liquid oxygen, and to provide a cold source for the cooling device through the heat absorption effect of the vaporization process.

[0022] The cooling device is connected to the exhaust end of the elliptical rotor engine subsystem via a second one-way valve, and is used to receive the exhaust gas from the elliptical rotor engine subsystem and use the cold source to cool and condense the exhaust gas.

[0023] The condensate collection tank is connected to the cooling device and is used to collect the liquid water generated by the condensation of the cooling device;

[0024] The second one-way valve is located between the exhaust end of the elliptical rotor engine subsystem and the cooling device of the closed-loop exhaust treatment subsystem. It is used to open or close according to the instructions of the integrated control system. When the aircraft is in underwater economic cruise mode or underwater acceleration mode, it opens to allow the exhaust gas of the elliptical rotor engine subsystem to enter the cooling device, where water vapor is collected through cooling and condensation, reducing underwater wake. When the aircraft is in water-assisted mode or in-flight mode, it closes to cut off the passage of exhaust gas from the elliptical rotor engine subsystem to the closed-loop exhaust treatment subsystem, adapting to the thrust output requirements dominated by the pulse detonation propulsion subsystem, while maintaining the airtightness of the closed-loop exhaust treatment subsystem.

[0025] An electrically controlled valve, controlled by an integrated control system, opens the moment the vessel emerges from the water to drain condensate from the condensate collection tank.

[0026] Furthermore, an integrated control system is used to switch control strategies according to the operating mode of the underwater-air cross-border vehicle, including underwater economic cruise mode, underwater acceleration mode, surface-assisted mode, and air flight mode.

[0027] The integrated control system fuses multi-sensor information, including depth information, airspeed information, inertial navigation information, and power system status information.

[0028] Depth information, collected by depth sensors, includes real-time depth values ​​and depth change rates during underwater navigation, providing the integrated control system with the basis for determining underwater cruise depth maintenance and triggering of surface-out actions;

[0029] Airspeed information, collected by the pitot tube, includes indicated airspeed, vacuum speed and total / static air pressure during flight, which assists the integrated control system in matching the thrust output of the pulse detonation propulsion subsystem.

[0030] Inertial navigation information, collected by the inertial navigation unit, includes the vehicle's three-axis angular velocity, three-axis acceleration, real-time attitude angle and heading angle. It provides attitude control and trajectory correction data for the integrated control system during cross-medium navigation, and supports mode switching for water-assisted and aerial maneuvering.

[0031] The power system status information is collected by the power system status monitoring unit, including the speed / cylinder temperature and pressure / exhaust parameters of the elliptical rotor engine subsystem, the fuel pressure / flow rate / remaining amount of the hydrogen and oxygen supply and management system, the knock frequency / afterburning room temperature and pressure of the pulse knock propulsion subsystem, the operating condition / power of the starter-integrated motor, and the charging and discharging status parameters of the battery. This provides the integrated control system with the operating status of each subsystem, enabling coordinated control and fault early warning of the power link.

[0032] Furthermore, the integrated control system also includes a first control unit and a second control unit.

[0033] The first control unit is signal-connected to the integrated starter motor and propeller, respectively. It receives power data of the integrated starter motor and load data of the propeller from the power system status monitoring unit, and regulates the power transmission state between the integrated starter motor and propeller: in underwater economic cruise mode, it maintains the power coupling state between the two and outputs stable propulsion power that meets the cruise requirements; in underwater acceleration mode, it increases the propeller propulsion power by adjusting the power transmission ratio to match high load requirements; in water-assisted mode and aerial flight mode, it realizes rapid switching of power coupling / decoupling according to the thrust coordination command of the integrated control system to adapt to the basic propulsion and hybrid propulsion coordination requirements of different working modes.

[0034] The second control unit is signal-connected to the battery and the power system status monitoring unit, respectively. It receives feedback from the power system status monitoring unit on the remaining battery power, charging and discharging current, and voltage parameters, and manages the battery charging and discharging logic: In underwater economic cruise mode, it receives power generated by the integrated starter motor and controls the battery charging according to a constant current-constant voltage charging strategy to avoid overcharging; in underwater acceleration mode, it controls the battery to discharge at a preset discharge rate according to the power replenishment command of the integrated control system, and works with the integrated starter motor to supply power to the propeller propulsion load; in water-assisted mode, it executes high-power discharge logic to supplement propulsion power to match the hybrid propulsion requirements; at the same time, it monitors the battery charging and discharging parameters in real time, and triggers the protection mechanism when abnormal voltage or excessive current is detected to ensure the safe operation of the battery.

[0035] An operating method for a closed-cycle propulsion system for a submersible-to-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine, comprising the following operating modes and corresponding control steps:

[0036] Underwater Economic Cruise Mode: The integrated control system combines depth information and power system status information, instructing the elliptical rotor engine subsystem to operate within its optimal thermal efficiency range at medium speed and load. Through direct injection of high-pressure hydrogen and liquid oxygen, a combustion equivalence ratio >1 is maintained. The integrated control system directly instructs the integrated motor to switch to a "power generation + electric" coordinated mode. On one hand, the mechanical energy output from the elliptical rotor engine subsystem is converted into electrical energy, which is then delivered to the battery for storage via the second control unit according to charging logic. On the other hand, it operates as a propulsion motor in electric mode, maintaining power coupling with the propeller via the first control unit, providing a separate power source for the propeller to meet cruise requirements. The basic propulsion system, the hydrogen-oxygen supply and management system delivers fuel to the elliptical rotor engine subsystem as needed, and simultaneously opens the second one-way valve, the electronically controlled valve, the first control unit and the second control unit, closes the first one-way valve, starts the closed-loop exhaust treatment subsystem, and the high-pressure hydrogen / liquid oxygen vaporization device provides a cold source for the cooling device through vaporization heat absorption. The high-temperature exhaust gas generated by the elliptical rotor engine subsystem is cooled and condensed by the cooling device, and the liquid water is collected in the condensate collection tank. The pulse detonation propulsion subsystem remains in the off state. The integrated control system continuously monitors the speed command and external environmental resistance based on the load feedback in the power system status information, and provides a basis for mode switching.

[0037] Underwater acceleration mode: When the integrated control system captures signals of "significantly increased speed command" or "increased external load" through the power system status information, and determines, in conjunction with inertial navigation information, that the current output power of the elliptical rotor engine subsystem cannot meet the demand, the acceleration control logic is triggered. The integrated control system keeps the elliptical rotor engine subsystem operating in an economical condition to avoid efficiency decline caused by frequent changes in operating conditions. At the same time, it directly commands the integrated starter motor to switch to electric assist mode and commands the second control unit to execute the discharge logic, controlling the battery to supply power to the integrated starter motor. This power is superimposed with the mechanical energy generated by the elliptical rotor engine subsystem driving the integrated starter motor, jointly increasing the output power of the integrated starter motor. The first control unit synchronously adjusts the power transmission ratio to further increase the propeller's propulsion power and ensure rapid power response. In this mode, the closed-loop exhaust treatment subsystem continues to work, the second one-way valve and the electronically controlled valve remain open, and the first one-way valve remains closed.

[0038] Water-assisted maneuver mode: When the integrated control system receives a current depth less than a set threshold and the aircraft's pitch angle continues to increase, it determines that the aircraft needs to perform a water-assisted maneuver. Upon determining this, the "seawater purge procedure" is first triggered: the elliptical rotor engine subsystem is instructed to perform delayed hydrogen injection during the later stages of the exhaust stroke. Once the exhaust pressure begins to decrease, the hydrogen nozzle is controlled to inject high-pressure hydrogen and ignite it. The instantaneous high-pressure exhaust generated by combustion is used to purge residual seawater from the afterburner chamber, the first one-way valve, and the Laval nozzle within the pulse detonation propulsion subsystem. This triggers the formal transition to the water-assisted mode. During the transition phase, the integrated control system instructs the elliptical rotor engine subsystem to operate at high load. By adjusting the injection pulse width and pressure of the hydrogen and oxygen nozzles, a fuel-rich combustion condition is maintained within the combustion chamber. Simultaneously, the hydrogen-oxygen supply and management system is instructed to inject a hydrogen-oxygen mixture into the afterburner chamber of the pulse detonation propulsion subsystem at a mass ratio of 5 (oxygen to hydrogen). At this time, the first one-way valve is open and the second one-way valve is closed. The exhaust gas of the elliptical rotor engine subsystem carries the unburned working fluid into the combustion chamber and mixes with the injected mixture. The integrated control system commands the detonation initiator to ignite, igniting the mixture to form a detonation wave. The high-pressure, high-temperature detonation gas is accelerated to supersonic speed through the Laval nozzle contraction-expansion channel and ejected, generating pulse detonation thrust. In this mode, the integrated control system closes the redundant "battery charging management sub-function" in the second control unit and only retains its core "battery high-power discharge" sub-function. It controls the battery to supply power to the starter motor at a discharge rate of ≥2C. The starter motor simultaneously receives the mechanical energy output from the elliptical rotor engine subsystem and the electrical energy from the battery. After the power is superimposed, it is maintained by the first control unit to maintain the power coupling with the propeller and form a mixed propulsion state with the pulse detonation thrust. At the same time, the integrated control system commands the electronic control valve to open, and discharges the liquid water stored in the condensate collection tank at the moment of water discharge.

[0039] In-flight mode: After confirming that the vehicle has completely detached from the water and entered the air through airspeed information and inertial navigation information containing altitude-related data, the integrated control system automatically switches to in-flight mode: it commands the elliptical rotor engine subsystem to operate stably, directly commands the integrated motor to be in power output mode, and maintains power coupling with the propeller through the first control unit, with the propeller as the main propulsion force; when high operating conditions are detected, the integrated control system activates the pulse detonation propulsion subsystem, the elliptical rotor engine subsystem injects a hydrogen-oxygen mixture into the exhaust channel according to a specific mixture ratio, the hydrogen-oxygen supply and management system replenishes fuel synchronously, and the mixture enters the combustion chamber and is ignited by the detonation initiator as needed to form detonation thrust. At this time, the system enters a state of coordinated propeller propulsion and pulse detonation propulsion, with both thrusts output together to meet high maneuverability requirements; the integrated control system monitors the elliptical rotor engine speed, combustion chamber room pressure and battery charge in real time in the power system status information, dynamically adjusts the parameters of each subsystem, and adapts the battery charging and discharging logic through the second control unit to ensure the stability of the power link.

[0040] Furthermore, the seawater removal process in the water discharge assistance mode includes the following steps:

[0041] S1, The integrated control system calculates the current water depth H and seawater density ρ. water Through the formula:

[0042]

[0043] Calculate the pressure required to drain the seawater, where g is the acceleration due to gravity, and P is the pressure required to drain the seawater. atm Atmospheric pressure;

[0044] S2, based on the total volume V of the exhaust pipes in the afterburner and pulse detonation propulsion subsystem, and the average velocity v of the seawater discharged from the nozzle. exit Through the formula:

[0045]

[0046] Calculate the minimum energy required to drain the seawater to ensure that most of the seawater has been drained before the next exhaust pulse arrives;

[0047] S3, the integrated control system instructs the elliptical rotor engine subsystem to perform delayed hydrogen injection and ignition in the later stage of the exhaust stroke, using the formula:

[0048]

[0049] Calculate the exhaust work of a single-shot delayed-injection elliptical rotor engine subsystem, where P exhaust (t) is the exhaust pressure that varies with time, P amb Here, dV represents the ambient pressure, and dV represents the volume of the discharged gas element.

[0050] S4. Using the formula:

[0051]

[0052] Calculate the theoretical minimum number of delayed jet pulses required to completely drain seawater, where η is the energy transfer efficiency, and control the elliptical rotor engine subsystem to execute n≥n min Subsequent delayed injections;

[0053] S5. After the seawater has been completely discharged, the system switches to a state where the elliptical rotor engine subsystem and the pulse detonation propulsion subsystem work together, by monitoring the temperature or pressure fluctuations of the exhaust pipe.

[0054] Furthermore, the ignition control of the pulse detonation propulsion subsystem includes the following steps:

[0055] S1. The integrated control system uses the formula: based on the rotor speed N of the elliptical rotor engine subsystem.

[0056]

[0057] Calculate the exhaust frequency of a single combustion chamber, where the elliptical rotor engine subsystem completes three working cycles per revolution;

[0058] S2, using the formula:

[0059]

[0060] Calculate the detonation period, where t mix The mixing time of the hydrogen-oxygen mixture is t. ign For ignition delay time, t det The formation time of the detonation wave is given by the formula:

[0061] f PDE,max =1 / T PDE

[0062] Calculate the maximum ignition frequency of the pulse detonation propulsion subsystem;

[0063] S3. If the three combustion chambers of the elliptical rotor engine subsystem share a single pulse detonation propulsion subsystem, when 3f exhaust >f PDE,max At that time, the integrated control system selectively ignores some exhaust pulses, causing the ignition frequency f to be lower. PDE ≤f PDE,max If each combustion chamber corresponds to an independent pulse detonation propulsion subsystem, then the ignition frequency f is controlled. PDE with f exhaust synchronous;

[0064] S4. The integrated control system coordinates the exhaust timing of the elliptical rotor engine subsystem with the negative pressure formation timing of the combustion chamber of the pulse detonation propulsion subsystem, thereby achieving an approximate extraction process from the combustion chamber of the elliptical rotor engine subsystem.

[0065] A computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method for operating the closed-cycle propulsion system of a submarine-to-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine.

[0066] Compared with existing technologies, this invention achieves significant advantages through the above-mentioned technical solution: By deeply integrating the elliptical rotor engine with the pulse detonation engine and ingeniously integrating the closed-cycle combustion system, this invention offers significant advantages over existing power solutions: Firstly, by employing a high-pressure hydrogen / liquid oxygen closed-cycle combustion system, the fuel energy density far exceeds the 250-300Wh / kg upper limit of lithium-ion batteries, extending the underwater cruising range to several hours or more, completely overcoming the range bottleneck of battery-driven systems; secondly, it can maintain stable operation within a wide temperature range of -20°C to 70°C. During operation, the power output can still maintain more than 95% of the rated power after a cold start in an environment of -20°C, without the capacity decay problem of lithium batteries, and the refueling time is only in the minute range (similar to traditional fuel, taking less than 5 minutes). It supports continuous task switching, and the fuel tank can be deployed in an emergency under extreme conditions to reduce the weight of the aircraft. Thirdly, through the layered mixture structure of hydrogen-oxygen pre-injection and hydrogen direct injection to control diffusion combustion, it effectively suppresses abnormal combustion problems such as knocking, gas leakage, and shutdown caused by excessively fast hydrogen-oxygen combustion speed, and solves the problem of long flame propagation distance and combustion in the narrow combustion chamber of the elliptical rotor engine. The defects of non-concentration and severe quenching phenomena have improved the indicated thermal efficiency of the elliptical rotor engine from about 30% to 35-40%, with a power-to-weight ratio of 2kW / kg, far exceeding the 0.8-1kW / kg level of traditional internal combustion engines. Fourth, the elliptical rotor engine has a compact structure and fewer moving parts, reducing vibration and noise by more than 50% compared to traditional internal combustion engines. The closed-loop exhaust system condenses the water vapor produced by combustion into liquid water and collects it, emitting only a small amount of uncondensed gas, significantly reducing the wake and thermal signature of underwater vehicles and improving stealth performance. Fifth, the integrated control system can automatically adjust according to the navigation status. It can switch between four modes: underwater cruise, underwater acceleration, water-assisted flight, and aerial flight. The pulse detonation engine has a thrust density of ≥500 N·s / kg, and the peak thrust can reach 3-5 times that of conventional propeller propulsion, which can ensure that the vehicle can quickly leap out of the water (emergence time <3 seconds), completely solving the contradiction that a single power form cannot meet the needs of underwater cruise and high thrust in the air. Sixth, the main product of hydrogen-oxygen combustion is water vapor, which can be recycled or discharged as liquid water after condensation. There are no pollutants such as carbon dioxide and nitrogen oxides, which completely solves the exhaust emission pollution problem of traditional internal combustion engines and conforms to the trend of green energy. Attached Figure Description

[0067] Figure 1 This is a schematic diagram of the overall structure of a closed-cycle power unit for a submarine-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine according to the present invention.

[0068] Figure 2 This is a schematic diagram illustrating the principle of a pulse detonation engine.

[0069] Figure 3 This is a schematic diagram of the structure of a pulse detonation engine;

[0070] Figure 4 This is a three-dimensional cross-sectional view of an elliptical rotor engine passing through the center.

[0071] Figure 5 This is a front sectional view of an elliptical rotor engine.

[0072] Figure 6 This is a diagram illustrating the integrated control strategy of a closed-cycle power unit for a submarine-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine, according to the present invention.

[0073] Figure 7 A schematic diagram of the closed-loop exhaust gas treatment subsystem;

[0074] Figure 8 This is a flowchart illustrating the operation method of a closed-cycle propulsion system for a cross-border underwater vehicle based on an elliptical rotor machine and a pulse detonation engine, according to the present invention.

[0075] Among them, 1 is the hydrogen and oxygen supply and management system, 2 is the elliptical rotor engine subsystem, 21 is the spark plug, 22 is the front cylinder head, 23 is the cylinder block, 24 is the combustion chamber, 25 is the rear cylinder head, 26 is the rotor, 27 is the crankshaft, 28 is the hydrogen nozzle, 29 is the oxygen nozzle, 3 is the starter-generator integrated motor, 4 is the battery, 5 is the propeller, 6 is the closed-loop exhaust treatment subsystem, 61 is the condensate collection tank, 62 is the electronic control valve, 63 is the cooling device, 64 is the second one-way valve, 65 is the high-pressure hydrogen / liquid oxygen gasification device, 7 is the pulse detonation propulsion subsystem, 71 is the afterburner, 72 is the Laval nozzle, 73 is the detonation initiator, 74 is the first one-way valve, 81 is the first control unit, and 82 is the second control unit. Detailed Implementation

[0076] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0077] Reference Figure 1 As shown, a closed-cycle propulsion system for a cross-border underwater vehicle based on an elliptical rotor engine and a pulse detonation engine includes: an elliptical rotor engine subsystem 2, a hydrogen-oxygen supply and management system 1, a closed-cycle exhaust gas treatment subsystem 6, a pulse detonation propulsion subsystem 7, an integrated control system, an integrated starter motor 3, a battery 4, and a propeller 5.

[0078] Elliptical rotor engine subsystem 2 is used as the core power source. It drives the integrated starter motor 3 by injecting high-pressure hydrogen and liquid oxygen into the cylinder and maintaining a fuel-rich combustion condition. It also delivers exhaust gas containing unburned working fluid to the closed-loop exhaust treatment subsystem 6 and pulse detonation propulsion subsystem 7 through the exhaust end.

[0079] Hydrogen and oxygen supply and management system 1 is used to store and supply high-pressure hydrogen and liquid oxygen to the elliptical rotor engine subsystem 2 and pulse detonation propulsion subsystem 7 as needed;

[0080] The closed-loop exhaust treatment subsystem 6 is used to receive the exhaust gas delivered by the elliptical rotor engine subsystem 2 through the exhaust pipe, and to collect the water vapor in the exhaust gas by cooling and condensing it into liquid water.

[0081] The pulse detonation propulsion subsystem 7 is selectively fluid connected to the exhaust end of the elliptical rotor engine subsystem 2. It is used to receive the exhaust gas energy delivered by the elliptical rotor engine subsystem 2 through the exhaust pipe. Combined with the hydrogen-oxygen mixture injected by the hydrogen-oxygen supply and management system 1, it organizes detonation combustion and is ejected through the Laval nozzle 72 to output high thrust.

[0082] The integrated control system is connected to the elliptical rotor engine subsystem 2, hydrogen-oxygen supply and management system 1, closed-loop exhaust treatment subsystem 6, pulse detonation propulsion subsystem 7, and battery 4 respectively. It is used to fuse information from multiple sensors, use fuzzy logic or state machine algorithm to coordinate the working mode of each subsystem and component of the device, and coordinate the working parameters and running sequence of each subsystem and component according to the working mode.

[0083] The integrated starter motor 3 is driven by the elliptical rotor engine subsystem 2 to drive the propeller 5 to rotate. At the same time, it generates electricity to the battery 4 to store electrical energy. It is also used to receive supplementary power from the battery 4 under high load conditions. The power output of the elliptical rotor engine subsystem 2 is superimposed to improve the propulsion power of the propeller 5.

[0084] Battery 4 is used to store the electrical energy output by the integrated starter motor 3 and to supplement the power supply to the integrated starter motor 3 under high-load conditions such as underwater acceleration.

[0085] The propeller 5 is driven by the power of the integrated motor 3 to rotate, providing basic propulsion for underwater and air navigation.

[0086] Specifically, this invention integrates an elliptical rotor engine subsystem 2, a hydrogen-oxygen supply and management system 1, a closed-loop exhaust gas treatment subsystem 6, a pulse detonation propulsion subsystem 7, an integrated control system, an integrated starter-motor 3, a battery 4, and a propeller 5 to construct a closed-loop power unit suitable for cross-border underwater and airborne navigation, effectively overcoming the performance bottlenecks of existing power solutions. The elliptical rotor engine subsystem 2, as the core power source, directly injects high-pressure hydrogen and liquid oxygen into the cylinder and maintains a fuel-rich combustion condition. This eliminates the need for the intake manifold structure required by traditional internal combustion engines, fundamentally solving the problem of intake dependence in traditional internal combustion engines. Furthermore, the fuel-rich condition suppresses abnormal combustion problems such as detonation and pre-ignition caused by excessively rapid combustion of the hydrogen-oxygen mixture. Simultaneously, it stably drives the integrated starter-motor 3 and supplies exhaust gas containing unburned working fluid to the closed-loop exhaust gas treatment subsystem 6 and the pulse detonation propulsion subsystem 7 through the exhaust end, achieving energy cascade. The system utilizes a hydrogen-oxygen supply and management system 1 to store and deliver high-pressure hydrogen and liquid oxygen to the elliptical rotor engine subsystem 2 and the pulse detonation propulsion subsystem 7 on demand. Leveraging the high energy density of high-pressure hydrogen and liquid oxygen, far exceeding the 250-300Wh / kg energy density limit of lithium-ion batteries, the underwater cruising endurance of the submersible-air cross-border vehicle is extended to several hours or more, completely resolving the endurance limitations of battery-powered systems. Furthermore, the combustion products of hydrogen and oxygen are primarily water vapor, with no pollutants such as carbon dioxide or nitrogen oxides, achieving zero emissions and aligning with the trend of green energy. The integrated starter motor 3, driven by the elliptical rotor engine subsystem 2, can directly drive the propeller 5 to output basic propulsion for underwater and air navigation, and also generate electricity for the battery 4 to store energy. Under high-load conditions such as underwater acceleration, it can also receive supplemental power from the battery 4, which, combined with the power output of the elliptical rotor engine subsystem 2, further enhances the propulsion power of the propeller 5, enabling rapid response to high-load demands and avoiding the limitations of a single power output being unable to adapt to different loads. The closed-loop exhaust gas treatment subsystem 6 receives the exhaust gas from the elliptical rotor engine subsystem 2 via the exhaust pipe. Through cooling and condensation, it converts the water vapor in the exhaust gas into liquid water for collection, significantly reducing the wake characteristics during underwater navigation. Combined with the compact structure and few moving parts of the elliptical rotor engine subsystem 2, this effectively reduces vibration and noise, improves the underwater stealth of the vehicle, and solves the problems of high noise and noticeable wakes associated with traditional internal combustion engines. The pulse detonation propulsion subsystem 7 is selectively fluid-connected to the exhaust end of the elliptical rotor engine subsystem 2, allowing it to reuse the energy from the exhaust gas. Combined with the hydrogen-oxygen mixture supplemented by the hydrogen-oxygen supply and management system 1, it organizes detonation combustion. The high-pressure, high-temperature detonation gas is then accelerated to supersonic speeds and ejected through the Laval nozzle 72 to output high thrust. This completely resolves the contradiction that a single power source cannot simultaneously meet the demands of underwater cruising and high thrust across water and air, ensuring sufficient thrust support for the vehicle during underwater operations and high-maneuverability maneuvers.The integrated control system is connected to the elliptical rotor engine subsystem 2, the hydrogen-oxygen supply and management system 1, the closed-loop exhaust treatment subsystem 6, the pulse detonation propulsion subsystem 7, and the battery 4. By fusing information from multiple sensors and using fuzzy logic or state machine algorithms, it coordinates the working modes of each subsystem and component. At the same time, it coordinates the working parameters and operating sequence of each subsystem and component according to the working mode, ensuring that the entire power unit can operate stably and efficiently under different flight scenarios. This avoids power waste or failure risks caused by poor coordination between subsystems, and further ensures the flight stability and mission reliability of the underwater-air cross-border vehicle.

[0087] Furthermore, refer to Figure 4 , Figure 5 As shown, the elliptical rotor engine subsystem 2 has no air intake, and the combustion chamber 24 of the elliptical rotor engine subsystem 2 is equipped with a hydrogen nozzle 28 for injecting high-pressure hydrogen and an oxygen nozzle 29 for injecting liquid oxygen; the integrated control system maintains the combustion equivalence ratio in the combustion chamber 24 at a condition greater than 1 under the condition of rich combustion by controlling the injection phase, pulse width and pressure of the hydrogen nozzle 28 and the oxygen nozzle 29.

[0088] Specifically, in the elliptical rotor engine subsystem 2, the cylinder block 23 serves as the basic load-bearing component of the elliptical rotor engine. The front cylinder head 22 and the rear cylinder head 25 are axially sealed to both ends of the cylinder block 23, forming a closed engine working chamber. The combustion chamber 24 within the chamber is the core area for the combustion of the hydrogen-oxygen mixture. Its spatial shape is precisely matched to the motion trajectory of the rotor 26, ensuring that the rotor 26 can form a periodic volume change within the combustion chamber during rotation, thus completing the complete working cycle of intake, compression, combustion, and exhaust. The rotor 26 is embedded inside the combustion chamber 24, and its outer contour is tightly fitted with the inner wall of the combustion chamber 24 and the end face of the rear cylinder head 25 to ensure sealing. At the same time, the center of the rotor 26 is connected to the crankshaft 27 for transmission, and can drive the crankshaft 27 to rotate through its own eccentric rotation, converting the internal energy generated by combustion into the mechanical energy of the crankshaft 27, and finally outputting power to the integrated starter motor 3. Spark plug 21 penetrates the front cylinder head 22 axially, with its ignition end extending into the combustion chamber 24 and the other end exposed outside the front cylinder head 22 and connected to the ignition control circuit. It can receive instructions from the integrated control system to generate an electric spark at the appropriate time to ignite the air-fuel mixture in the combustion chamber. The hydrogen nozzle 28 for injecting high-pressure hydrogen and the oxygen nozzle 29 for injecting liquid oxygen both penetrate the rear cylinder head 25 radially or axially. The injection ends of both extend into the combustion chamber 24 and avoid the movement trajectory of the rotor 26 to avoid mechanical interference. The rear ends are connected to the hydrogen and oxygen supply and management system 1 through pipelines. Under the control of the integrated control system, hydrogen and oxygen can be delivered into the combustion chamber 24 according to the preset injection phase, pulse width and pressure. In conjunction with the movement of the rotor 26, a stratified air-fuel mixture structure of "globally rich (equivalence ratio > 1) + high equivalence ratio in the ignition area" is created in the combustion chamber, which provides a guarantee for stable combustion and suppression of knock.

[0089] In this invention, the elliptical rotor engine subsystem 2 is the core power source. It adopts an intake port-less design and injects high-pressure hydrogen and liquid oxygen into the cylinder. By precisely controlling the injection phase, pulse width, and pressure of the hydrogen nozzle 28 and oxygen nozzle 29, the combustion equivalence ratio in the combustion chamber 24 is strictly maintained at a fuel-rich condition greater than 1, which effectively suppresses knocking and ensures long-term stable operation of the engine in underwater mode. To achieve efficient, stable, and concealed underwater power output, hydrogen and oxygen are pre-injected into the combustion chamber 24 to create a basic hydrogen-rich combustible atmosphere. Subsequently, high-pressure hydrogen is directly injected into the cylinder through the hydrogen nozzle 28, combined with precise ignition control, to achieve a combustion mode dominated by diffusion combustion. At the same time, a stratified mixture structure with a higher equivalence ratio is created in the ignition location. Through staged injection and airflow organization, a stratified mixture structure is constructed in the combustion chamber 24—that is, a hydrogen-rich environment is maintained in the main area of ​​the combustion chamber 24 (global equivalence ratio Φ>1), while a mixture with a higher local equivalence ratio is created in the ignition core area. This stratified structure can precisely control the hydrogen-oxygen mixing process and the combustion heat release process, effectively suppressing the inherent high speed and knock tendency of hydrogen-oxygen premixed combustion, decomposing the violent combustion into a controllable and gradual heat release process, ensuring the stability and reliability of combustion throughout the entire working range, and avoiding problems such as knocking and excessive mechanical load caused by uncontrolled combustion rate.

[0090] Furthermore, refer to Figure 2 and Figure 3 As shown, the pulse detonation propulsion subsystem 7 includes, in sequence along the airflow direction, a first one-way gas valve 74, a combustion chamber 71, a detonation initiator 73, and a Laval nozzle 72;

[0091] The first one-way valve 74 is located between the exhaust end of the elliptical rotor engine subsystem 2 and the afterburner chamber 71 of the pulse detonation propulsion subsystem 7. It is used to open according to the instructions of the integrated control system, so that the exhaust gas containing unburned working fluid generated by the elliptical rotor engine subsystem 2 can flow smoothly to the afterburner chamber 71 to provide exhaust gas energy for the combustion of the pulse detonation propulsion subsystem 7. At the same time, it reverses and blocks the high-pressure detonation gas in the afterburner chamber 71 from flowing back to the elliptical rotor engine subsystem 2.

[0092] The combustion chamber 71 is connected to the exhaust end of the elliptical rotor engine subsystem 2 and is used to receive the exhaust gas of the elliptical rotor engine subsystem 2 and the hydrogen-oxygen mixture injected by the hydrogen-oxygen supply and management system 1.

[0093] The detonation igniter 73 is an electric spark plug used to ignite the hydrogen-oxygen mixture in the afterburner 71 to form a detonation wave;

[0094] The Laval nozzle 72 is used to receive the high-pressure, high-temperature detonation gas generated in the afterburner 71. Through the contraction-expansion flow channel structure, the pressure energy and thermal energy of the gas are converted into kinetic energy, which accelerates the gas to supersonic speed and amplifies the pulse detonation thrust.

[0095] Specifically, the pulse detonation propulsion subsystem 7 is connected to the exhaust end of the elliptical rotor engine subsystem 2, and sequentially includes a first one-way valve 74, a combustion chamber 71, a detonation initiator 73, and a Laval nozzle 72 along the airflow direction. Its core innovation lies in utilizing the exhaust gas energy of the elliptical rotor engine subsystem 2's exhaust stroke and the subsequently injected hydrogen-oxygen mixture to organize pulse detonation combustion in the combustion chamber 71, eliminating the need for a separate fuel supply system. The first one-way valve 74 is located between the exhaust end of the elliptical rotor engine subsystem 2 and the combustion chamber 71 of the pulse detonation propulsion subsystem 7, and is used to open according to the instructions of the integrated control system, allowing the exhaust gas containing unburned working fluid generated by the elliptical rotor engine subsystem 2 to flow smoothly into the combustion chamber. 71 provides exhaust gas energy for combustion in the pulse detonation propulsion subsystem 7, while simultaneously blocking the backflow of high-pressure detonation gas in the afterburning chamber 71 to the elliptical rotor engine subsystem 2; the afterburning chamber 71 is connected to the exhaust end of the elliptical rotor engine subsystem 2, and is used to receive the exhaust gas of the elliptical rotor engine subsystem 2 and the hydrogen-oxygen mixture injected by the hydrogen-oxygen supply and management system 1; the detonation initiator 73 is an electric spark plug, used to ignite the hydrogen-oxygen mixture in the afterburning chamber 71 to form a detonation wave; the Laval nozzle 72 is used to receive the high-pressure, high-temperature detonation gas generated in the afterburning chamber 71, and converts the pressure energy and thermal energy of the gas into kinetic energy through the contraction-expansion flow channel structure, accelerating the gas to supersonic speed and thus amplifying the pulse detonation thrust; when When the vehicle needs to leap out of the water or perform aerial maneuvers, the pulse detonation propulsion subsystem 7 is activated. The coordinated workflow is as follows: after the elliptical rotor engine subsystem 2 completes combustion and enters the exhaust phase, a hydrogen-oxygen mixture is injected into the afterburner 71 at a mixture ratio of 5 (oxygen to hydrogen mass ratio). The mixture enters the afterburner 71 through the exhaust pipe and the first one-way valve 74, where it is ignited by the detonation initiator 73, forming a detonation wave and generating high-pressure thrust. During the initial ignition phase of the afterburner 71, the pressure inside the afterburner 71 spikes rapidly within a very short time. At this point, the pressure in the afterburner 71 is much greater than the exhaust pressure of the elliptical rotor engine subsystem 2, and the first one-way valve 74 is tightly closed under the huge reverse pressure difference. The afterburner 71 then passes through the Laval nozzle 7... 2. When the high-pressure gas begins to flow into the Laval nozzle 72, due to the extremely high pressure ratio, the throat of the Laval nozzle 72 will quickly reach a blocked state. At this time, the gas enters the high-speed expansion and nozzle blockage stage. When the airflow velocity at the throat of the Laval nozzle 72 reaches the local speed of sound (i.e., Mach number 1), the mass flow rate reaches its maximum value. As the mass is drawn away at high speed, and the volume of the afterburning chamber 71 is fixed, the pressure and density in the afterburning chamber 71 begin to drop sharply. The opening of the first one-way valve 74 depends on the pressure of the afterburning chamber 71 being lower than the exhaust pressure of the elliptical rotor engine subsystem 2. After detonation combustion, due to the high-temperature gas being ejected at high speed, the pressure of the afterburning chamber 71 drops sharply, forming a negative pressure difference. At this time, the first one-way valve 74 is opened.Therefore, when the elliptical rotor engine subsystem 2 and the pulse detonation propulsion subsystem 7 work together, the exhaust timing of the elliptical rotor engine subsystem 2 should be controlled to coincide with the time when the afterburner chamber 71 forms a negative pressure. This will allow for an approximate extraction of air from the combustion chamber of the elliptical rotor engine subsystem 2.

[0096] Furthermore, refer to Figure 6 and Figure 7 As shown, the closed-loop exhaust gas treatment subsystem includes a second one-way valve 64, a high-pressure hydrogen / liquid oxygen gasification device 65, a cooling device 63, a condensate collection tank 61, and an electrically controlled valve 62.

[0097] The high-pressure hydrogen / liquid oxygen vaporization device 65 is connected to the storage tank of the hydrogen and oxygen supply and management system 1 to realize the depressurization and vaporization of high-pressure hydrogen and the vaporization of liquid oxygen, and to provide a cold source for the cooling device 63 through the heat absorption effect of the vaporization process.

[0098] The cooling device 63 is connected to the exhaust end of the elliptical rotor engine subsystem 2 via the second one-way valve 64, and is used to receive the exhaust gas from the elliptical rotor engine subsystem 2 and use the cold source to cool and condense the exhaust gas.

[0099] The condensate collection tank 61 is connected to the cooling device 63 and is used to collect the liquid water generated by the condensation of the cooling device 63.

[0100] The second one-way valve 64 is located between the exhaust end of the elliptical rotor engine subsystem 2 and the cooling device 63 of the closed-loop exhaust treatment subsystem 6. It is used to open or close according to the instructions of the integrated control system. When the aircraft is in underwater economic cruise mode or underwater acceleration mode, it opens to allow the exhaust gas of the elliptical rotor engine subsystem 2 to enter the cooling device 63, and achieve water vapor collection and reduce underwater wake through cooling and condensation. When the aircraft is in water-assisted mode or air flight mode, it closes to cut off the passage of exhaust gas from the elliptical rotor engine subsystem 2 to the closed-loop exhaust treatment subsystem 6, adapting to the thrust output requirements dominated by the pulse detonation propulsion subsystem 7, while maintaining the airtightness of the closed-loop exhaust treatment subsystem 6.

[0101] The electrically controlled valve 62 is controlled by the integrated control system and opens the moment the vehicle leaves the water to discharge the condensate in the condensate collection tank 61.

[0102] Specifically, the closed-loop exhaust treatment subsystem 6 includes a second one-way valve 64, a high-pressure hydrogen / liquid oxygen vaporization device 65, a cooling device 63, a condensate collection tank 61, and an electrically controlled valve 62. The high-pressure hydrogen / liquid oxygen vaporization device 65 is connected to the storage tank of the hydrogen and oxygen supply and management system 1 to achieve high-pressure hydrogen depressurization and liquid oxygen vaporization, and provides a cold source for the cooling device 63 through the heat absorption of the vaporization process. This rapid cooling mechanism also helps to improve the stealth of the aircraft. The cooling device 63 is connected to the exhaust end of the elliptical rotor engine subsystem 2 through the second one-way valve 64 to receive the exhaust gas from the elliptical rotor engine subsystem 2. The high-temperature exhaust gas generated by the elliptical rotor engine subsystem 2 is cooled and condensed into liquid water in the cooling device 63. The exhaust gas after hydrogen-oxygen combustion mainly consists of water vapor and a small amount of unreacted residual working fluid. After cooling and condensation, most of the water vapor is converted into liquid water, and the remaining small amount of uncondensed gas can also be collected. The condensate collection tank 61 is connected to the cooling device 63 and is used to collect the liquid water generated by the condensation of the cooling device 63. After collection, it is stored in the condensate collection tank 61. This design constitutes a highly closed working fluid cycle, which not only greatly reduces gas emissions but also improves the system's performance. The system offers excellent stealth capabilities and optimizes propellant utilization efficiency, making it particularly suitable for long-endurance underwater missions with stringent emission and stealth requirements. The second one-way valve 64 is located between the exhaust end of the elliptical rotor engine subsystem 2 and the cooling device 63 of the closed-loop exhaust treatment subsystem 6. It is opened or closed according to instructions from the integrated control system. When the vehicle is in underwater economic cruise mode or underwater acceleration mode, it opens, allowing the exhaust gas from the elliptical rotor engine subsystem 2 to enter the cooling device 63, where water vapor is collected through cooling and condensation, reducing underwater wake. When the vehicle is in water-assisted mode or in-flight mode, the system will switch the exhaust path. During operation, the second one-way valve 64 closes, cutting off the exhaust path from the elliptical rotor engine subsystem 2 to the closed-loop exhaust treatment subsystem 6, adapting to the thrust output requirements dominated by the pulse detonation propulsion subsystem 7, while maintaining the airtightness of the closed-loop exhaust treatment subsystem 6. During the switching process, the water remaining in the nozzle pipeline will be discharged first. The electronically controlled valve 62 is controlled by the integrated control system and opens the moment the vehicle emerges from the water to discharge the condensate in the condensate collection tank 61. After the high-pressure hydrogen is depressurized and the liquid oxygen is oxidized, it is pressurized by the booster pump to form high-pressure hydrogen and high-pressure oxygen, which are then injected into the cylinder of the elliptical rotor engine subsystem 2.

[0103] Furthermore, an integrated control system is used to switch control strategies according to the operating mode of the underwater-air cross-border vehicle, including underwater economic cruise mode, underwater acceleration mode, surface-assisted mode, and air flight mode.

[0104] The integrated control system fuses multi-sensor information, including depth information, airspeed information, inertial navigation information, and power system status information.

[0105] Depth information, collected by depth sensors, includes real-time depth values ​​and depth change rates during underwater navigation, providing the integrated control system with the basis for determining underwater cruise depth maintenance and triggering of surface-out actions;

[0106] Airspeed information, collected by the airspeed tube, includes indicated airspeed, vacuum speed and total air pressure / static pressure during flight, which assists the integrated control system in matching the thrust output of the pulse detonation propulsion subsystem 7.

[0107] Inertial navigation information, collected by the inertial navigation unit, includes the vehicle's three-axis angular velocity, three-axis acceleration, real-time attitude angle and heading angle. It provides attitude control and trajectory correction data for the integrated control system during cross-medium navigation, and supports mode switching for water-assisted and aerial maneuvering.

[0108] The power system status information is collected by the power system status monitoring unit, including the speed / cylinder temperature and pressure / exhaust parameters of the elliptical rotor engine subsystem 2, the fuel pressure / flow rate / remaining amount of the hydrogen and oxygen supply and management system 1, the knock frequency / afterburning room temperature and pressure of the pulse knock propulsion subsystem 7, the operating condition / power of the starter-integrated motor 3, and the charging and discharging status parameters of the battery 4. This provides the integrated control system with the operating status of each subsystem, enabling coordinated control and fault early warning of the power link.

[0109] Specifically, the integrated control system switches control strategies according to the operating modes of the underwater-to-air cross-border vehicle. These operating modes include underwater economic cruise mode, underwater acceleration mode, surface-assisted mode, and aerial flight mode. Its efficient operation relies on a highly intelligent integrated control strategy at the top level. By fusing information from multiple sensors, it uses fuzzy logic or state machine algorithms to coordinate the operating modes of various subsystems and components, including the elliptical rotor engine subsystem 2, the hydrogen-oxygen supply and management system 1, the closed-loop exhaust gas treatment subsystem 6, the pulse detonation propulsion subsystem 7, and the battery 4. Furthermore, it coordinates the operating parameters and runtime sequence of each subsystem and component according to the operating mode, achieving seamless operation between different modes. Seamless, smooth, and automatic switching; the integrated control system integrates multi-sensor information including depth information, airspeed information, inertial navigation information, and power system status information. Depth information is collected by depth sensors, including real-time depth values ​​and depth change rates during underwater navigation, providing the integrated control system with the basis for determining underwater cruise depth maintenance and triggering surface-to-water maneuvers. For example, when the depth sensor shows a depth less than a set threshold and the attitude sensor detects an increase in pitch angle, the integrated control system automatically triggers a transition from underwater economic cruise mode or underwater acceleration mode to surface-to-water assist mode. Airspeed information is collected by the airspeed tube, including indicated airspeed and vacuum during flight. Speed ​​and total / static air pressure assist the integrated control system in matching the thrust output of the pulse detonation propulsion subsystem 7, ensuring that the thrust is adapted to the flight state during flight; inertial navigation information includes the vehicle's three-axis angular velocity, three-axis acceleration, real-time attitude angle, and heading angle, providing the integrated control system with attitude control and trajectory correction data during cross-medium navigation, supporting the switching between water-assisted and aerial maneuver modes. For example, in water-assisted mode, when the inertial navigation information detects a continuous increase in the aircraft's pitch angle, it provides key data for the integrated control system to determine the water-assisted maneuver requirements; power system status information includes the speed / cylinder temperature and pressure / exhaust pressure of the elliptical rotor engine subsystem 2. The parameters of the gas, fuel pressure / flow / remaining amount of the hydrogen and oxygen supply and management system 1, the detonation frequency / temperature and pressure of the afterburner 71 of the pulse detonation propulsion subsystem 7, the operating conditions / power of the integrated starter motor 3, and the charging and discharging status parameters of the battery 4 provide the integrated control system with the operating status of each subsystem, realizing the coordinated control and fault warning of the power link. For example, in the underwater acceleration mode, the integrated control system captures the signal of "significant increase in speed command" or "increased external load (such as strong ocean current)" through the power system status information, and determines, in combination with the inertial navigation information, that the current output power of the elliptical rotor engine subsystem 2 cannot meet the demand, and will trigger the acceleration control logic.

[0110] Furthermore, refer to Figure 6 As shown, the integrated control system also includes a first control unit 81 and a second control unit 82.

[0111] The first control unit 81 is signal-connected to the integrated starter motor 3 and the propeller 5, respectively. It is used to receive the power data of the integrated starter motor 3 and the load data of the propeller 5 from the power system status monitoring unit, and to regulate the power transmission state between the integrated starter motor 3 and the propeller 5: in the underwater economic cruise mode, it maintains the power coupling state between the two and outputs a stable propulsion power that meets the cruise requirements; in the underwater acceleration mode, it increases the propulsion power of the propeller 5 by adjusting the power transmission ratio to match the high load requirements; in the water-assisted mode and the aerial flight mode, it realizes the rapid switching of power coupling / decoupling according to the thrust coordination command of the integrated control system to adapt to the basic propulsion and hybrid propulsion coordination requirements of different working modes.

[0112] The second control unit 82 is signal-connected to the battery 4 and the power system status monitoring unit, respectively. It is used to receive the remaining battery power, charging and discharging current, and voltage parameters fed back by the power system status monitoring unit, and to manage the charging and discharging logic of the battery: In the underwater economic cruise mode, it receives the generated power from the integrated starter motor 3 and controls the charging of the battery 4 according to the constant current-constant voltage charging strategy to avoid overcharging; in the underwater acceleration mode, according to the power replenishment command of the integrated control system, it controls the battery 4 to discharge at a preset discharge rate, and works with the integrated starter motor 3 to supply power to the propulsion load of the propeller 5; in the water-assisted mode, it executes the high-power discharge logic to supplement the propulsion power to match the hybrid propulsion demand; at the same time, it monitors the charging and discharging parameters of the battery 4 in real time, and triggers the protection mechanism when abnormal voltage or excessive current is detected to ensure the safe operation of the battery.

[0113] Specifically, the integrated control system also includes a first control unit 81 and a second control unit 82. The first control unit 81 is signal-connected to the integrated helical motor 3 and the propeller 5, respectively, and is used to receive the power data of the integrated helical motor 3 and the load data of the propeller 5 from the power system status monitoring unit, and to regulate the power transmission state between the integrated helical motor 3 and the propeller 5: in the underwater economic cruise mode, it maintains the power coupling state between the two and outputs a stable propulsion power that adapts to the cruise requirements, ensuring that the propeller 5 provides continuous basic thrust for underwater cruise; in the underwater acceleration mode, it increases the propulsion power of the propeller 5 by adjusting the power transmission ratio, quickly matching the external high load requirements such as strong ocean currents, and avoiding power response lag; in the water-assisted mode and the air flight mode, it realizes rapid switching of power coupling / decoupling according to the thrust coordination command of the integrated control system. For example, in the water-assisted mode, when the thrust is superimposed with the thrust of the pulse detonation propulsion subsystem 7, the power coupling degree is finely adjusted to avoid power conflict between the propeller 5 and the pulse detonation thrust; in the air flight mode, the coupling state is flexibly adjusted according to the airspeed requirements to adapt to the basic thrust and hybrid propulsion coordination requirements of different working modes. The second control unit 82 is signal-connected to the battery 4 and the power system status monitoring unit, respectively. It receives feedback from the power system status monitoring unit regarding the remaining battery power, charging / discharging current, and voltage parameters of the battery 4, and manages the charging / discharging logic of the battery 4. In underwater economic cruising mode, it receives power generated by the integrated starter motor 3 and controls the charging of the battery 4 according to a constant current-constant voltage charging strategy to avoid battery life degradation due to overcharging. In underwater acceleration mode, according to the power replenishment command from the integrated control system, it controls the battery 4 to discharge at a preset discharge rate, cooperating with the integrated starter motor 3 to supply power to the propulsion load of the propeller 5. Electricity supplements the single power output of the elliptical rotor engine subsystem 2; in the water-assisted mode, high-power discharge logic is executed to supplement the power of the integrated motor 3 with a higher discharge rate, matching the high power demand of the hybrid propulsion state of "propeller propulsion + pulse detonation propulsion"; at the same time, the second control unit 82 monitors the charging and discharging parameters of the battery 4 in real time. When an abnormal voltage (such as overvoltage or undervoltage) or current over-limit (such as overcurrent) is detected, the protection mechanism is immediately triggered (such as cutting off the charging and discharging circuit or reducing the discharge power) to ensure the safe operation of the battery 4 and avoid the stability of the entire power system due to battery failure.

[0114] Reference Figure 8 As shown, an operation method for a closed-cycle propulsion system for a submersible-to-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine is described. Based on the aforementioned closed-cycle propulsion system for a submersible-to-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine, the method includes the following operating modes and corresponding control steps:

[0115] Underwater Economic Cruise Mode: The integrated control system merges depth information and power system status information, instructing the elliptical rotor engine subsystem 2 to operate within the optimal thermal efficiency range at medium speed and medium load. Through direct injection of high-pressure hydrogen and liquid oxygen, a combustion equivalence ratio >1 is maintained. The integrated control system directly instructs the integrated motor 3 to switch to a "power generation + electric" coordinated mode. On one hand, the mechanical energy output from the elliptical rotor engine subsystem 2 is converted into electrical energy, which is then delivered to the battery 4 for storage via the second control unit 82 according to charging logic. On the other hand, it operates as a propulsion motor in electric mode, maintaining power coupling with the propeller 5 via the first control unit 81, providing the propeller 5 with basic propulsion adapted to cruise requirements. Hydrogen and oxygen... The supply and management system 1 supplies fuel to the elliptical rotor engine subsystem 2 as needed, while simultaneously opening the second one-way valve 64, the electronic control valve 62, the first control unit 81, and the second control unit 82, and closing the first one-way valve 74. The closed-loop exhaust treatment subsystem 6 is started, and the high-pressure hydrogen / liquid oxygen vaporization device 65 provides a cold source for the cooling device 63 through vaporization heat absorption. The high-temperature exhaust gas generated by the elliptical rotor engine subsystem 2 is cooled and condensed by the cooling device 63, and the liquid water is collected in the condensate collection tank 61. The pulse detonation propulsion subsystem 7 remains in the off state. The integrated control system continuously monitors the speed command and external environmental resistance based on the load feedback in the power system status information, providing a basis for mode switching.

[0116] Underwater acceleration mode: When the integrated control system captures signals of "significantly increased speed command" or "increased external load" through the power system status information, and determines, in conjunction with inertial navigation information, that the current output power of the elliptical rotor engine subsystem 2 cannot meet the demand, the acceleration control logic is triggered. The integrated control system keeps the elliptical rotor engine subsystem 2 operating in an economical condition to avoid efficiency decline caused by frequent changes in operating conditions. At the same time, it directly commands the integrated starter motor 3 to switch to electric assist mode and commands the second control unit 82 to execute the discharge logic, controlling the battery 4 to supply power to the integrated starter motor 3. This power is superimposed with the mechanical energy generated by the elliptical rotor engine subsystem 2 driving the integrated starter motor 3, jointly increasing the output power of the integrated starter motor 3. The first control unit 81 synchronously adjusts the power transmission ratio to further increase the propulsion power of the propeller 5 and ensure rapid power response. In this mode, the closed-loop exhaust treatment subsystem 6 continues to work, the second one-way valve 64 and the electronically controlled valve 62 remain open, and the first one-way valve 74 remains closed.

[0117] Water-Emergence Assist Mode: When the integrated control system receives a current depth < a set threshold and the aircraft's pitch angle continues to increase, it determines that the aircraft needs to perform a water-emergence maneuver. Upon determining this, the "seawater purge procedure" is first triggered: the elliptical rotor engine subsystem 2 is instructed to perform delayed hydrogen injection during the later stages of the exhaust stroke. Once the exhaust pressure begins to decrease, the hydrogen nozzle 28 is controlled to inject high-pressure hydrogen and ignite it. The instantaneous high-pressure exhaust generated by combustion is used to purge residual seawater from the afterburner chamber 71, the first one-way valve 74, and the Laval nozzle 72 within the pulse detonation propulsion subsystem 7. Subsequently, the formal transition to the water-emergence assist mode is triggered. During the transition phase, the integrated control system instructs the elliptical rotor engine subsystem 2 to operate at high load. By adjusting the injection pulse width and pressure of the hydrogen nozzle 28 and the oxygen nozzle 29, the combustion chamber 24 is kept fuel-rich. Simultaneously, the hydrogen-oxygen supply and management system 1 is instructed to inject a hydrogen-oxygen mixture into the afterburner chamber 71 of the pulse detonation propulsion subsystem 7 at a mixing ratio of 5 (oxygen to hydrogen mass ratio). When the first one-way valve 74 is open and the second one-way valve 64 is closed, the exhaust gas of the elliptical rotor engine subsystem 2 carries the unburned working fluid into the combustion chamber 71, where it mixes with the injected mixture. The integrated control system commands the detonation initiator 73 to ignite, igniting the mixture to form a detonation wave. The high-pressure, high-temperature detonation gas is accelerated to supersonic speed through the contraction-expansion channel of the Laval nozzle 72, generating pulse detonation thrust. In this mode, the integrated control system closes the redundant "battery charging management sub-function" in the second control unit 82, retaining only its core sub-function of "high-power discharge of battery 4". It controls the battery 4 to supply power to the integrated starter motor 3 at a discharge rate of ≥2C. The integrated starter motor 3 simultaneously receives the mechanical energy output from the elliptical rotor engine subsystem 2 and the electrical energy from the battery 4. After the power is superimposed, it is maintained by the first control unit 81 to maintain the power coupling with the propeller 5, forming a mixed propulsion state with the pulse detonation thrust. At the same time, the integrated control system commands the electronic control valve 62 to open, discharging the liquid water stored in the condensate collection tank 61 at the moment of water discharge.

[0118] In-flight mode: After confirming that the vehicle has completely left the water and entered the air through airspeed information and inertial navigation information containing altitude-related data, the integrated control system automatically switches to in-flight mode: it commands the elliptical rotor engine subsystem 2 to operate stably and directly commands the integrated motor 3 to be in power output mode. The first control unit 81 maintains the power coupling with the propeller 5, with the propeller as the main propulsion force. When high operating conditions are detected, the integrated control system activates the pulse detonation propulsion subsystem 7. The elliptical rotor engine subsystem 2 injects a hydrogen-oxygen mixture into the exhaust channel according to a specific mixing ratio. The hydrogen-oxygen supply and management system 1 replenishes fuel synchronously. After the mixture enters the combustion chamber 71, it is ignited as needed by the detonation initiator 73 to form detonation thrust. At this time, the system enters a state of coordinated propeller propulsion and pulse detonation propulsion, with both thrusts output together to meet the high maneuverability requirements. The integrated control system monitors the elliptical rotor engine speed, combustion chamber room pressure, and battery charge in the power system status information in real time, dynamically adjusts the parameters of each subsystem, and adapts the charging and discharging logic of the battery 4 through the second control unit 82 to ensure the stability of the power link.

[0119] Specifically, in underwater economic cruise mode, the integrated control system merges depth information and power system status information, instructing the elliptical rotor engine subsystem 2 to operate within the optimal thermal efficiency range at medium speed and medium load, maintaining a combustion equivalence ratio >1 through direct injection of high-pressure hydrogen and liquid oxygen. The integrated control system directly instructs the integrated starter motor 3 to switch to a "power generation + electric" coordinated mode. On one hand, it converts the mechanical energy output from the elliptical rotor engine subsystem 2 into electrical energy, which is then delivered to the battery 4 for storage via the second control unit 82 according to the charging logic. On the other hand, it uses electric mode as a propulsion motor, maintaining power coupling with the propeller 5 via the first control unit 81, providing the propeller 5 with basic propulsion adapted to cruise requirements. The hydrogen-oxygen supply and management system 1 supplies fuel to the elliptical rotor engine subsystem 2 as needed, while simultaneously opening the second one-way valve 64, the electronic control valve 62, the first control unit 81, and the second control unit 82, and closing the first one-way valve 74. The closed-loop exhaust treatment subsystem 6 is activated—the high-pressure hydrogen / liquid oxygen vaporization device 65 provides a cold source for the cooling device 63 through vaporization heat absorption. The high-temperature exhaust gas generated by the elliptical rotor engine subsystem 2 is cooled and condensed by the cooling device 63, and the liquid water is collected in the condensate collection tank 61. The pulse detonation propulsion subsystem 7 remains closed. The integrated control system continuously monitors the speed command and external environmental resistance based on the load feedback in the power system status information, providing a basis for mode switching. In underwater acceleration mode, when the integrated control system captures signals of "significantly increased speed command" or "increased external load (such as strong ocean current)" through the power system status information, and determines, in conjunction with inertial navigation information, that the current output power of the elliptical rotor engine subsystem 2 cannot meet the demand, the acceleration control logic is triggered. The integrated control system keeps the elliptical rotor engine subsystem 2 operating in an economical condition to avoid efficiency decline caused by frequent changes in operating conditions. At the same time, it directly commands the integrated starter motor 3 to switch to electric assist mode and commands the second control unit 82 to execute the discharge logic, controlling the battery 4 to supply power to the integrated starter motor 3. This power is superimposed with the mechanical energy generated by the elliptical rotor engine subsystem 2 driving the integrated starter motor 3, jointly increasing the output power of the integrated starter motor 3. The first control unit 81 synchronously adjusts the power transmission ratio to further increase the propulsion power of the propeller 5 and ensure rapid power response. In this mode, the closed-loop exhaust treatment subsystem 6 continues to work, the second one-way valve 64 and the electronically controlled valve 62 remain open, and the first one-way valve 74 remains closed.In the water-assisted mode, when the integrated control system receives a signal that the current depth is less than the set threshold and the aircraft's pitch angle continues to increase, it determines that the aircraft needs to perform a water-assisted maneuver. At this time, the "seawater purge procedure" is first triggered: the elliptical rotor engine subsystem 2 is instructed to perform a delayed hydrogen injection operation in the later stage of the exhaust stroke. When the exhaust pressure begins to drop, the hydrogen nozzle 28 is controlled to inject high-pressure hydrogen and ignite it. The instantaneous high-pressure exhaust generated by combustion is used to purge the residual seawater in the afterburner chamber 71, the first one-way valve 74, and the Laval nozzle 72 in the pulse detonation propulsion subsystem 7. Then, the formal transition to the water-assisted mode is triggered. The integrated control system instructs the elliptical rotor engine subsystem 2 to increase to high-load operation. By adjusting the injection pulse width and pressure of the hydrogen nozzle 28 and the oxygen nozzle 29, the combustion chamber 24 is kept fuel-rich. At the same time, the hydrogen-oxygen supply and management system 1 is instructed to inject hydrogen-oxygen mixture into the afterburner chamber 71 of the pulse detonation propulsion subsystem 7 at a mixing ratio of oxygen to hydrogen of 5. Valve 74 is opened and the second one-way valve 64 is closed. The exhaust gas from the elliptical rotor engine subsystem 2 carries unburned working fluid into the combustion chamber 71, where it mixes with the injected mixture. The integrated control system commands the detonation initiator 73 to ignite, igniting the mixture to form a detonation wave. The high-pressure, high-temperature detonation gas is accelerated to supersonic speed through the contraction-expansion channel of the Laval nozzle 72, generating pulse detonation thrust. In this mode, the integrated control system disables the redundant "battery charging management sub-function" in the second control unit 82, retaining only its core sub-function of "high-power discharge of battery 4". It controls the battery 4 to supply power to the integrated starter motor 3 at a discharge rate of ≥2C. The integrated starter motor 3 simultaneously receives the mechanical energy output from the elliptical rotor engine subsystem 2 and the electrical energy from the battery 4. After the power is superimposed, it is maintained by the first control unit 81 to maintain the power coupling with the propeller 5, forming a mixed propulsion state with the pulse detonation thrust. At the same time, the integrated control system commands the electronic control valve 62 to open, discharging the liquid water stored in the condensate collection tank 61 at the moment of water discharge.In aerial flight mode, after the integrated control system confirms that the vehicle has completely left the water and entered the air state using airspeed information and inertial navigation information containing altitude-related data, it automatically switches to aerial flight mode: it instructs the elliptical rotor engine subsystem 2 to operate stably, directly instructs the integrated motor 3 to be in power output mode, and maintains power coupling with the propeller 5 through the first control unit 81, with the propeller 5 as the main propulsion force; when high-performance requirements are detected (such as emergency climb, high-speed maneuver), the integrated control system activates the pulse detonation propulsion subsystem 7, and the elliptical rotor engine subsystem 2 propels the vehicle according to a specific mixture ratio. The exhaust channel injects a hydrogen-oxygen mixture, and the hydrogen-oxygen supply and management system 1 replenishes fuel simultaneously. After the mixture enters the combustion chamber 71, it is ignited as needed by the knock initiator 73 to generate knock thrust. At this time, the system enters a coordinated state of "propeller propulsion + pulse knock thrust", and the two thrusts are output together to meet the high maneuverability requirements. The integrated control system monitors the speed of the elliptical rotor engine subsystem 2, the temperature and pressure of the combustion chamber 71, and the charge of the battery 4 in real time in the power system status information, dynamically adjusts the parameters of each subsystem, and adapts the charging and discharging logic of the battery 4 through the second control unit 82 to ensure the stability of the power link.

[0120] Furthermore, the seawater removal process in the water discharge assistance mode includes the following steps:

[0121] S1, The integrated control system calculates the current water depth H and seawater density ρ. water Through the formula:

[0122]

[0123] Calculate the pressure required to drain the seawater, where g is the acceleration due to gravity, and P is the pressure required to drain the seawater. atm Atmospheric pressure;

[0124] S2, based on the total volume V of the exhaust pipes in the afterburner chamber 71 and the pulse detonation propulsion subsystem 7, and the average velocity v of the seawater discharged from the nozzle. exit Through the formula:

[0125]

[0126] Calculate the minimum energy required to drain the seawater to ensure that most of the seawater has been drained before the next exhaust pulse arrives;

[0127] S3, the integrated control system instructs the elliptical rotor engine subsystem 2 to perform delayed hydrogen injection and ignition in the later stage of the exhaust stroke, via the formula:

[0128]

[0129] Calculate the exhaust work of subsystem 2 of the elliptical rotor engine with a single delayed injection, where P exhaust(t) is the exhaust pressure that varies with time, P amb Here, dV represents the ambient pressure, and dV represents the volume of the discharged gas element.

[0130] S4. Using the formula:

[0131]

[0132] Calculate the theoretical minimum number of delayed jet pulses required to completely drain seawater, where η is the energy transfer efficiency, and control the elliptical rotor engine subsystem 2 to execute n≥n min Subsequent delayed injections;

[0133] S5. After the seawater has been completely discharged, the system switches to the collaborative working state of the elliptical rotor engine subsystem 2 and the pulse detonation propulsion subsystem 7 by monitoring the temperature or pressure fluctuations of the exhaust pipe.

[0134] Specifically, in S1, the exhaust pressure generated by a single combustion of the elliptical rotor engine subsystem 2 depends on the combustion equivalence and injection timing. Delayed injection means injecting hydrogen in the later stages of the compression stroke to increase the peak pressure. Therefore, during the drainage process, the integrated control system instructs the elliptical rotor engine subsystem 2 to operate in a specific mode, not immediately injecting additional hydrogen and oxygen into the combustion chamber 24 during its exhaust stroke, but waiting for the exhaust pressure to begin to drop before controlling the hydrogen nozzle 28 to inject high-pressure hydrogen and ignite it. This fuel and residual oxygen undergo violent combustion, instantly and significantly increasing the exhaust pressure and temperature. In S2, based on the total volume V of the exhaust pipes in the afterburner chamber 71 and the pulse detonation propulsion subsystem 7, and the average velocity v of the seawater discharged from the nozzle... exit Calculate the minimum energy W required to drain seawater. min To ensure that most of the seawater is expelled before the next exhaust pulse, the combustion chamber 71 and pipeline are considered as a water-filled container. The minimum energy required must be sufficient to overcome the hydrostatic pressure of the seawater and accelerate the seawater out of the pipeline. S3, the integrated control system instructs the elliptical rotor engine subsystem 2 to perform delayed hydrogen injection and ignition in the later stages of the exhaust stroke, using the formula... Calculate the exhaust work of subsystem 2 of the elliptical rotor engine with a single delayed injection, where P exhaust (t) is the exhaust pressure that varies with time, and its peak value is much higher than that under normal operating conditions. amb Let dV be the ambient pressure, and dV be the infinitesimal volume of the discharged gas. S4, obtained through the formula... The minimum number of delayed jet pulses theoretically required to completely drain seawater is calculated, where η is the energy transfer efficiency, taking into account flow losses, heat losses, etc. Then, the elliptical rotor engine subsystem 2 is controlled to execute n≥n minThe exhaust cycle is a continuous cycle with delayed hydrogen injection. S5. The system determines whether the seawater has been completely drained by monitoring the temperature or pressure fluctuations in the exhaust pipe. For example, if a significant increase in exhaust temperature or a change in the pattern of pressure fluctuation is detected, the system confirms that the seawater has been drained and then switches to the collaborative working state of the elliptical rotor engine subsystem 2 and the pulse detonation propulsion subsystem 7.

[0135] Furthermore, the ignition control of the pulse detonation propulsion subsystem 7 includes the following steps:

[0136] S1. The integrated control system, based on the rotor speed N of the elliptical rotor engine subsystem 2, uses the formula:

[0137]

[0138] Calculate the exhaust frequency of a single combustion chamber 24, where the elliptical rotor engine subsystem 2 completes three working cycles per revolution;

[0139] S2, using the formula:

[0140]

[0141] Calculate the detonation period, where t mix The mixing time of the hydrogen-oxygen mixture is t. ign For ignition delay time, t det The formation time of the detonation wave is given by the formula:

[0142] f PDE,max =1 / T PDE

[0143] Calculate the maximum ignition frequency of pulse detonation propulsion subsystem 7;

[0144] S3. If the three combustion chambers of the elliptical rotor engine subsystem 2 share a single pulse detonation propulsion subsystem 7, when 3f exhaust >f PDE,max At that time, the integrated control system selectively ignores some exhaust pulses, causing the ignition frequency f to be lower. PDE ≤f PDE,max If each combustion chamber 24 corresponds to an independent pulse detonation propulsion subsystem 7, then the ignition frequency f is controlled. PDE with f exhaust synchronous;

[0145] S4. The integrated control system coordinates the exhaust timing of the elliptical rotor engine subsystem 2 with the negative pressure formation timing of the combustion chamber 71 of the pulse detonation propulsion subsystem 7, thereby achieving an approximate extraction process from the combustion chamber 24 of the elliptical rotor engine subsystem 2.

[0146] Specifically, in this embodiment, the elliptical rotor engine subsystem 2 has three combustion chambers 24, each operating independently. The exhaust pulse frequency is related to the rotor speed 26. Considering the exhaust pipe connection method of the three combustion chambers 24, each combustion chamber 24 can be connected to an independent pulse detonation propulsion subsystem 7, or the three combustion chambers 24 can share a single pulse detonation propulsion subsystem 7. To ensure that the exhaust timing of the elliptical rotor engine subsystem 2 coincides with the time when the afterburner 71 forms a negative pressure, and to achieve an approximate extraction process from the combustion chambers 24 of the elliptical rotor engine subsystem 2, the integrated control system adopts a matching scheme based on the rotational speed of the elliptical rotor engine subsystem 2. The integrated control system calculates the exhaust frequency f of a single combustion chamber 24 using a formula based on the rotor speed N of the elliptical rotor engine subsystem 2. exhaust The elliptical rotor engine subsystem 2 completes three working cycles per revolution; subsequently, the detonation period T is calculated using a formula. PDE , where t mix The mixing time of the hydrogen-oxygen mixture is t. ign For ignition delay time, t det The formation time of the detonation wave is given by the formula f. PDE,max =1 / T PDE Calculate the maximum ignition frequency of pulse detonation propulsion subsystem 7 for a hydrogen-oxygen mixture, T PDE Typical values ​​are 10-20 ms; if the three combustion chambers 24 of the elliptical rotor engine subsystem 2 share a single pulse detonation propulsion subsystem 7, the total exhaust frequency is 3f. exhaust However, the actual ignition frequency f PDE Limited by f PDE,max Therefore, when 3f exhaust >f PDE,max At that time, the integrated control system selectively ignores some exhaust pulses, causing the ignition frequency f to be lower. PDE ≤f PDE,max If each combustion chamber 24 corresponds to an independent pulse detonation propulsion subsystem 7, then the ignition frequency f is controlled. PDE with f exhaust Synchronization; Finally, the integrated control system coordinates the exhaust timing of the elliptical rotor engine subsystem 2 with the negative pressure formation timing of the combustion chamber 71 of the pulse detonation propulsion subsystem 7, so as to achieve an approximate extraction process from the combustion chamber 24 of the elliptical rotor engine subsystem 2.

[0147] A computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method for operating the closed-cycle propulsion system of a submarine-to-air cross-border vehicle based on an elliptical rotor machine and a pulse detonation engine.

[0148] Specifically, the computer device of the present invention stores a computer program for implementing the above-mentioned operating method in a memory. When the processor executes the program, it can provide accurate and stable calculation and control support for the operation of the closed-cycle power plant of the submarine-air cross-border vehicle based on the elliptical rotor machine and the pulse detonation engine, ensuring that all working modes and key steps of the entire power plant can be implemented efficiently. Specifically, the processor execution program can drive the integrated control system to accurately fuse depth information, airspeed information, inertial navigation information, and power system status information. It coordinates the operating parameters and runtime sequence of various subsystems, such as the elliptical rotor engine subsystem 2, the hydrogen-oxygen supply and management system 1, the closed-loop exhaust treatment subsystem 6, and the pulse detonation propulsion subsystem 7, using fuzzy logic or state machine algorithms. For example, in underwater economic cruise mode, it can accurately instruct the elliptical rotor engine subsystem 2 to operate within the optimal thermal efficiency range at medium speed and medium load, controlling the integrated starter motor 3 to switch to a "power generation + electric drive" coordinated mode. The first control unit 81 maintains the power coupling with the propeller 5, while the second control unit 82 manages the charging of the battery 4 according to a constant current-constant pressure strategy. In the seawater discharge step of the water discharge assist mode, it can accurately calculate the pressure required to discharge seawater (combining water depth H and seawater density ρ). water Parameters such as minimum energy (combined with parameters such as the total volume V of the exhaust pipe in the afterburner 71 and the pulse detonation propulsion subsystem 7) and minimum delayed injection pulse count n min Controlling the elliptical rotor engine subsystem 2 to execute n≥n min The continuous delayed injection ensures that residual seawater in the afterburner 71, the first one-way valve 74, and the Laval nozzle 72 within the pulse detonation propulsion subsystem 7 is completely drained. In the ignition control of the pulse detonation propulsion subsystem 7, the exhaust frequency f of a single combustion chamber 24 can be calculated based on the rotor speed N of the elliptical rotor engine subsystem 2. exhaust Combined with the mixing time t of the hydrogen-oxygen mixture mix Ignition delay time t ign and the formation time t of the detonation wave det Determine the detonation period T PDE This controls the ignition frequency f. PDE ≤f PDE,maxThe system coordinates the exhaust timing of the elliptical rotor engine subsystem 2 with the negative pressure formation timing of the afterburner chamber 71 to achieve an approximate extraction process. Furthermore, the processor execution program can monitor the speed of the elliptical rotor engine subsystem 2, the temperature and pressure of the afterburner chamber 71, and the battery charge in the power system status information in real time. It dynamically adjusts the parameters of each subsystem and adapts to the charging and discharging logic of the battery 4, ensuring stable power superposition between the integrated starter motor 3 and the elliptical rotor engine subsystem 2, and reliable hybrid propulsion between the propeller 5 and the pulse detonation propulsion subsystem 7. This avoids the risk of delayed power response, poor subsystem coordination, or malfunctions due to insufficient control precision. Ultimately, it ensures efficient operation of the underwater-to-air cross-border vehicle in all modes of underwater cruising, acceleration, surface-assisted operation, and aerial flight, further improving the operational reliability and mission adaptability of the entire power unit and ensuring that the advantages of hydrogen-oxygen combustion, such as detonation suppression, long endurance, low noise, and zero emissions, are fully utilized.

[0149] This invention achieves a power revolution for cross-sea and air vehicles through the deep integration of an elliptical rotor engine and a pulse detonation engine, as well as the ingenious integration of a closed-cycle combustion system. Compared with the limitations of battery-powered vehicles in the background technology, such as range bottlenecks, low-temperature degradation, and thermal runaway risks, as well as the persistent problems of traditional internal combustion engines, such as high noise and vibration, emissions pollution, intake dependence, and unstable combustion, this invention has made breakthrough progress in performance improvement, efficiency optimization, and ease of operation.

[0150] 1. High energy density and long battery life completely solve the battery-driven range bottleneck:

[0151] It adopts a high-pressure hydrogen / liquid oxygen closed-loop combustion system, and the fuel energy density far exceeds the upper limit of 250-300Wh / kg of lithium-ion batteries. In underwater cruising mode, the endurance can be extended to several hours or more, directly overcoming the shortcomings of low battery energy density and short endurance.

[0152] The energy density of the system of this invention is derived as follows:

[0153] The elliptical rotor has a power-to-weight ratio of 2kW / kg and a weight of 2.5kg. Its output power P = 2kW / kg × 2.5kg = 5kW. Comparing its operating time to that of a lithium battery (20-40 minutes), assuming a system operating time t = 1 hour, the output energy E... out =P×t=5kWh. Due to advantages such as a more concentrated combustion chamber, elliptical rotor engines generally have higher thermal efficiency than triangular rotor engines; conservatively, η=35%=0.35. The spark plugs, injectors, and piping weigh 0.5kg, while the PDE system and nozzle weigh 2.0kg. The high-pressure hydrogen storage tank typically weighs 20% of the hydrogen mass (due to insulation requirements), and the liquid oxygen storage tank typically weighs 10% of the oxygen mass (due to its higher density).

[0154] High-pressure hydrogen and liquid oxygen fuel densities; high-pressure hydrogen density under standard conditions. =71kg / m 3 Liquid oxygen density =1141kg / m 3 According to SLS rocket data, the volume of high-pressure hydrogen is three times the volume of liquid oxygen. Let the volume of liquid oxygen be... The volume of high-pressure hydrogen is 3. Mass of high-pressure hydrogen: = ×3 ==213 kg, mass of liquid oxygen: =ρ O2 × =1141 kg. Total mass of fuel mixture: m fuel_mix = + =1354 kg. Lower heating value (LHV) of hydrogen: 120 MJ / kg; the chemical energy of the fuel mixture comes solely from hydrogen (E). chemical = ×120MJ=25560 MJ; Mass energy density of fuel mixture (input):

[0155]

[0156] System output energy E out =5kWh=5000Wh, thermal efficiency η=0.35, the required mass of fuel mixture is:

[0157]

[0158] Therefore, the masses of the high-pressure hydrogen storage tank and the liquid oxygen storage tank are respectively:

[0159]

[0160]

[0161] The total system mass, including the weight of the elliptical rotor system, the PDE system, and the fuel system, is 8.04 kg. Therefore, the energy density output by the system when only the elliptical rotor is operating is:

[0162]

[0163] Compared to the energy density of lithium batteries (250-300 Wh / kg), the energy density of the system of this invention is 2.1 times higher, significantly improving endurance. In reality, submersible transcontinental vehicles may carry more fuel. If the elliptical rotor can maintain stable operation for 2 hours, the overall system energy density will reach 903 Wh / kg. Moreover, all of the above processes are conducted without considering the pulse detonation engine; the energy density will be even higher upon actual surface recovery.

[0164] 2. Wide temperature range adaptability and rapid refueling enhance environmental adaptability:

[0165] The high-pressure hydrogen / liquid oxygen fuel system operates stably within a temperature range of -20°C to 70°C. At -20°C, the power output of this invention maintains over 95% of its rated power after a cold start, while the lithium battery capacity decays by up to 40%, exhibiting no capacity decay issues and avoiding performance degradation and thermal runaway risks at low temperatures. Refueling time is only in the minutes range (similar to traditional fuel, refueling takes less than 5 minutes), while ultra-fast battery charging takes over 30 minutes and accelerates battery aging, supporting continuous mission switching. Furthermore, in extreme operating environments, the fuel tank of this invention can perform emergency deployment operations after fuel depletion, reducing the weight of the underwater-airborne transboundary mass vehicle.

[0166] 3. Stable and efficient combustion, suppressing knocking and improving thermal efficiency:

[0167] By controlling diffusion combustion through a stratified mixture structure of hydrogen-oxygen pre-injection and direct hydrogen injection (enriching the combustion chamber with hydrogen and creating a locally rich combustion zone with a higher equivalence ratio at the ignition point), stable diffusion combustion is achieved. This effectively overcomes abnormal combustion problems such as knocking, blow-by, and engine shutdown caused by excessively rapid hydrogen-oxygen combustion. It also solves the defects of long flame propagation distance, uneven combustion, and severe quenching in the narrow combustion chamber of elliptical rotor engines. The indicated thermal efficiency of the elliptical rotor engine can be increased from approximately 30% in the traditional model to 35-40%, which is 5-10 percentage points higher than that of the basic triangular rotor engine, approaching the 45% level of traditional internal combustion engines. At the same time, the power density is higher. Under the same weight, the power-to-weight ratio of traditional internal combustion engines is 0.8-1 kW / kg, while that of this invention reaches 2 kW / kg.

[0168] 4. Low noise, low vibration, and high stealth enhance the stealth performance of aircraft:

[0169] The elliptical rotor machine itself has a compact structure and few moving parts, and its vibration and noise are reduced by more than 50% compared with traditional internal combustion engines, solving the problems of high noise and severe vibration of traditional internal combustion engines; the closed-loop exhaust system mainly uses water vapor, and after condensation, very little gas is emitted, reducing acoustic characteristics and thermal signals.

[0170] 5. Multi-mode intelligent control and efficient cross-domain propulsion enable seamless media switching:

[0171] The integrated control system automatically switches according to the navigation mode. The pulse detonation engine (PDE) provides additional thrust when the vehicle emerges from the water. The thrust density of the PDE system is ≥500 N·s / kg, and the peak thrust can reach 3–5 times that of conventional propeller propulsion. This ensures that the vehicle can quickly leap out of the water (emergence time <3 seconds, and seawater in the PDE system is emptied through delayed jet control). This completely solves the contradiction that a single power form cannot meet the thrust requirements of underwater cruising and aerial flight, and avoids the problem of insufficient thrust of traditional propulsion systems during cross-border processes.

[0172] 6. Zero emissions and environmentally friendly, in line with the trend of green energy:

[0173] The main product of hydrogen-oxygen combustion is water vapor, which can be recovered or discharged as liquid water after condensation. There are no pollutants such as carbon dioxide and nitrogen oxides, which completely solves the problem of exhaust emission pollution from traditional internal combustion engines.

[0174] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A closed cycle power plant for a hypersonic strato- destratopause vehicle based on an elliptical rotor machine and a pulse detonation engine, characterized by, The system comprises an elliptical rotor engine subsystem (2), a hydrogen-oxygen supply and management system (1), a closed cycle exhaust treatment subsystem (6), a pulse detonation propulsion subsystem (7), an integrated control system, an integrated motor (3), a battery (4) and a propeller (5). The elliptical rotor engine subsystem (2) is used as a core power source to drive the integrated motor (3) by maintaining a rich combustion condition through direct injection of high-pressure hydrogen and liquid oxygen in the cylinder, and to deliver exhaust gas containing unburned working medium to the closed cycle exhaust treatment subsystem (6) and the pulse detonation propulsion subsystem (7) through the exhaust end. The hydrogen-oxygen supply and management system (1) is used to store and deliver high-pressure hydrogen and liquid oxygen to the elliptical rotor engine subsystem (2) and the pulse detonation propulsion subsystem (7) as needed. The closed cycle exhaust treatment subsystem (6) is used to receive exhaust gas delivered by the elliptical rotor engine subsystem (2) through the exhaust pipe, and to convert water vapor in the exhaust gas into liquid water by cooling and condensation. The pulse detonation propulsion subsystem (7) is in selective fluid communication with the exhaust end of the elliptical rotor engine subsystem (2) to receive the energy of the exhaust gas delivered by the elliptical rotor engine subsystem (2) through the exhaust pipe, organize detonation combustion with hydrogen-oxygen mixed gas supplemented by the hydrogen-oxygen supply and management system (1), and be ejected through a Laval nozzle (72) to output large thrust. The integrated control system is in signal connection with the elliptical rotor engine subsystem (2), the hydrogen-oxygen supply and management system (1), the closed cycle exhaust treatment subsystem (6), the pulse detonation propulsion subsystem (7) and the battery (4) respectively, is used to fuse multi-sensor information, adopt fuzzy logic or state machine algorithm to coordinate the working mode of each subsystem and component of the device, and coordinate the working parameters and operation timing of each subsystem and component according to the working mode. The integrated motor (3) is driven by the elliptical rotor engine subsystem (2) to drive the propeller (5) to rotate, and at the same time generates electricity to the battery (4) for storing electrical energy. In high load conditions such as underwater acceleration, the integrated motor (3) receives supplemental power from the battery (4) to superimpose the power output of the elliptical rotor engine subsystem (2) and improve the propulsion power of the propeller (5). The battery (4) is used to store electrical energy output by the integrated motor (3) and supply power to the integrated motor (3) in high load conditions such as underwater acceleration. The propeller (5) is driven by the power of the integrated motor (3) to rotate and output the basic propulsion force for underwater and aerial navigation.

2. The closed cycle power plant for a hypersonic strato- destratopause crossing aircraft based on an elliptical rotor machine and a pulse detonation engine according to claim 1, characterized in that, The elliptical rotor engine subsystem (2) has no intake duct, and the combustion chamber (24) of the elliptical rotor engine subsystem (2) is provided with a hydrogen nozzle (28) for injecting high-pressure hydrogen and an oxygen nozzle (29) for injecting liquid oxygen. The integrated control system maintains the equivalence ratio in the combustion chamber (24) at a rich condition greater than 1 by controlling the injection phase, pulse width and pressure of the hydrogen nozzle (28) and the oxygen nozzle (29).

3. The closed cycle power plant for a hypersonic strato- destratopause crossing aerospace vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 2, characterized in that, The pulse detonation propulsion subsystem (7) comprises, in sequence along the airflow direction, a first one-way air valve (74), a supplement combustion chamber (71), a detonation initiator (73), and a Laval nozzle (72); The first one-way air valve (74) is located between the exhaust end of the elliptical rotor engine subsystem (2) and the supplement combustion chamber (71) of the pulse detonation propulsion subsystem (7), and is used to open according to the instruction of the integrated control system, so that the exhaust gas containing unburned working medium generated by the elliptical rotor engine subsystem (2) can flow smoothly to the supplement combustion chamber (71), providing exhaust gas energy for combustion of the pulse detonation propulsion subsystem (7), while reversely blocking the high-pressure detonation gas in the supplement combustion chamber (71) from flowing back to the elliptical rotor engine subsystem (2); The supplement combustion chamber (71) is in communication with the exhaust end of the elliptical rotor engine subsystem (2), and is used to receive the exhaust gas of the elliptical rotor engine subsystem (2) and the hydrogen-oxygen mixed gas supplemented and sprayed by the hydrogen-oxygen supply and management system (1); The detonation initiator (73) is an electric spark plug, which is used to ignite the hydrogen-oxygen mixed gas in the supplement combustion chamber (71) to form a detonation wave; The Laval nozzle (72) is used to receive the high-pressure and high-temperature detonation gas generated in the supplement combustion chamber (71), and convert the pressure energy and heat energy of the gas into kinetic energy through the contraction-expansion flow channel structure, so that the gas is accelerated to supersonic speed and sprayed out, thereby amplifying the pulse detonation thrust.

4. The closed cycle power plant for a hypersonic strato- destratopause crossing aerospace vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 3, characterized in that, The closed-cycle exhaust treatment subsystem comprises a second one-way air valve (64), a high-pressure hydrogen / liquid oxygen gasification device (65), a cooling device (63), a condensed water collection tank (61), and an electric control valve (62); The high-pressure hydrogen / liquid oxygen gasification device (65) is in communication with the storage tank of the hydrogen-oxygen supply and management system (1), and is used to realize pressure reduction and gasification of high-pressure hydrogen and gasification of liquid oxygen, and provide a cold source for the cooling device (63) through the heat absorption of the gasification process; The cooling device (63) is in communication with the exhaust end of the elliptical rotor engine subsystem (2) through the second one-way air valve (64), and is used to receive the exhaust gas from the elliptical rotor engine subsystem (2), and cool and condense the exhaust gas by using the cold source; The condensed water collection tank (61) is in communication with the cooling device (63), and is used to collect the liquid water condensed by the cooling device (63); The second one-way air valve (64) is located between the exhaust end of the elliptical rotor engine subsystem (2) and the cooling device (63) of the closed-cycle exhaust treatment subsystem (6), and is used to open or close according to the instruction of the integrated control system, and is opened when the vehicle is in the underwater economic cruising mode or the underwater acceleration mode, so that the exhaust gas of the elliptical rotor engine subsystem (2) enters the cooling device (63), and the water vapor is collected and the underwater wake is reduced through cooling and condensation; The second one-way air valve (64) is located between the exhaust end of the elliptical rotor engine subsystem (2) and the cooling device (63) of the closed-cycle exhaust treatment subsystem (6), and is used to open or close according to the instruction of the integrated control system, and is opened when the vehicle is in the underwater economic cruising mode or the underwater acceleration mode, so that the exhaust gas of the elliptical rotor engine subsystem (2) enters the cooling device (63), and the water vapor is collected and the underwater wake is reduced through cooling and condensation; The electric control valve (62) is used to be controlled by the integrated control system, and is opened at the moment when the vehicle emerges from water, so as to discharge the condensed water in the condensed water collection tank (61).

5. The closed cycle power plant for a hypersonic strato- destratopause crossing aerospace vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 4, characterized in that, The integrated control system is used for switching control strategies according to working modes of the underwater cross-border aircraft, and the working modes include an underwater economic cruising mode, an underwater acceleration mode, a water-exit assisting mode and an air flight mode. The integrated control system fuses multi-sensor information, including depth information, airspeed information, inertial navigation information and power system state information, wherein, The depth information is collected by a depth sensor and includes a real-time depth value and a depth change rate during underwater navigation, and provides a basis for underwater cruising depth maintenance and water-exit action triggering for the integrated control system; The airspeed information is collected by an airspeed tube and includes indicated airspeed, true airspeed and total pressure / static pressure of airflow during air flight, and assists the integrated control system in matching thrust output of the pulse detonation propulsion subsystem (7); The inertial navigation information is collected by an inertial navigation unit and includes three-axis angular velocity, three-axis linear acceleration, real-time attitude angle and heading angle of the aircraft, and provides attitude control and trajectory correction data for the integrated control system during cross-medium navigation, and supports mode switching of water-exit assisting and air maneuvering; The power system state information is collected by a power system state monitoring unit and includes rotation speed / in-cylinder temperature / pressure / exhaust parameters of the elliptical rotor engine subsystem (2), fuel pressure / flow / remaining amount of the hydrogen-oxygen supply and management system (1), detonation frequency / fuel supplement chamber temperature / pressure of the pulse detonation propulsion subsystem (7), working condition / power of the hybrid motor (3) and charging / discharging state parameters of the battery (4), and provides operation state basis of each subsystem for the integrated control system, and realizes collaborative regulation and fault early warning of the power link.

6. The closed cycle power plant for a hypersonic strato- destratopause crossing aerospace vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 5, characterized in that, The integrated control system further includes a first control unit (81) and a second control unit (82), The first control unit (81) is signal-connected with the hybrid motor (3) and the propeller (5) respectively, is used for receiving power of the hybrid motor (3) and load data of the propeller (5) fed back by the power system state monitoring unit, and regulates power transmission state between the hybrid motor (3) and the propeller (5): in the underwater economic cruising mode, the power coupling state is maintained, and stable propulsion power suitable for cruising demand is output; in the underwater acceleration mode, the propulsion power of the propeller (5) is increased by adjusting the power transmission ratio, and high load demand is matched; in the water-exit assisting mode and the air flight mode, according to the thrust coordination instruction of the integrated control system, the power coupling / decoupling is quickly switched to adapt to basic propulsion force and hybrid propulsion coordination demand in different working modes. The second control unit (82) is in signal connection with the battery (4) and the power system state monitoring unit, and is used for receiving the residual capacity, charging and discharging current and voltage parameters of the battery fed back by the power system state monitoring unit, managing the charging and discharging logic of the battery: in the underwater economic cruising mode, receiving the power generation electric energy of the integrated motor (3), controlling the charging of the battery (4) according to the constant current-constant voltage charging strategy, and avoiding overcharging; in the underwater acceleration mode, according to the power supplement instruction of the integrated control system, the battery (4) is controlled to discharge according to the preset discharge rate, and cooperates with the integrated motor (3) to supply power to the propeller (5) load; in the out-of-water assistance mode, the high-power discharge logic is executed to supplement the propulsion power to match the hybrid propulsion demand; at the same time, the charging and discharging parameters of the battery (4) are monitored in real time, and when the voltage is abnormal or the current is out of limit, the protection mechanism is triggered to ensure the safe operation of the battery.

7. A method of operating a closed cycle power plant for a hypersonic strato- destratopause vehicle based on an elliptical rotor machine and a pulse detonation engine, the closed cycle power plant for a hypersonic strato-destratopause vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 6, characterized in that The following working modes and corresponding control steps are included: Underwater economic cruising mode: the integrated control system fuses depth information and power system state information, instructs the oval rotor engine subsystem (2) to run in the optimal thermal efficiency interval of medium speed and medium load, maintains the equivalence ratio >1 through in-cylinder direct injection of high-pressure hydrogen and liquid oxygen, the integrated control system directly instructs the integrated motor (3) to switch to the "power generation + electric" cooperative mode, on the one hand, the mechanical energy output by the oval rotor engine subsystem (2) is converted into electric energy, which is delivered to the battery (4) for storage according to the charging logic through the second control unit (82), on the other hand, the electric mode is used as a propulsion motor, which is maintained in power coupling with the propeller (5) through the first control unit (81), and provides the propeller (5) with basic propulsion force suitable for cruising demand, the hydrogen-oxygen supply and management system (1) delivers fuel to the oval rotor engine subsystem (2) as needed, at the same time, the second one-way air valve (64), the electric control valve (62), the first control unit (81) and the second control unit (82) are opened, the first one-way air valve (74) is closed, the closed-loop exhaust treatment subsystem (6) is started, the high-pressure hydrogen / liquid oxygen gasification device (65) provides a cooling source for the cooling device (63) through gasification endothermic, the high-temperature exhaust gas generated by the oval rotor engine subsystem (2) is cooled and condensed through the cooling device (63), liquid water is collected in the condensate water collection tank (61), the pulse detonation propulsion subsystem (7) remains in the closed state, and the integrated control system continuously monitors the speed instruction and external environmental resistance based on the load feedback in the power system state information, to provide a basis for mode switching; Underwater acceleration mode: when the integrated control system captures the signal of "significant increase of speed command" or "external load increase" through the power system state information, and combined with the inertial navigation information to determine that the current elliptical rotor engine subsystem (2) output power cannot meet the demand, trigger the acceleration control logic; the integrated control system keeps the elliptical rotor engine subsystem (2) running in the economic condition to avoid the efficiency decline caused by frequent change of working condition, at the same time, directly instructs the integrated motor (3) to switch to the electric assist mode, and instructs the second control unit (82) to execute the discharging logic to control the storage battery (4) to supply power to the integrated motor (3), and the mechanical energy generated by the elliptical rotor engine subsystem (2) driving the integrated motor (3) is superimposed to jointly improve the output power of the integrated motor (3), the first control unit (81) synchronously adjusts the power transmission ratio to further improve the propeller (5) propelling power, to ensure the power fast response, in this mode, the closed cycle exhaust treatment subsystem (6) works continuously, the second one-way air valve (64) and the electric control valve (62) remain open, and the first one-way air valve (74) is still in the closed state; Water exit assist mode: when the integrated control system receives the current depth < set threshold, and the body angle continues to increase, it is determined that the vehicle needs to perform water exit maneuver, when the vehicle needs to perform water exit maneuver, first trigger "sea water discharge procedure": instruct the elliptical rotor engine subsystem (2) to perform delayed hydrogen injection operation in the late exhaust stroke, when the exhaust end pressure starts to drop, control the hydrogen nozzle (28) to supplement high pressure hydrogen and ignite, use the instantaneous high pressure exhaust generated by combustion to discharge the residual seawater in the afterburning chamber (71), the first one-way air valve (74) and the Laval nozzle (72) of the pulse detonation propulsion subsystem (7), and then trigger the formal transition to the water exit assist mode; In the transition stage, the integrated control system instructs the elliptical rotor engine subsystem (2) to run at high load, maintains the rich combustion condition in the combustion chamber (24) by adjusting the injection pulse width and pressure of the hydrogen nozzle (28) and the oxygen nozzle (29), and synchronously instructs the hydrogen-oxygen supply and management system (1) to supplement hydrogen-oxygen mixed gas to the afterburning chamber (71) of the pulse detonation propulsion subsystem (7) according to the oxygen-hydrogen mass ratio of 5, at this time the first one-way air valve (74) is opened and the second one-way air valve (64) is closed, the exhaust gas of the elliptical rotor engine subsystem (2) carries the unburned working medium into the afterburning chamber (71), mixes with the supplemented mixed gas, the integrated control system instructs the detonation initiator (73) to ignite, ignites the mixed gas to form a detonation wave, and the high pressure and high temperature detonation gas is accelerated to supersonic speed through the Laval nozzle (72) contraction-expansion flow passage and is ejected, generating pulse detonation thrust. In this mode, the integrated control system closes the redundant "battery charging management sub-function" in the second control unit (82), only retains its "battery (4) high-power discharge" core sub-function, controls the battery (4) to discharge at a discharge rate ≥2C to the heuristic integrated motor (3), the heuristic integrated motor (3) receives the mechanical energy output by the elliptical rotor engine subsystem (2) and the electrical energy of the battery (4) at the same time, the power is superimposed and maintained by the first control unit (81) Power coupling with propeller (5) forms a mixed propulsion state with pulse detonation thrust, at the same time the integrated control system instructs the electric control valve (62) to open, and the liquid water stored in the condensate water collection tank (61) is discharged at the water exit moment. Air flight mode: after the integrated control system confirms that the vehicle has completely left the water surface and entered the air state through airspeed information containing height correlation data and inertial navigation information, it automatically switches to the air flight mode: the command oval rotor engine subsystem (2) is in stable operation, the direct command inspires the integrated motor (3) to be in the power output mode, and the power coupling with the propeller (5) is maintained through the first control unit (81) to take the propeller as the main propulsion force; when high working condition demand is detected, the integrated control system starts the pulse detonation propulsion subsystem (7), the oval rotor engine subsystem (2) sprays hydrogen-oxygen mixed gas into the exhaust passage according to a specific mixing ratio, the hydrogen-oxygen supply and management system (1) synchronously supplements fuel, the mixed gas enters the afterburning chamber (71) and is ignited by the detonation initiator (73) as needed, and the detonation thrust is formed, at this time, the system enters the cooperative state of the propeller propulsion and the pulse detonation propulsion, and the two kinds of thrust are output together to meet the high maneuverability demand; the integrated control system monitors the oval rotor engine speed, the afterburning chamber temperature and pressure and the storage battery power in the power system state information in real time, dynamically adjusts the parameters of each subsystem, and simultaneously adapts the charge-discharge logic of the storage battery (4) through the second control unit (82), so as to ensure the stability of the power link.

8. The method of operating a closed cycle power plant for a hypersonic strato- destratopause aircraft based on an elliptical rotor machine and a pulse detonation engine according to claim 7, characterized in that, The seawater draining step in the water exit assisting mode comprises the following steps: S1, the integrated control system according to the current water depth H and seawater density p water by the formula: The pressure required to pump out the sea water is calculated, where g is the acceleration of gravity, P atm is the atmospheric pressure; S2, according to the total volume V of the afterburner (71) and the exhaust pipeline in the pulse detonation propulsion subsystem (7), the average speed v of the seawater discharge nozzle exit , through the formula: calculating the minimum energy required for draining seawater to ensure that most of the seawater has been drained before the next exhaust pulse arrives; S3, the integrated control system instructs the oval rotor engine subsystem (2) to execute delayed hydrogen injection and ignition in the late exhaust stroke, through the formula: Calculating the elliptical rotor engine subsystem (2) exhaust work for a single delayed injection, where P exhaust (t) is the exhaust pressure as a function of time, P amb is the ambient pressure, and dV is the volume of the gas element expelled; S4, through the formula: calculating the minimum number of delayed injection pulses required to theoretically purge the seawater, where η is the energy transfer efficiency, controlling the elliptical rotor engine subsystem (2) to perform n > n min sub-continuous delayed injection; S5, by monitoring the temperature or pressure fluctuation of the exhaust pipeline, it is determined that the seawater has been drained, and the oval rotor engine subsystem (2) and the pulse detonation propulsion subsystem (7) are switched to the cooperative working state.

9. The method of operating a closed cycle power plant for a hypersonic strato- destratopause crossing vehicle based on an elliptical rotor machine and a pulse detonation engine according to claim 7, characterized in that, The ignition control of the pulse detonation propulsion subsystem (7) comprises the following steps: S1, the integrated control system calculates the exhaust frequency of a single combustion chamber (24) according to the rotor speed N of the oval rotor engine subsystem (2) through the formula: wherein the oval rotor engine subsystem (2) completes three working cycles per rotation; S2, through the formula: The knock cycle is calculated, where t mix is the time of mixing of the hydrogen-oxygen mixture, t ign is the time of ignition delay, t det is the time of formation of the knock wave, and then by the formula: f PDE,max =1 / T PDE calculate the maximum ignition frequency of the pulse detonation propulsion subsystem (7); S3. If the three combustion chambers of the elliptical rotor engine subsystem (2) share a single pulse detonation propulsion subsystem (7), when 3f exhaust >f PDE,max At that time, the integrated control system selectively ignores some exhaust pulses, causing the ignition frequency f to be lower. PDE ≤f PDE,max If each combustion chamber (24) corresponds to an independent pulse detonation propulsion subsystem (7), then the ignition frequency f is controlled. PDE with f exhaust synchronous; S4, the integrated control system coordinates the exhaust time of the oval rotor engine subsystem (2) with the negative pressure formation time of the afterburning chamber (71) of the pulse detonation propulsion subsystem (7), so as to realize the approximate air extraction process from the combustion chamber (24) of the oval rotor engine subsystem (2).

10. A computer device, comprising: comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the method of operating the closed cycle power device of the submarine-aircraft cross-border vehicle based on the oval rotor machine and the pulse detonation engine according to any one of claims 7-9.

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