Turbine-based combined cycle engine operation method and turbine-based combined cycle engine

Abstract

The invention relates to the technical field of engines, and discloses a turbine-based combined cycle engine operation method and a turbine-based combined cycle engine, and the turbine-based combined cycle engine operation method comprises the steps that a pulse detonation combustion mode is adopted in a pure turbine mode; a rotary detonation combustion mode is adopted in a pure stamping mode; a pulse detonation combustion mode is adopted in the transition mode, and meanwhile, a rotary detonation combustion mode is adopted. By utilizing the advantages of self-pressurization and high unit thrust of pulse detonation combustion, the high-speed performance is improved, and the working Mach number upper limit of a pure turbine mode is widened; by utilizing the advantages of high combustion speed, high combustion efficiency, simple structure and short length of rotary detonation combustion, the lower limit of the working Mach number of a pure stamping mode is widened. And in the transition mode, the characteristics of a pure turbine mode and a pure stamping mode are achieved at the same time, and enough thrust is provided for the aircraft.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a turbine-based combined cycle engine operating method and a turbine-based combined cycle engine. Background Art

[0002] The turbine-based combined cycle engine is a propulsion system that integrates turbine engine and ramjet engine technologies. Through the dual-mode collaborative mode of "turbine mode + ramjet mode", it brings out the performance advantages of turbine engines and ramjet engines in different Mach number ranges, providing a technical approach to solving the problem that a single type of power cannot meet the requirements of wide speed range, wide airspace and high-efficiency flight.

[0003] However, due to the respective working characteristics of turbine engines and ramjet engines, both turbine engines and ramjet engines find it difficult to provide sufficient thrust for the aircraft during the mode conversion stage, that is, there is a so-called "thrust trap" problem, which has become a technical bottleneck restricting whether this type of engine can be effectively applied in engineering. Summary of the Invention

[0004] In view of this, the present invention provides a method for operating a turbine-based combined cycle engine to solve the problem that the existing turbine-based combined cycle engine operates in a dual-mode collaborative mode of "turbine mode + ramjet mode", and both the turbine engine and the ramjet engine are difficult to provide sufficient thrust for the aircraft during the mode conversion stage.

[0005] In a first aspect, the present invention provides a method for operating a turbine-based combined cycle engine, comprising:

[0006] In pure turbine mode, the pulse detonation combustion mode is adopted to burn in the pulse detonation combustion chamber;

[0007] In pure ramjet mode, the rotating detonation combustion mode is adopted to burn in the rotating detonation combustion chamber;

[0008] In the transition mode, the pulse detonation combustion mode is adopted to burn in the pulse detonation combustion chamber, and at the same time, the rotating detonation combustion mode is adopted to burn in the rotating detonation combustion chamber;

[0009] The turbine-based combined cycle engine operation method sequentially cycles through a pure turbine mode, a transition mode, and a pure ramjet mode;

[0010] In both the pulse detonation combustion mode and the rotating detonation combustion mode, a set fuel is burned in the pulse detonation combustion chamber and the rotating detonation combustion chamber, respectively. Beneficial Effects: This application adopts the above-mentioned technical solution to integrate the pulse detonation combustion mode and the rotating detonation combustion mode into a turbine-based combined cycle engine. In the pure turbine mode, the pulse detonation combustion mode is adopted, taking advantage of the self-pressurization and high specific thrust of pulse detonation combustion to improve the high-speed performance of the turbine-based combined cycle engine and widen the upper limit of the operating Mach number of the pure turbine mode. In the pure ramjet mode, the rotating detonation combustion mode is adopted, taking advantage of the fast combustion speed, high combustion efficiency, simple structure, and short length of rotating detonation combustion to widen the lower limit of the operating Mach number of the pure ramjet mode and improve the propulsion performance of the turbine-based combined cycle engine at high Mach numbers. In the transition mode, it combines the characteristics of the pure turbine mode and the pure ramjet mode to provide sufficient thrust for the aircraft. Compared with isobaric combustion, the double detonation combustion mode adopted in this application has a low entropy increase and can be pressurized. Compared to conventional isobaric combustion-based turbine modes, pure turbine modes employing pulse detonation combustion offer higher thermal efficiency, lower fuel consumption, and greater thrust output. Compared to isobaric combustion, rotating detonation combustion offers faster combustion speeds and higher combustion efficiency. Compared to conventional isobaric combustion-based ramjet modes, pure ramjet modes employing rotating detonation combustion offer greater thrust and a simpler structure.

[0011] Optionally, the specific heat capacity of the set fuel is higher than that of aviation kerosene. Beneficial Effects: This application adopts the above technical solution and uses the set fuel, taking advantage of the set fuel's advantages of high specific heat capacity, good ignition and starting performance, short detonation distance, and high detonation frequency, to further improve the overall performance of the combined turbine-based combined cycle engine.

[0012] Optionally, the set fuel is hydrogen fuel or methane. Beneficial effect: The present application adopts the above technical solution, adopts set fuel, and utilizes the advantages of hydrogen fuel such as high specific heat capacity, good ignition and starting performance, short detonation distance and high detonation frequency, thereby effectively improving the propulsion performance of the pure turbine mode, broadening the working Mach number of the pure turbine mode, specifically expanding the working Mach number of the pure turbine mode; for the rotating detonation mode, compared with conventional aviation kerosene fuel, the detonation energy of hydrogen fuel is small, and the structural length of the rotating detonation combustion chamber is short and simpler, thereby effectively improving the propulsion performance of the pure ramjet mode; further improving the comprehensive performance of the combined turbine-based combined cycle engine. Hydrogen fuel has a higher specific heat capacity, which is beneficial to the thermal protection of the turbine-based combined cycle engine. The use of hydrogen fuel pre-cooling can improve the comprehensive performance of the turbine-based combined cycle engine. Compared with conventional aviation kerosene, the use of hydrogen fuel to organize pulse detonation combustion also has great benefits.

[0013] In a second aspect, the present invention further provides a turbine-based combined cycle engine, and a method for operating the turbine-based combined cycle engine includes:

[0014] Pulse detonation combustion chamber;

[0015] Rotating detonation combustion chamber;

[0016] A fuel storage unit adapted to store a set fuel; the fuel storage unit is in communication with the pulse detonation combustion chamber via a first fuel supply passage; the fuel storage unit is in communication with the rotating detonation combustion chamber via a second fuel supply passage;

[0017] An air intake cone, the outer periphery of which is suitable for introducing air;

[0018] a first flow regulating mechanism, adapted to regulate the flow of air introduced from the periphery of the intake cone;

[0019] an inner duct, connected to the first flow regulating mechanism through an adjustable inlet guide vane;

[0020] a compressor, connected to the inner duct and the pulse detonation combustion chamber;

[0021] a turbine connected to the compressor;

[0022] The outer duct is connected to the first flow regulating mechanism through the second flow regulating mechanism, and the outer duct is connected to the rotating detonation combustion chamber.

[0023] Optionally, in pure turbine mode, the first flow regulating mechanism is in a fully open state or a partially open state; the second flow regulating mechanism is in a closed state; and the adjustable inlet guide vane is in a fully open state;

[0024] In pure ramjet mode, the first flow regulating mechanism is in a closed state or a partially open state; the second flow regulating mechanism is in a fully open state; and the adjustable inlet guide vane is in a closed state;

[0025] In the transition mode, the first flow regulating mechanism, the second flow regulating mechanism and the adjustable inlet guide vane are all in a partially open state.

[0026] Optionally, it also includes:

[0027] An exhaust cone is provided on one side of the turbine along the direction in which the combusted gas is discharged;

[0028] The tail nozzle is arranged on one side of the exhaust direction of the combustion gas after combustion of the pulse detonation combustion chamber and the rotating detonation combustion chamber, and the tail nozzle is suitable for generating thrust when the combustion gas flows through.

[0029] Optionally, it also includes:

[0030] The heat exchanger is arranged at the inlet of the turbine-based combined cycle engine, the tail nozzle, the wall of the pulse detonation combustion chamber or the wall of the rotating detonation combustion chamber.

[0031] Optionally, it also includes:

[0032] The outer casing and the intake cone form an intake flow passage.

[0033] Optionally, when the heat exchanger is positioned at the inlet of the turbine-based combined-cycle engine, one end of the heat exchanger communicates with the fuel storage unit via a first output channel; the other end of the heat exchanger communicates with both the first fuel supply channel and the second fuel supply channel via a second output channel; and the set fuel exchanges heat with the wall of the outer casing through the heat exchanger. Beneficial Effect: This application utilizes the above-described technical solution to fully utilize the specific heat capacity of the set fuel to improve thermal efficiency and overall performance.

[0034] Optionally, the cross-section of the pulse detonation combustion chamber is fan-shaped or circular; the rotating detonation combustion chamber adopts a single-ring form or a multi-ring form. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 A schematic diagram of a turbine-based combined cycle engine in a transition mode provided in an embodiment of the present invention;

[0037] Figure 2 A schematic diagram of a flow path of a set fuel for a turbine-based combined cycle engine provided in an embodiment of the present invention;

[0038] Figure 3 A schematic diagram of a turbine-based combined cycle engine in pure turbine mode provided in an embodiment of the present invention;

[0039] Figure 4 This is a schematic diagram of a turbine-based combined cycle engine in pure ramjet mode provided in an embodiment of the present invention.

[0040] Description of reference numerals:

[0041] 1. Pulse detonation combustion chamber; 2. Rotating detonation combustion chamber; 3. Fuel storage unit; 4. First fuel supply channel; 5. Second fuel supply channel; 6. Inlet cone; 7. First flow regulating mechanism; 8. Inner duct; 9. Adjustable inlet guide vane; 10. Compressor; 11. Turbine; 12. Outer duct; 13. Second flow regulating mechanism; 14. Exhaust cone; 15. Tail nozzle; 16. Heat exchanger; 17. Outer casing; 18. First output channel; 19. Second output channel. DETAILED DESCRIPTION

[0042] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0043] Existing turbine-based combined cycle engine designs can be roughly divided into two categories based on the combustion methods used in the turbine and ramjet modes of their combustion chambers. The first category employs isobaric combustion, meaning conventional isobaric combustion is used in both the turbine and ramjet modes. The second category generally employs isobaric combustion in the turbine mode and detonation combustion in the ramjet mode. The first category of turbine-based combined cycle engine designs, based on isobaric combustion, faces significant challenges due to material temperature resistance and cycle characteristics, making it difficult to significantly improve the performance of turbine-based combined cycle engines. This makes it difficult to effectively overcome the thrust trap problem inherent in turbine-based combined cycle engines. The second category of turbine-based combined cycle engine designs generally employs detonation combustion only in the ramjet mode. While detonation combustion can improve propulsion performance in this operating mode, it limits the high-speed performance of turbine-based combined cycle engines in the turbine mode. Rotating detonation combustion is used in the ramjet mode, but the ignition and starting of a liquid-fueled rotating detonation combustor requires significant energy, posing significant challenges for ignition and starting in the ramjet mode.

[0044] Current turbine-based combined cycle engines generally use liquid aviation kerosene as fuel. Aviation kerosene, especially when used for high-Mach flight, suffers from relatively low calorific value and energy density. The low specific heat capacity of aviation kerosene leads to insufficient active cooling capacity, easy carbon accumulation and coking, which clogs pipelines, affecting combustion efficiency and causing long ignition delays, incomplete combustion, and even flameout. When using the detonation combustion mode, aviation kerosene also has problems such as high ignition energy requirements, long detonation distance, and low detonation frequency. For the above reasons, the present application proposes a turbine-based combined cycle engine operation method and a turbine-based combined cycle engine.

[0045] like Figures 1 to 4 A specific embodiment of the turbine-based combined cycle engine operation method shown includes:

[0046] In pure turbine mode, the pulse detonation combustion mode is adopted to carry out combustion in the pulse detonation combustion chamber 1 .

[0047] In the pure ramjet mode, combustion is carried out in the rotating detonation combustion chamber 2 using the rotating detonation combustion mode.

[0048] In the transition mode, the pulse detonation combustion mode is adopted to burn in the pulse detonation combustion chamber 1, and at the same time, the rotating detonation combustion mode is adopted to burn in the rotating detonation combustion chamber 2.

[0049] The turbine-based combined cycle engine operation method sequentially cycles through a pure turbine mode, a transition mode, and a pure ramjet mode;

[0050] In both pulse detonation combustion mode and rotating detonation combustion mode, a set fuel is burned in the pulse detonation combustion chamber 1 and rotating detonation combustion chamber 2, respectively. The turbine-based combined cycle engine operation method described in this application belongs to the dual detonation combustion mode, integrating the pulse detonation combustion mode and the rotating detonation combustion mode, and can be applied to application scenarios such as high-speed aircraft and aerospace vehicles.

[0051] Furthermore, the specific heat capacity of the set fuel is higher than that of aviation kerosene.

[0052] Specifically, the set fuel is hydrogen fuel or methane, etc. Of course, there is no limitation on the specific form of the set fuel, as long as the specific heat capacity is high and the explosiveness is good.

[0053] like Figures 1 to 4 As shown, the present application also provides a turbine-based combined cycle engine, which uses the turbine-based combined cycle engine operation method, including: a pulse detonation combustion chamber 1, a rotating detonation combustion chamber 2, a fuel storage unit 3, an intake cone 6, a first flow regulating mechanism 7, an inner duct 8, a compressor 10, a turbine 11 and an outer duct 12.

[0054] like Figure 1 and Figure 2As shown, the fuel storage unit 3 is suitable for storing set fuel; the fuel storage unit 3 is connected to the pulse detonation combustion chamber 1 through the first fuel supply channel 4; the fuel storage unit 3 is connected to the rotating detonation combustion chamber 2 through the second fuel supply channel 5. The periphery of the intake cone 6 is suitable for introducing air. The first flow regulating mechanism 7 is suitable for regulating the flow rate of air introduced from the periphery of the intake cone 6. The inner duct 8 is connected to the first flow regulating mechanism 7 through the adjustable inlet guide vane 9. The compressor 10 is connected to both the inner duct 8 and the pulse detonation combustion chamber 1. The turbine 11 is connected to the compressor 10. The outer duct 12 is connected to the first flow regulating mechanism 7 through the second flow regulating mechanism 13, and the outer duct 12 is connected to the rotating detonation combustion chamber 2.

[0055] The first flow regulating mechanism 7 adjusts the intake air volume of the turbine-based combined cycle engine according to the required flow rate for the corresponding operating conditions. The second flow regulating mechanism 13 adjusts the intake air flow rate of the outer duct 12 according to the corresponding operating conditions. The adjustable inlet guide vanes 9 adjust the intake air flow rate of the inner duct 8 according to the corresponding operating conditions. The intake air generally refers to air.

[0056] like Figure 3 As shown, in the pure turbine mode, the first flow regulating mechanism 7 is in a fully open state or a partially open state; the second flow regulating mechanism 13 is in a closed state; and the adjustable inlet guide vanes 9 are in a fully open state.

[0057] like Figure 4 As shown, in the pure ramming mode, the first flow regulating mechanism 7 is in a closed state or a partially open state; the second flow regulating mechanism 13 is in a fully open state; and the adjustable inlet guide vane 9 is in a closed state.

[0058] like Figure 1 As shown, in the transition mode, the first flow regulating mechanism 7, the second flow regulating mechanism 13 and the adjustable inlet guide vane 9 are all in a partially open state.

[0059] The turbine-based combined cycle engine described herein further includes an exhaust cone 14 and a tail nozzle 15. The exhaust cone 14 is disposed on one side of the turbine 11 along the direction in which the combusted gas is discharged. The tail nozzle 15 is disposed on the side in which the combusted gas is discharged from the pulse detonation combustor 1 and the rotating detonation combustor 2. The tail nozzle 15 is adapted to generate thrust when the combusted gas flows through it.

[0060] The airflow in the inner duct 8 flows through the compressor 10, the pulse detonation combustion chamber 1 and the turbine 11 in sequence; the airflow in the outer duct 12 flows into the rotating detonation combustion chamber 2, and the airflow in the inner duct 8 and the outer duct 12 is finally discharged through the tail nozzle 15.

[0061] like Figure 1As shown, the turbine-based combined cycle engine described in the present application further includes a heat exchanger 16, which is disposed at the inlet of the turbine-based combined cycle engine, the tail nozzle 15, the wall of the pulse detonation combustion chamber 1, or the wall of the rotating detonation combustion chamber 2. Of course, the specific location and form of the heat exchanger 16 are not limited. As a preferred solution, it can be disposed at a location with a large heat load, such as the tail nozzle 15, the wall of the pulse detonation combustion chamber 1, or the wall of the rotating detonation combustion chamber 2.

[0062] like Figure 1 As shown, the turbine-based combined cycle engine of the present application further includes an outer casing 17. The outer casing 17 and the intake cone 6 form an intake flow passage.

[0063] Specifically, when the heat exchanger 16 is arranged at the inlet of the turbine-based combined cycle engine, one end of the heat exchanger 16 is connected to the fuel storage unit 3 through the first output channel 18; the other end of the heat exchanger 16 is connected to the first fuel supply channel 4 and the second fuel supply channel 5 through the second output channel 19; the set fuel exchanges heat with the wall of the outer casing 17 through the heat exchanger 16.

[0064] Specifically, the cross-section of the pulse detonation combustion chamber 1 is fan-shaped or circular, etc.; the rotating detonation combustion chamber 2 adopts a single-ring form or a multi-ring form. Of course, the specific configurations of the pulse detonation combustion chamber 1 and the rotating detonation combustion chamber 2 are not limited, and the number of tubes in the pulse detonation combustion chamber 1 is not limited.

[0065] like Figures 1 to 4 As shown, the working principle of the turbine-based combined cycle engine described in the present application is briefly described as follows: When the set fuel is hydrogen fuel, and it is liquid hydrogen fuel; the liquid hydrogen fuel enters the heat exchanger 16 from the fuel storage unit 3 through the first output channel 18, and the liquid hydrogen fuel exchanges heat with the fixed wall of the outer casing 17 through the heat exchanger 16, and then enters the first fuel supply channel 4 or the second fuel supply channel 5 through the second output channel 19, and enters the combustion chamber to participate in combustion. Among them, the liquid hydrogen fuel flowing through the first fuel supply channel 4 enters the pulse detonation combustion chamber 1 to participate in combustion, and the liquid hydrogen fuel flowing through the second fuel supply channel 5 enters the rotating detonation combustion chamber 2 to participate in combustion. The flow path of the liquid hydrogen fuel is shown as follows Figure 2As shown. External air enters the turbine-based combined cycle engine through the periphery of the inlet cone 6, and the air flow entering the turbine-based combined cycle engine is regulated by controlling the opening of the first flow regulating mechanism 7. The main body of the turbine-based combined cycle engine is divided into two parts: the inner duct 8 and the outer duct 12. The air in the inner duct 8 passes through the compressor 10 and the turbine 11 in turn, and enters the pulse detonation combustion chamber 1 to organize pulse detonation combustion. The air in the outer duct 12 enters the rotating detonation combustion chamber 2 to organize rotating detonation combustion. The air flow in the inner duct 8 is regulated by the adjustable inlet guide vane 9. The air flow in the outer duct 12 is regulated by the second flow regulating mechanism 13. In pure turbine mode, as shown Figure 3 As shown, the first flow regulating mechanism 7 is in the fully open state; the second flow regulating mechanism 13 is in the closed state, and all the air enters the inner channel 8. After the air enters the inner channel 8 and is pressurized by the compressor 10, it enters the pulse detonation combustion chamber 1 and completes the pulse detonation combustion with the liquid hydrogen fuel entering the pulse detonation combustion chamber 1. The high-temperature and high-pressure gas generated by the pulse detonation combustion enters the turbine 11 to expand and drive the turbine 11 to do work, thereby driving the compressor 10 to operate. After the gas flows through the turbine 11, it enters the tail nozzle 15 and is finally discharged from the turbine-based combined cycle engine to generate thrust. In the pure ramjet mode, as shown in FIG. Figure 4 As shown, the first flow regulating mechanism 7 is in the closed state, the adjustable inlet guide vane 9 is in the closed state, and the second flow regulating mechanism 13 is in the fully open state. After the air is decelerated and pressurized through the intake flow passage formed by the intake cone 6 and the outer casing 17, it all enters the outer duct 12. The air entering the outer duct 12 then completes the rotating detonation combustion in the rotating detonation combustion chamber 2 with the liquid hydrogen fuel entering the rotating detonation combustion chamber 2. The high-temperature and high-pressure gas generated in the rotating detonation combustion chamber 2 flows into the tail nozzle 15 and generates thrust. In the transition mode, as shown in FIG. Figure 1 As shown, the first flow regulating mechanism 7, the second flow regulating mechanism 13, and the adjustable inlet guide vanes 9 are all partially open. Part of the air passes through the inner duct 8 to achieve the aforementioned pulse detonation combustion, while the other part passes through the outer duct 12 to achieve the aforementioned rotating detonation combustion. The gases produced in the two ducts are mixed and discharged from the tail nozzle 15, jointly generating thrust.

[0066] Although the embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A method for operating a turbine-based combined cycle engine, characterized in that: include: In pure turbine mode, the pulse detonation combustion mode is adopted to burn in the pulse detonation combustion chamber (1); In a pure ramjet mode, combustion is carried out in a rotating detonation combustion chamber (2) using a rotating detonation combustion mode; In the transition mode, the pulse detonation combustion mode is adopted to burn in the pulse detonation combustion chamber (1), and at the same time, the rotating detonation combustion mode is adopted to burn in the rotating detonation combustion chamber (2); The turbine-based combined cycle engine operation method sequentially cycles through a pure turbine mode, a transition mode, and a pure ramjet mode; In both the pulse detonation combustion mode and the rotating detonation combustion mode, a set fuel is used to burn in the pulse detonation combustion chamber (1) and the rotating detonation combustion chamber (2) respectively.

2. The method for operating a turbine-based combined cycle engine according to claim 1, wherein: The specific heat capacity of the set fuel is higher than the specific heat capacity of aviation kerosene.

3. The method for operating a turbine-based combined cycle engine according to claim 2, wherein: The set fuel is hydrogen fuel or methane.

4. A turbine-based combined cycle engine, using the turbine-based combined cycle engine operating method according to any one of claims 1 to 3, characterized in that: include: Pulse detonation combustion chamber (1); Rotating detonation combustion chamber (2); A fuel storage unit (3) adapted to store a set fuel; The fuel storage unit (3) is in communication with the pulse detonation combustion chamber (1) via a first fuel supply passage (4); the fuel storage unit (3) is in communication with the rotating detonation combustion chamber (2) via a second fuel supply passage (5); An air inlet cone (6), the outer periphery of which is suitable for introducing air; a first flow regulating mechanism (7) adapted to regulate the flow of air introduced from the periphery of the air inlet cone (6); An inner channel (8) is connected to the first flow regulating mechanism (7) through an adjustable inlet guide vane (9); A compressor (10) is connected to the inner channel (8) and the pulse detonation combustion chamber (1); a turbine (11), connected to the compressor (10); The outer duct (12) is connected to the first flow regulating mechanism (7) through a second flow regulating mechanism (13), and the outer duct (12) is connected to the rotating detonation combustion chamber (2).

5. The turbine-based combined cycle engine according to claim 4, characterized in that: In pure turbine mode, the first flow regulating mechanism (7) is in a fully open state or a partially open state; the second flow regulating mechanism (13) is in a closed state; and the adjustable inlet guide vane (9) is in a fully open state; In the pure ramming mode, the first flow regulating mechanism (7) is in a closed state or a partially open state; the second flow regulating mechanism (13) is in a fully open state; and the adjustable inlet guide vane (9) is in a closed state. In the transition mode, the first flow regulating mechanism (7), the second flow regulating mechanism (13) and the adjustable inlet guide vane (9) are all in a partially open state.

6. The turbine-based combined cycle engine according to claim 4 or 5, characterized in that: Also includes: an exhaust cone (14) provided on one side of the turbine (11) along a direction in which the combusted gas is discharged; The tail nozzle (15) is arranged on one side of the pulse detonation combustion chamber (1) and the rotary detonation combustion chamber (2) in the direction of exhausting the combusted gas. The tail nozzle (15) is suitable for generating thrust when the combusted gas flows through.

7. The turbine-based combined cycle engine according to claim 6, characterized in that: Also includes: A heat exchanger (16) is arranged at the inlet of the turbine-based combined cycle engine, the tail nozzle (15), the wall of the pulse detonation combustion chamber (1), or the wall of the rotating detonation combustion chamber (2).

8. The turbine-based combined cycle engine according to claim 7, characterized in that: Also includes: The outer casing (17) and the intake cone (6) form an intake flow channel.

9. The turbine-based combined cycle engine according to claim 8, characterized in that: When the heat exchanger (16) is arranged at the inlet of the turbine-based combined cycle engine, one end of the heat exchanger (16) is connected to the fuel storage unit (3) through a first output channel (18); the other end of the heat exchanger (16) is connected to both the first fuel supply channel (4) and the second fuel supply channel (5) through a second output channel (19); and the set fuel is heat-exchanged with the wall surface of the outer casing (17) through the heat exchanger (16).

10. The turbine-based combined cycle engine according to claim 4 or 5, characterized in that: The cross section of the pulse detonation combustion chamber (1) is fan-shaped or circular; the rotating detonation combustion chamber (2) adopts a single-ring form or a multi-ring form.

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