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

Abstract

The application relates to the technical field of engines and discloses a turbine-based combined cycle engine operation method and a turbine-based combined cycle engine. The turbine-based combined cycle engine operation method comprises the following steps: adopting a pulse detonation combustion mode in a pure turbine mode; adopting a rotating detonation combustion mode in a pure ram mode; and adopting the pulse detonation combustion mode and the rotating detonation combustion mode simultaneously in a transition mode. The application utilizes the advantages of the pulse detonation combustion, such as self-pressurization and high unit thrust, to improve high-speed performance and widen the upper limit of the working Mach number of the pure turbine mode; the advantages of the rotating detonation combustion, such as fast combustion speed, high combustion efficiency, simple structure and short length, are utilized to widen the lower limit of the working Mach number of the pure ram mode. In the transition mode, the turbine-based combined cycle engine simultaneously has the characteristics of the pure turbine mode and the pure ram mode, so that sufficient thrust can be provided for an aircraft.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and specifically to a turbine-based combined cycle engine operation method and a turbine-based combined cycle engine. Background Technology

[0002] The turbine-based combined cycle engine is a propulsion system that integrates turbine engine and ramjet engine technologies. Through a dual-mode synergistic approach of "turbine mode + ramjet mode", it leverages the performance advantages of turbine engines and ramjet engines in different Mach number ranges, providing a technical solution to 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 different operating characteristics of turbine engines and ramjet engines, both turbine engines and ramjet engines have difficulty providing sufficient thrust to aircraft during the mode transition phase, which is known as the "thrust trap" problem. This problem has become a technical bottleneck restricting the effective engineering application of this type of engine. 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 existing turbine-based combined cycle engines operate in a dual-mode cooperative mode of "turbine mode + ramjet mode", in which both the turbine engine and the ramjet engine are unable to provide sufficient thrust to the aircraft during the mode transition phase.

[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, combustion is carried out in the pulse detonation combustion chamber using pulse detonation combustion mode;

[0007] In the pure stamping mode, combustion is carried out in the rotary detonation combustion chamber using the rotary detonation combustion mode;

[0008] In the transition mode, the pulse detonation combustion mode is used for combustion in the pulse detonation combustion chamber, and at the same time, the rotary detonation combustion mode is used for combustion in the rotary detonation combustion chamber.

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

[0010] In both pulse detonation combustion mode and rotating detonation combustion mode, predetermined fuels are burned in the pulse detonation combustion chamber and the rotating detonation combustion chamber, respectively. Beneficial effects: This application integrates pulse detonation combustion mode and rotating detonation combustion mode into a turbine-based combined cycle engine using the above technical solution. In pure turbine mode, the pulse detonation combustion mode utilizes the advantages of self-pressurization and high specific thrust of pulse detonation combustion to improve the high-speed performance of the turbine-based combined cycle engine and broaden the upper limit of the operating Mach number in pure turbine mode. In pure ramjet mode, the rotating detonation combustion mode utilizes the advantages of fast combustion speed, high combustion efficiency, simple structure, and short length of rotating detonation combustion to broaden the lower limit of the operating Mach number in pure ramjet mode, while simultaneously improving the propulsion performance of the turbine-based combined cycle engine at high Mach numbers. In the transition mode, it simultaneously possesses the characteristics of both pure turbine mode and pure ramjet mode, providing sufficient thrust for the aircraft. Compared with isobaric combustion, the dual-detonation combustion mode adopted in this application has lower entropy increase and can pressurize using pulse detonation combustion. Compared to conventional turbine modes based on isobaric combustion, pure turbine modes employing pulse detonation combustion exhibit higher thermal efficiency, lower fuel consumption, and stronger thrust output. Compared to isobaric combustion, rotating detonation combustion mode offers faster combustion speed and higher combustion efficiency. Furthermore, compared to conventional ramjet modes based on isobaric combustion, pure ramjet modes using rotating detonation combustion deliver greater thrust and have 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, using a set fuel. Taking advantage of the set fuel's high specific heat capacity, good ignition and starting performance, short detonation distance, and high detonation frequency, the overall performance of the combined turbine-based combined cycle engine is further improved.

[0012] Optionally, the designated fuel is hydrogen fuel or methane. Beneficial effects: This application adopts the above technical solution, using a designated fuel. Hydrogen fuel has advantages 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 and broadening the operating Mach number of the pure turbine mode, specifically increasing the operating Mach number of the pure turbine mode. For the rotating detonation mode, compared with conventional aviation kerosene, hydrogen fuel has lower detonation energy, and the rotating detonation combustion chamber has a shorter and simpler structure, thus effectively improving the propulsion performance of the pure ramjet mode; further enhancing the overall performance of the combined turbine-based combined cycle engine. Hydrogen fuel has a higher specific heat capacity, which is beneficial for the thermal protection of the turbine-based combined cycle engine. Using hydrogen fuel for pre-cooling can improve the overall performance of the turbine-based combined cycle engine. Compared with conventional aviation kerosene, using hydrogen fuel to organize pulse detonation combustion also has significant benefits.

[0013] Secondly, the present invention also provides a turbine-based combined cycle engine, wherein the operating method of the turbine-based combined cycle engine includes:

[0014] Pulse detonation combustion chamber;

[0015] Rotating detonation combustion chamber;

[0016] A fuel storage unit is adapted to store a set amount of fuel; the fuel storage unit is connected to the pulse detonation combustion chamber via a first fuel supply channel; the fuel storage unit is connected to the rotary detonation combustion chamber via a second fuel supply channel.

[0017] The intake cone has an outer periphery suitable for drawing in air.

[0018] The first flow regulation mechanism is suitable for regulating the flow rate of air introduced from the periphery of the intake cone;

[0019] The inner channel is connected to the first flow regulation mechanism via an adjustable inlet guide vane;

[0020] The compressor is connected to both the inner duct and the pulse detonation combustion chamber;

[0021] The turbine is connected to the compressor;

[0022] The outer bypass duct is connected to the first flow regulating mechanism via the second flow regulating mechanism, and the outer bypass 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 or 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 stamping mode, the first flow regulating mechanism is in the closed or partially open state; the second flow regulating mechanism is in the fully open state; and the adjustable inlet guide vane is in the 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 disposed on one side of the turbine along the direction of exhaust of the combusted gas;

[0028] The tail nozzle is located on the side of the combustion gas discharge direction of the pulse detonation combustion chamber and the rotary detonation combustion chamber. The tail nozzle is adapted to generate thrust when the combustion gas flows through it.

[0029] Optionally, it also includes:

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

[0031] Optionally, it also includes:

[0032] The outer casing, together with the intake cone, forms an intake airflow channel.

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

[0034] Optionally, the pulse detonation combustion chamber has a fan-shaped or circular cross-section; the rotating detonation combustion chamber adopts a single-ring or multi-ring form. Attached Figure Description

[0035] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

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

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

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

[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] Explanation of reference numerals in the attached figures:

[0041] 1. Pulse detonation combustor; 2. Rotary detonation combustor; 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 bypass 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 Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0043] Based on the combustion methods employed in the turbine mode and ramjet mode combustors of turbine-based combined cycle engines, existing turbine-based combined cycle engine designs can be broadly categorized into two types. The first type employs isobaric combustion, meaning both turbine and ramjet modes utilize conventional isobaric combustion. The second type typically uses isobaric combustion in the turbine mode and detonation combustion in the ramjet mode. The first type of turbine-based combined cycle engine design, based on isobaric combustion, faces significant limitations in performance due to material temperature resistance and cycle characteristics, making it difficult to effectively overcome the thrust trap problem inherent in turbine-based combined cycle engines. The second type of turbine-based combined cycle engine design generally uses detonation combustion only in the ramjet mode. While detonation combustion can broaden the propulsion performance of this operating mode, the high-speed performance of the turbine-based combined cycle engine is limited in the turbine mode. The use of rotary detonation combustion in the ramjet mode presents a significant challenge due to the high energy required for ignition and starting of a liquid-fuel-based rotary detonation combustor.

[0044] Current turbine-based combined cycle engines generally use liquid aviation kerosene as fuel. However, aviation kerosene, especially when used in high-Mach flight, suffers from relatively low calorific value and energy density. Its low specific heat capacity leads to insufficient active cooling, easy carbon buildup and coking, clogging of pipelines, reduced combustion efficiency, longer ignition delay time, incomplete combustion, and even flameout. When using detonation combustion mode, aviation kerosene also presents challenges such as high ignition energy requirements, long detonation distance, and low detonation frequency. For these reasons, this application proposes a turbine-based combined cycle engine operating method and a turbine-based combined cycle engine.

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

[0046] In pure turbine mode, combustion is carried out in pulse detonation combustion chamber 1 using pulse detonation combustion mode.

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

[0048] In the transition mode, combustion is carried out in the pulse detonation combustion chamber 1 using the pulse detonation combustion mode, while combustion is carried out in the rotary detonation combustion chamber 2 using the rotary detonation combustion mode.

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

[0050] In both pulse detonation combustion mode and rotating detonation combustion mode, a set fuel is used for combustion in the pulse detonation combustion chamber 1 and the rotating detonation combustion chamber 2, respectively. The turbine-based combined cycle engine operation method described in this application belongs to a dual-detonation combustion mode, integrating pulse detonation combustion mode and 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 designated fuel is hydrogen fuel or methane, etc. Of course, there are no restrictions on the specific form of the designated fuel, as long as it has a high specific heat capacity and good explosiveness.

[0053] like Figures 1 to 4 As shown, this application also provides a turbine-based combined cycle engine, and the turbine-based combined cycle engine operation method described above includes: a pulse detonation combustion chamber 1, a rotary 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 bypass duct 12.

[0054] like Figure 1 and Figure 2As shown, the fuel storage unit 3 is adapted to store a set amount of 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 rotary detonation combustion chamber 2 through the second fuel supply channel 5. The periphery of the intake cone 6 is adapted to introduce air. The first flow regulating mechanism 7 is adapted to regulate 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 bypass duct 12 is connected to the first flow regulating mechanism 7 through the second flow regulating mechanism 13, and the outer bypass duct 12 is also connected to the rotary 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 under corresponding operating conditions. The second flow regulating mechanism 13 adjusts the intake air flow rate of the outer bypass duct 12 according to corresponding operating conditions. The adjustable inlet guide vane 9 adjusts the intake air flow rate of the inner duct 8 according to corresponding operating conditions. The intake air generally refers to air.

[0056] like Figure 3 As shown, in pure turbine mode, the first flow regulating mechanism 7 is in a fully open or 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.

[0057] like Figure 4 As shown, in pure stamping 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 in this application further includes an exhaust cone 14 and a tailpipe 15. The exhaust cone 14 is disposed on one side of the turbine 11 along the direction of exhaust of the combusted gas. The tailpipe 15 is disposed on one side of the pulse detonation combustion chamber 1 and the rotary detonation combustion chamber 2 along the direction of exhaust of the combusted gas, and the tailpipe 15 is adapted to generate thrust when the combusted gas flows through it.

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

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

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

[0063] Specifically, when the heat exchanger 16 is installed 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 both 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 rotary detonation combustion chamber 2 adopts a single-ring or multi-ring form. Of course, the specific configuration of the pulse detonation combustion chamber 1 and the rotary detonation combustion chamber 2 is 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 this 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. After heat exchange with the fixed wall of the outer casing 17 through the heat exchanger 16, the liquid hydrogen fuel 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 rotary detonation combustion chamber 2 to participate in combustion. The flow path of liquid hydrogen fuel is shown in the figure. Figure 2As shown. External air enters the turbine-based combined cycle engine through the periphery of the intake cone 6. The airflow into the turbine-based combined cycle engine is regulated by controlling the opening of the first flow regulation mechanism 7. The turbine-based combined cycle engine body is divided into two parts: the inner duct 8 and the outer bypass duct 12. The air in the inner duct 8 passes sequentially through the compressor 10 and the turbine 11 before entering the pulse detonation combustion chamber 1 to organize pulse detonation combustion. The air in the outer bypass duct 12 enters the rotating detonation combustion chamber 2 to organize rotating detonation combustion. The airflow in the inner duct 8 is regulated by the adjustable inlet guide vanes 9. The airflow in the outer bypass duct 12 is regulated by the second flow regulation mechanism 13. In pure turbine mode, as... Figure 3 As shown, the first flow regulating mechanism 7 is fully open; the second flow regulating mechanism 13 is closed, and all air enters the inner duct 8. The air entering the inner duct 8 is pressurized by the compressor 10 and then enters the pulse detonation combustion chamber 1, where it undergoes pulse detonation combustion with the liquid hydrogen fuel entering the chamber. The high-temperature, high-pressure gas generated by the pulse detonation combustion enters the turbine 11, expands, and drives the turbine 11 to perform work, thereby driving the compressor 10. After flowing through the turbine 11, the gas enters the exhaust nozzle 15 and is finally discharged from the turbine-based combined cycle engine, generating thrust. In pure ramjet mode, as... 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 air passage formed by the intake cone 6 and the outer casing 17, it all enters the outer bypass duct 12. The air entering the outer bypass duct 12 then completes rotary detonation combustion with the liquid hydrogen fuel that entered the rotary detonation combustion chamber 2. The high-temperature and high-pressure gas generated in the rotary detonation combustion chamber 2 flows into the tail nozzle 15 and generates thrust. In the transition mode, as Figure 1 As shown, 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. A portion of the air completes the pulse detonation combustion through the inner duct 8, and another portion of the air completes the rotational detonation combustion through the outer duct 12. The combustion gases generated by the two ducts are mixed and discharged through the tailpipe 15, jointly generating thrust.

[0066] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A turbine-based combined cycle engine, and an application method for operating a turbine-based combined cycle engine, characterized in that, include: Pulse detonation combustion chamber (1); Rotating detonation combustion chamber (2); A fuel storage unit (3) is adapted to store a set amount of fuel; the fuel storage unit (3) is connected to the pulse detonation combustion chamber (1) through a first fuel supply channel (4); the fuel storage unit (3) is connected to the rotary detonation combustion chamber (2) through a second fuel supply channel (5); The intake cone (6) has an outer periphery suitable for introducing air; The first flow regulating mechanism (7) is adapted to regulate the flow rate of air introduced from the periphery of the intake cone (6); The inner channel (8) is connected to the first flow regulating mechanism (7) through the adjustable inlet guide vane (9); The compressor (10) is connected to the inner duct (8) and the pulse detonation combustion chamber (1); The turbine (11) is connected to the compressor (10); The outer bypass duct (12) is connected to the first flow regulating mechanism (7) through the second flow regulating mechanism (13), and the outer bypass duct (12) is connected to the rotating detonation combustion chamber (2); The turbine-based combined cycle engine operation method includes: In pure turbine mode, combustion is carried out in pulse detonation combustion chamber (1) using pulse detonation combustion mode; In the pure stamping mode, the rotary detonation combustion mode is adopted to burn in the rotary detonation combustion chamber (2); In the transition mode, the pulse detonation combustion mode is used to burn in the pulse detonation combustion chamber (1), and at the same time, the rotational detonation combustion mode is used to burn in the rotational detonation combustion chamber (2); The turbine-based combined cycle engine operation method operates in a cycle of pure turbine mode, transition mode and pure ramjet mode in sequence; In both pulse detonation combustion mode and rotary detonation combustion mode, the set fuel is burned in the pulse detonation combustion chamber (1) and the rotary detonation combustion chamber (2) respectively; The specific heat capacity of the fuel is higher than that of aviation kerosene. The designated fuel is either hydrogen fuel or methane; In pure turbine mode, the first flow regulating mechanism (7) is in a fully open or 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 pure stamping 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.

2. The turbine-based combined cycle engine according to claim 1, characterized in that, Also includes: An exhaust cone (14) is disposed on one side of the turbine (11) along the direction of exhaust of the combusted gas; The tail nozzle (15) is located on the side of the combustion gas discharge direction of the pulse detonation combustion chamber (1) and the rotary detonation combustion chamber (2), and the tail nozzle (15) is adapted to generate thrust when the combustion gas flows through it.

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

4. The turbine-based combined cycle engine according to claim 3, characterized in that, Also includes: The outer casing (17) and the intake cone (6) form an intake air passage.

5. The turbine-based combined cycle engine according to claim 4, characterized in that, When the heat exchanger (16) is installed 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).

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

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