Xi Yazhou got a hold of his friend working in hypersonic field again to discuss the recent tests.
He says yes, even among people working in combined cycle engines who love to boast about every little achievement this test is considered extraordinary. Imagine how hard it is to get a scramjet working, then realize a working scramjet is only a very tiny part of this test.
According to TSTO, everybody is focusing a bit too much on the fact that this engine can transition seamlessly between four different modes. Indeed that is groundbreaking, but the jargon is disguising another never seen before breakthrough:
He says this part here,
adjustable thermal throat is a decisive technological breakthrough and a key feature that allows this engine to function both as a ramjet and a scramjet. When the engine is working in scramjet or scramjet/rocket mode the air flow through the engine is supersonic the whole way through, in which case the engine can be thought of a just a simple straight tube. However during ramjet/rocket mode there is a problem: some part through the engine the flow is subsonic, and after the combustion chamber there is a need to convert this very hot but subsonic exhaust into cooler supersonic exhaust. This is normally done via a
, the hourglass shaped looking thing you see at the bottom of rocket engines. In pure ramjet engine this is easy because you can just shape the engine into that shape and do it mechanically, however doing this in a combine cycle engine would case huge problems because in a combine cycle engine the nozzle will cause choked flow once the engine transition to scramjet mode.
An adjustable thermal throat gets around this problem by using small rocket engines on the inside of the combine cycle engine. The hot rocket exhaust is directed by the geometry of the engine so that the rocket exhaust itself forms an adjustable de Laval nozzle. This is what the "ramjet/rocket" mode actually means. When operating in this mode the rockets contribute very little thrust to the overall RBCC engine, rather they are mostly working as the nozzle for the ramjet.
TSTO also says RBCC engines designed this way, because they lack a physical de Laval nozzle can't actually work in a pure ramjet mode and the rocket will always have to be on to some capacity until scramjet kicks in. So although news report say there's a ramjet mode most likely what they mean is an
where the rocket engines are firing and they serve mostly to heat and compress intake air which greatly improve the rocket's specific impulse and allows engine to produce thrust down to zero air speed unlike a normal ramjet.
During scramjet/rocket mode, mostly likely what's happening is the rocket is running in an oxidizer rich cycle which then produces rocket exhaust with a lot of oxidizer still left, this enriches the incoming air and allows scramjet to provide more thrust than it would otherwise be able to in flight regimes where scramjet is not normally optimized for.
He reckons the engine's modes are probably:
Mach 0-2: air-augmented rocket/ramjet mode
Mach 2-4: ramjet/rocket mode
Mach 4-6: scramjet mode
Mach 6-7: scramjet/rocket mode
Although the engine does switch between distinct modes at different speed, within a mode the engine will still need to finely monitor and adjust parameters, so that the boundary between different mode might be a bit fuzzy.
I tried to search up research paper on thermal throat and well what do you know, they're all about usage in scramjet/RBCC engine and written by Chinese researchers