A new hybrid adaptive variable bypass ratio turbofan engine and regulating method

Abstract

The application discloses a novel hybrid adaptive variable bypass ratio turbofan engine, which comprises a casing, a core engine arranged in the casing, an outer bypass fan arranged at the front end of the core engine and an afterburning chamber arranged at the rear end of the core engine; the core engine comprises an inner bypass fan, an inner-outer bypass rectifier fan, a compressor, a combustion chamber, a high-pressure turbine and a low-pressure turbine which are arranged in sequence along the axial flow direction; an air inlet channel is formed in the casing along the axial direction, and the air inlet channel is divided into the inner bypass and the outer bypass through the inner-outer bypass rectifier fan. The application can realize the redistribution of the inner and outer bypass flow through the optimization of the internal structure of the engine, so as to realize the adjustment of the bypass ratio of the engine, achieve the purpose of the adaptive adjustment of the aero-engine, and realize the best combination effect of high thrust and low fuel consumption of the airplane in different use stages.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aero-engines, and relates to a turbofan engine, in particular to a new hybrid adaptive variable bypass ratio turbofan engine and a regulating method. BACKGROUND

[0002] With the development of the aerospace industry, different aero-engines are developed by different countries based on different working conditions to meet the flight requirements under different working conditions. The turbojet engine has excellent high-speed maneuvering performance, but also has the defect of high fuel consumption. In order to maintain the good performance of the turbojet engine at high speed and improve the economy at low speed, the turbofan engine is invented by adding an outer bypass duct to the engine.

[0003] The turbofan engine is a gas turbine aero-engine, and the main feature is that the area of the first-stage fan blade is much larger than that of the first-stage fan blade of the turbojet engine. The part of the air passing through the channel of the turbojet engine is called the inner bypass duct; the part of the air passing through the outer channel driven by the first-stage booster fan blade contained in the turbojet engine is called the outer bypass duct. The booster fan blade has the functions of a propeller and compressed air, and can provide direct thrust by the outer periphery of the jet engine through part of the air sucked in, and the inner and outer bypasses jointly generate thrust.

[0004] The ratio of the air flow of the outer bypass duct to the inner bypass duct of the turbofan engine is called the bypass ratio. The air in the inner bypass duct enters the combustion chamber and mixes with the fuel, and is burned to do work; the air in the outer bypass duct does not enter the combustion chamber, but is mixed with the exhaust gas flowing out of the inner bypass duct and is discharged. The air in the outer bypass duct only passes through the fan, has a slow flow rate, and is low-temperature, and the exhaust gas discharged from the inner bypass duct is high-temperature, and the mixture of the two gases reduces the average flow rate and temperature of the nozzle, and the lower flow rate brings higher propulsion efficiency and lower noise, and according to the principle of heat engine, the lower temperature can bring higher thermodynamic efficiency. The two factors jointly act, so that the turbofan engine can obtain greater thrust than the turbojet engine under the same fuel consumption.

[0005] The turbofan engine used by military supersonic fighter aircraft adopts a small bypass ratio design, mixed exhaust, and a reheat combustion chamber, and has the advantages of large reheat ratio, good subsonic cruise economy, and still maintaining superior performance in supersonic flight. The turbofan engine used by large transport aircraft / passenger aircraft adopts a large bypass ratio design, separate exhaust or mixed exhaust, large take-off thrust, and good cruise economy. The bypass ratio is an important design parameter of the turbofan engine, and it has a great influence on the fuel consumption and thrust-to-weight ratio of the engine. Different turbofan engines for different purposes should select different bypass ratios. For example, the turbofan engine used by long-range transport aircraft and passenger aircraft has a bypass ratio of 4-8 or even higher; the reheat turbofan engine selected by air combat fighter aircraft generally has a bypass ratio less than 1, and can be as small as 0.2-0.3.

[0006] The new requirements of military fighter aircraft put forward new requirements for the design of new generation engines. In addition to the requirement of higher thrust-to-weight ratio, the engine is required to have the characteristics of high specific thrust of turbojet engine to meet the requirements of supersonic cruise, dogfight maneuvering flight, transonic acceleration, etc., and the characteristics of low specific fuel consumption of turbofan engine at subsonic cruise to meet the requirements of subsonic cruise, standby, air patrol, etc. For the turbojet engine, it does not meet the requirements of long-range combat of fighter aircraft, and for the turbofan engine, it cannot meet the high-speed maneuverability of fighter aircraft.

[0007] Therefore, the development of an engine with higher subsonic and supersonic maneuverability and fuel saving, i.e. variable bypass ratio turbofan engine (also known as adaptive turbofan engine), is a key technology to be solved in the field of aero-engine at present. SUMMARY

[0008] The purpose of the present application is to solve the problem that the existing turbofan engine cannot meet the requirements of higher subsonic and supersonic maneuverability, and to provide a new hybrid adaptive variable bypass ratio turbofan engine, which can meet the characteristics of large specific thrust of turbojet engine or small bypass ratio turbofan engine at supersonic speed, and the characteristics of smaller specific thrust, low noise and low specific fuel consumption of large bypass ratio turbofan engine at subsonic speed. During the flight of the aircraft, the internal and external bypass flow is redistributed by changing the working mode, so as to change the bypass ratio of the engine, so as to achieve the best combination effect of high thrust and low fuel consumption in different use stages of the aircraft.

[0009] Another purpose of the present application is to provide a bypass ratio adjusting method of the above-mentioned new hybrid adaptive variable bypass ratio turbofan engine.

[0010] In order to achieve the above-mentioned purpose, the present application adopts the following technical solutions.

[0011] The new hybrid adaptive variable bypass ratio turbofan engine provided by the application comprises a casing, a core engine arranged in the casing, an outer bypass fan arranged at the front end of the core engine, and an afterburner arranged at the rear end of the core engine; the core engine comprises, in sequence along the axial direction, an inner bypass fan, an inner-outer bypass rectifier fan, a compressor, a combustion chamber, a high-pressure turbine, and a low-pressure turbine; an air inlet channel is formed in the casing along the axial direction, and the inner-outer bypass rectifier fan divides the air inlet channel into an inner bypass and an outer bypass; the outer bypass fan is driven to rotate by a motor, and the motor is mounted on a motor support frame arranged in the casing; the outer bypass fan comprises an annular support framework a, a plurality of blades a arranged uniformly in the circumferential direction of the annular support framework a, and a conical end cover arranged on one side of the annular support framework a; the other side of the annular support framework a is connected with the motor in a driving mode; the vertical distance between the blade root of the blade a of the outer bypass fan and the engine axis is slightly smaller than the radius of the initial section of the inner bypass, and the vertical distance between the blade tip of the blade a and the engine axis is slightly smaller than the radius of the inner wall of the air inlet channel at the corresponding position; the inner-outer bypass rectifier fan has a conical cylindrical structure; the inner bypass fan is arranged in the inner-outer bypass rectifier fan; the combustion chamber is arranged at the rear of the compressor; the high-pressure turbine is connected with the compressor in a driving mode through a high-pressure shaft; and the low-pressure turbine is connected with the inner bypass fan in a driving mode through a low-pressure shaft.

[0012] In the new hybrid adaptive variable bypass ratio turbofan engine, the motor is an outer rotor motor, the outer rotor of the motor is fixedly connected with the other side of the annular support framework a of the outer bypass fan through a support, and the motor stator part is fixedly connected with the motor support frame arranged in the casing. The difference between the vertical distance between the blade root of the blade a of the outer bypass fan and the engine axis and the radius of the initial section of the inner bypass is one eighth of the radius of the initial section of the inner bypass, and the difference between the vertical distance between the blade tip of the blade a and the engine axis and the radius of the inner wall of the air inlet channel at the corresponding position is one tenth of the radius of the inner wall of the air inlet channel at the corresponding position.

[0013] In the new hybrid adaptive variable bypass ratio turbofan engine, the inner bypass fan comprises an annular support framework b and a plurality of attack angle adjustable blades b arranged uniformly in the circumferential direction of the annular support framework b. The plurality of blades b are rotatably connected with the annular support framework b through an adjusting mechanism. The adjusting mechanism comprises lifting rings symmetrically arranged on both sides of the annular support framework b, a screw rod driving part for adjusting the axial movement of the lifting rings, and a wedge block; the screw rod driving part comprises one or more than one double-shaft steering gear arranged on the inner side of the annular support framework b, a screw rod connected with the two output shafts of the double-shaft steering gear, and a screw rod nut arranged on the screw rod; the screw rod nut is fixedly connected with the lifting ring; a sliding groove is arranged on the inner side of the lifting ring, and the wedge block is slidingly arranged in the sliding groove; the blade b is connected with the wedge block through a spherical hinge formed between the outer side surface part of the annular support framework b and the wedge block.

[0014] The new hybrid adaptive variable bypass ratio turbofan engine has the large cone port of the inner and outer bypass rectification fan facing the airflow inlet, and the small cone port is fixedly connected with the mounting support in the casing. The small cone end outside of the inner and outer bypass rectification fan is uniformly arranged with a plurality of blades c in the circumferential direction, and the blade tip of the blade c is fixedly connected to the annular support framework c. The blade c extends to the annular support framework d arranged on the inside of the small cone port, so that the inner and outer bypass rectification fan blades form the inner bypass rectification part and the outer bypass rectification part. The annular support framework c, the annular support framework d and the blade c of the inner and outer bypass rectification fan are integrally formed.

[0015] The new hybrid adaptive variable bypass ratio turbofan engine has the compressor including a compressor shell and a plurality of layers of compressor rotor blades and a plurality of layers of compressor stator blades arranged uniformly along the high-pressure shaft. The compressor rotor blades are uniformly mounted on the high-pressure shaft along the circumferential direction of the high-pressure shaft. The compressor rotor blades are uniformly mounted on the inside of the annular support framework e, and the annular support framework e is fixedly mounted on the inside of the compressor shell. The compressor rotor blades and the compressor stator blades are arranged alternately.

[0016] The new hybrid adaptive variable bypass ratio turbofan engine has the combustion chamber arranged around the high-pressure shaft. The combustion chamber has the same structure as the conventional combustion chamber.

[0017] The new hybrid adaptive variable bypass ratio turbofan engine has the high-pressure turbine and the low-pressure turbine arranged in the turbine shell. The high-pressure turbine further includes a high-pressure turbine rotor and a plurality of turbine working blades a with adjustable attack angles arranged uniformly along the circumferential direction of the high-pressure turbine rotor. The high-pressure turbine rotor is coaxially fixedly connected with the high-pressure shaft.

[0018] The new hybrid adaptive variable bypass ratio turbofan engine has the low-pressure turbine further including a low-pressure turbine rotor and a plurality of layers of turbine working blades b with adjustable attack angles and a plurality of layers of turbine guide vanes arranged uniformly along the axial direction of the low-pressure turbine rotor. The turbine working blades b are rotatably mounted on the low-pressure turbine rotor and are uniformly distributed along the circumferential direction of the low-pressure turbine rotor. The turbine guide vanes are uniformly mounted on the inside of the annular support framework f, and the annular support framework f is fixedly mounted on the inside of the turbine shell. The turbine working blades b and the turbine guide vanes are arranged alternately. The low-pressure turbine rotor is coaxially fixedly connected with the low-pressure shaft.

[0019] The new hybrid adaptive variable bypass ratio turbofan engine has the inner and outer bypass rectification fan, the compressor shell, the combustion chamber shell and the turbine shell fixedly connected in sequence to form a sealed cavity.

[0020] The attack angle adjustment mode of the turbine working blade a and the turbine working blade b is the same as that of the blade b, and will not be explained in detail here. At this time, the turbine working blade a and the turbine working blade b are rotationally connected to the corresponding annular support frame, and the inner ring plate of the annular support frame is fixedly connected with the high-pressure turbine rotor / low-pressure turbine rotor, thereby supporting the entire mechanism.

[0021] The working principle of the new hybrid adaptive variable bypass ratio turbofan engine is as follows: the motor rotates to drive the outer bypass fan to rotate, and air near the air inlet is sucked into the air inlet. Due to the size and shape characteristics of the outer bypass fan blade, most of the sucked air will enter the outer bypass under the condition that the inner bypass fan does not rotate. When the core engine internal combustion chamber starts to burn fuel, the gas and fuel expand through the turbine and are discharged. At this time, the gas does mechanical work on the turbine, and the size of the mechanical work is closely related to the turbine working blade attack angle, gas pressure and flow rate. After that, the turbine starts to rotate and work, the low-pressure turbine rotates to drive the low-pressure shaft connected thereto to rotate, thereby driving the low-pressure turbine to rotate the inner bypass fan to suck the air at the front end of the inner bypass into the inner bypass. The high-pressure turbine rotates to drive the high-pressure shaft connected thereto to rotate, thereby driving the compressor rotor blade to rotate to compress the air entering the inner bypass. The compressed air enters the combustion chamber, mixes with the fuel, is ignited and expands to continue to do mechanical work on the turbine. The gas in the inner bypass after doing work has energy loss, and after being burned again in the afterburner, it is mixed with the air in the outer bypass that has passed through the outer bypass rectification part of the inner and outer bypass rectification fans, and is ejected from the engine together with the air in the outer bypass, thereby providing power for the engine.

[0022] The application further provides a new hybrid adaptive variable bypass ratio turbofan engine adjustment method:

[0023] (1) Small bypass ratio adjustment

[0024] When the aircraft is in takeoff, the control motor speed is set to low, and the outer bypass fan operates at low speed to draw air into the intake. Simultaneously, the angle of attack of the turbine blades of both the high-pressure and low-pressure turbines is adjusted to a high angle of attack, as is the angle of attack of the inner duct fan blades. Fuel is injected into the combustion chamber and ignited. At this time, due to the increased angle of attack of the turbine blades, the mechanical work done by the exhaust gas on the turbines increases, leading to faster rotor speeds of the high-pressure and low-pressure turbines. The low-pressure turbine drives the inner duct fan to gradually increase its speed. Because the motor-driven outer bypass fan operates at a relatively low speed, and the inner duct fan... As the angle of attack of the bypass fan blades increases, its compression and suction capabilities become more pronounced. Air that fails to enter the outer bypass duct is drawn into the inner bypass duct by the higher-speed inner bypass fan. After being rectified by the inner bypass duct rectifier fans, the air enters the compressor. Due to the increased compressor rotor speed, the air is further compressed, and the pressure gradually increases. This leads to an increase in pressure within the combustion chamber, and the increasingly pressurized combustion gas performs work on the turbine at a faster speed, causing the turbine speed to continuously increase. This cycle repeats, resulting in a continuous increase in the velocity of the airflow ejected from the turbine's rear end, rapidly achieving the thrust-to-weight ratio required for takeoff. In this case, the ratio of the airflow through the outer bypass duct to the airflow through the inner bypass duct is small, which is a low bypass ratio.

[0025] (II) Adjustment of High Bypass Ratio

[0026] When the aircraft is in a constant speed or subsonic flight state, the control motor speed is set to high speed, and the outer bypass fan operates at high speed to draw air into the intake. Simultaneously, the angle of attack of the turbine blades of the high-pressure and low-pressure turbines is adjusted to a low angle of attack, as is the angle of attack of the inner duct fan blades. At this time, due to the reduced angle of attack of the turbine blades, the mechanical work done by the exhaust gases on the turbines is reduced. The rotor speeds of the high-pressure and low-pressure turbines are slower than during takeoff. The low-pressure turbine drives the inner duct fan to gradually slow down. Because the outer bypass fan driven by the motor operates at a high speed and the angle of attack of the inner duct fan blades is reduced, its compression and suction capabilities for air are weakened. Air can quickly enter the outer bypass duct, while a small amount is drawn into the inner duct by the gradually slowing inner fan. In the bypass duct, the air in the outer bypass duct is rectified by the outer bypass section of the internal bypass duct rectifier fan. After being rectified by the inner bypass section of the internal bypass duct rectifier fan, the air enters the compressor. As the compressor rotor speed decreases, the degree of air compression decreases, and the pressure gradually decreases. This leads to a decrease in pressure within the combustion chamber. The gradually decreasing pressure of the gas does work on the turbine at a slower speed, causing the turbine speed to continue to decrease. With the same fuel consumption, more of the energy of the gas ejected from the combustion chamber is converted into thrust rather than mechanical work. At the exhaust nozzle at the end of the engine, the air from the outer bypass duct and the gas from the inner bypass duct are ejected simultaneously, providing stable thrust for stable flight. In this case, the ratio of the airflow through the outer bypass duct to the airflow through the inner bypass duct is large, which is called a high bypass ratio.

[0027] When the aircraft is in a sudden acceleration and supersonic flight state, in order to reduce the aircraft acceleration time and improve the maneuvering performance, the engine bypass ratio should be reduced, and the adjustment mode is the same as the small bypass ratio adjustment mode given above.

[0028] The new hybrid adaptive variable bypass ratio turbofan engine adjustment method adjusts the small bypass ratio by preferably controlling the motor speed at 540rpm-5380rpm, the inner bypass fan blade angle is 13°-20°, the turbine working blade a angle and the turbine working blade b angle are 20°-30°, and adjusts the large bypass ratio by preferably controlling the motor speed at 6000rpm-18000rpm, the inner bypass fan blade angle is 5°-8°, the turbine working blade a angle and the turbine working blade b angle are 6°-10°.

[0029] Compared with the prior art, the new hybrid adaptive variable bypass ratio turbofan engine has the following beneficial effects:

[0030] 1、The outer bypass fan, the inner bypass fan and the inner and outer bypass rectifier fan can realize the redistribution of the inner and outer bypass flow, so as to realize the adjustment of the engine bypass ratio, achieve the purpose of adaptive adjustment of the aero-engine, and realize the best combination effect of high thrust and low fuel consumption of the aircraft in different use stages.

[0031] 2、The aero-engine is driven by hybrid power, and the internal structure of the engine is greatly simplified.

[0032] 3、The engine is driven by the outer bypass fan motor, and the attack angles of the inner bypass fan blades and the turbine working blades are adjustable, so that the bypass ratio is adaptively adjusted according to different working conditions, and a new bypass ratio adaptive adjustment solution is provided. DETAILED DESCRIPTION

[0033] Figure 1 It is a perspective view of the new hybrid adaptive variable bypass ratio turbofan engine.

[0034] Figure 2 It is a front view (a) and a sectional view (b) of the new hybrid adaptive variable bypass ratio turbofan engine.

[0035] Figure 3 It is a perspective view of the outer bypass fan.

[0036] Figure 4 It is a front view (a) and a sectional view (b) of the outer bypass fan.

[0037] Figure 5 It is a perspective view of the inner bypass fan.

[0038] Figure 6 It is an exploded view of the inner-duct fan.

[0039] Figure 7 It is a schematic view of the lifting ring structure in the inner-duct fan.

[0040] Figure 8 It is an exploded view of the wedge in the inner-duct fan.

[0041] Figure 9 It is a front view (a) and a sectional view (b) of the inner-outer-duct rectification fan.

[0042] Figure 10 It is a partial sectional view of the core engine (not including the inner-duct fan and the inner-outer-duct rectification fan).

[0043] Figure 11 It is a perspective view of the core engine after removing the shell (not including the inner-duct fan and the inner-outer-duct rectification fan).

[0044] In the figure, 1 - casing, 2 - outer-duct fan, 2-1 - annular support framework a, 2-2 - blade a, 2-3 - conical end cover, 3 - afterburner, 4 - inner-duct fan, 4-1 - annular support framework b, 4-2 - blade b, 4-2-1 - blade body, 4-2-2 - positioning shaft, 4-2-3 - positioning angle, 4-3 - lifting ring, 4-3-1 - sliding slot, 4-4 - wedge, 4-4-1 - wedge body, 4-4-1a - tenon, 4-4-2 - fixing plate, 4-4-3 - hinged sleeve, 4-4-3a - spherical hinge end; 4-5 - double-shaft servo, 4-6 - lead screw, 4-7 - lead screw nut, 5 - inner-outer-duct rectification fan, 5-1 - blade c, 5-2 - annular support framework c, 5-3 - annular support framework d, 6 - compressor, 6-1 - compressor casing, 6-2 - compressor rotor blade, 6-3 - compressor stator blade, 6-4 - annular support framework e, 7 - combustion chamber, 8 - high-pressure turbine, 8-1 - high-pressure shaft, 8-2 - high-pressure turbine rotor, 8-3 - turbine working blade a, 9 - low-pressure turbine, 9-1 - low-pressure shaft, 9-2 low-pressure turbine rotor, 9-3 - turbine working blade b, 9-4 - turbine guide vane, 9-5 - annular support framework f, 10 - motor, 11 - motor support frame, 12 - turbine casing. DETAILED DESCRIPTION

[0045] The technical solutions of the embodiments of the present application will be described clearly and completely in combination with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor belong to the present application.

[0046] Embodiment 1

[0047] The new hybrid adaptive variable bypass ratio turbofan engine provided by the embodiment includes a casing 1, a core engine arranged in the casing, an outer bypass fan 2 arranged at the front end of the core engine, and an afterburner 3 arranged at the rear end of the core engine. Figure 1 Figure 2 The core engine includes an inner bypass fan 4, an inner-outer bypass rectifier fan 5, a compressor 6, a combustion chamber 7, a high-pressure turbine 8, and a low-pressure turbine 9 arranged in sequence along the axial direction. An air inlet channel is formed in the casing along the axial direction, and the air inlet channel is divided into an inner bypass and an outer bypass by the inner-outer bypass rectifier fan.

[0048] As shown in Figures 2 to 4 , the outer bypass fan 2 includes an annular support framework a2-1, a plurality of blades a2-2 arranged uniformly in the circumferential direction of the annular support framework a, and a conical end cover 2-3 arranged on one side of the annular support framework a. The other side of the annular support framework a is fixedly connected to the motor 10 through a support, and the outer bypass fan 2 is driven to rotate by the motor 10. The motor is an outer rotor motor, and there are threaded holes on the outer rotor. The outer bypass fan is connected to the motor outer rotor through screws. The rear end of the stator part of the motor is fixedly connected to the motor support frame 11 on the casing through a bolt and nut structure. The vertical distance H1 from the blade root of the outer bypass fan to the engine center is slightly less than the inner bypass initial segment radius R1 (i.e., the large cone end radius of the inner-outer bypass rectifier fan), and the vertical distance H2 from the blade tip of the outer bypass fan to the engine center is slightly less than the radius R2 of the inner wall of the air inlet channel at the corresponding position. In this embodiment, the difference between the vertical distance H1 from the blade root of the outer bypass fan to the engine center and the inner bypass initial segment radius R1 is one-eighth of the inner bypass initial segment radius, and the difference between the vertical distance H2 from the blade tip of the outer bypass fan to the engine center and the radius R2 of the inner wall of the air inlet channel at the corresponding position is one-tenth of the radius of the inner wall of the air inlet channel at the corresponding position. The number of stages of the outer bypass fan (i.e., the number of layers of the outer bypass fan blades a) is 1-2, and the pressure ratio is about 1.5.

[0049] As shown in Figures 5 to 8 , the inner bypass fan 4 includes an annular support framework b4-1 and a plurality of angle-of-attack adjustable blades b4-2 arranged uniformly in the circumferential direction of the annular support framework b. The plurality of blades b are rotatably connected to the annular support framework b by an adjusting mechanism.

[0050] The annular support framework b4-1 includes an inner ring plate and an outer ring plate, and the inner ring plate and the outer ring plate are connected by a rib plate. A plurality of positioning grooves are formed on the outer ring plate, and a notch is formed on the inner side of each positioning groove.

[0051] ​The blade b4-2 comprises a blade body 4-2-1, a positioning shaft 4-2-2 arranged at one end of the blade body, and two positioning angles 4-2-3 symmetrically arranged at one side end face of the positioning shaft. The positioning shaft is embedded into the notch of the positioning groove of the outer ring plate of the annular support framework b, and can rotate relative to the outer ring plate. Meanwhile, the two positioning angles 4-2-3 pass through the symmetric through groove of the positioning groove, and the two positioning angles can move along the through groove.

[0052] The adjusting mechanism comprises two lifting rings 4-3 symmetrically arranged at two sides of the annular support framework b, a screw rod driving part for adjusting the lifting rings to move along the axial direction, and a wedge block 4-4. The opposite faces of the two lifting rings 4-3 are provided with sliding grooves 4-3-1. The screw rod driving part comprises a double-shaft steering engine 4-5 and a screw rod 4-6. The double-shaft steering engine 4-5 is provided in three pieces, is uniformly arranged at the inner side of the annular support framework b, and is connected by fastening screws. The two output shafts of the double-shaft steering engine are connected with the screw rod 4-6, and the other end of the screw rod 4-6 is provided with a screw rod nut 4-7. The screw rod nut 4-7 is fixedly connected with the lifting ring 4-3 (for example, by fastening screws). The wedge block 4-4 is in sliding fit with the lifting ring sliding groove 4-3-1. The wedge block 4-4 comprises a wedge block body 4-4-1, a fixed plate 4-4-2, and a hinged sleeve 4-4-3. The top end of the wedge block body 4-4-1 is provided with a tenon 4-4-1a matched with the lifting ring sliding groove 4-3-1. One end of the hinged sleeve 4-4-3 is provided with an integrally formed spherical hinge end 4-4-3a connected by a connecting column, and the other end is provided with a spherical crown-shaped groove. The hinged sleeve spherical hinge end is installed in the matched spherical crown-shaped groove of the wedge block body 4-4-1 through the fixed plate 4-4-2. The blade 6 positioning angle end is provided with a spherical hinge end matched with the spherical crown-shaped groove of the hinged sleeve. The blade 6 positioning angle end passing through the through groove is in spherical hinge fit with the hinged sleeve in the space between the inner ring plate and the outer ring plate.

[0053] The rotation speeds of the two output shafts of the double-shaft steering engine are the same, and the rotation directions are opposite. The double-shaft steering engine drives the screw rod to rotate, and the screw rod nut drives the lifting ring to move in the direction of the screw rod, so that the two lifting rings move towards or away from each other along the axial direction of the annular support framework b by the same distance. At the same time, the wedge block slides in the lifting ring sliding groove, thereby driving the hinged sleeve to move, and further driving the blade b positioning angle to rotate around the axis of the positioning shaft, realizing the rotation of the blade body, and completing the adjustment of the attack angle of the blade.

[0054] The number of the inner channel fan stages (i.e. the number of layers of the blade b of the inner channel fan) is 1-3 stages, and the pressure ratio is about 4 stages.

[0055] As Figure 2 , Figure 9As shown, the inner-outer channel rectification fan 5 is in a conical cylinder structure, and the inner channel fan 4 is arranged in the inner-outer channel rectification fan 5. The large conical end of the inner-outer channel rectification fan 5 faces the air inlet, and a plurality of blades c5-1 are uniformly arranged on the outer side of the small conical end. The blade c5-1 is fixedly connected to the annular support framework c5-2 at the tip, and the blade c5-1 extends to the annular support framework d5-3 arranged on the inner side of the small conical end, so that the inner-outer channel rectification fan blades form an inner channel rectification part and an outer channel rectification part. The annular support framework c5-2 is fixedly connected to the inner casing mounting support through a bolt and nut structure. The annular support framework c, the annular support framework d, and the blade c of the inner-outer channel rectification fan are integrally formed.

[0056] As shown in Figure 2 , Figure 10 , Figure 11 , the compressor 6 includes a compressor housing 6-1 and a plurality of layers of compressor rotor blades 6-2 and a plurality of layers of compressor stator blades 6-3 arranged uniformly along the high-pressure shaft. The compressor rotor blades 6-2 are circumferentially and uniformly mounted on the high-pressure shaft 8-1 along the high-pressure shaft 8-1. The compressor stator blades 6-3 are uniformly mounted on the inner side of the annular support framework e6-4, and the annular support framework e6-4 is fixedly mounted on the inner side of the air compressor housing 6-1. The compressor rotor blades 6-2 and the compressor stator blades 6-3 are arranged alternately. The compressor rotor blades and the compressor stator blades are used for compression (increasing the pressure of the gas) and rectification, respectively. The number of stages of the compressor (i.e. the number of layers of compressor rotor blades 6-2 and compressor stator blades 6-3) is 6-10 stages.

[0057] As shown in Figure 2 , Figure 10 , Figure 11 , the combustion chamber 7 is located behind the compressor 6. The combustion chamber 7 is arranged around the high-pressure shaft 8-1. The combustion chamber has the same structure as the conventional combustion chamber.

[0058] As shown in Figure 2 , Figure 10 , Figure 11 , the high-pressure turbine 8 and the low-pressure turbine 9 are arranged in the turbine housing 12.

[0059] As shown in Figure 2 , Figure 10 , Figure 11 , the high-pressure turbine 8 includes a high-pressure shaft 8-1, a high-pressure turbine rotor 8-2, and a plurality of turbine working blades a8-3 with adjustable attack angles arranged uniformly along the circumference of the high-pressure turbine rotor 8-2. The high-pressure turbine rotor 8-2 is coaxially and fixedly connected to the high-pressure shaft. The high-pressure turbine 8 drives the compressor rotor blades 6-2 of the compressor through the high-pressure shaft 8-1 to rotate, realizing air compression and pressurization.

[0060] As shown in Figure 2 , Figure 10 ,Figure 11 As shown, the low-pressure turbine 9 includes a low-pressure shaft 9-1, a low-pressure turbine rotor 9-2, and a plurality of layers of attack angle adjustable turbine working blades b9-3 and a plurality of layers of turbine guide vanes 9-4 arranged uniformly along the axial direction of the low-pressure turbine rotor 9-2. The turbine working blades b9-3 are rotatably mounted on the low-pressure turbine rotor 9-2 and are uniformly distributed in the circumferential direction of the low-pressure turbine rotor 9-2; the turbine guide vanes are uniformly mounted on the inner side of an annular support framework f9-5, and the annular support framework f9-5 is fixedly mounted on the inner side of the turbine casing 12; the turbine working blades b9-3 and the turbine guide vanes 9-4 are arranged alternately. The low-pressure turbine rotor 9-2 is coaxially fixedly connected with the low-pressure shaft. The low-pressure shaft 9-1 is fixedly connected with the inner channel fan annular support framework b (for example, an inner ring plate) by penetrating the high-pressure shaft 8-1, and the low-pressure turbine 9 drives the inner channel fan to rotate through the low-pressure shaft 9-1.

[0061] The above-mentioned inner and outer channel rectification fans, compressor casings, combustion chamber casings, and turbine casings are fixedly connected in sequence to form a sealed cavity, effectively isolating the outer channel and the inner channel.

[0062] The attack angle adjustment modes of the turbine working blades a8-3 and the turbine working blades b9-3 are the same as the attack angle implementation mode of the blades b4-2, which will not be explained in detail here. At this time, the turbine working blades a and the turbine working blades b are rotatably connected to the corresponding annular support frames, and the inner ring plates of the annular support frames are fixedly connected with the high-pressure turbine rotor / low-pressure turbine rotor to support the entire mechanism.

[0063] The above-mentioned outer channel fan blades, compressor rotor blades, compressor stator blades, and turbine guide vanes are arranged in a conventional manner in the art; in particular, the compressor stator blades and the turbine guide vanes are used to rectify the airflow, and the attack angle thereof is in a small attack angle state, and the inlet attack angle is about 0°.

[0064] The working principle of the new hybrid adaptive variable bypass ratio turbofan engine is as follows: the motor rotates to drive the outer bypass fan to rotate, and air near the air inlet is sucked into the air inlet. Due to the size and shape characteristics of the outer bypass fan blades, most of the air sucked in will enter the outer bypass under the premise that the inner bypass fan does not rotate. When the core engine internal combustion chamber starts to burn fuel, the gas and fuel expand after passing through the turbine, at which time the gas does mechanical work on the turbine. The size of the mechanical work is closely related to the turbine working blade angle, gas pressure and flow rate. After that, the turbine starts to rotate, the low-pressure turbine rotates to drive the low-pressure shaft connected thereto to rotate, thereby driving the low-pressure turbine to drive the inner bypass fan to rotate, and the air at the front end of the inner bypass is sucked into the inner bypass. The high-pressure turbine rotates to drive the high-pressure shaft connected thereto to rotate, thereby driving the compressor rotor blades to rotate to compress the air entering the inner bypass. The compressed air enters the combustion chamber, mixes with the fuel, is ignited and expands to continue to do mechanical work on the turbine. The gas in the inner bypass after doing work has energy loss, and after entering the afterburner and being burned again, it is mixed with the air in the outer bypass that has passed through the outer bypass rectification part of the inner and outer bypass rectification fans, and is ejected from the engine together to provide power for the engine.

[0065] The embodiment further provides a new hybrid adaptive variable bypass ratio turbofan engine adjusting method.

[0066] (1) Small bypass ratio adjustment

[0067] When the aircraft is in the state of taking off, in order to make the aircraft take off as soon as possible, reduce the taxiing time, the engine should have a larger thrust-to-weight ratio, and for the turbofan engine, the bypass ratio of the engine at this time should be small. At this time, the control motor speed is in a low speed state (for example, 540 rpm-5380 rpm), the outer bypass fan works at low speed to suck air into the air inlet, at the same time, the attack angle of the turbine working blades (i.e. turbine working blade a and turbine working blade b) of the high-pressure turbine and the low-pressure turbine is adjusted to a large attack angle state (for example, 20°-30°), the attack angle of the inner bypass fan blade (i.e. blade b) is adjusted to a large attack angle state (for example, 13°-20°), fuel is injected into the combustion chamber and ignited; at this time, due to the increase of the attack angle of the turbine working blade, the mechanical work done by the combustion chamber on the turbine will increase, the rotor speed of the high-pressure turbine and the low-pressure turbine increases, and the rotor speed of the inner bypass fan driven by the low-pressure turbine gradually increases. Since the motor drives the outer bypass fan at a low speed, and the attack angle of the inner bypass fan blade is increased, the air compression and suction capacity of the inner bypass fan is more obvious, and the air that fails to enter the outer bypass is sucked into the inner bypass by the inner bypass fan with a higher speed; After the inner bypass part of the inner and outer bypass rectifier is rectified, it enters the compressor. Since the rotor speed of the compressor increases, the air is continuously compressed, the pressure gradually increases, the pressure in the combustion chamber increases, and the gas with gradually increasing pressure works on the turbine at a faster speed, so that the rotor speed of the turbine continues to increase, and so on, so that the speed of the gas jet at the rear end of the turbine increases continuously, and the thrust-to-weight ratio quickly reaches the take-off condition. At this time, the air flow through the outer bypass is smaller than the air flow through the inner bypass, which is a small bypass ratio. Through the new hybrid adaptive variable bypass ratio turbofan engine provided in the embodiment, a small bypass ratio of about 0.2-0.3 can be realized.

[0068] (II) Large Bypass Ratio Adjustment

[0069] When the aircraft is in a uniform speed or subsonic speed state, in order to save the fuel of the aircraft and improve the range, the engine bypass ratio should be increased. At this time, the control motor speed is in a high speed state (for example, 6000 rpm-18000 rpm), the outer bypass fan works at high speed to suck air into the air inlet, and at the same time, the attack angle of the turbine working blades (i.e., turbine working blade a and turbine working blade b) of the high-pressure turbine and the low-pressure turbine is adjusted to a small attack angle state (for example, 6°-10°), and the attack angle of the inner bypass fan blade (i.e., blade b) is adjusted to a small attack angle state (for example, 5°-8°). At this time, due to the decrease of the attack angle of the turbine working blade, the mechanical work done by the combustion chamber on the turbine will be reduced, the rotor speed of the high-pressure turbine and the low-pressure turbine will be slower than that in the take-off state, and the speed of the inner bypass fan driven by the low-pressure turbine will gradually slow down. Since the motor drives the outer bypass fan at a high speed and the attack angle of the inner bypass fan blade is reduced, the rotation of the outer bypass fan will weaken the compression and suction capacity of the air, and the air can quickly enter the outer bypass and a small amount of air is sucked into the inner bypass by the inner bypass fan with gradually reduced speed; the air in the outer bypass is rectified by the outer bypass part of the inner and outer bypass rectifier fan; after the air is rectified by the inner bypass part of the inner and outer bypass rectifier fan, it enters the compressor, and since the rotor speed of the compressor is reduced, the degree of air compression is reduced, the pressure gradually decreases, resulting in a decrease in the pressure in the combustion chamber. The gas with gradually reduced pressure does work on the turbine at a slower speed (compared with the take-off state), so that the turbine speed continues to slow down. Under the condition of consuming the same fuel, the energy of the gas ejected from the combustion chamber is more converted into reverse thrust than mechanical work. At the end of the engine jet, the outer bypass air and the inner bypass gas are ejected at the same time to provide stable thrust for the aircraft to enable it to travel stably. The air flow through the outer bypass is larger than the air flow through the inner bypass, which is a large bypass ratio. Through the new hybrid adaptive variable bypass ratio turbofan engine provided in the embodiment, a small bypass ratio of about 4-8 can be realized.

[0070] When the aircraft is in the state of sudden acceleration and supersonic flight, in order to reduce the aircraft acceleration time and improve the maneuvering performance, the engine bypass ratio should be reduced. At this time, the control motor speed is in a low speed state (for example, 540 rpm-5380 rpm), the outer bypass fan works at low speed to suck air into the air inlet, at the same time, the attack angle of the turbine working blades (i.e. turbine working blade a and turbine working blade b) of the high pressure turbine and the low pressure turbine is adjusted to a large attack angle state (for example, 20°-30°), the attack angle of the inner bypass fan blade (i.e. blade b) is adjusted to a large attack angle state (for example, 13°-20°), fuel is injected into the combustion chamber and ignited. At this time, due to the increase of the attack angle of the turbine working blade, the mechanical work done by the combustion chamber on the turbine will increase, the rotor speed of the high pressure turbine and the low pressure turbine will increase, and the rotor speed of the inner bypass fan driven by the low pressure turbine will gradually increase. Since the speed of the outer bypass fan driven by the motor is low, and the attack angle of the inner bypass fan blade is increased, the rotation of the inner bypass fan blade can more obviously compress and attract air, and the air that fails to enter the outer bypass is sucked into the inner bypass by the inner bypass fan with high speed. After being rectified by the inner bypass part of the inner and outer bypass rectifier fan, the air enters the compressor, and since the rotor speed of the compressor is increased, the air is continuously compressed, and the pressure gradually increases, resulting in an increase in the pressure in the combustion chamber. The gradually increasing gas does work on the turbine at a faster speed, so that the rotor speed of the turbine continues to increase, and thus the speed of the gas jetted from the rear end of the turbine increases continuously, and the thrust-to-weight ratio rapidly reaches the acceleration condition. Under this condition, the air flow through the outer bypass is smaller than the air flow through the inner bypass, and the bypass ratio is small. Through the new hybrid adaptive variable bypass ratio turbofan engine provided by the embodiment, the air flow in the inner and outer bypass can be adjusted by adjusting the motor speed, the attack angle of the turbine working blade and the attack angle of the inner bypass fan blade, and finally the change of the bypass ratio under different working conditions is realized, that is, the adaptive adjustment of the bypass ratio is realized.

[0071] In summary, the new hybrid adaptive variable bypass ratio turbofan engine provided by the application can adjust the air flow in the inner and outer bypass by adjusting the motor speed, the attack angle of the turbine working blade and the attack angle of the inner bypass fan blade, and finally realize the change of the bypass ratio under different working conditions, that is, the adaptive adjustment of the bypass ratio.

[0072] Those skilled in the art will appreciate that the embodiments described herein are intended to facilitate the reader's understanding of the principles of the application, and should be understood as not limiting the scope of protection of the application to such specific statements and embodiments. Those skilled in the art can make various other specific modifications and combinations according to the technical inspiration disclosed in the application, without departing from the essence of the application, and these modifications and combinations are still within the scope of protection of the application.

Claims

1. A new hybrid adaptive variable bypass ratio turbofan engine characterized in that, The application relates to a turbofan engine, which comprises a casing (1), a core engine arranged in the casing, an outer bypass fan (2) arranged at the front end of the core engine and a thrust chamber (3) arranged at the rear end of the core engine; the core engine comprises, sequentially along the axial flow direction, an inner bypass fan (4), an inner-outer bypass rectifier fan (5), a compressor (6), a combustion chamber (7), a high-pressure turbine (8) and a low-pressure turbine (9); an air inlet channel is formed in the casing along the axial direction, and the air inlet channel is divided into an inner bypass channel and an outer bypass channel by the inner-outer bypass rectifier fan; The outer bypass fan (2) is driven to rotate by a motor (10) which is installed on a motor support frame (11) arranged in the casing; the outer bypass fan (2) comprises an annular support framework a (2-1), a plurality of blades a (2-2) which are uniformly arranged along the circumference of the annular support framework a and a conical end cover (2-3) arranged at one side of the annular support framework a; the other side of the annular support framework a is drivingly connected with the motor (10); the vertical distance between the blade root of the blade a of the outer bypass fan and the engine shaft center is one eighth of the difference between the initial section radius of the inner bypass channel and the radius of the inner wall of the air inlet channel at the corresponding position, and the vertical distance between the blade tip of the blade a and the engine shaft center is one tenth of the difference between the radius of the inner wall of the air inlet channel at the corresponding position and the radius of the inner wall of the air inlet channel at the corresponding position; The inner bypass fan (4) comprises an annular support framework b (4-1) and a plurality of attack angle adjustable blades b (4-2) which are uniformly arranged along the circumference of the annular support framework b; the inner-outer bypass rectifier fan (5) has a conical cylinder structure; the large conical port of the inner-outer bypass rectifier fan (5) faces the air inlet, and the small conical port is fixedly connected with a mounting support in the casing; A plurality of blades c (5-1) are uniformly arranged along the circumference of the outer side of the small conical end of the inner-outer bypass rectifier fan (5), the blade tip of the blade c (5-1) is fixedly connected with an annular support framework c (5-2), and the blade c (5-1) extends to an annular support framework d (5-3) arranged at the inner side of the small conical port, so that the inner-outer bypass rectifier fan blades form an inner bypass channel rectification part and an outer bypass channel rectification part; the inner bypass fan is located in the inner-outer bypass rectifier fan; The combustion chamber (7) is located at the rear of the compressor (6); the high-pressure turbine (8) is drivingly connected with the compressor (6) through a high-pressure shaft (8-1); the high-pressure turbine (8) further comprises a high-pressure turbine rotor (8-2) and a plurality of attack angle adjustable turbine working blades a (8-3) which are uniformly arranged along the circumference of the high-pressure turbine rotor (8-2); the low-pressure turbine (9) is drivingly connected with the inner bypass fan (4) through a low-pressure shaft (9-1); the low-pressure turbine (9) further comprises a low-pressure turbine rotor (9-2) and a plurality of layers of attack angle adjustable turbine working blades b (9-3) which are uniformly arranged along the circumference of the low-pressure turbine rotor (9-2); the turbine working blades b (9-3) are rotatably installed on the low-pressure turbine rotor and are uniformly distributed along the circumference of the low-pressure turbine rotor (9-2); (1) Small bypass ratio adjustment When the aircraft is in the state of taking off, the control motor speed is in the low speed state, in 540rpm-5380rpm, the low speed working of the outer duct fan will suck air into the air inlet, at the same time, the attack angle of the turbine working blade of the high pressure turbine and the low pressure turbine is adjusted to the large attack angle state: the turbine working blade a attack angle and the turbine working blade b attack angle are 20°-30°, the inner duct fan blade attack angle is adjusted to the large attack angle state: the inner duct fan blade attack angle is 13°-20°, fuel is injected into the combustion chamber and ignited; at this time, due to the increase of the turbine working blade attack angle, the mechanical work done by the combustion chamber to the turbine will increase, the rotor speed of the high pressure turbine and the low pressure turbine is accelerated, the low pressure turbine drives the inner duct fan speed to gradually increase, because the motor drives the outer duct fan speed is low, and the inner duct fan blade attack angle increases, its rotation to the air compression and suction capacity is more obvious, the air that fails to enter the outer duct is sucked into the inner duct by the inner duct fan with high speed; after the inner and outer duct rectification fan, enter the compressor, because the rotor speed of the compressor is accelerated, so the air is continuously compressed, the pressure gradually increases, resulting in the increase of the pressure in the combustion chamber, the pressure of the gas gradually increases to work on the turbine at a faster speed, so that the turbine speed continues to accelerate, so reciprocating so that the jet velocity of the turbine rear end is continuously increased, the thrust to weight ratio quickly reaches the take-off condition; the air flow through the outer duct is smaller than the air flow through the inner duct, which is 0.2-0.3 small duct ratio; (II) large duct ratio adjustment When the aircraft is in a uniform speed or subsonic speed state, the control motor speed is in a high speed state, at 6000rpm-18000rpm, the high bypass ratio fan works at high speed to suck air into the air inlet, at the same time, the attack angle of the turbine working blade of the high pressure turbine and the low pressure turbine is adjusted to a small attack angle state: the turbine working blade a attack angle and the turbine working blade b attack angle are 6°-10°, the inner bypass ratio fan blade attack angle is adjusted to a small attack angle state: the inner bypass ratio fan blade attack angle is 5°-8°, at this time, due to the decrease of the turbine working blade attack angle, the mechanical work done by the combustion chamber to the turbine will decrease, the rotor speed of the high pressure turbine and the low pressure turbine is slower than that in the take-off state, the inner bypass ratio fan driven by the low pressure turbine gradually slows down, because the motor drives the outer bypass ratio fan at a high speed and the inner bypass ratio fan blade attack angle decreases, its rotation to the air compression and suction capacity decreases, air can quickly enter the outer bypass ratio and a small amount of air is sucked into the inner bypass ratio by the gradually slowed down inner bypass ratio fan; The air in the outer bypass ratio is rectified by the outer bypass ratio part of the inner and outer bypass ratio rectifier fan; After the air is rectified by the inner and outer bypass ratio part of the inner and outer bypass ratio rectifier fan, it enters the compressor, because the rotor speed of the compressor is slowed down, the degree of air compression is reduced, the pressure gradually decreases, resulting in the decrease of the pressure in the combustion chamber, the gradually reduced pressure gas works on the turbine at a slow speed, so that the turbine speed continues to slow down; At the end of the engine jet, the outer bypass ratio air and the inner bypass ratio gas are ejected at the same time, which provides stable thrust for the aircraft to make it stable navigation; The air flow through the outer bypass ratio is larger than the air flow through the inner bypass ratio, which is a large bypass ratio of 4-8; When the aircraft is in sudden acceleration and supersonic flight state, the control motor speed is in low speed state, in 540 rpm-5380 rpm, the low speed working of the bypass duct fan inhales air into the air inlet, at the same time, the attack angle of the turbine working blade a and the turbine working blade b of the high pressure turbine and the low pressure turbine is adjusted to large attack angle state: the attack angle of the turbine working blade a and the turbine working blade b is 20°-30°, the attack angle of the inner bypass duct fan blade is adjusted to large attack angle state: the attack angle of the inner bypass duct fan blade is 13°-20°, fuel is injected into the combustion chamber and ignited; at this time, due to the increase of the attack angle of the turbine working blade, the mechanical work done by the gas jetted out of the combustion chamber on the turbine will increase, the rotor speed of the high pressure turbine and the low pressure turbine is accelerated, the inner bypass duct fan speed driven by the low pressure turbine gradually increases, because the speed of the outer bypass duct fan driven by the motor is low, and the attack angle of the inner bypass duct fan blade increases, the rotation of the inner bypass duct fan to the air compression and suction capacity is more obvious, the air cannot enter the outer bypass duct and is sucked into the inner bypass duct by the inner bypass duct fan with high speed; after the inner bypass duct part of the inner and outer bypass duct rectifier is rectified, it enters the compressor, because the rotor speed of the compressor is accelerated, the air is continuously compressed, the pressure gradually increases, the pressure in the combustion chamber increases, the gas with gradually increasing pressure does work on the turbine at a faster speed, so that the turbine speed continues to accelerate, so as to make the gas jetted out of the rear end of the turbine continuously increase, the thrust to weight ratio rapidly reaches the acceleration condition; the air flow through the outer bypass duct is smaller than the air flow through the inner bypass duct, which is 0.2-0.3 small bypass ratio.

2. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 1, wherein, The plurality of blades b (4-2) are rotationally connected to the annular support framework b by an adjusting mechanism.

3. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 2, wherein, The adjusting mechanism comprises a lifting ring (4-3) symmetrically mounted on both sides of the annular support framework b, a screw rod driving part for adjusting the axial movement of the lifting ring (4-3), and a wedge block (4-4); the screw rod driving part comprises one or more than one double shaft steering gear (4-5) mounted on the inner side of the annular support framework b, a screw rod (4-6) connected with the two output shafts of the double shaft steering gear, and a screw rod nut (4-7) mounted on the screw rod; the screw rod nut is fixedly connected with the lifting ring (4-3); the inner side of the lifting ring is provided with a sliding groove (4-3-1), and the wedge block is slidingly mounted in the sliding groove (4-3-1); the blade b is connected by spherical hinge connection between the outer side of the annular support framework b and the wedge block (4-4).

4. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 1, wherein, The compressor (6) comprises a compressor shell (6-1) and a plurality of layers of compressor rotor blades (6-2) and a plurality of layers of compressor stator blades (6-3) arranged uniformly along the high pressure shaft; each layer of compressor rotor blades (6-2) is circumferentially and uniformly mounted on the high pressure shaft along the high pressure shaft (8-1); the compressor stator blades (6-3) are uniformly mounted on the inner side of the annular support framework e (6-4), and the annular support framework e (6-4) is fixedly mounted on the inner side of the compressor shell (6-1); the compressor rotor blades (6-2) and the compressor stator blades (6-3) are arranged alternately.

5. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 1, wherein, The combustion chamber (7) is arranged around the high pressure shaft (8-1).

6. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 1, wherein, The high-pressure turbine (8) and the low-pressure turbine (9) are arranged in a turbine casing (12); the high-pressure turbine rotor (8-2) is coaxially fixedly connected with a high-pressure shaft.

7. The novel hybrid adaptive variable bypass ratio turbofan engine of claim 6, wherein, The low-pressure turbine (9) further comprises a plurality of layers of turbine guide vanes (9-4); the turbine guide vanes are uniformly arranged in the inner side of an annular support framework f (9-5), and the annular support framework f (9-5) is fixedly arranged in the inner side of the turbine casing (12); turbine working vanes b (9-3) and turbine guide vanes (9-4) are arranged alternately; the low-pressure turbine rotor (9-2) is coaxially fixedly connected with a low-pressure shaft.

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