A rotor temperature control system

Abstract

The utility model relates to a rotor temperature control system, which belongs to the field of aircraft technology and solves the problem of rotor system temperature control in the prior art. The utility model includes an anti-rotation rod, a drive shaft, a hub, a blade, a gearbox, an oil pump, a heating chamber, an oil pipe, a generator and a controller; the gearbox is fixedly arranged at the top of the anti-rotation rod, the input end of the gearbox is connected to the drive shaft in a transmission manner, and the output end of the gearbox is connected to the oil pump and drives the oil pump to operate; the oil pump is connected to the heating chamber; an oil circuit is arranged in the blade, and the oil pump and the heating chamber are respectively connected to the oil circuit in the blade through an oil pipe; the controller is arranged above the generator, and the controller can control the opening or closing of the heating element of the heating chamber; the generator is arranged above the controller, and the current output end of the generator is connected to the heating chamber. The utility model realizes intelligent control of the temperature of the blade through the controller, thereby realizing the anti-icing of the blade or the cooling and heat dissipation of the electronic equipment on the hub.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to a rotor temperature control system. Background Art

[0002] When helicopter rotors are operating in high altitude and extremely cold areas, the moisture and water in the atmosphere will quickly gather on the high-speed rotating rotor blades and condense into ice, which will not only change the aerodynamic shape and mass distribution of the rotors, affecting the flight performance of the helicopter, but may even cause the helicopter to lose control and crash.

[0003] Therefore, the research and development and application of rotor anti-icing technology is crucial. It can effectively remove ice and snow from the rotor and ensure that the rotor is in the best working condition during flight. This not only helps to improve the safety and reliability of the aircraft, but also prolongs the service life of the rotor and reduces maintenance costs.

[0004] Helicopter rotor anti-icing technologies mainly include pneumatic belt deicing, liquid anti-icing and electric heating deicing. Among them, electric heating deicing is the most mature and practical rotor deicing technology because of its fast effect, good reliability and no time and geographical restrictions. Its principle is to convert electrical energy into thermal energy for deicing. It is generally divided into two methods: continuous heating and intermittent heating. At high altitudes, after the ice area of ​​the rotor is heated, the bottom of the ice layer will melt first, and then the centrifugal force generated by the rotation of the rotor will be used to throw out the residual ice. Helicopter rotors consume a lot of electricity when heated. For energy-saving reasons, intermittent heating is often used for deicing.

[0005] Existing rotor deicing is usually achieved by supplying power to a heating wire bonded below the blade surface to generate heat. However, during helicopter flight, the blades frequently flap, vibrate, and change pitch, causing the blades to deform. During this high-frequency deformation process, the heating wire is prone to fatigue and breakage, thus losing its deicing function.

[0006] At the same time, excessive temperatures of equipment such as radars on helicopter rotors may cause equipment performance degradation or failure, increase equipment failure rates, affect flight safety, shorten equipment service life, and affect helicopter mission execution. In high temperature environments, components in electronic equipment such as radars may undergo physical reactions such as expansion, oxidation, softening, and aging, resulting in reduced insulation performance of the equipment, continuous weakening of performance, and even equipment failure. High temperatures of equipment such as radars on rotors may affect the flight performance and stability of the helicopter. Electronic equipment that works in high temperature environments for a long time may have its service life greatly shortened, increasing the cost of equipment maintenance and replacement. For helicopters performing reconnaissance, search and rescue and other missions, the normal operation of equipment such as radars is crucial to the completion of the mission. Excessive equipment temperature may result in the inability to complete the mission or a decline in the quality of completion.

[0007] Therefore, there is an urgent need to develop a rotor temperature control system that can not only prevent and de-ice the rotor in low temperature weather, but also dissipate heat and cool down equipment such as radars in high temperature weather. Utility Model Content

[0008] In view of the above analysis, an embodiment of the utility model aims to provide a rotor temperature control system to solve the problem of temperature control of the rotor system.

[0009] On the one hand, the utility model provides a rotor temperature control system, including an anti-rotation rod, a drive shaft, a hub, a blade, a gearbox, an oil pump, a heating chamber, an oil pipe, a generator and a controller; wherein the drive shaft is connected to the power system of the aircraft in a transmission manner, the anti-rotation rod is fixedly arranged on the fuselage of the aircraft, and the anti-rotation rod is coaxially arranged in the drive shaft; the hub is arranged on the outer periphery of the top of the drive shaft, and the hub can be driven to rotate by the drive shaft; the blade is arranged on the hub; the gearbox is fixedly arranged at the top of the anti-rotation rod, the input end of the gearbox is connected to the drive shaft in a transmission manner, and the output end of the gearbox is connected to the oil pump and drives the oil pump to operate; the oil pump is communicated with the heating chamber; an oil circuit is arranged in the blade, and the oil pump and the heating chamber are respectively connected to the oil circuit in the blade through the oil pipe; the controller is arranged above the generator, and the controller can control the opening or closing of the heating element of the heating chamber; the generator is arranged above the controller, and the current output end of the generator is connected to the heating chamber.

[0010] Furthermore, the input end of the gearbox is a housing of the gearbox, and a gear set is arranged inside the housing of the gearbox.

[0011] Furthermore, the generator includes a stator and a rotor, the stator is fixedly connected to the housing of the oil pump, and the rotor is fixedly connected to the central gear shaft of the oil pump.

[0012] Furthermore, the generator is of a split type, including a magnet and a coil; wherein the magnet is connected to one of the anti-rotation rod and the hub, and the coil is connected to the other of the anti-rotation rod and the hub.

[0013] Furthermore, a heating element is provided in the heating chamber, and the current output end of the generator is connected to the heating element.

[0014] Furthermore, it also includes a first temperature sensor, which is used to sense the ambient temperature and send the sensed data to the controller.

[0015] Furthermore, it also includes a second temperature sensor, which is used to sense the temperature of the liquid in the oil circuit of the blade and send the sensed data to the controller.

[0016] Furthermore, a Hall sensor is included, and the Hall sensor is used to sense the phase and rotation speed of the hub.

[0017] Furthermore, a transformer is included, and the current output end of the generator supplies power to other devices on the hub through the transformer.

[0018] Furthermore, the other equipment includes radar, test equipment and / or batteries.

[0019] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0020] 1. The rotor temperature control system of the utility model does not use slip ring power supply, which reduces the complexity of the structure and wiring harness and improves reliability.

[0021] 2. The rotor temperature control system of the utility model adopts soft oil pipes and oil to replace the electric heating wire in the prior art, which greatly improves the fatigue characteristics and prolongs the service life of the equipment.

[0022] 3. The use of an independently arranged generator in the present invention improves the power supply of the rotor electrical equipment, and more and higher-power electrical appliances can be installed.

[0023] 4. The rotor temperature control system in the utility model is arranged on the top of the rotor system, which is convenient for disassembly, inspection and debugging. All the equipment is located on the rotor system, which is convenient for inspection and maintenance.

[0024] 5. In the utility model, multiple generators can be connected in series to achieve redundancy and improve reliability.

[0025] 6. The rotor temperature control system of the aircraft of this embodiment has strong environmental adaptability and can be used for de-icing in low temperature, rainy and snowy weather, and for cooling in high temperature weather.

[0026] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by implementing the present invention. The purpose and other advantages of the present invention can be achieved and obtained through the contents specifically pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings are only used for the purpose of illustrating specific embodiments and are not to be considered as limiting the present invention. In the entire drawings, the same reference symbols represent the same components.

[0028] Figure 1 This is a schematic diagram of the structure of the rotor temperature control system of the utility model (only one blade is shown);

[0029] Figure 2 for Figure 1 A top view of

[0030] Figure 3 for Figure 2 Longitudinal section along line AA;

[0031] Figure 4 It is a partially enlarged schematic diagram of the rotor temperature control system of the utility model (partially cut away from some components);

[0032] Figure 5 It is a schematic diagram of fluid control according to the utility model.

[0033] Reference numerals:

[0034] 10-anti-rotation rod; 11-rotor drive shaft; 12-hub; 13-blade; 21-transmission; 211-transmission seat; 212-transmission housing; 213-gear set; 214-transmission output end; 22-oil pump; 23-heating chamber; 24-oil pipe; 25-controller; 26-fixed bracket; 27-generator. DETAILED DESCRIPTION

[0035] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0036] Example 1

[0037] A specific embodiment of the utility model is as follows Figure 1-Figure 5 As shown, a rotor temperature control system is disclosed.

[0038] The rotor temperature control system of the utility model is applicable to helicopter type aircraft, see Figure 1-Figure 3, including an anti-rotation rod 10, a rotor drive shaft 11, a hub 12 and blades 13. Among them, the anti-rotation rod 10 is fixedly connected to the fuselage of the aircraft and extends vertically upward from the fuselage of the aircraft. The rotor drive shaft 11 is transmission-connected to the power mechanism in the fuselage and can be driven to rotate by the power mechanism. The anti-rotation rod 10 is coaxially arranged with the rotor drive shaft 11, and the anti-rotation rod 10 is located inside the rotor drive shaft 11. The hub 12 is arranged on the top periphery of the rotor drive shaft 11 and can be driven to rotate by the rotor drive shaft 11. The blades 13 are arranged on the hub 12 and can be driven to rotate by the hub 12. There are usually more than two blades 13. In this embodiment, three blades 13 can be arranged on the hub 12. Only one blade 13 is shown in the accompanying drawings, and the structures of the other blades 13 are the same as the one shown.

[0039] like Figure 2 , Figure 3 as well as Figure 4 As shown, the rotor temperature control system includes a transmission 21 , an oil pump 22 , a heating chamber 23 , an oil pipe 24 , a controller 25 , a fixing bracket 26 and a generator 27 .

[0040] See also Figure 3 and Figure 4 The transmission 21 is arranged at the top of the anti-rotation rod 10, the input end of the transmission 21 is fixedly connected to the hub 12, and the output end of the transmission 21 is fixedly connected to the oil pump 22. The oil pump 22 and the heating chamber 23 are arranged above the transmission 21. An oil circuit is arranged in the blade 13, and the oil pipe 24 connects the heating chamber 23 and the oil circuit in the blade 13.

[0041] Specifically, Figure 4 As shown, the transmission 21 includes a transmission seat 211, a transmission housing 212, a gear set 213 and a transmission output end 214. The bottom of the transmission seat 211 is cylindrical and fixedly connected to the top of the anti-rotation rod 10, and the top of the transmission seat 211 is provided with a gear set 213. The transmission housing 212 is sleeved outside the transmission seat 211 and the gear set 213, and the bottom of the transmission housing 212 is connected to the transmission seat 211 through a rolling bearing. A fixed bracket 26 is provided on the outer peripheral surface of the transmission housing 212, and the fixed bracket 26 is fixedly connected to the hub 12, so that the transmission housing 212 constitutes the input end of the transmission 212, and can transmit the movement of the hub 12 to the transmission 21. The inner periphery of the transmission housing 212 is provided with a gear ring, which meshes with one or more of the gear sets 213 to transmit power to the gear sets 213. The gear shaft of the central gear of the gear set 213 protrudes axially upward, constituting the output end of the transmission 21.

[0042] Furthermore, there are multiple fixing brackets 26 , which are evenly distributed along the circumference of the hub 12 .

[0043] The oil pump 22 and the heating chamber 23 are arranged above the transmission 21. The oil pump 22 is preferably a gear pump. Specifically, a central gear is arranged at the output end of the transmission 21, and a gear meshing with the central gear is also arranged in the oil pump 22. The liquid in the cavity of the oil pump 22 is pumped from the input end of the cavity to the output end of the cavity under the action of the two gears. Obviously, the oil pump 22 can also be other types of pumps such as a piston pump and a centrifugal pump.

[0044] The heating chamber 23 is arranged adjacent to the oil pump 22 and is a curved and coiled pipeline. The heating chamber 23 can be arranged upstream of the oil pump 22, or downstream of the oil pump 22, or both upstream and downstream of the oil pump 22. The heating chamber 23 is provided with a conventional heating element, such as a heating wire, a heating rod, etc., which is electrically connected to the generator 27. The liquid can be heated by the heating chamber 23 first, and then pumped into the oil path in the blade 13 by the oil pump 22, or it can be pumped into the heating chamber 23 by the oil pump 22 first, and then heated, and finally enter the oil path in the blade 13 under the action of pressure.

[0045] An oil circuit is provided inside the blade 13, and the oil circuit has an oil supply end and an oil return end. The oil circuit can be arranged inside the blade 13 in various ways, such as U-shaped, S-shaped, serpentine, etc. The oil circuit is made of an elastic hose, preferably a rubber hose, which can adapt to the frequent swinging, shimmying, and pitch-changing movements of the blade, and is not prone to fatigue fracture.

[0046] The generator 27 is fixedly arranged above the oil pump 22 and the heating chamber 23. The generator 27 can be a common generator on the market, including a stator and a rotor, wherein the stator is fixedly connected to the central gear shaft of the oil pump 22, and the rotor is fixedly connected to the shell of the oil pump 22 and the heating chamber 23. When the hub 12 rotates, there is a speed difference between the stator and the rotor, thereby realizing power generation. The power output end of the generator 27 is connected to the heating element in the heating chamber 23 to supply power to the heating element. At the same time, the generator 27 can also supply power to other equipment. Other equipment includes radar, test equipment and / or batteries.

[0047] Through the technical solution of this embodiment 1, it is possible to utilize the rotation of the aircraft's hub 12 to drive the generator 27 to generate electricity, and utilize the electricity generated by the generator 27 to heat the liquid in the heating chamber 23. At the same time, the rotation of the hub 12 is utilized to pump the heated liquid into the interior of the blades 13, thereby achieving anti-icing of the blades 13. Since the oil circuit is an elastic hose, it is not prone to fatigue fracture. Therefore, the anti-icing structure of this embodiment has high safety, good reliability and long service life.

[0048] Further, see Figure 3-Figure 4The anti-icing structure of this embodiment further includes a controller 25, which is fixedly arranged on the top of the oil pump 22 and the heating chamber 23, and is located between the oil pump 22 and the heating chamber 23 and the generator 27. The controller 25 controls the heating element of the heating chamber 23 to start or stop, and further, the controller 25 can also control the power of the heating element.

[0049] The controller 25 is provided with a first temperature sensor, which can sense the ambient temperature. The blade 13 is provided with a second temperature sensor, which can sense the temperature of the liquid in the oil circuit. The controller 25 controls the switch of the heating element in the heating chamber 23 according to the data fed back by the first temperature sensor and / or the second temperature sensor.

[0050] Through this configuration, the heating element in the heating chamber 23 can be turned on or off according to the ambient temperature, and the power of the heating element can be controlled according to the temperature of the liquid in the oil circuit, so as to prevent ice from forming on the blades 13 when the ambient temperature is low, and to dissipate heat to the controller 25 and the transmission 21 when the temperature is high.

[0051] In some other embodiments, a split generator may be selected, and the magnet and the coil may be fixedly disposed on the anti-rotation rod 10 and the hub 12 respectively to achieve the same function.

[0052] In other embodiments, Figure 5 As shown, two fluid circuits, an inner loop and an outer loop, are provided between the inlet and outlet of the oil pump 22, and the inner loop and the outer loop are connected in parallel. The outlet of the oil pump 22 is provided with a solenoid valve, which is controlled by a controller 25 and can selectively connect the inner loop or the outer loop.

[0053] A flow valve is provided on the inner loop, and the outlet of the inner loop is connected to the liquid inlet of the oil pump 22. The controller 25 can control the valve opening of the flow valve.

[0054] The outer loop passes through the heating chamber 23 , the blades 13 , the radar and other equipment in sequence, and finally connects to the liquid inlet of the oil pump 22 .

[0055] During normal flight, the controller 25 controls the electromagnetic valve to connect the inner loop and controls the valve opening of the flow valve to be maximum. At this time, the oil pump 22 runs idle to save energy.

[0056] When the rotor needs to brake, the controller 25 controls the solenoid valve to connect the inner loop and controls the opening of the small flow valve to increase the resistance to oil flow and the damping of oil flow, thereby achieving the effect of rotor braking.

[0057] When it is detected that the de-icing mode needs to be turned on, the controller 25 controls the solenoid valve to connect the outer loop, and controls the heating element to start, and can also determine the power of the heating element according to the pre-loaded judgment standard. At this time, the liquid pumped out by the oil pump 22 is heated by the heating element in the heating chamber 23 and flows into the blade 13, so that the temperature of the blade 13 is increased to prevent the blade 13 from freezing or melt the ice that has already formed on the surface of the blade 13. After that, the liquid flows through other equipment such as radars installed on the hub, which has the effect of preventing de-icing for these equipment.

[0058] When it is detected that the heat dissipation mode needs to be turned on, the controller 25 controls the solenoid valve to connect the outer loop and controls the heating element to be turned off. At this time, the liquid pumped out by the oil pump 22 is not heated when passing through the heating chamber 23, and flows into the blade 13 at room temperature, dissipates heat through the surface of the blade 13, and then flows through other equipment such as radars installed on the hub, playing a heat dissipation effect on these equipment.

[0059] In some embodiments, a Hall sensor is provided on the hub 12, which can be used to sense the phase and rotation speed of the hub. The Hall sensor is electrically connected to the output end of the generator 27, and can be powered by the generator 27. The Hall sensor sends the detected data to the controller 25, and the controller 25 feeds it back to the flight control center of the aircraft.

[0060] Preferably, the liquid in the heating chamber is hydraulic oil, heat transfer oil, water or alcohol.

[0061] According to the technical solution of this embodiment, during the flight of the helicopter, the speed of the rotor relative to the fuselage is usually a constant value, and the rotor has a large moment of inertia and a stable speed with small fluctuations. The speed difference between the hub 12 and the anti-rotation rod 10 is used to drive the oil pump 22, and the rotation of the hub 12 is used to drive the generator 27 to generate electricity and provide electrical energy to the heating chamber 23 to heat the oil. The oil pump 22 pumps the heated oil into the blade 13 through the oil pipe 24. The blade 13 is designed with an oil path, which is similar to the human blood vessels, to achieve heating of the blade. The controller 25 is designed with a temperature sensor, which can intelligently control the switch of the heating element according to the current ambient temperature, thereby realizing the anti-deicing function. Part of the electricity generated by the generator can also be used to power the equipment on the hub through the transformer and the fuse box.

[0062] Compared with the prior art, the beneficial effects of this embodiment are:

[0063] 1. The rotor temperature control system of the utility model does not use slip ring power supply, which reduces the complexity of the structure and wiring harness and improves reliability.

[0064] 2. The rotor temperature control system of the utility model adopts soft oil pipes and oil to replace the electric heating wire in the prior art, which greatly improves the fatigue characteristics and prolongs the service life of the equipment.

[0065] 3. The use of an independently arranged generator in the present invention improves the power supply of the rotor electrical equipment, and more and higher-power electrical appliances can be installed.

[0066] 4. The deicing structure in the utility model is arranged on the top of the rotor system, which is convenient for disassembly, inspection and debugging. All the equipment is located on the rotor system, which is convenient for inspection and maintenance.

[0067] 5. In the utility model, multiple generators can be connected in series to achieve redundancy and improve reliability.

[0068] 6. The rotor temperature control system of the aircraft of this embodiment has strong environmental adaptability and can be used for de-icing in low temperature, rainy and snowy weather, and for cooling in high temperature weather.

[0069] Example 2

[0070] On the other hand, the utility model provides a rotor temperature control method for an aircraft, which adopts the rotor temperature control system according to Example 1.

[0071] The method comprises the following steps:

[0072] S1: Get flight parameters;

[0073] S2: Determine the working mode according to the flight parameters obtained in step S1 and the pre-set judgment rules, wherein the working mode can be any one of normal flight, rotor braking, rotor deicing, and radar heat dissipation;

[0074] S3: If the working mode is normal flight, the controller 25 controls the solenoid valve to connect the inner loop, and at the same time controls the valve opening of the flow valve to be maximum; if the working mode is rotor braking, the controller 25 controls the solenoid valve to connect the inner loop, and at the same time controls the opening of the flow valve to be closed; if the working mode is rotor deicing, the controller 25 controls the solenoid valve to connect the outer loop, and at the same time controls the heating element to start; if the working mode is radar heat dissipation, the controller 25 controls the solenoid valve to connect the outer loop, and at the same time controls the heating element to be turned off.

[0075] In step S1, the flight parameters specifically include: ambient temperature, liquid temperature in the blade 13, radar temperature, weather, ambient humidity, real-time altitude, etc. The above flight parameters can be obtained by real-time sensing by sensors or by the flight control center.

[0076] In step S2, the controller 25 performs a judgment, and the judgment rule can be preset according to the actual flight situation.

[0077] When determining whether to turn on the rotor de-icing mode, the following factors should be considered:

[0078] Weather conditions: When the outside atmospheric temperature is below 5°C and accompanied by fog, rain, snow, sleet, ice crystals with visibility less than 1.5 km, or when there is water flow, slush, ice or snow on the runway, consider turning on the rotor de-icing mode.

[0079] When the outside atmospheric temperature is below 10°C and the outside temperature reaches or is close to the dew point, if frost, snow or ice appears or may appear on the aircraft body and control surfaces, the rotor de-icing mode should also be turned on.

[0080] Flight environment: When flying in special environments such as plateaus or severe cold, supercooled water droplets in the atmosphere will quickly gather at the leading edge of the high-speed rotating composite blades and condense into ice. At this time, the rotor de-icing mode needs to be turned on.

[0081] In high-latitude and high-altitude areas, due to lower temperatures and a greater possibility of icing, helicopters should turn on the rotor de-icing mode in advance.

[0082] The technicians can pre-set the rules for determining whether to activate the rotor de-icing mode according to the actual situation. Similarly, the rules for determining whether to activate the rotor brake or radar cooling mode can also be pre-set according to technical common sense and actual situation.

[0083] Furthermore, step S4 is also included: if the working mode is rotor deicing, the power of the heating element is adjusted according to the range of the ambient temperature; or the liquid temperature in the blade 13 is obtained, and the power of the heating element is adjusted according to the liquid temperature.

[0084] Through this embodiment, during normal flight, the oil pump 22 can be idle to reduce energy consumption; when the ambient temperature is low, the heating element can be started to prevent and de-ice the blades 13, and the power of the heating element can be adjusted according to the degree of low ambient temperature or the temperature of the liquid in the blades 13, so as to avoid energy waste or ice on the surface of the blades 13 due to insufficient heating power. When the ambient temperature is high, the outer loop can be connected without turning on the heating element to cool down the radar and other components. When it is necessary to brake the rotor, the inner loop can be connected and the opening of the flow valve can be reduced to achieve rotor braking.

[0085] Compared with the prior art, the rotor temperature control method of the aircraft provided in this embodiment has the following advantages:

[0086] The working mode of the rotor temperature control system can be intelligently selected according to actual conditions such as ambient temperature, flight altitude, air humidity, weather conditions, etc., so as to achieve precise control of the temperature of the rotor system, thereby extending the service life of the rotor system and improving flight safety.

[0087] In addition, rotor braking can also be achieved through the control method of the utility model.

[0088] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be included in the protection scope of the present invention.

Claims

1. A rotor temperature control system, characterized in that: The invention comprises an anti-rotation rod, a driving shaft, a propeller hub, a blade, a gearbox, an oil pump, a heating chamber, an oil pipe, a generator and a controller; wherein the driving shaft is connected to the power system of the aircraft in a transmission manner, the anti-rotation rod is fixedly arranged on the fuselage of the aircraft, and the anti-rotation rod is coaxially arranged in the driving shaft; the propeller hub is arranged on the outer periphery of the top of the driving shaft, and the propeller hub can be driven to rotate by the driving shaft; the blade is arranged on the propeller hub; the gearbox is fixedly arranged on the top of the anti-rotation rod, the input end of the gearbox is connected to the driving shaft in a transmission manner, and the output end of the gearbox is connected to the oil pump and drives the oil pump to operate; the oil pump is communicated with the heating chamber; an oil circuit is arranged in the blade, and the oil pump and the heating chamber are respectively connected to the oil circuit in the blade through the oil pipe; the controller is arranged above the generator, and the controller can control the opening or closing of the heating element of the heating chamber; the generator is arranged above the controller, and the current output end of the generator is connected to the heating chamber.

2. The rotor temperature control system according to claim 1, characterized in that: The input end of the gearbox is the housing of the gearbox, and a gear set is arranged in the housing of the gearbox.

3. The rotor temperature control system according to claim 1, characterized in that: The generator comprises a stator and a rotor, wherein the stator is fixedly connected to a housing of the oil pump, and the rotor is fixedly connected to a central gear shaft of the oil pump.

4. The rotor temperature control system according to claim 1, characterized in that: The generator is of split type, comprising a magnet and a coil; wherein the magnet is connected to one of the anti-rotation rod and the propeller hub, and the coil is connected to the other of the anti-rotation rod and the propeller hub.

5. The rotor temperature control system according to claim 1, characterized in that: A heating element is arranged in the heating chamber, and the current output end of the generator is connected to the heating element.

6. The rotor temperature control system according to claim 1, characterized in that: The device further comprises a first temperature sensor, wherein the first temperature sensor is used to sense the ambient temperature and send the sensed data to the controller.

7. The rotor temperature control system according to claim 6, characterized in that: A second temperature sensor is also included, and the second temperature sensor is used to sense the temperature of the liquid in the oil circuit of the blade and send the sensed data to the controller.

8. The rotor temperature control system according to claim 5, characterized in that: A Hall sensor is also included, and the Hall sensor is used to sense the phase and rotation speed of the hub.

9. The rotor temperature control system according to claim 1, characterized in that: It also includes a transformer, and the current output end of the generator supplies power to other devices on the hub through the transformer.

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