Aircraft hydraulic energy subsystem and control method thereof, aircraft

Abstract

The present invention provides an aircraft hydraulic energy subsystem and a control method thereof, and an aircraft. The aircraft hydraulic energy subsystem includes an accumulator, an electric pump, a pressure signaler, a first circuit switch, and an electromagnetic switch. The electromagnetic switch includes a second circuit switch and an electromagnetic coil. The first circuit switch, the electromagnetic coil, and the pressure signaler switch are connected in series, and the second circuit switch and the electric pump are connected in series. When the pressure of the hydraulic oil in the hydraulic system pipeline is lower than a preset lower limit threshold, the pressure signaler switch is closed, the electromagnetic coil is energized and the second circuit switch is attracted, the electric pump starts to work and delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; when the pressure of the hydraulic oil in the hydraulic system pipeline is higher than the preset upper limit threshold, the pressure signaler switch is disconnected, the second circuit switch is disconnected, the electric pump stops working, and the accumulator delivers hydraulic oil to the high-pressure oil output end. The aircraft hydraulic energy subsystem can protect the system from damage caused by long-term and frequent operation.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft hydraulic energy subsystem and a control method thereof, and an aircraft. Background Art

[0002] The aircraft hydraulic energy subsystem is generally driven by an engine output pump. The engine energy can be continuously output to the hydraulic energy subsystem. Since the engine of amphibious aircraft is high, the engine cannot output energy to the hydraulic energy system. Light amphibious aircraft use electric pumps to drive the hydraulic energy subsystem. However, due to the shortage of electric energy, long-term operation of the electric pump will cause the problem of excessive load on the aircraft and affect the life of the electric pump. Summary of the invention

[0003] The first purpose of the present invention is to provide an aircraft hydraulic energy subsystem that can be applied to light amphibious aircraft, using system pressure as the main monitoring parameter to achieve automatic control of the energy system of the light amphibious aircraft, and at the same time using energy storage equipment to supplement the pressure to protect the system from damage to system components due to long-term and frequent operation.

[0004] A second object of the present invention is to provide a control method for the above-mentioned aircraft hydraulic energy subsystem.

[0005] A third object of the present invention is to provide an aircraft having the above-mentioned aircraft hydraulic energy subsystem.

[0006] To achieve the above-mentioned first purpose, the present invention provides an aircraft hydraulic energy subsystem, comprising an accumulator and an electric pump, wherein the accumulator is connected to the output end of the electric pump; the aircraft hydraulic energy subsystem also comprises a pressure signaler, a first circuit switch and an electromagnetic switch; the pressure signaler is located on the pipeline between the accumulator and the electric pump; the pressure signaler is provided with a pressure signaler switch, and the pressure signaler switch is closed or disconnected according to the pressure of the hydraulic oil in the hydraulic system pipeline; the electromagnetic switch comprises a second circuit switch and an electromagnetic coil, wherein the first circuit switch, the electromagnetic coil and the pressure signaler switch are connected in series, and the second circuit switch and the electric pump are connected in series; when the pressure of the hydraulic oil in the hydraulic system pipeline is lower than a preset lower limit threshold, the pressure signaler switch is closed, the electromagnetic coil is energized and the second circuit switch is attracted, the electric pump starts to work and delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; when the pressure of the hydraulic oil in the hydraulic system pipeline is higher than the preset upper limit threshold, the pressure signaler switch is disconnected, the second circuit switch is disconnected, the electric pump stops working, and the accumulator delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem.

[0007] It can be seen from the above scheme that the hydraulic energy subsystem can use a pressure signal device to automatically control the start and stop of the electric pump according to the pressure of the hydraulic oil in the pressure pipe of the hydraulic system, ensuring that the electric pump stops working within the working pressure range of the hydraulic system, and starts when the pressure is lower than the set pressure, avoiding the hydraulic pump from being damaged due to long-term operation, thereby greatly shortening the effective working time of the electric pump. At the same time, for the safety and reliability of the system, the energy storage device can safely lower the landing gear after an energy system failure, ensuring that the aircraft can land safely. The accumulator is set as an energy storage device, which can keep the system pressure within the working range for a long time when the system is working normally, shorten the starting frequency of the electric pump, and ensure the safe lowering of the landing gear when the system fails.

[0008] A preferred solution is that the aircraft hydraulic energy subsystem also includes an aircraft power source component, and the aircraft power source component includes an electric pump; the pressure signal device is located on the hydraulic system pipeline outside the aircraft power source component.

[0009] A further solution is that the electric pump includes a motor and a pump body, and the drive shaft of the pump body is connected to the drive shaft of the motor; the aircraft power source assembly also includes a mounting support and a fuel tank, the motor, the mounting support and the fuel tank are arranged along the axial direction of the aircraft power source assembly, the motor and the fuel tank are fixedly connected to the mounting support, and the pump body is located in the fuel tank.

[0010] A further solution is that the aircraft power source assembly also includes a safety valve, a relief valve and a first one-way valve; the relief valve and the safety valve are both arranged on a mounting support; an oil supply channel and a connecting channel are opened in the mounting support, a pressure supply port and a connecting port are arranged on the outer wall of the mounting support, and the two ends of the connecting channel are respectively connected to the oil tank and the connecting port; the pump body is arranged on the oil supply channel, the oil inlet end of the pump body is connected to the oil tank, the oil outlet end of the pump body is connected to the pressure supply port, the relief valve and the safety valve are both connected to the oil supply channel and are both located between the oil outlet end of the pump body and the pressure supply port; the first one-way valve is arranged on the oil supply channel, the first one-way valve is located between the oil outlet end of the pump body and the relief valve and is unidirectionally conductive from the pump body to the relief valve.

[0011] It can be seen that by setting the aircraft power source assembly into an integrated structure, components such as the safety valve and the overflow valve are all arranged on the mounting support, and an oil supply channel and an oil return channel are opened inside the mounting support, and a pressure supply port and an oil return port are set on the outer wall of the mounting support, so that the system components are integrated inside the power source assembly, saving system installation and system piping, and achieving aircraft weight reduction. The aircraft power source assembly realizes an integrated design of hydraulic system oil storage, pressure supply, and protection, reduces the problem of multi-component installation space and the problem of multiple leakage points in pipe joints. At the same time, this device has a simple, safe and reliable structure, light weight and low cost.

[0012] A further solution is that the aircraft hydraulic energy subsystem also includes an external oil tank; the external oil tank is provided with an oil supply port, an air vent, a ground refueling port and an oil return port, the oil supply port, the air vent, the ground refueling port and the oil return port are all connected to the interior of the external oil tank, and the oil supply port is connected to the connecting port.

[0013] It can be seen that if a larger integrated oil tank is used in the aircraft power source assembly, it is large in size and cannot be installed with a liquid level indicator, making it difficult to inspect, maintain and replace parts of the aircraft hydraulic energy subsystem. Therefore, a small internal integrated oil tank is used in the aircraft power source assembly. The external hydraulic oil tank can facilitate the inspection of the liquid level and avoid the liquid level from dropping and failing to meet the use requirements due to internal leakage of the system.

[0014] A further solution is that the external oil tank is provided with an oil level indicator, and the oil level indicator is used to indicate the remaining amount of hydraulic oil in the external oil tank.

[0015] A preferred solution is that the aircraft power source assembly also includes a second one-way valve, the oil supply channel and the oil tank are connected through an oil return pipe, the oil return pipe is connected to the first position between the first one-way valve and the oil outlet end of the pump body on the oil supply channel, the safety valve is arranged at the first position of the oil supply channel, and the second one-way valve is arranged on the oil return pipe and is unidirectionally conducted from one end close to the first position to one end away from the first position.

[0016] It can be seen that the provision of the second one-way valve prevents the oil from flowing in the reverse direction.

[0017] A preferred solution is that the pressure accumulator is provided with a charging valve and a micro pressure gauge, and an oil filter is also provided on the pipeline between the pressure accumulator and the pressure signal device.

[0018] To achieve the above-mentioned second purpose, the present invention provides a control method for an aircraft hydraulic energy subsystem, which is applied to the above-mentioned aircraft hydraulic energy subsystem; the control method comprises: when the pressure of the hydraulic oil in the hydraulic system pipeline is lower than a preset lower limit threshold, the pressure signal device switch is closed, the electromagnetic coil is energized and the second circuit switch is attracted, the electric pump starts to work and delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; when the pressure of the hydraulic oil in the hydraulic system pipeline is higher than the preset upper limit threshold, the pressure signal device switch is disconnected, the second circuit switch is disconnected, the electric pump stops working, and the accumulator delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem.

[0019] To achieve the third objective, the present invention provides an aircraft, comprising the aircraft hydraulic energy subsystem. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a working principle diagram of the aircraft hydraulic energy subsystem in the aircraft embodiment of the present invention.

[0021] Figure 2 yes Figure 1 A partial enlarged view of point B in the middle.

[0022] Figure 3 It is a structural diagram of an embodiment of an aircraft power source assembly of the present invention.

[0023] Figure 4 It is a cross-sectional view of an embodiment of an aircraft power source assembly of the present invention.

[0024] Figure 5 It is a circuit diagram of a pressure signal device and an electric pump in a hydraulic energy subsystem of an aircraft according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] See also Figures 1 to 5 The aircraft of this embodiment includes an aircraft hydraulic energy subsystem, which includes a hydraulic system pipeline 1, an accumulator 2, a pressure signal device 3, a first circuit switch 4, an electromagnetic switch 5, an aircraft power source component 6 and an external oil tank 8.

[0026] The aircraft power source assembly 6 includes an electric pump 61 , a mounting bracket 62 , an oil tank 63 , a safety valve 64 , a relief valve 65 , a first one-way valve 66 and a second one-way valve 67 .

[0027] The electric pump 61 includes a motor 611 and a pump body 612. The pump body 612 is a gear pump. The motor 611, the oil tank 63 and the pump body 612 are all fixedly connected to the mounting bracket 62. The motor 611, the mounting bracket 62 and the oil tank 63 are arranged along the axial direction of the aircraft power source assembly 6. The pump body 612 is installed in the oil tank 63. The drive shaft 6121 of the pump body 612 is connected to the drive shaft 6111 of the motor 611. The drive shaft 6121 of the pump body 612 and the drive shaft 6111 of the motor 611 are both parallel to the axial direction of the aircraft power source assembly 6.

[0028] The overflow valve 65 and the safety valve 64 are both arranged on the mounting support 62. The mounting support 62 is provided with an oil supply passage 621 and an oil return passage 622. The outer wall of the mounting support 62 is provided with a pressure supply port 623 and a connecting port 624. The two ends of the oil return passage 622 are respectively connected to the oil tank 63 and the connecting port 624. The pump body 612 is arranged on the oil supply passage 621. The oil inlet end of the pump body 612 is connected to the oil tank 63. The oil outlet end of the pump body 612 is connected to the pressure supply port 623. The overflow valve 65 and the safety valve 64 are both connected to the oil supply passage 621 and are both located between the oil outlet end of the pump body 612 and the pressure supply port 623. When the system is overheated, the volume of the oil in the system will expand due to thermal expansion, and the excess liquid will overflow through the overflow valve 65. When the system pressure is too high, the pressure can be automatically released through the safety valve 64. The safety valve 64 opens when the system pressure is too high and closes when the pressure in the system drops to a specified value, ensuring that the system pressure does not exceed the specified value.

[0029] The first one-way valve 66 is disposed on the oil supply passage 621 . The first one-way valve 66 is located between the oil outlet of the pump body 612 and the relief valve 65 and is unidirectionally conductive from the pump body 612 to the relief valve 65 .

[0030] The oil supply channel 621 includes an upstream section 6211 of the pump body and a downstream section 6212 of the pump body. The two ends of the upstream section 6211 of the pump body are respectively connected to the oil inlet end of the pump body 612 and the oil tank 63. The two ends of the downstream section 6212 of the pump body are respectively connected to the oil outlet end of the pump body 612 and the pressure supply port 623. The safety valve 64, the overflow valve 65 and the first one-way valve 66 are all located in the downstream section 6212 of the pump body.

[0031] The oil return passage 622 includes a communication port connecting section 6221 and an oil tank connecting section 6222. The two ends of the communication port connecting section 6221 are respectively connected to the communication port 624 and the pump body upstream section 6211. The oil tank connecting section 6222 is a part of the pump body upstream section 6211. In this way, the oil supply passage 621 and the oil return passage 622 share a part, which can simplify the internal structure of the mounting seat.

[0032] A filter screen 68 is provided on the oil tank connection section 6222, and a differential pressure indicator 69 is also connected to the oil tank connection section 6222. The differential pressure indicator 69 is connected in parallel with the filter screen 68 and is provided on the mounting bracket 62. By providing the filter screen 68 on the oil tank connection section 6222, impurities and foreign objects in the return oil can be prevented from entering the oil tank 63, and impurities and foreign objects in the oil can be prevented from entering the system. A differential pressure indicator 69 is connected in parallel at both ends of the filter screen 68, and the differential pressure indicator 69 is used to detect whether the oil filter is blocked.

[0033] The oil supply channel 621 is connected to the oil tank 63 through the return oil pipe 60. The return oil pipe 60 is connected to the first position A between the first one-way valve 66 on the oil supply channel 621 and the oil outlet end of the pump body 612. The safety valve 64 is arranged at the first position A of the oil supply channel 621. The second one-way valve 67 is arranged on the return oil pipe 60 and is unidirectionally conducted from one end close to the first position A to the end far away from the first position A.

[0034] An oil level indicator 631 is provided at one end of the oil tank 63 away from the mounting support 62 . The oil level indicator 631 is used to indicate the remaining amount of hydraulic oil in the oil tank 63 .

[0035] The pressure supply port 623 is also provided with a three-way joint 625, which has an inlet 6251, a first outlet 6252 and a second outlet 6253. The inlet 6251 is connected to the oil supply channel 621, the first outlet 6252 is a hydraulic system pressure supply port, and the second outlet 6253 is a ground pressure supply port. By providing the three-way joint 625, pressure can be supplied to the system or to the ground.

[0036] The hydraulic system pipeline 1 is connected to the hydraulic system pressure supply port of the three-way joint 625, and the pressure signal device 3 and the pressure accumulator 2 are both connected to the hydraulic system pipeline 1. The pressure signal device 3 is located between the pressure accumulator 2 and the hydraulic system pressure supply port. The pressure signal device 3 is provided with a pressure signal device switch 31, and the pressure signal device switch 31 is closed or opened according to the pressure of the hydraulic oil in the hydraulic system pipeline 1. The pressure accumulator 2 is provided with a charging valve 21 and a micro air pressure gauge 22.

[0037] The hydraulic system pipeline 1 is also provided with an oil filter 12 and a pressure sensor 13, both of which are located between the pressure signal device 3 and the pressure accumulator 2, and the oil filter 12 is located between the pressure signal device 3 and the pressure sensor 13. The setting of the oil filter 12 can prevent impurities and foreign matter in the oil from entering the system. The pressure sensor 13 transmits the corresponding electrical signal to the integrated electronic system according to the pressure in the hydraulic system pipeline 1, and the integrated electronic system displays the pressure value in the system to the pilot.

[0038] The external oil tank 8 is provided with an oil supply port 81, an air vent 82, a ground refueling port 83 and an oil return port 84. The oil supply port 81, the air vent 82, the ground refueling port 83 and the oil return port 84 are all connected to the interior of the external oil tank 8, and the oil supply port 81 is connected to the connecting port 624. If a larger integrated oil tank is selected in the aircraft power source assembly 6, the volume is large and a liquid level indicator cannot be installed, which makes it difficult to inspect, maintain and replace parts of the aircraft hydraulic energy subsystem. Therefore, a small oil tank 63 is selected as an internal integrated oil tank in the aircraft power source assembly 6. The external oil tank 8 can conveniently check the liquid level and can also avoid the liquid level drop that does not meet the use requirements due to internal leakage of the system. In addition, the external oil tank 8 is also provided with an oil level indicator (not shown), which is used to indicate the remaining amount of hydraulic oil in the external oil tank.

[0039] See also Figure 5 The electromagnetic switch 5 includes a second circuit switch 51 and an electromagnetic coil 52. The first circuit switch 4, the electromagnetic coil 52 and the pressure signal switch 31 are connected in series to the first branch 71. The second circuit switch 51 and the electric pump 61 are connected in series to the second branch 72. The first branch 71 is connected in parallel to the second branch 72.

[0040] The control method of the aircraft hydraulic energy subsystem of this embodiment includes:

[0041] When the aircraft is performing a mission, the working circuit switch of the aircraft power source assembly 6, that is, the first circuit switch 4, is closed, and the hydraulic energy subsystem starts to work automatically.

[0042] When the pressure of the hydraulic oil in the hydraulic system pipeline 1 is lower than the preset lower limit threshold, the pressure signal switch 31 is closed, the electromagnetic coil 52 is energized and the second circuit switch 51 is attracted, the power supply of the motor 611 of the electric pump 61 is turned on, the pump body 612 of the electric pump 61 starts to work, and the hydraulic oil is delivered to the high-pressure oil output end 11 of the aircraft hydraulic energy subsystem. The high-pressure oil reaches the control elements of each execution subsystem through the first one-way valve 66, the oil filter 12, and the accumulator 2. Preferably, the preset lower limit threshold is 8Mpa.

[0043] When each execution subsystem is not working, the aircraft power source assembly 6 charges the pressure of the accumulator 2 to a set pressure value, that is, 10 MPa.

[0044] When the pressure of the hydraulic oil in the hydraulic system pipeline 1 is higher than the above-mentioned set pressure value, that is, the preset upper limit threshold, the pressure signal switch 31 is disconnected, the second circuit switch 51 is disconnected, the electric pump 61 stops working, and the accumulator 2 delivers hydraulic oil to the high-pressure oil output terminal 11 of the aircraft hydraulic energy subsystem. Preferably, the preset upper limit threshold is 10Mpa.

[0045] As can be seen from the above, by setting the aircraft power source assembly into an integrated structure, the components such as the safety valve and the overflow valve are all arranged on the mounting support, and the oil supply channel and the oil return channel are opened inside the mounting support, and the pressure supply port and the oil return port are arranged on the outer wall of the mounting support, so that the system components are integrated inside the power source assembly, saving system installation and system pipelines, and realizing the weight reduction of the aircraft. The aircraft power source assembly realizes the integrated design of hydraulic system oil storage, pressure supply, and protection, reducing the problem of multi-component installation space and the problem of multiple leakage points of pipeline joints. At the same time, the structure of this device is simple, safe and reliable, light in weight and low in cost. In addition, the hydraulic energy subsystem can use a pressure signal device to automatically control the start and stop of the electric pump according to the pressure of the hydraulic oil in the pressure pipe of the hydraulic system, ensuring that the electric pump stops working within the working pressure range of the hydraulic system, and the electric pump starts when the pressure is lower than the set pressure, avoiding the hydraulic pump from being damaged due to long-term operation, thereby greatly shortening the effective working time of the electric pump. At the same time, for the safety and reliability of the system, the energy storage device can safely lower the landing gear after the energy system fails, ensuring that the aircraft can land safely. The accumulator is set as an energy storage device. When the system is working normally, it can keep the system pressure within the working range for a long time, shorten the starting frequency of the electric pump, and ensure the safe lowering of the landing gear in the event of a system failure.

[0046] In addition, the pump body and the mounting support can also be integrally formed, or the pump body and the mounting support can be fixedly connected by welding or screwing. The ground pressure supply port can also be directly opened on the mounting support, that is, the outer wall of the mounting support is also provided with a ground pressure supply port, which is arranged close to the pressure supply port and is connected to the oil supply channel. The above changes can also achieve the purpose of the present invention.

[0047] Finally, it should be emphasized that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various changes and modifications. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An aircraft hydraulic energy subsystem, comprising an accumulator and an electric pump, wherein the accumulator is connected to an output end of the electric pump; Features: The aircraft hydraulic energy subsystem also includes a pressure signal device, a first circuit switch and an electromagnetic switch; The pressure signal device is located on the pipeline between the pressure accumulator and the electric pump; The pressure signal device is provided with a pressure signal device switch, and the pressure signal device switch is closed or opened according to the pressure of the hydraulic oil in the hydraulic system pipeline; The electromagnetic switch comprises a second circuit switch and an electromagnetic coil, the first circuit switch, the electromagnetic coil and the pressure signal switch are connected in series, and the second circuit switch and the electric pump are connected in series; When the pressure of the hydraulic oil in the hydraulic system pipeline is lower than the preset lower limit threshold, the pressure signal switch is closed, the electromagnetic coil is energized and the second circuit switch is attracted, and the electric pump starts to work and delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; When the pressure of the hydraulic oil in the hydraulic system pipeline is higher than a preset upper limit threshold, the pressure signal switch is disconnected, the second circuit switch is disconnected, the electric pump stops working, and the accumulator delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; The aircraft hydraulic energy subsystem further includes an aircraft power source assembly, and the aircraft power source assembly includes the electric pump; The pressure signal device is located on the hydraulic system pipeline outside the aircraft power source assembly; The electric pump comprises a motor and a pump body, wherein a driving shaft of the pump body is connected to a driving shaft of the motor; The aircraft power source assembly further comprises a mounting support and an oil tank, wherein the motor, the mounting support and the oil tank are arranged along the axial direction of the aircraft power source assembly, the motor and the oil tank are both fixedly connected to the mounting support, and the pump body is located in the oil tank; The aircraft power source assembly also includes a safety valve, a relief valve and a first one-way valve; The overflow valve and the safety valve are both arranged on the mounting support; An oil supply channel and a communication channel are provided in the mounting support, a pressure supply port and a communication port are provided on the outer wall of the mounting support, and two ends of the communication channel are respectively connected to the oil tank and the communication port; The pump body is arranged on the oil supply passage, the oil inlet end of the pump body is communicated with the oil tank, the oil outlet end of the pump body is communicated with the pressure supply port, the overflow valve and the safety valve are both communicated with the oil supply passage and are both located between the oil outlet end of the pump body and the pressure supply port; The first one-way valve is arranged on the oil supply passage. The first one-way valve is located between the oil outlet end of the pump body and the overflow valve and is unidirectionally conductive from the pump body to the overflow valve.

2. The aircraft hydraulic energy subsystem according to claim 1, characterized in that: The aircraft hydraulic energy subsystem also includes an external oil tank; The external oil tank is provided with an oil supply port, an air vent, a ground refueling port and an oil return port. The oil supply port, the air vent, the ground refueling port and the oil return port are all connected to the interior of the external oil tank, and the oil supply port is connected to the connecting port.

3. The aircraft hydraulic energy subsystem according to claim 2, characterized in that: The external oil tank is provided with an oil level indicator, and the oil level indicator is used to indicate the remaining amount of hydraulic oil in the external oil tank.

4. The aircraft hydraulic energy subsystem according to any one of claims 1 to 3, characterized in that: The aircraft power source assembly also includes a second one-way valve, the oil supply channel is connected to the oil tank through an oil return pipe, the oil return pipe is connected to a first position between the first one-way valve and the oil outlet end of the pump body on the oil supply channel, the safety valve is arranged at the first position of the oil supply channel, and the second one-way valve is arranged on the oil return pipe and is unidirectionally conducted from one end close to the first position to one end away from the first position.

5. The aircraft hydraulic energy subsystem according to any one of claims 1 to 3, characterized in that: The pressure accumulator is provided with a charging valve and a miniature air pressure gauge, and an oil filter is also provided on the pipeline between the pressure accumulator and the pressure signal device.

6. A control method for an aircraft hydraulic energy subsystem, characterized in that: Applicable to the aircraft hydraulic energy subsystem according to any one of claims 1 to 5; the control method comprises: When the pressure of the hydraulic oil in the hydraulic system pipeline is lower than the preset lower limit threshold, the pressure signal switch is closed, the electromagnetic coil is energized and the second circuit switch is attracted, and the electric pump starts to work and delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem; When the pressure of the hydraulic oil in the hydraulic system pipeline is higher than a preset upper limit threshold, the pressure signal switch is disconnected, the second circuit switch is disconnected, the electric pump stops working, and the accumulator delivers hydraulic oil to the high-pressure oil output end of the aircraft hydraulic energy subsystem.

7. An aircraft, characterized in that Comprising an aircraft hydraulic energy subsystem as described in any one of claims 1 to 5.

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