Airplane ground static conversion power supply and control method

Abstract

The invention provides an aircraft ground static conversion power supply and a control method, and relates to the technical field of aviation ground power supplies. According to the airplane ground static variable power supply, a dynamic voltage recovery module is connected in series between an external power grid and an alternating current input end of a rectification module; the direct-current output end of the rectifier module is connected with the direct-current input end of the inverter module; the dynamic voltage recovery module comprises an electronic switch and an energy storage power supply unit; the first end of the electronic switch is connected with an external power grid, and the second end is connected with the AC input end of the rectifier module. The dynamic voltage recovery module is configured to control the electronic switch to be switched off when it is detected that the voltage sag of the external power grid occurs and exceeds the allowable input range of the airplane ground static variable power supply, and the energy storage power supply unit provides compensation alternating current for the rectification module. According to the embodiment of the invention, power supply can be continuously and stably output under the condition that the power supply voltage of the power grid sags.

Description

Technical Field

[0001] This disclosure relates to the field of aviation ground power technology, and in particular to an aircraft ground static variable power supply and control method. Background Technology

[0002] In the civil aviation sector, aircraft rely on ground-based static variable power sources to provide aviation-standard medium-frequency AC power (typically 115V / 400Hz) while parked on the ground to support avionics system testing, air conditioning operation, and maintenance. This power supply process demands extremely high continuity and stability; any interruption can lead to onboard equipment resets, data loss, or even component damage, severely impacting flight safety and operational efficiency.

[0003] However, airport power distribution networks often experience voltage dips or short-term interruptions (typically lasting 10ms to 1s) due to lightning strikes, large equipment start-ups and shutdowns, line switching, or external faults. These power quality problems are sudden and unpredictable. Traditional aircraft ground static transformers often employ a "mains-rectifier-inverter" structure. When the input voltage drops beyond the allowable range, the rectifier module input is interrupted, causing a sudden drop in the DC bus voltage, which in turn interrupts the inverter output.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] This disclosure provides an aircraft ground static variable power supply and control method, which can avoid power outages caused by the interruption of the rectifier module input when a voltage dip or interruption occurs in the external power grid, thereby achieving seamless, continuous, and highly reliable medium-frequency AC power supply to the aircraft load.

[0006] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0007] According to one aspect of this disclosure, an aircraft ground static variable power supply is provided, including a dynamic voltage recovery module, a rectifier module, and an inverter module; The dynamic voltage recovery module is connected in series between the external power grid and the AC input terminal of the rectifier module; the DC output terminal of the rectifier module is connected to the DC input terminal of the inverter module, and the AC output terminal of the inverter module is used to output AC power of a predetermined frequency. The dynamic voltage recovery module includes an electronic switch and an energy storage power supply unit; the first end of the electronic switch is connected to the external power grid, and the second end is connected to the AC input terminal of the rectifier module. The dynamic voltage recovery module is configured as follows: When the external power grid voltage is within the normal operating range, the electronic switch is closed, allowing the electrical energy from the external power grid to be directly supplied to the rectifier module via the electronic switch; When a voltage dip in the external power grid is detected that exceeds the allowable input range of the aircraft's ground static power supply, the control electronic switch is disconnected, and the energy storage power supply unit provides compensating AC power to the rectifier module.

[0008] In one embodiment of this disclosure, the dynamic voltage recovery module is also used to control the electronic switch to close after the external power grid voltage returns to normal.

[0009] In one embodiment of this disclosure, the energy storage power supply unit is configured to store electrical energy when the external grid voltage is normal and release electrical energy when a voltage drop occurs in the external grid to provide compensating AC power to the rectifier module.

[0010] In one embodiment of this disclosure, the energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer. The secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module. The primary side of the injection transformer is connected to the AC side of the bidirectional converter. The DC side of the bidirectional converter is connected to the energy storage capacitor. When the external grid voltage is within the normal operating range, the electronic switch is closed, and the power from the external grid is directly supplied to the rectifier module via the electronic switch. At the same time, the bidirectional converter operates in rectification mode to charge the energy storage capacitor. When a voltage drop occurs in the external grid, the electronic switch is opened, and the bidirectional converter switches to inverter mode to convert the DC power stored in the energy storage capacitor into compensated AC power, which is then injected into the AC input terminal of the rectifier module after coupling through the injection transformer.

[0011] In one embodiment of this disclosure, the electronic switch is a fully controllable semiconductor power switch device.

[0012] In one embodiment of this disclosure, the electronic switch includes at least one of the following: an insulated gate bipolar transistor, a silicon carbide metal oxide semiconductor field-effect transistor, or an integrated gate commutated thyristor.

[0013] In one embodiment of this disclosure, the rectifier module includes an input filter unit, a phase-shifting reactor, and a rectifier bridge; the input terminal of the input filter unit is connected to the second terminal of an electronic switch, and the output terminal of the input filter unit is connected to the primary side of the phase-shifting reactor; the secondary side of the phase-shifting reactor is connected to the AC input terminal of the rectifier bridge; and the DC output terminal of the rectifier bridge is connected to the DC input terminal of the inverter module.

[0014] In one embodiment of this disclosure, the rectifier bridge is a 12-pulse rectifier bridge, including a first rectifier bridge and a second rectifier bridge; the phase-shifting reactor is a 12-pulse phase-shifting reactor, with its primary side connected to the output terminal of the dynamic voltage recovery module, and its two secondary sides connected to the AC input terminals of the first rectifier bridge and the second rectifier bridge, respectively, so that the two rectified outputs are superimposed in parallel on the DC side to form a 12-pulse DC voltage.

[0015] In one embodiment of this disclosure, the inverter module includes an inverter unit, an intermediate frequency transformer, and an output filter unit; the DC input terminal of the inverter unit is connected to the DC output terminal of the rectifier bridge, and the AC output terminal of the inverter unit is connected to the primary side of the intermediate frequency transformer; the secondary side of the intermediate frequency transformer is connected to the input terminal of the output filter circuit, and the output terminal of the output filter circuit is used to provide AC power of a predetermined frequency to the aircraft. The inverter unit is a three-phase full-bridge inverter circuit, which includes six insulated-gate bipolar transistors. Each phase arm of the three-phase full-bridge inverter circuit is composed of two insulated-gate bipolar transistors connected in series, which are used to convert the DC bus voltage into a high-frequency pulse voltage, and output AC power of a predetermined frequency after being processed by an intermediate frequency transformer and an output filter unit.

[0016] According to another aspect of this disclosure, a control method for an aircraft ground static variable power supply is provided, applied to the aforementioned aircraft ground static variable power supply. The method includes: real-time detection of the voltage amplitude of an external power grid; when the voltage of the external power grid is within the normal operating range, controlling an electronic switch to close, so that the electrical energy of the external power grid is directly supplied to the rectifier module via the electronic switch; when a voltage dip in the external power grid is detected and exceeds the allowable input range of the aircraft ground static variable power supply, controlling the electronic switch to open, and providing compensating AC power to the rectifier module by an energy storage power supply unit.

[0017] In one embodiment of this disclosure, the energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer; the secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module; the primary side of the injection transformer is connected to the AC side of the bidirectional converter; and the DC side of the bidirectional converter is connected to the energy storage capacitor. When the external grid voltage is within the normal operating range, the method also includes: controlling the bidirectional converter to operate in rectification mode to charge the energy storage capacitor.

[0018] In one embodiment of this disclosure, when a voltage amplitude is detected to be lower than a first threshold and the duration exceeds a second threshold, it is determined that a voltage dip in the external power grid has occurred and exceeds the allowable input range of the aircraft ground static power supply. When a voltage dip in the external power grid is detected and exceeds the allowable input range of the aircraft's ground static power supply, the method further includes: controlling the bidirectional converter to switch to inverter mode, converting the DC power stored in the energy storage capacitor into compensated AC power, and injecting it into the AC input terminal of the rectifier module via the injection transformer; continuously monitoring the voltage of the external power grid during the injection of compensated AC power; and after the external power grid voltage recovers to above the third threshold and stabilizes above the fourth threshold for a period of time, controlling the electronic switch to close and controlling the bidirectional converter to return to rectifier mode.

[0019] The aircraft ground static power supply and control method provided in this disclosure isolate the faulty power grid by disconnecting the electronic switch and actively injecting compensating AC power to the input terminal of the rectifier module. This ensures that the rectifier bridge has a stable power frequency AC input throughout the entire interruption period, thus enabling continuous normal operation. This avoids the interruption of the rectifier module input due to a temporary drop in grid voltage, ensuring continuous operation of the rectifier circuit. With the rectifier module operating continuously, the DC bus voltage is maintained in real time by the rectifier bridge. This eliminates the need for large-capacity capacitors to support the inverter load for extended periods. The energy storage unit only needs to provide short-term AC compensation energy, resulting in smaller capacity requirements and reduced reliance on high-voltage, large-capacity DC bus capacitors. This promotes miniaturization, weight reduction, and cost optimization. The rectifier module's operating state does not undergo abrupt changes, resulting in minimal fluctuations in the DC bus voltage. The inverter module input is stable, and the amplitude, frequency, and harmonic characteristics of the output intermediate frequency AC power are unaffected by grid disturbances. This improves the output power quality and system stability, ensuring that the intermediate frequency AC power output to the aircraft complies with aviation power specifications.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0022] Obviously, the accompanying drawings described below are merely some embodiments of this disclosure. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0023] Figure 1 A schematic block diagram of an aircraft ground static variable power supply according to an embodiment of the present disclosure is shown. Figure 2 A circuit diagram of a dynamic voltage recovery module according to an embodiment of this disclosure is shown; Figure 3 A circuit diagram of a rectifier module according to an embodiment of the present disclosure is shown; Figure 4 A circuit diagram of an inverter module according to an embodiment of this disclosure is shown; Figure 5 A circuit diagram of an aircraft ground static power supply according to an embodiment of the present disclosure is shown; Figure 6 This diagram illustrates energy transfer during normal power input operation in an embodiment of this disclosure. Figure 7 This diagram illustrates energy transfer during a power input dip in an embodiment of the present disclosure. Figure 8 This diagram shows a flowchart of a control method for an aircraft ground static variable power supply according to an embodiment of the present disclosure; Figure 9 A flowchart illustrating another control method for an aircraft ground static variable power supply according to an embodiment of this disclosure is shown. Detailed Implementation

[0024] To facilitate understanding of the technical solutions of this disclosure, the disclosure will be further described below with reference to the accompanying drawings.

[0025] The terms "first" and "second," etc., in this disclosure, claim, and drawings are used only to distinguish different objects and not to describe a particular order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0026] The term "embodiment" as used herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0027] In this disclosure, "at least one (item)" means one or more, "more than" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. "Or" indicates that there can be two relationships, such as only A exists and only B exists; when A and B are not mutually exclusive, it can also mean that there are three relationships, such as only A exists, only B exists, and A and B exist simultaneously. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c".

[0028] A voltage sag refers to the phenomenon where the effective voltage value at a point in a power supply system drops briefly and then recovers to near its nominal value. Characteristic indicators of voltage sag include the sag amplitude, sag duration, and sag frequency. The voltage sag amplitude ranges from 10% to 90% of the rated voltage, and its duration generally ranges from 0.5 cycles (10 ms) to 1 minute, with the most common duration being less than 1 second. The sag frequency is the number of voltage sags occurring per unit time (usually per year for evaluation). There are many causes of voltage sags, including protection activation triggered by lightning strikes, strong winds, heavy rain, or short circuits on the main power grid or distribution network side, the starting of large equipment (such as high-power motors or welding machines), or electrical short circuits on the same line.

[0029] Voltage sags can cause electrical equipment to malfunction and stop working properly. Sensitive equipment may even shut down. The impact varies depending on the load. For DC motors, the motor protection will trip when the voltage drops below 80%. For variable-speed motors, the speed control will trip when the voltage drops below 70% for more than six cycles. For some precision-machined motors, the motor will trip when the voltage drops below 90% for more than three cycles. For AC contactors, the voltage will automatically trip if it drops below 50% or even 70% for more than one cycle. For aircraft ground static transformers, if a voltage sag exceeds the normal operating range of the input voltage, the power supply to the aircraft will be interrupted, requiring manual restoration after the power grid is restored. This can cause power outages to the aircraft. During aircraft maintenance, a power outage can range from minor shutdowns and reduced efficiency to serious damage to sensitive components.

[0030] In response to the existing situation of voltage dips in the mains power supply, this disclosure provides an aircraft ground static variable power supply and control method, which can continuously and stably output power supply even when the mains power supply voltage dips, thereby ensuring the continuous and stable power supply of the aircraft.

[0031] The deficiencies of the above solutions and the proposed solutions are the result of the inventor's practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed in this disclosure below should be considered as the inventor's contribution to this disclosure.

[0032] The following detailed description of this exemplary implementation method is provided in conjunction with the accompanying drawings and embodiments.

[0033] First, this disclosure provides an aircraft ground static variable power supply. Figure 1 This diagram illustrates the principle block diagram of the aircraft ground static variable power supply according to an embodiment of the present disclosure, such as... Figure 1 As shown, the aircraft ground static variable power supply provided in this embodiment includes a dynamic voltage recovery module 10, a rectifier module 20, and an inverter module 30.

[0034] The dynamic voltage recovery module 10 is connected in series between the external power grid and the AC input terminal of the rectifier module 20; the DC output terminal of the rectifier module 20 is connected to the DC input terminal of the inverter module 30, and the AC output terminal of the inverter module 30 is used to output AC power of a predetermined frequency. In some embodiments, the AC power of the predetermined frequency provided to the aircraft by the AC output terminal of the inverter module 30 is medium-frequency AC power (typically 115 V / 400 Hz) that conforms to aviation electrical specifications (e.g., ISO 6858 or MH / T 6018).

[0035] The dynamic voltage recovery module 10 includes an electronic switch 11 and an energy storage power supply unit 12; the first end of the electronic switch 11 is connected to the external power grid, and the second end is connected to the AC input terminal of the rectifier module 20.

[0036] The dynamic voltage recovery module 10 is configured as follows: When the external grid voltage is within the normal operating range, the control electronic switch 11 is closed, so that the power of the external grid is directly supplied to the rectifier module 20 through the electronic switch 11; at the same time, the power of the grid is used to charge the energy storage power supply unit 12. When a voltage dip in the external power grid is detected and exceeds the allowable input range of the aircraft's ground static power supply, the control electronic switch 11 is disconnected to cut off the electrical connection between the external power grid and the rectifier module 20, and the energy storage power supply unit 12 provides compensating AC power to the rectifier module 20 to maintain the continuous output of medium frequency AC power by the inverter module 30.

[0037] The aforementioned external grid voltage being within the normal operating range refers to the external grid voltage amplitude (sometimes including frequency) being within the range where the aircraft's ground static voltage converter can operate normally without triggering protection or switching actions. As an example, the normal operating range can be ±10% of the nominal voltage, such as ±10% of 380 V, i.e., 342 V ~ 418 V.

[0038] The permissible input range of the aforementioned aircraft ground static voltage converter refers to the minimum / maximum input voltage boundary that the aircraft ground static voltage converter rectifier module 20 is allowed to maintain normal output (i.e., output AC power at the predetermined frequency mentioned above). The permissible input range of the aircraft ground static voltage converter is usually wider than the "normal operating range" (e.g., it allows a short-term drop to 70%). Exceeding this range is considered a fault, and the dynamic voltage recovery module 10 needs to be activated for compensation.

[0039] The aforementioned compensation AC voltage refers to the AC voltage generated by the energy storage power supply unit 12 during periods of external grid voltage anomalies, which is used to replace or superimpose the grid voltage at power frequency (50 / 60 Hz) or a specific frequency, in order to ensure that downstream power electronic equipment (such as rectifiers) continuously receives a stable input.

[0040] The aforementioned control logic is implemented by the control system built into the aircraft's ground static power supply. The control system may include a detection unit (e.g., a voltage sampling unit), a processing unit, and a drive unit. The processing unit generates corresponding control signals based on the grid status fed back by the voltage sampling unit, which are then amplified by the drive unit to control the on / off state of the electronic switch 11 and the switching of the operating mode of the energy storage power supply unit 12.

[0041] The inventors also attempted a scheme where the DC bus-side energy storage capacitor passively discharges during grid interruptions. This scheme interrupts the input of the rectifier module 20, relying solely on the capacitor to maintain inverter operation, thus constituting a backup solution. In contrast, this disclosed embodiment uses a dynamic voltage recovery module 10 connected in series with the AC input side. During a grid interruption, the electronic switch 11 is actively disconnected, and the energy storage power supply unit 12 injects a power frequency compensated AC voltage into the input of the rectifier module 20, ensuring continuous normal operation of the rectifier module 20. This achieves faster response, lower impact, and stronger adaptability.

[0042] In some embodiments, the electronic switch 11 is a fully controlled semiconductor power switch device, which can achieve microsecond-level precise on / off control, ensuring rapid disconnection of the fault source when the grid voltage drops and synchronous closure during recovery to avoid current surges. Compared with mechanical switches or semi-controlled devices, it has a fast response speed, long lifespan, and no electric arc, significantly improving the switching reliability of the dynamic voltage recovery module 10 and the overall system safety.

[0043] In some embodiments, the electronic switch 11 includes at least one of the following: an insulated gate bipolar transistor (IGBT), a silicon carbide metal oxide semiconductor field-effect transistor (SiC MOSFET), or an integrated gate commutated thyristor (IGCT).

[0044] In this embodiment, the electronic switch 11 is a fully controllable device that can be turned off within microseconds. The energy storage power supply unit 12 synchronously starts the inverter to generate a compensation voltage, without relying on residual grid voltage or passive discharge processes. This achieves millisecond-level or even sub-millisecond-level fast switching, which is significantly better than traditional backup solutions that rely on capacitor discharge.

[0045] In some embodiments, the dynamic voltage recovery module 10 is also used to control the electronic switch 11 to close after the external grid voltage returns to normal, ensuring that the grid can be automatically reconnected after restoration, achieving a seamless switchback to normal power supply mode. It is understood that the aforementioned "external grid voltage returns to normal" does not mean that the voltage instantaneously returns to the nominal value, but rather that the external grid voltage has risen to a level that allows for long-term stable power supply, and fluctuations have subsided, meeting the safety and stability requirements for reconnection of the aircraft's ground static power supply. As an example, whether normal operation has been restored can be determined through two dimensions: amplitude recovery and time stability. Amplitude recovery means that the voltage rises to a threshold higher than the normal operating lower limit (e.g., 85%~95% of the nominal voltage), and time stability means that this voltage state persists for a period of time (e.g., 20 ms~200 ms), excluding instantaneous flashback or oscillation interference.

[0046] This embodiment avoids manual intervention and improves the level of automation. On the other hand, it utilizes grid power to charge the energy storage power supply unit 12 in a timely manner, ensuring the ability to cope with the next flashover event. At the same time, it reduces unnecessary discharge losses of the energy storage unit, extends its service life, and improves the overall energy efficiency and reliability of the system.

[0047] In some embodiments, the energy storage power supply unit 12 is configured to store electrical energy when the external grid voltage is normal and release electrical energy when a voltage sag occurs in the external grid to provide the rectifier module 20 with the compensating AC power required to maintain the intermediate frequency AC output. This disclosure improves the adaptability to grid disturbances and optimizes energy storage utilization efficiency, ensuring the continuity and reliability of power supply to the aircraft.

[0048] In some embodiments, such as Figure 2 As shown, the energy storage power supply unit 12 includes an energy storage capacitor 121, a bidirectional converter 122, and an injection transformer 123.

[0049] The secondary side of the injection transformer 123 is connected between the second terminal of the electronic switch 11 and the AC input terminal of the rectifier module 20; the primary side of the injection transformer 123 is connected to the AC side of the bidirectional converter 122; and the DC side of the bidirectional converter 122 is connected to the energy storage capacitor 121. In other words, the secondary side of the injection transformer 123 is connected in parallel to the AC input terminal of the rectifier module 20 (i.e., the second terminal of the electronic switch 11) to directly superimpose the compensation voltage onto the rectifier input terminal.

[0050] When the external grid voltage is within the normal operating range, the electronic switch 11 is closed, and the power from the external grid is directly supplied to the rectifier module 20 through the electronic switch 11. At the same time, the bidirectional converter 122 operates in rectification mode and uses the grid power to charge the energy storage capacitor 121. When a voltage drop occurs in the external power grid and exceeds the allowable range, the electronic switch 11 is opened, cutting off the electrical connection between the power grid and the rectifier module 20. The bidirectional converter 122 switches to inverter mode, converting the DC power stored in the energy storage capacitor 121 into a power frequency compensated AC voltage that is in phase and frequency with the external power grid. After coupling through the injection transformer 123, the voltage is injected into the AC input terminal of the rectifier module 20, thereby maintaining the normal working state of the rectifier module 20 and ensuring that the inverter module 30 continuously outputs a stable medium frequency AC power.

[0051] In some embodiments, such as Figure 2 As shown, the dynamic voltage recovery module 10 may also include an input circuit breaker 13, a bypass switch 14, and an output circuit breaker 15.

[0052] This embodiment of the disclosure achieves dynamic voltage compensation on the AC side by setting up an energy storage power supply unit 12 consisting of an energy storage capacitor 121, a bidirectional converter 122, and an injection transformer 123. When the external power grid is normal, the bidirectional converter 122 operates in rectification mode to charge the energy storage capacitor 121. When a voltage dip occurs, it quickly switches to inverter mode, converting the DC power stored in the energy storage capacitor 121 into a power frequency compensated AC voltage that is in phase and frequency with the power grid. This voltage is then injected into the AC input terminal of the rectifier module 20 after coupling through the injection transformer 123. This structure ensures that the rectifier module 20 continuously receives a stable AC input during power grid faults, maintaining uninterrupted intermediate frequency power supply from the inverter module 30 to the aircraft. It avoids voltage drops and current surges in traditional DC bus discharge schemes, significantly improving response speed, power quality, and system reliability.

[0053] In some embodiments, the control logic described above is implemented by a control system built into the aircraft's ground static power supply. The control system includes a detection unit (such as a voltage sampling unit), a processing unit, and a drive unit.

[0054] Specifically, the input terminal of the voltage sampling unit is connected to the three-phase voltage output terminal (U, V, W) of the external power grid to collect the amplitude, frequency and phase information of the power grid voltage in real time; the output terminal of the voltage sampling unit is connected to the analog input interface or analog-to-digital converter (ADC) channel of the processing unit to convert the collected analog voltage signal into a digital signal and transmit it to the processing unit.

[0055] The processing unit (such as a digital signal processor (DSP), field-programmable gate array (FPGA), or microcontroller (MCU)) performs real-time analysis of the power grid status based on preset voltage thresholds and time criteria. When the mains voltage is detected to be within the normal operating range, the first control command is generated; When a voltage dip is detected and its duration exceeds a set threshold, a second control command is generated.

[0056] The control signal output terminals of the processing unit are connected to the input terminals of the drive unit. The drive unit includes an electronic switch drive circuit and a bidirectional converter drive circuit. The output terminal of the electronic switch drive circuit is connected to the control terminal of the electronic switch 11 (such as the gate of an IGBT), and is used to output a conduction signal to close the electronic switch 11 according to a first control command, or to remove the drive signal to open the electronic switch 11 according to a second control command. Through the aforementioned coordinated control, the dynamic voltage recovery module 10 can complete grid detection, fault isolation, and energy path switching within milliseconds, ensuring stable input to the rectifier module 20, thereby guaranteeing that the inverter module 30 continuously outputs medium-frequency AC power that meets aviation standards.

[0057] In some embodiments, the capacitance C of the energy storage capacitor satisfies the following relationship: (1) Where P is the rated output power of the aircraft's ground static transformer, and T is the expected duration of the maximum voltage sag that needs to be supported. This refers to the DC bus voltage output by rectifier module 20 when the external power grid is normal. The minimum DC bus voltage required to maintain the output of intermediate frequency AC (i.e., AC at the predetermined frequency mentioned above).

[0058] The aforementioned capacity design formula ensures that the energy storage capacitor can provide sufficient energy during voltage dips, maintaining continuous system operation under the most demanding conditions. Precise calculations based on rated power P, maximum support time T, and the allowable DC bus voltage drop range avoid both cost and volume waste caused by excessive capacitor capacity and power outages caused by insufficient capacity. This parametric design ensures a close match between the energy storage unit and the overall system performance, improving energy utilization efficiency, system reliability, and engineering feasibility, and providing a quantitative design basis for dynamic voltage recovery functionality.

[0059] In some embodiments, the energy stored in the energy storage capacitor of the dynamic voltage recovery module 10 (DVR) is high-voltage direct current (DC) after the three-phase 380V of the power grid has passed through an AC / DC circuit. The capacity of the energy storage capacitor is determined by the output power of the aircraft ground static transformer and the voltage dip time of the input power grid. The following example illustrates the specific calculation method for a 90kW aircraft ground static transformer with a 10,000 microfarad energy storage capacitor, showing the dip time it can support when the input power grid voltage dips to 0V: The output energy of the aircraft ground static variable power supply comes from energy storage capacitors, which can store electrical energy. This study examines the output characteristics of the aircraft ground static variable power supply after the input voltage temporarily drops to 0V, from the perspective of energy conservation.

[0060] Based on a capacitance of 10,000 microfarads and a DC bus voltage of 500V, the stored energy is: (2) In equation (2), C represents the DC bus capacitor capacity; U represents the DC bus capacitor voltage, which is approximately 500V when the input voltage is 380V. This represents the energy stored in the DC bus.

[0061] However, since the output voltage of the aircraft's ground static variable power supply needs to be stabilized at 115V, when the output DC bus voltage is lower than 115V... At this point, the output voltage can no longer be maintained. Therefore, the actual energy that the DC bus can release is: (3) In equation (3), This indicates the DC bus voltage before the power grid flashover. This indicates the theoretical minimum allowable voltage of the DC bus; This indicates the energy that can be released by the DC bus.

[0062] If the rated output power of the aircraft ground static variable power supply is 90kW, and a momentary interruption occurs in the input power grid, assuming the aircraft ground static variable power supply remains operational, the duration that this energy can sustain is: (4) In equation (4), This indicates the time that the aircraft's static variable power supply can support after a power grid interruption.

[0063] That is, after the input voltage temporarily drops to 0V, under ideal conditions with no losses and a capacitor capacitance of 10,000 microfarads, the intermediate frequency output of the aircraft ground static transformer can theoretically be maintained for a maximum of 15ms. In reality, due to factors such as DC bus capacitance, capacitor internal resistance, voltage fluctuations, and power losses, the maintenance time is much shorter than this, and a margin needs to be considered in the design.

[0064] If we know that the input supply voltage dips to 0V in 150ms, the energy storage capacitor capacity is calculated as follows for a 90kW output power: When the input supply voltage temporarily drops to 0V, the energy required from the energy storage capacitor is: J=PT (5) In equation (5), P represents the output power of the aircraft ground static variable power supply; T represents the time during which the input power supply voltage temporarily drops to 0V.

[0065] When a voltage dip occurs in the input supply voltage, if the final allowable voltage drop of the energy storage capacitor needs to maintain the minimum DC bus voltage required for normal output of the aircraft's ground static voltage, then the energy that the energy storage capacitor needs to release is: (6) (7) In equations (6) and (7), This indicates the DC bus voltage before the power grid flashover. This indicates the theoretical minimum allowable voltage of the DC bus; P represents the energy that the DC bus can release; P represents the output power of the aircraft ground static variable power supply; T represents the time during which the input supply voltage temporarily drops to 0V.

[0066] Substituting the 90kW output power and the input voltage dropping to 0V for 150ms, we calculate C = 100000uf. That is, when the input supply voltage drops to 0V and is maintained for 150ms, and the aircraft ground static transformer needs to stably output 115V, the energy storage capacitor needs to be configured with a capacitance of 100000uf.

[0067] In some embodiments, the rectifier module 20 includes an input filter unit, a phase-shifting reactor, and a rectifier bridge; the input terminal of the input filter unit is connected to the second terminal of the electronic switch 11, and the output terminal of the input filter unit is connected to the primary side of the phase-shifting reactor; the secondary side of the phase-shifting reactor is connected to the AC input terminal of the rectifier bridge; and the DC output terminal of the rectifier bridge is connected to the DC input terminal of the inverter module 30.

[0068] In some embodiments, the rectifier module 20 can be as follows: Figure 3As shown, the rectifier bridge is a 12-pulse rectifier bridge, including a first rectifier bridge and a second rectifier bridge; the phase-shifting reactor is a 12-pulse phase-shifting reactor, whose primary side is connected to the output terminal of the dynamic voltage recovery module 10, and its two secondary sides are respectively connected to the AC input terminals of the first rectifier bridge and the second rectifier bridge. By providing a 30° phase difference, the two six-pulse rectified outputs are connected in parallel and superimposed on the DC side to form a 12-pulse DC voltage with smaller pulsation and lower harmonic content, thereby reducing the filter burden of the subsequent stage and improving the system efficiency.

[0069] In some embodiments, the aircraft ground static power supply may further include an input fuse F1 and an input contactor KM1. The input terminal of the input fuse F1 is connected to the external power grid, and the output terminal is connected to the input terminal of the input contactor KM1. The output terminal of the input contactor KM1 is connected to the first terminal of the electronic switch 11 to realize overcurrent protection and remote start-stop control.

[0070] In some embodiments, the inverter module 30 includes an inverter unit, an intermediate frequency transformer, and an output filter unit; the DC input terminal of the inverter unit is connected to the DC output terminal of the rectifier bridge, and the AC output terminal of the inverter unit is connected to the primary side of the intermediate frequency transformer; the secondary side of the intermediate frequency transformer is connected to the input terminal of the output filter circuit, and the output terminal of the output filter circuit is used to provide intermediate frequency AC power to the aircraft.

[0071] In some embodiments, the inverter module 30 can be as follows: Figure 4 As shown, the inverter unit is a three-phase full-bridge inverter circuit, which includes six insulated-gate bipolar transistors (IGBTs), namely N1-N6. Each phase arm of the three-phase full-bridge inverter circuit is composed of two upper and lower IGBTs connected in series, which are used to convert the DC bus voltage into a high-frequency pulse voltage, and after being processed by the intermediate frequency transformer and the output filter unit, the sinusoidal intermediate frequency AC power is output.

[0072] Driven by a control signal, the inverter unit converts the DC bus voltage into a high-frequency pulse width modulation (PWM) AC voltage. After being isolated and transformed by the intermediate frequency transformer T1, the high-frequency harmonic components are filtered out by the output filter unit. High-frequency harmonics mainly refer to non-fundamental frequency components generated by power switching devices such as IGBTs during operation, concentrated near the switching frequency and its upper and lower sidebands. These components are not integer multiples of the 400 Hz fundamental frequency harmonics, but rather broadband high-frequency interference introduced during pulse width modulation (PWM modulation process). If not suppressed, they will cause severe distortion of the output voltage waveform, failing to meet the power quality requirements of aviation electrical equipment.

[0073] In some embodiments, the output filtering unit includes an output filtering inductor and a filtering capacitor, forming an LC low-pass filter, which ultimately outputs a low-distortion, sinusoidal intermediate frequency AC power.

[0074] In some embodiments, the inverter module 30 may further include an output contactor, which may be located between the output terminal of the output filter unit and the aircraft power supply interface, with its control terminal connected to the aforementioned control system (such as the processing unit). When the system detects an overload, short circuit, over-temperature, or manual shutdown command, the control system can drive the output contactor to open, quickly cutting off the power supply path to the aircraft load, achieving electrical isolation and safety protection; after normal startup or fault recovery, the control system closes the control to restore power supply. This design not only improves the overall safety and operational flexibility of the system but also meets the requirement of remote disconnection of the output side for aviation ground power supplies.

[0075] Through the above structure, the inverter module 30 not only achieves efficient DC to medium-frequency AC conversion, but also ensures the waveform quality, electrical isolation and electromagnetic compatibility of the output voltage, meeting the stringent requirements of aviation ground power supply for high reliability and power quality.

[0076] In some embodiments, such as Figure 4 As shown, the control system can also be connected to a display unit.

[0077] Figure 5 The circuit diagram of the aircraft ground static variable power supply in an embodiment of this disclosure is shown, such as... Figure 5 As shown, the aircraft ground static variable power supply provided in this embodiment includes a dynamic voltage recovery module 10, a rectifier module 20, and an inverter module 30.

[0078] The dynamic voltage recovery module 10 includes an electronic switch, an energy storage capacitor, a bidirectional converter, and an injection transformer; the rectifier module 20 includes an input filter unit, a phase-shifting reactor, and a rectifier bridge; and the inverter module 30 includes an inverter unit, an intermediate frequency transformer, and an output filter unit.

[0079] As an example, a three-phase full-bridge inverter circuit consists of six insulated-gate bipolar transistors (IGBTs), with each phase (U, V, W) comprising a half-bridge structure consisting of two IGBTs connected in series. Driven by a control system (such as a digital signal processor DSP), these IGBTs switch at high frequencies (typically 2 to 10 kHz) according to sinusoidal pulse width modulation (SPWM) or space vector modulation (SVPWM) strategies, thereby outputting a three-phase high-frequency pulse width modulated voltage. The fundamental component of this voltage is a 400 Hz sine wave, but it is superimposed with a large number of high-frequency harmonic components introduced by the switching process, mainly concentrated near the switching frequency and its sidebands. Therefore, the overall waveform is a non-sinusoidal pulse sequence, which cannot be directly used in aircraft power supply systems with stringent power quality requirements. This pulse voltage is first electrically isolated and voltage matched by an intermediate frequency transformer to convert it into a 115V AC line voltage suitable for aircraft use; subsequently, it is filtered by an output filter unit. In some embodiments, the output filtering unit includes a three-phase filter inductor L4 and a star-connected filter capacitor, which together constitute an LC low-pass filter with a cutoff frequency set at 1.5 kHz. This effectively attenuates high-frequency harmonic components, making the final output three-phase AC voltage close to an ideal sine wave and significantly reducing the total harmonic distortion rate. This meets the stringent standard requirements of aviation ground power supplies for 115V / 400Hz intermediate frequency AC power in terms of waveform quality and voltage regulation accuracy.

[0080] In some embodiments, the mains power supply passes through an input fuse and an input contactor to an electronic switch. The output of the electronic switch is connected to the input of a phase-shifting reactor, and the output of the 12-pulse phase-shifting reactor is connected to rectifier modules VD1 and VD2. The rectified DC power supply passes through a DC smoothing inductor L2 and is then connected to the DC bus. The rectifier bus outputs a high-frequency DC signal, which enters an inverter bridge composed of IGBTs N1 to N6. The inverter output is isolated by the output transformer T1 and then filtered by the output LC to output a 115V / 400Hz intermediate frequency signal to power the aircraft. The energy storage capacitor output is connected to the AC input of the aircraft's ground static power supply through transformer T2. The grid voltage is monitored in real time. When the grid is normal, the dynamic voltage recovery module 10 operates in rectification mode to charge the energy storage capacitor. When the grid is abnormal, the dynamic voltage recovery module 10 operates in inverter mode and outputs mains power to power the aircraft's ground static power supply.

[0081] like Figure 6As shown, when the input power frequency supply voltage is normal, the electronic switch 11 is turned on. At this time, the converter 122 inside the dynamic voltage recovery module 10 operates in rectification mode, charging the energy storage capacitor 121. After the energy storage capacitor 121 is fully charged, the converter 122 enters standby mode. The aircraft ground static power supply is supplied by the input power frequency grid: the power frequency AC power is converted into high-frequency DC power sequentially through the electronic switch 11 and the rectifier module 20, and then inverted into the 115 V / 400 Hz intermediate frequency AC power required by the aircraft through the inverter module 30, supplying power to the aircraft.

[0082] like Figure 7 As shown, when the input power frequency supply voltage experiences a temporary drop, the controller of the dynamic voltage recovery module 10 (i.e., the processing unit mentioned earlier) detects the voltage drop and immediately controls the electronic switch 11 to quickly shut off. At this time, the converter 122 switches to inverter mode, converting the energy stored in the energy storage capacitor 121 into power frequency AC power output to the rectifier module 20. The aircraft ground static power supply is powered by the energy storage capacitor 121 inside the dynamic voltage recovery module 10: the power frequency AC power output by this module is converted into high-frequency DC power by the rectifier module 20, and then inverted into 115 V / 400 Hz medium-frequency AC power by the inverter module 30, continuously supplying power to the aircraft.

[0083] The system continuously monitors the input power frequency supply voltage; once the voltage returns to normal, the electronic switch 11 inside the dynamic voltage recovery module 10 is re-activated. At this time, the inverter 122 switches from inverter mode to rectifier mode, recharging the energy storage capacitor 121. The aircraft's ground static power supply then resumes to be powered by the input power frequency grid: the power frequency AC power supplied by the grid is converted into high-frequency DC power by the rectifier module 20, and then inverted into the 115 V / 400 Hz intermediate frequency AC power required by the aircraft by the inverter module 30, continuing to provide stable power to the aircraft.

[0084] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0085] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0086] Based on the same inventive concept, this disclosure also provides a control method for an aircraft ground static variable power supply, used to control the aircraft ground static variable power supply of any of the above embodiments. This method is executed by a built-in control system (such as a digital signal processor (DSP) or a field-programmable gate array (FPGA), such as... Figure 8 As shown, the method includes S801-S803.

[0087] In S801, the voltage amplitude of the external power grid is detected in real time; In S802, when the external grid voltage is within the normal operating range, the electronic switch is closed to allow the power from the external grid to be directly supplied to the rectifier module via the electronic switch. In S803, when a voltage dip in the external power grid is detected that exceeds the allowable input range of the aircraft's ground static power supply, the control electronic switch is disconnected, and the energy storage power supply unit provides compensating AC power to the rectifier module to maintain the inverter module's continuous output of intermediate frequency AC power.

[0088] This embodiment utilizes a dynamic voltage recovery module connected in series with the AC input side. During a brief interruption, the electronic switch is actively disconnected, and a power frequency compensation AC voltage is injected into the rectifier module input by the energy storage power supply unit, ensuring continuous normal operation of the rectifier bridge and achieving faster response, lower impact, and stronger adaptability. In some embodiments, the energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer. The secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module; the primary side of the injection transformer is connected to the AC side of the bidirectional converter; and the DC side of the bidirectional converter is connected to the energy storage capacitor. In other words, the secondary side of the injection transformer is connected in parallel to the AC input terminal of the rectifier module (i.e., the second terminal of the electronic switch) to directly superimpose the compensation voltage onto the rectifier input terminal.

[0089] In some embodiments, the energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer; the secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module; the primary side of the injection transformer is connected to the AC side of the bidirectional converter; the DC side of the bidirectional converter is connected to the energy storage capacitor; when the external grid voltage is within the normal operating range, the above method further includes controlling the bidirectional converter to operate in rectification mode to charge the energy storage capacitor.

[0090] In some embodiments, when a voltage amplitude is detected to be below a first threshold and the duration exceeds a second threshold, it is determined that a voltage dip in the external power grid has occurred and exceeds the permissible input range of the aircraft ground static power supply. When a voltage dip in the external power grid is detected and exceeds the permissible input range of the aircraft ground static power supply, the method further includes: controlling the bidirectional converter to switch to inverter mode, converting the DC power stored in the energy storage capacitor into compensated AC power, and injecting it into the AC input terminal of the rectifier module via an injection transformer; continuously monitoring the voltage of the external power grid during the injection of compensated AC power; and after the external power grid voltage recovers to above a third threshold and stabilizes for a period exceeding a fourth threshold, controlling the electronic switch to close and controlling the bidirectional converter to return to rectification mode.

[0091] The following is combined Figure 9 The control method for the aircraft ground static variable power supply in the above embodiments is described in detail. This method is used to control the aircraft ground static variable power supply in any of the above embodiments. The method is executed by a built-in control system (such as a digital signal processor (DSP) or a field-programmable gate array (FPGA), such as... Figure 9 As shown, the method includes S901-S903.

[0092] In S901, the voltage amplitude of the external power grid is detected in real time.

[0093] The detection unit (such as a voltage sampling unit) collects the three-phase voltage signal of the external power grid in real time, and sends it to the processing unit after analog-to-digital conversion to continuously detect the voltage amplitude, frequency and phase of the power grid.

[0094] In S902, when the voltage amplitude is within the preset normal range, the electronic switch is closed to allow the external power grid to supply power to the rectifier module and to control the bidirectional converter to operate in rectification mode to charge the energy storage capacitor.

[0095] If the voltage amplitude is determined to be within the preset normal range (e.g., within ±10% of the nominal voltage), a first control command is generated: control the electronic switch 11 to close, so that the external power grid can directly supply the rectifier module 20; at the same time, control the bidirectional converter 122 to work in rectification mode, and use the power grid to charge the energy storage capacitor 121 until its voltage reaches the set upper limit.

[0096] In S903, when the voltage amplitude is detected to be lower than the first threshold and the duration exceeds the second threshold, the electronic switch is opened and the bidirectional converter is switched to inverter mode to convert the DC power stored in the energy storage capacitor into compensated AC power, which is then injected into the AC input terminal of the rectifier module via the injection transformer.

[0097] If the detected voltage amplitude is lower than the first threshold (e.g., 70% of the nominal voltage) and the duration of this state exceeds the second threshold (e.g., 10ms), it is determined to be an effective voltage sag event, and a second control command is immediately generated: the electronic switch 11 is opened to disconnect the electrical connection between the faulty power grid and the rectifier module 20; at the same time, the bidirectional converter 122 is switched to inverter mode to convert the DC power stored in the energy storage capacitor 121 into a power frequency compensated AC voltage that is in phase and frequency with the original voltage of the power grid, and is injected into the AC input terminal of the rectifier module 20 through the injection transformer 123 to maintain its normal operation.

[0098] In S904, the voltage of the external power grid is continuously monitored during the injection of compensating AC power.

[0099] During the power supply compensation period, the system continuously monitors the status of the external power grid, including voltage recovery and waveform stability, to prevent frequent switching due to power grid oscillations.

[0100] In S905, after the external grid voltage recovers to above the third threshold and stabilizes for more than the fourth threshold for a period of time, the electronic switch is closed and the bidirectional converter is restored to rectification mode.

[0101] When the external grid voltage is detected to recover to above the third threshold (e.g., 90% of the nominal voltage) and remain stable for more than the fourth threshold time (e.g., 50ms), it is determined that the grid has been reliably restored, and a third control command is generated: close the electronic switch 11 again, control the bidirectional converter 122 to switch back to rectification mode, resume charging of the energy storage capacitor 121, and the system returns to normal operation.

[0102] In some embodiments, the first threshold, second threshold, third threshold, and fourth threshold can be configured according to the characteristics of the airport power grid or user needs to adapt to different application scenarios. Furthermore, if the voltage of the energy storage capacitor 121 drops to a safe lower limit during compensation power supply, or if an output abnormality (such as overcurrent or overtemperature) is detected, the system can trigger a protection shutdown procedure to disconnect the output contactor, ensuring the safety of the equipment and the aircraft.

[0103] In some embodiments, the first threshold can be set to 70% to 85% of the nominal voltage of the external power grid (e.g., 380V) (i.e., approximately 266V to 323V), and the second threshold (i.e., the voltage sag duration criterion) can be set to 10ms to 100ms. This range comprehensively considers the sensitivity of aviation ground power supply to power quality and the common disturbance characteristics of airport power grids, which can effectively identify real interruption events while avoiding malfunctions caused by transient glitches.

[0104] In some embodiments, before controlling the bidirectional converter 122 to switch to inverter mode, the control system can also read the real-time voltage of the energy storage capacitor 121. If its voltage is lower than the preset minimum operating voltage (e.g., 80% of the rated voltage), it is determined that the energy storage is insufficient to support a complete compensation process. At this time, the inverter mode is prohibited from being started, and an "insufficient energy storage" alarm signal is issued through the human-machine interface or communication interface to prevent the system from forcibly switching under insufficient energy conditions, which could lead to output failure.

[0105] In some embodiments, to reduce the current surge during switching, the control system, before starting the bidirectional converter 122 inverter output, synchronizes the initial phase of the compensation AC power based on the voltage phase information of the grid under normal conditions collected in S901, ensuring that it is in phase with the original grid voltage or deviates from it by less than 5°. This ensures that the injected compensation voltage smoothly connects with the residual voltage at the input of the rectifier module 20, protecting the rectifier bridge and subsequent devices.

[0106] In some embodiments, the third threshold (grid recovery determination voltage) can be set to 85% to 95% of the nominal voltage (approximately 323V to 361V), and the fourth threshold time (stabilization duration) can be set to 20ms to 200ms. This design can effectively filter out voltage oscillations or flashbacks in the early stages of grid recovery, prevent the electronic switch 11 from repeatedly switching on and off in a short period of time, and improve system stability and device lifespan.

[0107] Furthermore, after electronic switch 11 is disconnected and enters the compensation power supply mode, if the power grid is not effectively restored after a preset maximum support time has elapsed since the disconnection, the control system will actively disconnect the output contactor, cut off the power supply to the aircraft, and enter standby or shutdown mode. This timeout protection mechanism can prevent excessive discharge from damaging the energy storage capacitor 121 during prolonged power outages, while ensuring the safety of aircraft electrical use.

[0108] Those skilled in the art will understand that all or part of the steps of the above embodiments can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, which can be collectively referred to as "circuit", "module" or "system".

[0109] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein.

[0110] This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. An aircraft ground static power supply, characterized in that, Includes a dynamic voltage recovery module, a rectifier module, and an inverter module; The dynamic voltage recovery module is connected in series between the external power grid and the AC input terminal of the rectifier module; the DC output terminal of the rectifier module is connected to the DC input terminal of the inverter module, and the AC output terminal of the inverter module is used to output AC power of a predetermined frequency. The dynamic voltage recovery module includes an electronic switch and an energy storage power supply unit; the first end of the electronic switch is connected to the external power grid, and the second end is connected to the AC input terminal of the rectifier module. The dynamic voltage recovery module is configured as follows: When the external power grid voltage is within the normal operating range, the electronic switch is controlled to close, so that the electrical energy of the external power grid is directly supplied to the rectifier module through the electronic switch; When a voltage dip in the external power grid is detected that exceeds the allowable input range of the aircraft ground static power supply, the electronic switch is controlled to disconnect, and the energy storage power supply unit provides compensating AC power to the rectifier module.

2. The aircraft ground static power supply according to claim 1, characterized in that, The dynamic voltage recovery module is also used to control the electronic switch to close after the external power grid voltage returns to normal.

3. The aircraft ground static power supply according to claim 1 or 2, characterized in that, The energy storage power supply unit is configured to store electrical energy when the external grid voltage is normal and release electrical energy when the external grid voltage drops, so as to provide the compensated AC power to the rectifier module.

4. The aircraft ground static power supply according to claim 3, characterized in that, The energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer; The secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module; the primary side of the injection transformer is connected to the AC side of the bidirectional converter; the DC side of the bidirectional converter is connected to the energy storage capacitor. When the external grid voltage is within the normal operating range, the electronic switch is closed, and the electrical energy from the external grid is directly supplied to the rectifier module through the electronic switch. At the same time, the bidirectional converter operates in rectification mode to charge the energy storage capacitor. When a voltage drop occurs in the external power grid, the electronic switch is turned off, the bidirectional converter switches to inverter mode, and converts the DC power stored in the energy storage capacitor into compensated AC power, which is then injected into the AC input terminal of the rectifier module after being coupled by the injection transformer.

5. The aircraft ground static power supply according to claim 4, characterized in that, The capacitance C of the energy storage capacitor satisfies the following relationship: Where P is the rated output power of the aircraft ground static power supply, and T is the expected duration of the maximum voltage sag that needs to be supported. This refers to the DC bus voltage output by the rectifier module when the external power grid is normal. The minimum DC bus voltage required to maintain the AC output at the predetermined frequency.

6. The aircraft ground static power supply according to claim 1, characterized in that, The electronic switch is a fully controllable semiconductor power switch device.

7. The aircraft ground static power supply according to claim 1, characterized in that, The rectifier module includes an input filter unit, a phase-shifting reactor, and a rectifier bridge; The input terminal of the input filter unit is connected to the second terminal of the electronic switch, and the output terminal of the input filter unit is connected to the primary side of the phase-shifting reactor; the secondary side of the phase-shifting reactor is connected to the AC input terminal of the rectifier bridge; and the DC output terminal of the rectifier bridge is connected to the DC input terminal of the inverter module.

8. The aircraft ground static power supply according to claim 7, characterized in that, The rectifier bridge is a 12-pulse rectifier bridge, including a first rectifier bridge and a second rectifier bridge; The phase-shifting reactor is a 12-pulse phase-shifting reactor. Its primary side is connected to the output terminal of the dynamic voltage recovery module, and its two secondary sides are respectively connected to the AC input terminals of the first rectifier bridge and the second rectifier bridge, so that the two rectified outputs are superimposed in parallel on the DC side to form a 12-pulse DC voltage.

9. The aircraft ground static power supply according to claim 7 or 8, characterized in that, The inverter module includes an inverter unit, an intermediate frequency transformer, and an output filter unit; The DC input terminal of the inverter unit is connected to the DC output terminal of the rectifier bridge, and the AC output terminal of the inverter unit is connected to the primary side of the intermediate frequency transformer; the secondary side of the intermediate frequency transformer is connected to the input terminal of the output filter circuit, and the output terminal of the output filter circuit is used to provide the aircraft with AC power of the predetermined frequency. The inverter unit is a three-phase full-bridge inverter circuit, which includes six insulated-gate bipolar transistors. Each phase arm of the three-phase full-bridge inverter circuit is composed of two insulated-gate bipolar transistors connected in series, which are used to convert the DC bus voltage into a high-frequency pulse voltage, and output AC power of the predetermined frequency after being processed by the intermediate frequency transformer and the output filter unit.

10. A control method for an aircraft ground static variable power supply, characterized in that, The method, applied to the aircraft ground static power supply of claim 1, comprises: Real-time detection of the voltage amplitude of the external power grid; When the external power grid voltage is within the normal operating range, the electronic switch is controlled to close, so that the electrical energy of the external power grid is directly supplied to the rectifier module through the electronic switch; When a voltage dip in the external power grid is detected that exceeds the allowable input range of the aircraft ground static power supply, the electronic switch is controlled to disconnect, and the energy storage power supply unit provides compensating AC power to the rectifier module.

11. The method according to claim 10, characterized in that, The energy storage power supply unit includes an energy storage capacitor, a bidirectional converter, and an injection transformer; the secondary side of the injection transformer is connected between the second terminal of the electronic switch and the AC input terminal of the rectifier module; the primary side of the injection transformer is connected to the AC side of the bidirectional converter. The DC side of the bidirectional converter is connected to the energy storage capacitor; When the external grid voltage is within the normal operating range, the method further includes: controlling the bidirectional converter to operate in rectification mode to charge the energy storage capacitor.

12. The method according to claim 11, characterized in that, When the voltage amplitude is detected to be lower than the first threshold and the duration exceeds the second threshold, it is determined that the external power grid has experienced a voltage dip and exceeds the allowable input range of the aircraft ground static power supply. When a voltage dip in the external power grid is detected that exceeds the permissible input range of the aircraft's ground static power supply, the method further includes: The bidirectional converter is controlled to switch to inverter mode, converting the DC power stored in the energy storage capacitor into the compensated AC power, which is then injected into the AC input terminal of the rectifier module via the injection transformer. The voltage of the external power grid is continuously monitored during the injection of compensating AC power; After the external grid voltage recovers to above the third threshold and stabilizes for more than the fourth threshold for a period of time, the electronic switch is closed and the bidirectional converter is restored to rectification mode.

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