An aircraft ground power supply load distribution method based on distributed control

Abstract

The application discloses a kind of based on distributed control's aircraft ground power supply load distribution method, it is related to load distribution technical field, including, according to aircraft ground support stage, aircraft load continuous power supply requirement, aircraft load transfer supply requirement and aircraft load homologous power supply limit, aircraft load is prioritized, generates load priority, determines the power supply sequence of aircraft load according to load priority, and aircraft load in power supply sequence is matched to main power supply circuit and standby power supply circuit, the power supply circuit that does not satisfy power supply matching condition is determined as forbidden access loop, obtains power supply circuit matching result, according to power supply circuit matching result, interlock relationship is established to main power supply circuit, standby power supply circuit and forbidden access loop;The application establishes interlock relationship, reduces the probability of occurrence of repeated access, error access and homologous power supply conflict in transfer process, is conducive to improving the continuity, security and stability of aircraft ground power supply load distribution.

Description

Technical Field

[0001] This invention relates to the field of load distribution technology, and in particular to a method for distributing aircraft ground power supply load based on distributed control. Background Technology

[0002] With the expansion of civil aviation transport and the increasing sophistication of airport ground support operations, higher demands are placed on the continuity, stability, and security of external power supply when aircraft are performing avionics checks, cabin support, air conditioning pre-cooling, maintenance testing, and pre-pushback checks at their parking positions. Aircraft ground power supply typically relies on bridge-mounted power supplies, mobile power vehicles, and parking position power distribution facilities to supply power to the aircraft's external power interfaces. Ground power controllers need to control power supply to different aircraft loads based on the access location, output type, and power supply status. As parking position resource scheduling, the number of external power interfaces, aircraft load types, and support phases become increasingly complex, single power access control is no longer sufficient to cover multi-circuit collaborative power supply scenarios. Distributed control is gradually becoming an important development direction for aircraft ground power supply management.

[0003] However, existing aircraft ground power load allocation relies heavily on manual experience, fixed access sequences, and single capacity judgments, lacking comprehensive processing of aircraft ground support phases, continuous power supply requirements for aircraft loads, aircraft load transfer requirements, and restrictions on same-source power supply for aircraft loads. This results in insufficient matching between the power supply sequence and actual support needs. In addition, although some solutions set up main power supply circuits and backup power supply circuits, they do not include power supply circuits that do not meet the power supply matching conditions in the prohibited access circuit management. During transfer, duplicate access, incorrect access, and conflicts of power supply from the same source are prone to occur. When the ground power controller malfunctions, if there is no interlocking relationship between the main power supply circuit, backup power supply circuit, and prohibited access circuit, it is difficult to simultaneously complete the release of the abnormal main power supply circuit, the connection of the backup power supply circuit, and the blocking of the prohibited access circuit, affecting the continuous power supply to critical aircraft loads. Summary of the Invention

[0004] In view of the aforementioned existing problems, the present invention is proposed.

[0005] Therefore, this invention provides a method for distributing aircraft ground power supply loads based on distributed control, which solves the problem of lacking interlocking relationships between the main power supply circuit, the backup power supply circuit, and the prohibited access circuit.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: This invention provides a method for distributing aircraft ground power supply loads based on distributed control, comprising: Read the aircraft ground power supply mission information and ground power controller information. According to the parking position, aircraft external power interface and aircraft load in the aircraft ground power supply mission information, and the access position, output type and power supply status in the ground power controller information, collect the ground power controllers participating in the same aircraft ground power supply mission to form power supply objects. Taking the power supply object as the processing object, identify the aircraft ground support stage, and prioritize the aircraft load according to the aircraft ground support stage, the aircraft load continuous power supply requirements, the aircraft load transfer requirements, and the aircraft load same source power supply limitations, and generate load priorities. The power supply sequence of the aircraft load is determined based on the load priority, and the aircraft loads in the power supply sequence are matched to the main power supply circuit and the backup power supply circuit. Power supply circuits that do not meet the power supply matching conditions are identified as prohibited access circuits, and the power supply circuit matching results are obtained. Based on the power supply circuit matching results, interlocking relationships are established for the main power supply circuit, backup power supply circuit, and prohibited access circuit. Power supply distribution instructions are then issued to the ground power controller based on the interlocking relationships to form the aircraft ground power supply load distribution results. When a power supply abnormality occurs in the ground power controller, the power supply status of the abnormal main power supply circuit in the aircraft ground power supply load distribution result is released, the backup power supply circuit is connected, and the blocked state of the prohibited access circuit is maintained to obtain the final aircraft ground power supply load distribution result.

[0007] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, wherein: the formation of the power supply object specifically refers to: Determine the power supply range corresponding to the aircraft ground power supply mission based on the parking position and external power interface of the aircraft in the aircraft ground power supply mission information. The connection location in the ground power controller information is mapped to the power supply range to obtain the location mapping result; The output type in the ground power controller information is matched with the aircraft's external power interface to obtain the interface matching result; Based on the location matching results, interface matching results, and power supply status in the ground power controller information, ground power controllers participating in the same aircraft ground power supply mission are selected to form power supply objects.

[0008] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, wherein: the identification of the aircraft ground support phase specifically includes: Read the aircraft ground power supply mission information from the power supply object, extract the support mission type, aircraft load access sequence and aircraft load purpose, and obtain the stage identification parameters; Based on the support task type in the phase identification parameters, the candidate range of aircraft ground support phases is determined, and the phase candidate results are obtained. The aircraft load access order in the phase identification parameters is mapped to the phase candidate results to obtain the phase order mapping result; The aircraft ground support phase is determined by matching the aircraft load purpose in the phase identification parameters with the phase sequence correspondence.

[0009] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, the generation of load priorities specifically includes: Read the aircraft load corresponding to the aircraft ground support phase and form a phase load set; The aircraft loads that meet the continuous power supply requirements of the aircraft load in the phase load set are marked as priority power supply loads, and the priority power supply result is obtained. Based on the priority power supply results, the aircraft loads that meet the requirements for transferring the power supply to the aircraft loads are marked as transfer and support loads, and the transfer and support results are obtained. From the transfer and support results, separate the aircraft loads that are constrained by the same power source limitation of the aircraft loads, and mark the separated aircraft loads as isolated power supply loads to obtain the isolated power supply results; Aircraft loads that have not yet entered the isolation power supply result and do not need to be immediately connected during the current aircraft ground support phase are marked as delayed power supply loads. They are then sorted in the order of priority power supply loads, transfer support loads, isolation power supply loads, and delayed power supply loads to generate load priorities.

[0010] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, the step of determining the power supply sequence of the aircraft load specifically involves: The initial power supply sequence is obtained by arranging the priority power supply loads before the backup power supply loads and arranging the backup power supply loads before the delayed power supply loads. According to the aircraft load same source power supply restriction, the isolated power supply load is inserted into the initial power supply sequence in a sorting position that is different from the position of the aircraft load corresponding to the aircraft load same source power supply restriction, so as to obtain the power supply sequence.

[0011] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, wherein matching the aircraft load in the power supply sequence to the main power supply circuit and the backup power supply circuit specifically comprises: The aircraft loads in the power supply sequence are matched with the output type and access location of the ground power controller to obtain candidate power supply circuits; The main power supply circuit is determined from the candidate power supply circuits based on their available capacity and power supply status. Select a power supply circuit with backup power supply capability from the candidate power supply circuits and different from the main power supply circuit, and determine it as the backup power supply circuit for priority power supply loads and transfer protection loads; The main power supply circuit and the backup power supply circuit are associated with the aircraft load to obtain the power supply circuit matching results.

[0012] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, wherein: the candidate power supply circuit is used to determine the prohibited access circuit, specifically: Mark the power supply circuit whose output type is inconsistent with the aircraft load as a type-disabled circuit; Mark power supply circuits whose access locations do not correspond to the aircraft's external power interface as position-prohibited circuits. The power supply circuit whose power supply status does not meet the participation conditions is marked as a status prohibited circuit; The power supply circuits that are subject to the same source power supply limitation of the aircraft load are marked as same source prohibited circuits; The prohibited loops by type, location, state, and same source are grouped together and identified as prohibited access loops.

[0013] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, the step of establishing an interlocking relationship between the main power supply circuit, the backup power supply circuit, and the prohibited access circuit according to the power supply circuit matching result specifically includes: From the power supply circuit matching results, identify the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the aircraft load; Configure a transfer permission relationship between the main power supply circuit and the backup power supply circuit so that when the main power supply circuit is in the power supply state, the backup power supply circuit remains in the standby state. Configure an access mutual exclusion relationship between the main power supply circuit and the prohibited access circuit so that the prohibited access circuit cannot supply power to the same aircraft load at the same time as the main power supply circuit; Configure a takeover mutual exclusion relationship between the backup power supply circuit and the prohibited access circuit so that when the backup power supply circuit obtains the transfer permission, the prohibited access circuit remains in a blocked state. The transfer permit relationship, access mutual exclusion relationship, and takeover mutual exclusion relationship are saved to the ground power controller to form an interlocking relationship.

[0014] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, the step of forming the aircraft ground power supply load distribution result specifically includes: Extract the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the aircraft load according to the interlocking relationship, and form an instruction object; Configure the main power supply circuit in the instruction object to be in power supply state, configure the backup power supply circuit to be ready to be connected state, and configure the prohibited access circuit to be locked state to form a power supply distribution instruction; The power distribution command is sent to the corresponding ground power controller, which then performs aircraft load distribution according to the power supply status, standby status, and locked status. Record the correspondence between aircraft load, main power supply circuit, backup power supply circuit, prohibited access circuit and ground power controller to form the aircraft ground power supply load distribution result.

[0015] As a preferred embodiment of the aircraft ground power supply load distribution method based on distributed control described in this invention, the step of obtaining the final aircraft ground power supply load distribution result specifically includes: Based on the output status of the main power supply circuit, the power supply status and access location in the ground power controller information, and the available capacity of the candidate power supply circuit, identify the main power supply circuit output abnormality, ground power controller power supply status abnormality, access location connection abnormality, and insufficient available capacity corresponding to the ground power controller, and obtain the power supply abnormality result. Based on the power supply anomaly results, the abnormal main power supply circuit is identified from the aircraft ground power supply load distribution results, and the power supply status of the abnormal main power supply circuit is deactivated to obtain the main power supply deactivation result. Based on the main power supply release result and interlocking relationship, the backup power supply circuit corresponding to the abnormal main power supply circuit is switched from the waiting to be connected state to the power supply state, and the backup power supply connection result is obtained; By maintaining the blocked state of the prohibited access circuit through the backup power supply connection result, and updating the correspondence between the aircraft load, backup power supply circuit and prohibited access circuit, the final aircraft ground power supply load distribution result is obtained.

[0016] The beneficial effects of this invention are as follows: By identifying the aircraft ground support phase and combining the continuous power supply requirements of the aircraft load, the transfer requirements of the aircraft load, and the restrictions on the same source power supply of the aircraft load to generate load priorities, the power supply sequence of the aircraft load is made more in line with the actual support needs. This reduces the allocation deviation caused by relying solely on manual experience, fixed access sequences, and single capacity judgments, and helps to improve the rationality of the power supply arrangement for critical aircraft loads. By establishing interlocking relationships between the main power supply circuit, the backup power supply circuit, and the prohibited access circuit, the release of abnormal main power supply circuits, the connection of backup power supply circuits, and the blocking of prohibited access circuits can form corresponding constraints. This reduces the probability of repeated access, incorrect access, and conflicts of the same source power supply during the transfer process, and helps to improve the continuity, safety, and stability of the aircraft ground power supply load allocation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a method for distributing aircraft ground power supply loads based on distributed control.

[0019] Figure 2 A flowchart for identifying and prioritizing loads during the aircraft ground support phase.

[0020] Figure 3 A flowchart for determining the power supply sequence and generating power supply circuit matching results.

[0021] Figure 4 A flowchart for the establishment of interlocking relationships and the generation of aircraft ground power supply load distribution results.

[0022] Figure 5 A flowchart is generated for power supply failure transfer and final aircraft ground power load allocation results. Detailed Implementation

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0024] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0025] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0026] Reference Figures 1-5 This is one embodiment of the present invention, which provides a method for distributing aircraft ground power supply loads based on distributed control, including the following steps: S1: Read the aircraft ground power supply mission information and ground power controller information. Based on the parking position, aircraft external power interface and aircraft load in the aircraft ground power supply mission information, and the access position, output type and power supply status in the ground power controller information, gather the ground power controllers participating in the same aircraft ground power supply mission to form a power supply object.

[0027] S1.1: Read the parking position, aircraft external power interface, and aircraft load from the aircraft ground power supply mission information. Determine the operating location of the aircraft ground power supply mission from the parking position, and define the operating location as the corresponding location power supply range for the aircraft ground power supply mission. Determine the allowed power supply interfaces from the aircraft external power interface. Read the access location, output type, and power supply status from the ground power controller information. Determine the location matching result for ground power controllers whose access locations fall within the location power supply range. The output type includes AC power supply type, DC power supply type, and corresponding rated output system. Determine the interface matching result for ground power controllers whose output types meet the power supply requirements of the aircraft external power interface. Among the ground power controllers that meet both the location matching result and the interface matching result, filter the ground power controllers that are allowed to participate in the aircraft ground power supply mission according to their power supply status. Read the mapping relationship between the aircraft external power interface, airborne busbar, and aircraft load group. Map the selected ground power controllers to the aircraft external power interface, and then map them to the aircraft loads in the aircraft load group via the airborne busbar to form the power supply object.

[0028] S2: Taking the power supply object as the processing object, identify the aircraft ground support stage, and prioritize the aircraft load according to the aircraft ground support stage, the aircraft load continuous power supply requirements, the aircraft load transfer requirements, and the aircraft load same source power supply limitations, and generate load priorities.

[0029] S2.1: Read the aircraft ground power supply task information from the power supply object, extract the support task type, aircraft load access sequence, and aircraft load purpose to obtain the stage identification parameters, specifically: Extract the support task type, aircraft load access sequence, and aircraft load purpose from the aircraft ground power supply task information of the power supply object. Match the support task type with the work content of the aircraft ground power supply task, match the aircraft load access sequence with the access order of the aircraft load in the aircraft ground power supply task, and match the aircraft load purpose with the power consumption purpose in avionics inspection, cabin power supply, air conditioning power supply, maintenance and testing, and pre-pushback inspection. Then, organize the corresponding support task type, aircraft load access sequence, and aircraft load purpose into stage identification parameters.

[0030] S2.2: Based on the support task type in the phase identification parameters, determine the candidate range of aircraft ground support phases and obtain the phase candidate results, specifically as follows: The task type in the phase identification parameters is compared with the work content recorded in the aircraft ground power supply task information. During the comparison, a preset phase identification code table and a task keyword table are read to verify whether the task type code and work content code are the same, whether the task type keywords and work content keywords match, whether the power supply object corresponding to the task type is consistent with the power supply object corresponding to the work content, and whether the power supply continuity requirements corresponding to the task type and work content are consistent. If the task type code, task type keywords, power supply object, and power supply continuity requirements all meet the verification conditions, the task type is retained. If any of the following criteria are not met: support task type, support task type keyword, power supply object, or power supply continuity requirement, the matching of the corresponding aircraft ground support phase for the support task type is stopped, and the support task type that does not meet the verification criteria is excluded from subsequent processing. According to the preset correspondence between the retained support task types and aircraft ground support phases, the retained support task types are mapped to the target phase range among the power-on check phase, avionics maintenance phase, cabin support phase, air conditioning pre-cooling phase, boarding preparation phase, and pre-pushback check phase to determine the candidate range of aircraft ground support phases and obtain the phase candidate results.

[0031] To further explain, the phase identification coding table is pre-set based on the aircraft ground support operation plan, the external power supply requirements in the aircraft maintenance manual, and the maintenance work cards, and is saved according to the aircraft type, airline, and version number. The phase identification coding table includes support task type code, operation content code, aircraft ground support phase code, and code correspondence, used to map power-on checks, avionics maintenance, cabin support, air conditioning pre-cooling, boarding preparation, and pre-pushback checks to the corresponding aircraft ground support phases. The support task keyword table is pre-set based on the task name, operation item, and power supply purpose recorded in the aircraft maintenance manual and maintenance work cards. The support task keyword table includes power-on checks, avionics testing, avionics debugging, cabin lighting, cabin service power, air conditioning pre-cooling, ventilation power supply, pre-boarding cabin preparation, pre-pushback power-on checks, and power transfer preparation, as well as the power supply object and power supply continuity requirements corresponding to each keyword, used to determine whether the support task type matches the operation content.

[0032] The correspondence is pre-set based on the aircraft ground support operation plan, the external power usage requirements in the aircraft maintenance manual, the maintenance work card, and the parking stand power supply management rules, and is bound according to the aircraft type identifier, airline identifier, aircraft maintenance manual version number, and maintenance work card version number. When there are inconsistencies between the aircraft ground support operation plan, the external power usage requirements in the aircraft maintenance manual, the maintenance work card, and the parking stand power supply management rules, the applicable valid aircraft maintenance manual for the current aircraft ground power supply task information is given priority, followed by the maintenance work card as the execution basis, and the aircraft ground support operation plan and parking stand power supply management rules as the verification basis for operation location and operation time. When the support task type is power-on check... When the support mission type is avionics testing, avionics debugging, and avionics maintenance, the corresponding aircraft ground support phase is avionics maintenance. When the support mission type is cabin lighting, cabin service power, and cabin maintenance, the corresponding aircraft ground support phase is cabin support. When the support mission type is air conditioning pre-cooling, ventilation power supply, and temperature regulation, the corresponding aircraft ground support phase is air conditioning pre-cooling. When the support mission type is pre-boarding cabin preparation, pre-boarding lighting power supply, and pre-boarding broadcast power supply, the corresponding aircraft ground support phase is boarding preparation. When the support mission type is pre-pushback power-on check, external power removal check, and power transfer preparation, the corresponding aircraft ground support phase is pre-pushback check.

[0033] S2.3: Map the aircraft load access order in the stage identification parameters to the stage candidate results to obtain the stage order mapping result, specifically: The aircraft load access sequence is extracted from the phase identification parameters, and the aircraft ground support phases within the candidate range are extracted from the phase candidate results. The first, continuously accessed, and last accessed aircraft loads in the aircraft load access sequence are matched with the starting power demand, continuous power demand, and ending power demand corresponding to the aircraft ground support phase, respectively. If the first accessed aircraft load meets the starting power demand, the starting power demand is recorded as successfully matched. If the continuously accessed aircraft load meets the continuous power demand, the continuous power demand is recorded as successfully matched. If the last accessed aircraft load meets the ending power demand, the ending power demand is recorded as successfully matched. The degree of matching is determined according to the number of matching items in the starting power demand, continuous power demand, and ending power demand. If all three items are successfully matched, it is determined as a complete match. If two or one item is successfully matched, it is determined as a partial match. If none of the three items are successfully matched, it is determined as a mismatch.

[0034] When multiple aircraft ground support phases participate in matching, they are sorted from most to least successful matching items, and the aircraft ground support phase with the most successful matching items is retained. If multiple aircraft ground support phases have the same number of successful matching items, the matching results of continuous power demand are compared first, and the aircraft ground support phases that have successfully matched continuous power demand are retained first. Then, the matching results of initial power demand are compared, and the aircraft ground support phases that have successfully matched initial power demand are retained first. Finally, the matching results of final power demand are compared, and the aircraft ground support phases that have successfully matched final power demand are retained first. If there are still tied results after comparing continuous power demand, initial power demand, and final power demand, the tied aircraft ground support phases are retained together and handed over to S2.4 for further screening based on the aircraft load purpose.

[0035] If all aircraft ground support phases within the candidate range are mismatched, return to S2.2 to reread the support task type and operation content and redetermine the phase candidate results; after redetermining the phase candidate results, only perform aircraft load access sequence matching once more. If no matching item is found after rematching, retain the aircraft ground support phase corresponding to the support task type in the preset correspondence, and proceed to S2.4 for aircraft load purpose matching, without returning to S2.2; the correspondence between the retained aircraft ground support phases and aircraft load access sequence is determined as the phase sequence correspondence result.

[0036] To further clarify, the candidate scope is the range of aircraft ground support phases that are reserved by S2.2 and allowed to continue participating in the phase sequence. This includes the aircraft ground support phases that match the support mission type among the power-on check phase, avionics maintenance phase, cabin support phase, air conditioning pre-cooling phase, boarding preparation phase, and pre-push-out check phase, as well as the starting power supply requirements, continuous power supply requirements, and ending power supply requirements corresponding to the matching aircraft ground support phases.

[0037] S2.4: Match the aircraft load purpose in the phase identification parameters with the phase sequence correspondence results to determine the aircraft ground support phase, specifically: The aircraft load purpose is extracted from the phase identification parameters, and the correspondence between the retained aircraft ground support phases and the aircraft load access sequence is extracted from the phase sequence correspondence results. The aircraft load purpose is matched with the power consumption requirements corresponding to the retained aircraft ground support phases. When the aircraft load purpose is avionics check, it is matched with the avionics maintenance phase; when the aircraft load purpose is cabin power supply, it is matched with the cabin support phase; when the aircraft load purpose is air conditioning power supply, it is matched with the air conditioning pre-cooling phase; when the aircraft load purpose is maintenance and testing, it is matched with the power-on check phase and the avionics maintenance phase; when the aircraft load purpose is pre-pushback check, it is matched with the pre-pushback check phase. The aircraft ground support phases that match are retained, and the aircraft ground support phases that do not match are excluded. The retained aircraft ground support phases are then determined as the aircraft ground support phases.

[0038] S2.5: Mark the aircraft loads in the stage load set that meet the continuous power supply requirements of the aircraft loads as priority power supply loads, and obtain the priority power supply result, specifically: After determining the aircraft ground support phase, the aircraft loads associated with the aircraft ground support phase are read from the aircraft loads in the power supply objects. The associated aircraft loads are then merged according to their purpose, connection order, and external power interface to form a phase load set. Each aircraft load in the phase load set is compared with the continuous power supply requirements. If an aircraft load needs to maintain uninterrupted power supply during the aircraft ground support phase, needs to maintain power supply before power transfer, or if a power outage would affect any power use purpose in avionics checks, cabin power supply, air conditioning power supply, maintenance testing, or pre-push-out checks, it is marked as a priority power supply load. Aircraft loads that do not meet the continuous power supply requirements are retained in the phase load set. The marked priority power supply loads form the priority power supply result.

[0039] S2.6: Based on the priority power supply results, aircraft loads that meet the aircraft load transfer requirements are marked as transfer and support loads, and the transfer and support results are obtained, specifically: Using the priority power supply result as the source of transfer verification, the priority power supply loads are compared with the access conditions of the backup power supply circuit, the permission for switching from the main power supply circuit, and the conditions for maintaining the power consumption purpose after transfer. If the priority power supply load has an accessible backup power supply circuit, is allowed to switch from the main power supply circuit to the backup power supply circuit, and can maintain the power consumption purpose corresponding to the aircraft ground support phase after transfer, a transfer support mark is added to the priority power supply load, and the priority power supply load with the transfer support mark is designated as the transfer support load. The transfer support mark does not change the continuous power supply priority attribute of the priority power supply load. Priority power supply loads that do not meet the aircraft load transfer requirements are retained in the priority power supply results, and the priority power supply results that have completed the transfer support load mark are determined as the transfer support results.

[0040] S2.7: From the power transfer results, separate the aircraft loads constrained by the same power supply limitation of the aircraft load, and mark the separated aircraft loads as isolated power supply loads to obtain the isolated power supply results, specifically: The transfer and support loads in the transfer and support results are checked against the same power supply restrictions for aircraft loads. Aircraft loads that cannot be powered by the same ground power controller, cannot be connected to the same main power supply circuit, and cannot share a backup power supply circuit with aircraft loads corresponding to the same power supply restrictions are separated from the transfer and support results. The separated aircraft loads retain the transfer and support load mark and add the isolated power supply load mark. The isolation requirements between the isolated power supply load and the aircraft loads corresponding to the same power supply restrictions are recorded as candidate power supply circuit screening conditions and power supply circuit combination verification conditions, so that the same ground power controller, the same main power supply circuit, and the shared backup power supply circuit are excluded when screening candidate power supply circuits and verifying power supply circuit combinations. The transfer and support loads not subject to the same power supply restrictions for aircraft loads retain their original marks. The isolated power supply loads, the aircraft loads corresponding to the same power supply restrictions for aircraft loads, and the matching requirements of different power supply circuits are sorted out to obtain the isolated power supply results.

[0041] S2.8: Mark aircraft loads in the phase load set that have not yet entered the isolation power supply result and do not need to be immediately connected during the current aircraft ground support phase as delayed power supply loads, and sort them in the order of priority power supply loads, transfer support loads, isolation power supply loads, and delayed power supply loads to generate load priorities, specifically: Aircraft loads that have already entered the isolated power supply result are removed from the phase load set. The purpose, access order, and corresponding work content of the aircraft ground support phase of the remaining aircraft loads are compared. If the purpose of the aircraft load does not belong to the work content of the current aircraft ground support phase, the access order of the aircraft load is after the current aircraft ground support phase, and the disconnection of the aircraft load does not affect the power supply demand of the current aircraft ground support phase, the aircraft load is marked as a delayed power supply load. Priority power supply loads are assigned continuous power supply priority, transfer support loads are assigned transfer support level, and isolated power supply loads are assigned isolation power supply level. They are sorted in the following order: priority power supply loads, priority power supply loads with transfer support mark, isolated power supply loads, and delayed power supply loads. When the same aircraft load has both priority power supply load mark and transfer support mark, it participates in the sorting according to the corresponding order of priority power supply loads. The transfer support mark is used for subsequent backup power supply circuit configuration and abnormal transfer judgment to generate load priority.

[0042] Preferably, compared to existing technologies that allocate aircraft ground power supply loads solely based on load power, manual experience, or fixed access sequence, this invention takes the power supply object as the processing object and combines the aircraft ground support phase, continuous power supply requirements for aircraft loads, aircraft load transfer requirements, and restrictions on same-source power supply for aircraft loads. It divides aircraft loads into priority power supply loads, transfer support loads, isolated power supply loads, and delayed power supply loads, and generates load priorities. This ensures that aircraft load allocation is no longer based solely on a single power supply capacity, but simultaneously considers current support operation needs, continuous power supply safety, backup transfer capacity, and same-source power supply isolation requirements. This improves the accuracy, continuity, and safety of aircraft ground power supply load allocation, and reduces the risks of critical aircraft load power outages, incorrect same-source access, and unnecessary loads preempting power supply resources.

[0043] S3: Determine the power supply sequence of the aircraft loads according to the load priority, and match the aircraft loads in the power supply sequence to the main power supply circuit and the backup power supply circuit. The power supply circuits that do not meet the power supply matching conditions are identified as prohibited access circuits, and the power supply circuit matching results are obtained.

[0044] S3.1: According to the aircraft load same-source power supply restriction, insert the isolated power supply load into the initial power supply sequence in a sorting position different from the position of the aircraft load corresponding to the aircraft load same-source power supply restriction, to obtain the power supply sequence, specifically: Based on the marking results in the load priority, and following the rule that the power supply order is represented by the sorting number from smallest to largest, priority power supply loads are assigned a sorting position with a sorting number smaller than that of the backup power supply load; backup power supply loads are assigned a sorting position with a sorting number smaller than that of the delayed power supply load but larger than that of the priority power supply load; and delayed power supply loads are assigned a sorting position larger than that of the backup power supply load. The priority power supply loads, backup power supply loads, and delayed power supply loads with assigned sorting positions are then connected to form the initial power supply sequence. The sorting position of the aircraft load corresponding to the same source power supply restriction is read in the initial power supply sequence. Isolated power supply loads are then assigned a sorting position different from that of the aircraft load corresponding to the same source power supply restriction. The different power supply circuit matching requirements corresponding to the isolated power supply loads are retained in the sorting position, ensuring that the isolated power supply loads avoid the same ground power controller, the same main power supply circuit, and the shared backup power supply circuit during subsequent power supply circuit matching. The initial power supply sequence after inserting the isolated power supply loads is then determined as the power supply sequence.

[0045] S3.2: Match the aircraft loads in the power supply sequence with the output type and connection location of the ground power controller to obtain candidate power supply circuits, specifically: After the power supply sequence is determined, aircraft loads are retrieved sequentially according to their order, and the matching reference is determined by the corresponding external power interface of the aircraft load. Based on the matching reference, the required output type of the aircraft load and the parking position of the external power interface are read. The required output type of the aircraft load is then compared with the output type of the ground power controller, and the parking position of the external power interface is compared with the access position of the ground power controller. When the output type comparison meets the power requirements of the aircraft load and the access position comparison meets the connection requirements of the external power interface, the power supply loop between the ground power controller and the external power interface is retained, and a corresponding relationship is established between the retained power supply loop and the currently retrieved aircraft load. After all aircraft loads in the power supply sequence have been matched, the power supply loops with established corresponding relationships are determined as candidate power supply loops.

[0046] To further explain, based on the output type comparison results, access location comparison results, power supply status, and aircraft load same-source power supply restrictions generated during the power supply circuit matching process, the power supply circuits participating in the matching are judged to be prohibited from access. When the output type of the power supply circuit cannot meet the output type required by the aircraft load, the power supply circuit is marked as a type prohibited circuit. When the access location of the power supply circuit cannot be connected to the parking position where the aircraft's external power interface is located, the power supply circuit is marked as a position prohibited circuit. When the power supply status of the ground power controller corresponding to the power supply circuit is in any of the following states: out of service, fault, occupied, or under maintenance, the power supply circuit is marked as a status prohibited circuit. When the power supply circuit would cause aircraft loads constrained by the same source power supply restriction of the aircraft load to access the same ground power controller, the same main power supply circuit, and the shared backup power supply circuit, the power supply circuit is marked as a same-source prohibited circuit. A prohibited access correspondence is established between the type prohibited circuit, the position prohibited circuit, the status prohibited circuit, and the same-source prohibited circuit and the corresponding aircraft load, and the prohibited access correspondence is organized into prohibited access circuits.

[0047] The matching benchmark is the basis for the power supply correspondence between the aircraft's external power interface and the aircraft load, including the aircraft's external power interface number, the parking position where the aircraft's external power interface is located, the airborne bus corresponding to the aircraft's external power interface, and the aircraft load group corresponding to the airborne bus.

[0048] The power requirements for aircraft loads are the electrical conditions that must be met when the aircraft loads are normally connected to an external power source, including the power supply type, rated output system, required power supply capacity, and continuous power supply requirements.

[0049] The connection requirements for the aircraft external power interface are the connection conditions that must be met when the ground power controller is connected to the aircraft external power interface, including that the connection position corresponds to the parking position, the output interface matches the aircraft external power interface, and the power supply cable is allowed to be connected to the aircraft external power interface.

[0050] S3.3: Based on the available capacity and power supply status of the candidate power supply circuits, determine the main power supply circuit from the candidate power supply circuits, specifically as follows: Based on the power supply sequence, candidate power supply circuits corresponding to the current aircraft load are retrieved, and their available capacity and power supply status are read. The available capacity of the candidate power supply circuit is compared with the power supply capacity required by the current aircraft load. If the available capacity is not less than the required power supply capacity and the power supply status is within the allowable power supply range, the candidate power supply circuit is included in the main power supply selection range. If the available capacity is less than the required power supply capacity, the candidate power supply circuit is excluded from the main power supply selection range. If the power supply status is in any of the following states: out of service, faulty, occupied, or under maintenance, the candidate power supply circuit is excluded from the main power supply selection range. If multiple candidate power supply circuits exist within the main power supply selection range, the capacity margin of the candidate power supply circuits is calculated. The capacity margin is the difference between the available capacity of the candidate power supply circuit and the power supply capacity required by the current aircraft load. The candidate power supply circuit with the largest capacity margin value is given priority to be the main power supply circuit. When the capacity margin values ​​are the same, the power supply status of the candidate power supply circuits is compared. The candidate power supply circuit whose power supply status is continuously in the allowable power supply state and does not contain any abnormal markers is given priority over the candidate power supply circuit whose power supply status has switched from any of the states of occupied, maintenance, or shutdown to the allowable power supply state. When there is only one candidate power supply circuit in the main power supply selection range, the unique candidate power supply circuit is determined as the main power supply circuit. When there are multiple candidate power supply circuits in the main power supply selection range, the main power supply circuit is determined according to the comparison result of the capacity margin value and the power supply status.

[0051] After the main power supply circuit for the current aircraft load is determined, the required power supply capacity for the current aircraft load is deducted from the available capacity of the main power supply circuit to obtain the updated available capacity, and the updated available capacity is associated with the main power supply circuit. When processing subsequent aircraft loads according to the power supply sequence, the updated available capacity is read for power supply capacity comparison, capacity margin calculation, and main power supply selection range filtering. When the same main power supply circuit corresponds to multiple aircraft loads in sequence, the required power supply capacity of the corresponding aircraft loads is deducted in sequence according to the power supply sequence of the aircraft loads, so that the available capacity of the main power supply circuit is continuously updated with the aircraft load allocation results. When the updated available capacity is less than the required power supply capacity of subsequent aircraft loads, the main power supply circuit is excluded from the main power supply selection range of subsequent aircraft loads. After the aircraft load is de-energized from the main power supply circuit, the required power supply capacity of the aircraft load is released from the occupied capacity of the main power supply circuit, and the available capacity of the main power supply circuit is updated again.

[0052] To further clarify, the primary power supply selection range refers to the candidate power supply circuits corresponding to the current aircraft load that already meet the power supply capacity required by the aircraft load and are in a permissible power supply state. The primary power supply selection range is obtained by comparing the available capacity and filtering the power supply circuits based on their power supply status. It does not include candidate power supply circuits with available capacity less than the power supply capacity required by the current aircraft load, nor does it include candidate power supply circuits that are in any of the following states: out of service, faulty, occupied, or under maintenance.

[0053] S3.4: Select a power supply circuit with backup power supply capability from the candidate power supply circuits that is different from the main power supply circuit, and determine it as the backup power supply circuit for priority power supply loads and transfer to backup loads, specifically: For priority power supply loads and backup power supply loads in the power supply sequence, power supply circuits already identified as primary power supply circuits are excluded from the candidate power supply circuits corresponding to the aircraft loads. The backup power supply capacity of the remaining candidate power supply circuits is then checked. If the output type of the remaining candidate power supply circuits meets the power requirements of the aircraft loads, the connection location can connect to the aircraft's external power interface, the available capacity is not less than the power supply capacity required by the aircraft loads, and the power supply status allows switching to a standby state, then the remaining candidate power supply circuits are included in the backup selection range. If multiple candidate power supply circuits exist within the backup selection range, the backup capacity margin of the candidate power supply circuits is calculated. The backup capacity margin is the percentage of the backup capacity of the candidate power supply circuits. The candidate power supply circuit with the largest reserve capacity margin is determined as the backup power supply circuit based on the difference between the available capacity of the electrical circuit and the power supply capacity required by the aircraft load. If the reserve capacity margin values ​​are the same, the candidate power supply circuit that is continuously in the allowable power supply state and does not contain any abnormal markers is determined as the backup power supply circuit. If both the reserve capacity margin value and the power supply state are the same, the backup power supply circuit is determined according to the order in which the candidate power supply circuits are completed in the output type comparison and access location comparison. The determined backup power supply circuits are then associated with the priority power supply loads and the transfer support loads to complete the determination of the backup power supply circuits for the priority power supply loads and the transfer support loads.

[0054] Once the backup power supply circuit is determined, the power supply capacity required by the corresponding aircraft load is recorded as the reserved capacity of the backup power supply circuit. The available capacity of the backup power supply circuit is subtracted from the reserved capacity to obtain the remaining reserve capacity that can be used by subsequent aircraft loads. When matching backup power supply circuits for subsequent priority power supply loads and transfer support loads, the remaining reserve capacity is used to verify the backup power supply capacity and calculate the reserve capacity margin. When the same backup power supply circuit corresponds to multiple aircraft loads, the reserved capacity is accumulated sequentially according to the power supply order. If the remaining reserve capacity is less than the power supply capacity required by subsequent aircraft loads, the backup power supply circuit will no longer be included in the backup selection range of subsequent aircraft loads. When the backup power supply circuit switches from the waiting state to the power supply state, the corresponding reserved capacity is converted into the actual occupied capacity. When the backup matching relationship is canceled, the corresponding reserved capacity is released and the remaining reserve capacity is updated.

[0055] To further clarify, the backup selection range refers to the range of candidate power supply circuits that still meet the backup power supply capability after excluding the main power supply circuit, among the candidate power supply circuits corresponding to the current aircraft load. The backup selection range is obtained by checking the output type, access location, available capacity, and power supply status of the remaining candidate power supply circuits. It does not include power supply circuits that have been identified as the main power supply circuits, nor does it include candidate power supply circuits that cannot be switched to the standby state.

[0056] S3.5: Associate the main power supply circuit and the backup power supply circuit with the aircraft load to obtain the power supply circuit matching result, specifically: For aircraft loads in the power supply sequence, each load's corresponding main power supply circuit is checked to ensure it originates from a candidate power supply circuit, and the main power supply circuit has passed the screening for available capacity and power supply status. Once the verification results show that the main power supply circuit originates from a candidate power supply circuit and has passed the screening for available capacity and power supply status, the aircraft loads are matched one-to-one with the main power supply circuits, and the matching is determined as the primary power supply matching relationship. For priority power supply loads and backup power supply loads, each backup power supply circuit is checked to ensure it differs from the main power supply circuit, and the backup power supply circuit has backup power supply capability. Once the verification results show that the backup power supply circuit differs from the main power supply circuit and has backup power supply capability, the priority power supply loads and backup power supply loads are matched. Each load is assigned a one-to-one correspondence with a backup power supply circuit, and the correspondence is defined as a backup matching relationship. For aircraft loads without a backup power supply circuit, only the primary power supply matching relationship between the aircraft load and the primary power supply circuit is retained, and no backup matching relationship is generated. When there are isolated power supply loads, the matching requirements of different power supply circuits corresponding to the isolated power supply loads are associated with the primary power supply matching relationship and the backup matching relationship, so that the aircraft loads corresponding to the same power supply limitation of the isolated power supply load and the aircraft load do not share the same ground power controller, the same primary power supply circuit, and the same backup power supply circuit. The aircraft load, load priority, primary power supply circuit, backup power supply circuit, and matching requirements of different power supply circuits are matched and organized to obtain the power supply circuit matching result.

[0057] S4: Establish interlocking relationships for the main power supply circuit, backup power supply circuit, and prohibited access circuit according to the power supply circuit matching results, and issue power distribution instructions to the ground power controller based on the interlocking relationships to form the aircraft ground power supply load distribution results.

[0058] S4.1: Configure a power transfer permission relationship between the main power supply circuit and the backup power supply circuit, so that when the main power supply circuit is in a power supply state, the backup power supply circuit remains in a standby state, specifically: From the power supply circuit matching results, the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the aircraft load are read item by item. The correspondence between the aircraft load and the main power supply circuit is marked as the main supply correspondence, the correspondence between the aircraft load and the backup power supply circuit is marked as the backup supply correspondence, and the correspondence between the aircraft load and the prohibited access circuit is marked as the prohibited access correspondence. Based on the main supply correspondence and backup supply correspondence, a transfer permission relationship is set between the main power supply circuit and the backup power supply circuit corresponding to the same aircraft load. When the main power supply circuit obtains power supply permission, the backup power supply circuit can only remain in the waiting state and does not supply power to the same aircraft load. Before the main power supply circuit is de-energized, the backup power supply circuit does not obtain power supply permission. Only after the main power supply circuit is de-energized is the backup power supply circuit allowed to switch from the waiting state to the power supply state.

[0059] To further explain, the standby state is the hot standby state, which means that the standby power supply circuit has completed the confirmation of output type, rated output mode and available capacity. The ground power controller keeps the standby power supply circuit in a takeover ready state, the output contactor between the standby power supply circuit and the same aircraft load is kept open, and the standby power supply circuit does not output power to the same aircraft load. After the main power supply circuit is de-energized, the ground power controller allows the output contactor of the standby power supply circuit to close, so that the standby power supply circuit switches from the standby state to the energizing state.

[0060] S4.2: Configure an access mutual exclusion relationship between the main power supply circuit and the prohibited access circuit, so that the prohibited access circuit cannot supply power to the same aircraft load simultaneously with the main power supply circuit, specifically: Based on the correspondence between the aircraft load, main power supply circuit, and prohibited access circuit already marked in the power supply circuit matching results, the main power supply circuit and prohibited access circuit corresponding to the same aircraft load are set to a mutually exclusive access relationship. When the main power supply circuit is in power supply state, the ground power controller only retains the power supply permission of the main power supply circuit and invalidates the access permission of the prohibited access circuit, so that the prohibited access circuit cannot supply power to the same aircraft load, avoiding repeated access of the same aircraft load by a power supply circuit that does not meet the power supply matching conditions when the main power supply circuit is already supplying power. When the prohibited access circuit has any of the markings of type prohibited circuit, position prohibited circuit, status prohibited circuit, and same source prohibited circuit, the ground power controller does not allow the prohibited access circuit to participate in the power supply switching of the same aircraft load, avoiding incorrect power supply caused by inconsistent output type, mismatched access position, power supply status not meeting the participation conditions, and same source power supply restriction of aircraft load. The mutual exclusion relationship between the power supply permission of the main power supply circuit, the invalid access permission of the prohibited access circuit, and the correspondence between the same aircraft load forms a mutually exclusive access relationship.

[0061] S4.3: Configure a takeover mutual exclusion relationship between the backup power supply circuit and the prohibited access circuit, so that when the backup power supply circuit obtains transfer permission, the prohibited access circuit remains in a locked state, specifically: Based on the correspondence between the aircraft load, backup power supply circuit, and prohibited access circuit already marked in the power supply circuit matching results, the backup power supply circuit and prohibited access circuit corresponding to the same aircraft load are set to takeover mutual exclusion relationship; when the main power supply circuit is de-energized and the backup power supply circuit obtains transfer permission, the ground power controller only allows the backup power supply circuit to switch from the waiting state to the power supply state, and keeps the takeover permission of the prohibited access circuit invalid, so that the prohibited access circuit cannot participate in the takeover power supply of the same aircraft load; when the prohibited access circuit has any of the markings of type prohibited circuit, position prohibited circuit, status prohibited circuit, and same source prohibited circuit, the ground power controller continuously keeps the prohibited access circuit in the locked state to avoid the power supply circuit that does not meet the power supply matching conditions from preempting access during the takeover process of the backup power supply circuit, and reduce the risk of repeated access, incorrect access, and same source power supply conflict during the transfer period; the correspondence between the transfer permission of the backup power supply circuit, the locked state of the prohibited access circuit, and the same aircraft load is organized into a takeover mutual exclusion relationship.

[0062] S4.4: Save the transfer permit relationship, access mutual exclusion relationship, and takeover mutual exclusion relationship to the ground power controller to form an interlocking relationship, specifically as follows: The transfer permission relationship, access mutual exclusion relationship, and takeover mutual exclusion relationship are merged according to the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the same aircraft load to obtain the interlocking control content of the same aircraft load; the ground power controller of the main power supply circuit corresponding to the first aircraft load in the power supply sequence of the same aircraft ground power supply mission is determined as the interlocking confirmation controller, and the interlocking confirmation controller configures the aircraft ground power supply mission identifier, aircraft load identifier, circuit identifier, circuit status, interlocking version number, pending activation mark, and verification code for the interlocking control content.

[0063] The interlock confirmation controller sends the interlock control content to the ground power controllers corresponding to the main power supply circuit, backup power supply circuit, and prohibited access circuit via the parking position power supply communication link. The ground power controller receiving the interlock control content verifies the aircraft ground power supply mission identifier, aircraft load identifier, circuit identifier, and interlock version number, and uses a check code to verify whether the interlock control content has changed during transmission. After verification, the interlock control content is saved as interlock control content to be activated. The interlock control content to be activated does not replace the currently effective interlock control content, nor does it change the current state of the main power supply circuit, backup power supply circuit, and prohibited access circuit, and returns temporary confirmation information to the interlock confirmation controller.

[0064] After receiving all the temporary confirmation information corresponding to the same interlock version, the interlock confirmation controller sends an interlock activation command to the relevant ground power controller. The ground power controller switches the interlock control content to be activated to the valid interlock control content according to the interlock version number in the interlock activation command and returns the activation confirmation information. After receiving all the activation confirmation information, the interlock confirmation controller determines the same interlock version as a unified activation state and determines the previous interlock version as an invalid state, so that the relevant ground power controllers execute the main power supply circuit power supply permission, the backup power supply circuit transfer permission, and the prohibited access circuit blocking restriction according to the same interlock version.

[0065] If any ground power controller fails to verify, has an inconsistent interlocking version, fails to store data, or times out upon confirmation, the interlocking confirmation controller will not send an interlocking activation command. Instead, it will send a cancellation command to the ground power controllers that have already completed storage, causing them to delete the interlocking control content to be activated and continue using the previous valid interlocking version while maintaining the original circuit state. If some ground power controllers fail to activate after sending the interlocking activation command, the interlocking confirmation controller will send a rollback command to the ground power controllers that have switched to the new interlocking version, causing them to revert to the previous valid interlocking version. Ground power controllers that have not yet switched will continue to use the previous valid interlocking version, and the controller will stop executing the power distribution command corresponding to the new interlocking version until all ground power controllers return rollback confirmation information.

[0066] When the same power supply circuit is configured as a primary power supply circuit, a backup power supply circuit, or a prohibited access circuit in the interlocking control content corresponding to different aircraft loads, the interlocking confirmation controller performs conflict verification according to the aircraft ground power supply task identifier, aircraft load priority, and prohibited access circuit mark; when the same power supply circuit has already been used as the primary power supply circuit for a high-priority aircraft load, it will no longer be configured as a backup power supply circuit for a low-priority aircraft load; when the same power supply circuit has any of the marks of type prohibited circuit, position prohibited circuit, status prohibited circuit, and same source prohibited circuit, the prohibited access circuit lockout restriction is maintained; the power supply permission of the unified primary power supply circuit, the power transfer permission of the backup power supply circuit, and the lockout restriction of the prohibited access circuit are sorted together to form an interlocking relationship.

[0067] Preferably, compared to existing methods that only perform simple switching control on the main power supply circuit and the backup power supply circuit, this invention incorporates the main power supply circuit, the backup power supply circuit, and the prohibited access circuit into the interlocking relationship of the same aircraft load. Through a transfer permission relationship, the backup power supply circuit is restricted to obtaining transfer permission only after the main power supply circuit has been de-energized. Through access mutual exclusion relationships, the prohibited access circuit is prevented from simultaneously supplying power to the same aircraft load as the main power supply circuit. Through takeover mutual exclusion relationships, the prohibited access circuit is prevented from preemptively accessing the backup power supply circuit during its takeover period. This ensures that the aircraft ground power supply load allocation no longer relies on a single main / backup switching decision, but rather forms a coordinated constraint among the main supply, backup supply, and prohibited access circuits. This approach avoids repeated access, incorrect access, and conflicts caused by power supply circuits that do not meet power supply matching conditions, ensuring power continuity for critical aircraft loads during transfer processes and improving the safety, reliability, and stability of abnormal transfers in aircraft ground power supply load allocation.

[0068] S4.5: Configure the main power supply circuit in the instruction object to be in power-on state, configure the backup power supply circuit to be in standby state, and configure the prohibited access circuit to be in locked state, forming a power distribution instruction, specifically: The system reads the power supply permission, backup power supply circuit transfer permission, and prohibited access circuit lockout restrictions for the same aircraft load from the interlocking relationship, and extracts the corresponding main power supply circuit, backup power supply circuit, and prohibited access circuit for each aircraft load to form an instruction object. Based on the main power supply circuit power supply permission in the instruction object, the main power supply circuit is set to power supply status, enabling it to supply power to the corresponding aircraft load. Based on the backup power supply circuit transfer permission in the instruction object, the backup power supply circuit is set to standby status, preventing it from supplying power to the same aircraft load until the main power supply circuit is de-energized. Based on the prohibited access circuit lockout restrictions in the instruction object, the prohibited access circuit is set to lockout status, preventing it from participating in the main power supply and transfer takeover of the same aircraft load. The power supply status of the main power supply circuit, the standby status of the backup power supply circuit, and the prohibited access circuit lockout status are organized according to the same aircraft load to form a power distribution instruction.

[0069] S4.6: Send power distribution commands to the corresponding ground power controllers, causing the ground power controllers to perform aircraft load distribution according to the power supply status, standby status, and locked status, specifically: According to the correspondence between aircraft load, main power supply circuit, backup power supply circuit, and prohibited access circuit in the power distribution command, the power distribution command is sent to the ground power controllers corresponding to the main power supply circuit, backup power supply circuit, and prohibited access circuit, respectively. When the ground power controller receives the power distribution command, it checks whether the aircraft load in the power distribution command is consistent with the aircraft external power interface connected to the ground power controller. If they are consistent, it controls the main power supply circuit to supply power to the aircraft load according to the power supply status, keeps the backup power supply circuit ready to transfer power but does not supply power to the same aircraft load according to the standby status, and keeps the prohibited access circuit from participating in the power supply and takeover of the same aircraft load according to the lockout status. After the ground power controller completes the execution of the power supply status, standby status, and lockout status, the aircraft load is supplied by the main power supply circuit, the backup power supply circuit remains ready to transfer power, and the prohibited access circuit remains locked, thereby completing the aircraft load distribution.

[0070] S4.7: Record the correspondence between aircraft load, main power supply circuit, backup power supply circuit, prohibited access circuit, and ground power controller to form the aircraft ground power supply load distribution result, specifically: After completing the aircraft load allocation, the ground power controller records the power supply correspondence between the aircraft load and the main power supply circuit, the pending connection correspondence between the aircraft load and the backup power supply circuit, and the interlock correspondence between the aircraft load and the prohibited access circuit. It also records the ground power controllers corresponding to the main power supply circuit, the backup power supply circuit, and the prohibited access circuit. The power supply correspondence, pending connection correspondence, and interlock correspondence are then organized and matched with the ground power controllers to distinguish the power supply status, pending connection status, and interlock status of the same aircraft load. The correspondence between the aircraft load, the main power supply circuit, the backup power supply circuit, the prohibited access circuit, and the ground power controller after the matching and matching are completed is taken as the result of the aircraft ground power load allocation.

[0071] S5: When the ground power controller experiences a power supply abnormality, the power supply status of the abnormal main power supply circuit in the aircraft ground power supply load distribution result is released, the backup power supply circuit is connected, and the blocked state of the prohibited access circuit is maintained to obtain the final aircraft ground power supply load distribution result.

[0072] S5.1: Based on the main power supply circuit output status, the power supply status and connection location in the ground power controller information, and the available capacity of the candidate power supply circuits, identify the main power supply circuit output anomalies, ground power controller power supply status anomalies, connection location anomalies, and insufficient available capacity corresponding to the ground power controller, and obtain the power supply anomaly results, specifically: Based on the aircraft's ground power load allocation results, the main power supply circuit and ground power controller corresponding to the aircraft load are read. The output status of the main power supply circuit, the power supply status and connection location in the ground power controller information, and the available capacity of candidate power supply circuits are read. The output status of the main power supply circuit is compared with the power supply requirements of the aircraft load. If any of the output voltage, output frequency, or output current stability in the main power supply circuit output status does not meet the power supply requirements of the aircraft load, it is marked as an abnormal main power supply circuit output. The power supply status in the ground power controller information is compared with the allowed power supply status. If the power supply status changes to any of the following states: disabled, faulty, occupied, or under maintenance, it is marked as an abnormal ground power supply circuit output. The power supply status of the ground power controller is abnormal. The connection location in the ground power controller information is compared with the parking position where the aircraft's external power interface is located. If the connection location does not fall within the power supply range or does not correspond to the parking position where the aircraft's external power interface is located, it is marked as an abnormal connection location. The available capacity of the candidate power supply circuit is compared with the power supply capacity required by the aircraft load. If the available capacity is less than the power supply capacity required by the aircraft load, it is marked as insufficient available capacity. The abnormal output of the main power supply circuit, the abnormal power supply status of the ground power controller, the abnormal connection location, and the insufficient available capacity are sorted according to the corresponding aircraft load, main power supply circuit, and ground power controller to obtain the power supply abnormality results.

[0073] S5.2: Based on the power supply anomaly results, identify the abnormal main power supply circuit from the aircraft ground power supply load distribution results, and deactivate the power supply status of the abnormal main power supply circuit to obtain the main power supply deactivation result, specifically as follows: Based on the abnormal output of the main power supply circuit, abnormal power supply status of the ground power controller, abnormal connection of the access location, and insufficient available capacity in the power supply anomaly results, the aircraft load, main power supply circuit, and ground power controller corresponding to the anomaly in the aircraft ground power supply load distribution results were searched item by item. The main power supply circuit corresponding to the abnormal output of the main power supply circuit, the main power supply circuit controlled by the ground power controller corresponding to the abnormal power supply status of the ground power controller, the main power supply circuit connected to the access location corresponding to the abnormal connection of the access location, and the main power supply circuit corresponding to insufficient available capacity were all identified as abnormal main power supply circuits.

[0074] After identifying the abnormal main power supply circuit, the power supply permission for the corresponding aircraft load is cancelled, and a power cut-off command is sent to the ground power controller corresponding to the abnormal main power supply circuit. The ground power controller controls the output contactor of the abnormal main power supply circuit to open according to the power cut-off command and returns output contactor opening feedback. The output contactor opening feedback and the output status of the abnormal main power supply circuit are read. When the output contactor is in the open state and the output voltage and output current of the abnormal main power supply circuit have both dropped to the non-power supply state, it is confirmed that the abnormal main power supply circuit has been de-energized. If no output contactor opening feedback is obtained or the abnormal main power supply circuit is still in the output state, the standby power supply circuit is kept in the ready-to-connect state and the prohibited access circuit is locked state, and the standby power supply circuit is not allowed to be connected.

[0075] The abnormal main power supply circuit that has been confirmed to have tripped, the corresponding aircraft load, the corresponding ground power controller, the tripping feedback of the output contactor, and the power supply release status are sorted out to obtain the main power supply release result.

[0076] S5.3: Based on the main power supply release result and interlocking relationship, switch the backup power supply circuit corresponding to the abnormal main power supply circuit from the pending connection state to the power supply state, and obtain the backup power supply connection result, specifically: Based on the abnormal main power supply circuit, corresponding aircraft load, and corresponding ground power controller in the main power supply release result, find the backup power supply circuit transfer permission and prohibited access circuit blocking restriction corresponding to the same aircraft load from the interlocking relationship.

[0077] After confirming that the main power supply release result includes output contactor tripping feedback and power supply release status, reread the output type, connection location, power supply status, reserved capacity of the corresponding aircraft load, and abnormal flag of the backup power supply circuit. If the output type of the backup power supply circuit meets the power requirements of the aircraft load, the connection location can connect to the aircraft's external power interface, the power supply status can be switched to the power supply status, the reserved capacity is not less than the power supply capacity required by the aircraft load, and there is no abnormal flag, it is determined that the backup power supply circuit still has backup power supply capability. If any of the verification contents are not met, the backup power supply circuit is not connected, the circuit access prohibition lockout state is maintained, and the process returns to S3.4 to re-determine a backup power supply circuit that meets the backup power supply capability from the backup selection range.

[0078] If the backup power supply circuit still has backup power supply capability and there is a transfer permission relationship between the backup power supply circuit and the abnormal main power supply circuit, a connection command is sent to the ground power controller corresponding to the backup power supply circuit. The ground power controller controls the output contactor of the backup power supply circuit to close according to the connection command and returns the output contactor closing feedback. When the output contactor closing feedback and the output status of the backup power supply circuit are read, and the output contactor is in the closed state, and the output voltage, output frequency and output current stability of the backup power supply circuit meet the power supply requirements of the aircraft load, it is confirmed that the backup power supply circuit has switched from the waiting state to the power supply state.

[0079] During the switchover of the backup power supply circuit, the prohibited access circuit is kept in a locked state according to the takeover mutual exclusion relationship, so that the prohibited access circuit does not participate in the takeover of power supply by the backup power supply circuit; the backup power supply circuit, the corresponding aircraft load, the corresponding ground power controller, the output contactor closing feedback, the output status of the backup power supply circuit and the locked state of the prohibited access circuit are sorted out to obtain the backup power supply connection result.

[0080] S5.4: Maintain the locked state of the prohibited access circuit based on the backup power supply connection result, and update the correspondence between aircraft load, backup power supply circuit, and prohibited access circuit to obtain the final aircraft ground power supply load distribution result, specifically: Read the backup power supply circuit that has been switched to power supply status, the corresponding aircraft load, the corresponding ground power controller, and the lockout status of the prohibited access circuit from the backup power supply connection results; check the lockout status of the prohibited access circuit according to the takeover mutual exclusion relationship in the interlocking relationship. When the backup power supply circuit is in power supply status, the connection permission and takeover permission of the prohibited access circuit remain invalid, and the prohibited access circuit continues not to participate in the power supply and takeover of the same aircraft load; change the power supply correspondence between the abnormal main power supply circuit and the aircraft load in the aircraft ground power supply load allocation results to the de-power supply correspondence, change the pending connection correspondence between the backup power supply circuit and the aircraft load to the power supply correspondence, and retain the lockout correspondence between the prohibited access circuit and the aircraft load; organize the updated correspondence between the aircraft load, backup power supply circuit, prohibited access circuit, and ground power controller to obtain the final aircraft ground power supply load allocation results.

[0081] In summary, this invention, by identifying the aircraft ground support phase and combining it with the continuous power supply requirements, transfer requirements, and concurrency restrictions of aircraft loads, generates load priorities. This makes the power supply sequence of aircraft loads more closely match actual support needs, reducing allocation deviations caused by relying solely on manual experience, fixed access sequences, and single capacity judgments, thus improving the rationality of power supply arrangements for critical aircraft loads. Furthermore, by establishing interlocking relationships between the main power supply circuit, backup power supply circuit, and prohibited access circuit, corresponding constraints are formed when abnormal main power supply circuits are deactivated, backup power supply circuits are activated, and prohibited access circuits are locked. This reduces the probability of repeated access, erroneous access, and concurrency conflicts during transfer, improving the continuity, safety, and stability of aircraft ground power supply load allocation.

[0082] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for distributing aircraft ground power supply loads based on distributed control, characterized in that: include, Read the aircraft ground power supply mission information and ground power controller information. According to the parking position, aircraft external power interface and aircraft load in the aircraft ground power supply mission information, and the access position, output type and power supply status in the ground power controller information, collect the ground power controllers participating in the same aircraft ground power supply mission to form power supply objects. Taking the power supply object as the processing object, identify the aircraft ground support stage, and prioritize the aircraft load according to the aircraft ground support stage, the aircraft load continuous power supply requirements, the aircraft load transfer requirements, and the aircraft load same source power supply limitations, and generate load priorities. The power supply sequence of the aircraft load is determined based on the load priority, and the aircraft loads in the power supply sequence are matched to the main power supply circuit and the backup power supply circuit. Power supply circuits that do not meet the power supply matching conditions are identified as prohibited access circuits, and the power supply circuit matching results are obtained. Based on the power supply circuit matching results, interlocking relationships are established for the main power supply circuit, backup power supply circuit, and prohibited access circuit. Power supply distribution instructions are then issued to the ground power controller based on the interlocking relationships to form the aircraft ground power supply load distribution results. When a power supply abnormality occurs in the ground power controller, the power supply status of the abnormal main power supply circuit in the aircraft ground power supply load distribution result is released, the backup power supply circuit is connected, and the blocked state of the prohibited access circuit is maintained to obtain the final aircraft ground power supply load distribution result.

2. The aircraft ground power supply load distribution method based on distributed control as described in claim 1, characterized in that: The formation of the power supply object specifically refers to: Determine the power supply range corresponding to the aircraft ground power supply mission based on the parking position and external power interface of the aircraft in the aircraft ground power supply mission information. The connection location in the ground power controller information is mapped to the power supply range to obtain the location mapping result; The output type in the ground power controller information is matched with the aircraft's external power interface to obtain the interface matching result; Based on the location matching results, interface matching results, and power supply status in the ground power controller information, ground power controllers participating in the same aircraft ground power supply mission are selected to form power supply objects.

3. The aircraft ground power supply load distribution method based on distributed control as described in claim 2, characterized in that: The specific steps of the aircraft ground support phase are as follows: Read the aircraft ground power supply mission information from the power supply object, extract the support mission type, aircraft load access sequence and aircraft load purpose, and obtain the stage identification parameters; Based on the support task type in the phase identification parameters, the candidate range of aircraft ground support phases is determined, and the phase candidate results are obtained. The aircraft load access order in the phase identification parameters is mapped to the phase candidate results to obtain the phase order mapping result; The aircraft ground support phase is determined by matching the aircraft load purpose in the phase identification parameters with the phase sequence correspondence.

4. The aircraft ground power supply load distribution method based on distributed control as described in claim 3, characterized in that: The generated load priority is specifically as follows: Read the aircraft load corresponding to the aircraft ground support phase and form a phase load set; The aircraft loads that meet the continuous power supply requirements of the aircraft load in the phase load set are marked as priority power supply loads, and the priority power supply result is obtained. Based on the priority power supply results, the aircraft loads that meet the requirements for transferring the power supply to the aircraft loads are marked as transfer and support loads, and the transfer and support results are obtained. From the transfer and support results, separate the aircraft loads that are constrained by the same power source limitation of the aircraft loads, and mark the separated aircraft loads as isolated power supply loads to obtain the isolated power supply results; Aircraft loads that have not yet entered the isolation power supply result and do not need to be immediately connected during the current aircraft ground support phase are marked as delayed power supply loads. They are then sorted in the order of priority power supply loads, transfer support loads, isolation power supply loads, and delayed power supply loads to generate load priorities.

5. The aircraft ground power supply load distribution method based on distributed control as described in claim 4, characterized in that: The determination of the power supply sequence for the aircraft load is specifically as follows: The initial power supply sequence is obtained by arranging the priority power supply loads before the backup power supply loads and arranging the backup power supply loads before the delayed power supply loads. According to the aircraft load same source power supply restriction, the isolated power supply load is inserted into the initial power supply sequence in a sorting position that is different from the position of the aircraft load corresponding to the aircraft load same source power supply restriction, so as to obtain the power supply sequence.

6. The aircraft ground power supply load distribution method based on distributed control as described in claim 5, characterized in that: The process of matching the aircraft load in the power supply sequence to the main power supply circuit and the backup power supply circuit specifically involves: The aircraft loads in the power supply sequence are matched with the output type and access location of the ground power controller to obtain candidate power supply circuits; The main power supply circuit is determined from the candidate power supply circuits based on their available capacity and power supply status. Select a power supply circuit with backup power supply capability from the candidate power supply circuits and different from the main power supply circuit, and determine it as the backup power supply circuit for priority power supply loads and transfer protection loads; The main power supply circuit and the backup power supply circuit are associated with the aircraft load to obtain the power supply circuit matching results.

7. The aircraft ground power supply load distribution method based on distributed control as described in claim 6, characterized in that: The candidate power supply circuits are used to determine the prohibited access circuits, specifically: Mark the power supply circuit whose output type is inconsistent with the aircraft load as a type-disabled circuit; Mark power supply circuits whose access locations do not correspond to the aircraft's external power interface as position-prohibited circuits. The power supply circuit whose power supply status does not meet the participation conditions is marked as a status prohibited circuit; The power supply circuits that are subject to the same source power supply limitation of the aircraft load are marked as same source prohibited circuits; The prohibited loops by type, location, state, and same source are grouped together and identified as prohibited access loops.

8. The aircraft ground power supply load distribution method based on distributed control as described in claim 7, characterized in that: The process of establishing interlocking relationships between the main power supply circuit, the backup power supply circuit, and the prohibited access circuit based on the power supply circuit matching results is as follows: From the power supply circuit matching results, identify the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the aircraft load; Configure a transfer permission relationship between the main power supply circuit and the backup power supply circuit so that when the main power supply circuit is in the power supply state, the backup power supply circuit remains in the standby state. Configure an access mutual exclusion relationship between the main power supply circuit and the prohibited access circuit so that the prohibited access circuit cannot supply power to the same aircraft load at the same time as the main power supply circuit; Configure a takeover mutual exclusion relationship between the backup power supply circuit and the prohibited access circuit so that when the backup power supply circuit obtains the transfer permission, the prohibited access circuit remains in a blocked state. The transfer permit relationship, access mutual exclusion relationship, and takeover mutual exclusion relationship are saved to the ground power controller to form an interlocking relationship.

9. The aircraft ground power supply load distribution method based on distributed control as described in claim 8, characterized in that: The specific results of the aircraft ground power supply load distribution are as follows: Extract the main power supply circuit, backup power supply circuit, and prohibited access circuit corresponding to the aircraft load according to the interlocking relationship, and form an instruction object; Configure the main power supply circuit in the instruction object to be in power supply state, configure the backup power supply circuit to be ready to be connected state, and configure the prohibited access circuit to be locked state to form a power supply distribution instruction; The power distribution command is sent to the corresponding ground power controller, which then performs aircraft load distribution according to the power supply status, standby status, and locked status. Record the correspondence between aircraft load, main power supply circuit, backup power supply circuit, prohibited access circuit and ground power controller to form the aircraft ground power supply load distribution result.

10. The aircraft ground power supply load distribution method based on distributed control as described in claim 9, characterized in that: The final aircraft ground power supply load distribution result is obtained as follows: Based on the output status of the main power supply circuit, the power supply status and access location in the ground power controller information, and the available capacity of the candidate power supply circuit, identify the main power supply circuit output abnormality, ground power controller power supply status abnormality, access location connection abnormality, and insufficient available capacity corresponding to the ground power controller, and obtain the power supply abnormality result. Based on the power supply anomaly results, the abnormal main power supply circuit is identified from the aircraft ground power supply load distribution results, and the power supply status of the abnormal main power supply circuit is deactivated to obtain the main power supply deactivation result. Based on the main power supply release result and interlocking relationship, the backup power supply circuit corresponding to the abnormal main power supply circuit is switched from the waiting to be connected state to the power supply state, and the backup power supply connection result is obtained; By maintaining the blocked state of the prohibited access circuit through the backup power supply connection result, and updating the correspondence between the aircraft load, backup power supply circuit and prohibited access circuit, the final aircraft ground power supply load distribution result is obtained.

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