A high-power direct-current charging pile and a control method thereof

Abstract

The application discloses a high-power direct-current charging pile and a control method thereof, relates to the technical field of charging, and the method comprises a control module, a power demand acquisition device and at least two charging modules. The control module acquires real-time power demand through the power demand acquisition device, and dynamically starts and stops the charging modules according to the real-time power demand. The control module is provided with a plurality of power threshold intervals to determine the number of charging modules to be started. The control module divides the power threshold intervals into at least two adjacent subintervals, and each subinterval corresponds to a different number of started modules. The subintervals are separated by a first threshold and a second threshold, and the first threshold is lower than the second threshold. The application has the technical effects of saving energy of the charging pile in low-power operation, improving charging stability and meeting diversified charging demands.

Description

Technical Field

[0001] This application relates to the field of charging technology, and in particular to a high-power DC charging pile and its control method. Background Technology

[0002] High-power DC charging stations enable fast charging, greatly shortening charging time and improving user convenience.

[0003] Traditional high-power charging pile technology primarily uses a fixed module configuration to meet charging demands. This approach often lacks flexibility when facing charging scenarios with varying power requirements. For example, regardless of the vehicle's actual power needs, the charging pile maintains a fixed number of activated modules and a fixed operational status. Furthermore, some charging piles lack effective coordination mechanisms with the power grid, focusing solely on vehicle charging without considering grid load conditions and energy efficiency. Still others employ rudimentary wiring configurations and modular operation methods, resulting in significant energy waste during transmission and conversion.

[0004] However, these existing technologies have significant drawbacks. During low-power operation, due to unintelligent module matching, high losses occur, including substantial reactive and active power losses, resulting in energy waste. Simultaneously, poor charging stability and frequent module start-stop cycles reduce equipment lifespan. Summary of the Invention

[0005] To address the shortcomings of existing technologies, save energy during low-power operation of charging piles, improve charging stability, and meet diverse charging needs, this application provides a high-power DC charging pile and its control method.

[0006] Firstly, the objective of this invention is achieved through the following technical solution:

[0007] A high-power DC charging pile includes: a control module, a power demand acquisition device, and at least two charging modules. The control module acquires real-time power demand through the power demand acquisition device and dynamically starts and stops the charging modules according to the real-time power demand. The control module presets multiple power threshold ranges to determine the number of charging modules to be activated.

[0008] The control module divides the power threshold range into at least two adjacent sub-ranges, and each sub-range corresponds to a different number of modules enabled. The sub-ranges are separated by a first threshold and a second threshold, where the first threshold is higher than the second threshold.

[0009] By adopting the above technical solution, this invention can dynamically start and stop the charging module according to the real-time power demand of the vehicle. By dividing the power threshold range into adjacent sub-ranges, each sub-range corresponds to a different number of modules to be activated. Furthermore, by separating the sub-ranges with a first threshold and a second threshold, the required number of charging modules under different power demands can be accurately matched. This provides a more detailed control basis for the subsequent dynamic start and stop of the charging module based on real-time power demand, accurately matching charging needs and achieving low-power energy saving. It can also reduce the energy consumption of the charging pile itself and reduce reactive and active power losses. Simultaneously, by setting the first and second thresholds between adjacent power sub-ranges, a module start-stop determination mechanism with hysteresis characteristics is constructed, effectively avoiding frequent switching of charging modules caused by small fluctuations in vehicle charging power near the critical point, thus improving charging stability. This application enhances scenario applicability and grid coordination through dynamic and stable start-stop control of the number of charging modules.

[0010] In a preferred embodiment of this application: when the real-time power demand decreases from a first threshold above the current sub-interval to a value between the first threshold and the second threshold, the control module maintains the number of modules enabled for the current sub-interval;

[0011] When the real-time power demand further decreases below the second threshold, the control module switches to the number of modules enabled corresponding to the next low power range.

[0012] By adopting the above technical solution, when the real-time power demand decreases slightly within a certain range, the control module maintains the number of modules activated in the current sub-interval, which can prevent the charging module from frequently starting and stopping due to small power fluctuations, thereby improving charging stability, enhancing the charging experience, extending the service life of the equipment, and avoiding energy waste.

[0013] In a preferred embodiment of this application: multiple power threshold intervals are divided into fixed power intervals; each power threshold interval also includes a fallback holding interval adjacent to the first threshold corresponding to each sub-interval, and when the real-time power demand drops to the fallback holding interval, the number of modules enabled corresponding to the current sub-interval is maintained.

[0014] After determining the number of activated charging modules, the control module sends a shutdown command to the unactivated charging modules to put them in a completely power-off state.

[0015] By adopting the above technical solution, when the real-time power demand decreases slightly within a certain range, the control module maintains the number of modules activated in the current sub-interval, which can prevent the charging module from frequently starting and stopping due to small power fluctuations, thereby improving charging stability, enhancing the charging experience, extending the service life of the equipment, and avoiding energy waste.

[0016] In a preferred example of this application: the falling-back and maintaining range is 5 kW; the control module is specifically configured to execute the following module enabling and switching logic:

[0017] When P ≤ 30 kW, control to enable 1 charging module; where P is the real-time power demand;

[0018] When 30 kW < P ≤ 60 kW, control to enable 2 charging modules; when P ≤ 25 kW, switch to enable 1 charging module;

[0019] When 60 kW < P ≤ 90 kW, control to enable 3 charging modules; when P ≤ 55 kW, switch to enable 2 charging modules;

[0020] When 90 kW < P ≤ 120 kW, control to enable 4 charging modules; when P ≤ 85 kW, switch to enable 3 charging modules;

[0021] When 120 kW < P ≤ 150 kW, control to enable 5 charging modules; when P ≤ 115 kW, switch to enable 4 charging modules;

[0022] When 150 kW < P ≤ 180 kW, control to enable 6 charging modules; when P ≤ 145 kW, switch to enable 5 charging modules.

[0023] By adopting the above technical solution, the present invention sets a falling-back and maintaining range of 5 kW, and specifically defines the enabling and switching thresholds corresponding to each power segment (such as 30–60 kW, 60–90 kW, etc.), realizing the precise matching of the number of modules and the power demand. This quantitative configuration not only ensures the output capacity in the high-power segment but also delays the reduction of configuration when the power falls back, taking into account both responsiveness and stability.

[0024] In the second aspect, the invention object of this application is achieved by adopting the following technical solution:

[0025] A control method for a high-power DC charging pile, applied to a high-power DC charging pile as described above, the method includes:

[0026] Obtain the real-time power demand of the vehicle, and according to the real-time power demand, obtain the overall charging strategy information;

[0027] Obtain the internal state information of each charging module, and according to the internal state information and the overall charging strategy information, obtain the charging module allocation parameters, where the charging module allocation parameters include the target output power of each enabled charging module, and the internal state information includes the real-time temperature, real-time conversion efficiency and health status of each charging module;

[0028] Based on the charging module allocation parameters and the overall charging strategy information, a power adjustment command is triggered to the corresponding charging module.

[0029] Obtain feedback information from the charging module, compare the feedback information with the target output power corresponding to the charging module allocation parameters to obtain the module deviation value, compare the module deviation value with a preset stability threshold range, and if the module deviation value is outside the preset stability threshold range, trigger a module status abnormality information collection command.

[0030] According to the module status anomaly information collection instruction, obtain dynamic correction parameter information;

[0031] Based on the dynamic correction parameter information, a correction command is triggered to the corresponding charging module.

[0032] By adopting the above technical solution, the high-power DC charging pile includes multiple independently controllable charging modules. Building upon the basic module scheduling, this application further introduces a dynamic allocation and closed-loop feedback control mechanism based on the internal state of the charging modules. By comparing the target output power with the actual feedback value to generate a deviation signal, and triggering an anomaly information collection and correction process when limits are exceeded, real-time monitoring and adaptive adjustment of the module's operating status are achieved. This significantly improves the coordination accuracy of the multi-module parallel system.

[0033] In a preferred embodiment of this application: obtaining the real-time power demand of the vehicle, and obtaining overall charging strategy information based on the real-time power demand, specifically includes:

[0034] Extract the real-time power demand and battery state of charge (SOC) from the vehicle charging request information;

[0035] The real-time power demand is used as the initial value for the target total output power;

[0036] Based on the battery state of charge (SOC) and the preset charging curve, the initial value of the target total output power is corrected to obtain the final target total output power.

[0037] Based on the final target total output power and the safety margin of the charging pile, determine the upper limit and lower limit of power adjustment;

[0038] By associating the final target total output power, the upper limit of power adjustment, and the lower limit of power adjustment, the overall charging strategy information is obtained.

[0039] By adopting the above technical solution, the battery's state of charge (SOC) is combined with the preset charging curve to dynamically correct the initial power demand. In addition, the upper and lower limits of power adjustment are set in combination with the safety margin, forming a complete overall charging strategy information that includes the target value and tolerance boundary. The overall charging strategy information respects the charging characteristics of the battery itself and takes into account the safety boundary of the charging pile hardware, avoiding risks such as overcurrent and overtemperature caused by blindly following BMS requests.

[0040] In a preferred embodiment of this application: the target total output power includes a target power for the constant current stage and a target power for the constant voltage stage; the power adjustment upper limit includes an upper limit for the constant current stage and an upper limit for the constant voltage stage; and determining the power adjustment upper limit and the power adjustment lower limit based on the final target total output power and the safety margin of the charging pile specifically includes:

[0041] Based on the battery state of charge (SOC), determine whether the current charging stage is a constant current stage or a constant voltage stage.

[0042] If it is a constant current stage, then the upper limit of the constant current stage and the corresponding lower limit of power adjustment are determined according to the target power of the constant current stage and the first safety margin;

[0043] If it is a constant voltage stage, then the upper limit of the constant voltage stage and the corresponding lower limit of power adjustment are determined according to the target power of the constant voltage stage and the second safety margin.

[0044] By adopting the above technical solution, the constant current stage and constant voltage stage are distinguished, and corresponding safety margins and power regulation limits are set for each stage, ensuring a high degree of matching between the control strategy and the physical process of battery charging. The constant current stage focuses on stable current output, while the constant voltage stage limits power to prevent voltage overshoot. This phased and refined control method effectively avoids voltage oscillations or module overload caused by sudden power changes at the end of charging, improving the smoothness of the charging curve.

[0045] In a preferred embodiment of this application: the charging module allocation parameters include high-load charging module allocation parameters and low-load charging module allocation parameters; the step of obtaining the internal state information of each charging module, and obtaining the charging module allocation parameters based on the internal state information and the overall charging strategy information, specifically includes:

[0046] Based on the target total output power and the real-time conversion efficiency of each charging module in the overall charging strategy information, charging modules in the high-efficiency range are selected as candidate modules.

[0047] Based on the real-time temperature and health status of the candidate modules, the candidate modules are divided into high-load candidate modules and low-load candidate modules.

[0048] Based on the target total output power, the high-load charging module allocation parameters are assigned to the high-load candidate modules, and the low-load charging module allocation parameters are assigned to the low-load candidate modules.

[0049] By adopting the above technical solution, candidate modules are selected based on the real-time conversion efficiency of each charging module, and further divided into high-load and low-load candidate groups based on temperature and health status, so as to achieve intelligent load allocation of "good modules carrying heavy loads and weak modules assisting". This maximizes the use of high-efficiency modules to carry the main power output, while avoiding aging or high-temperature modules from bearing excessive loads. This not only improves the overall energy efficiency, but also balances the aging rate of modules and extends the entire life cycle of the charging pile.

[0050] In a preferred embodiment of this application, the step of obtaining dynamic correction parameter information according to the module state anomaly information collection instruction specifically includes:

[0051] According to the module status anomaly information collection instruction, obtain module status anomaly information;

[0052] Obtain exception handling completion information, and trigger an efficiency reassessment instruction based on the exception handling completion information;

[0053] Obtain the efficiency reassessment result, and based on the efficiency reassessment result and the module status anomaly information, obtain the current operating status information. The efficiency reassessment result refers to the real-time energy efficiency ratio of each charging module under the current operating conditions.

[0054] Based on the current operating status information and the overall charging strategy information, the dynamic correction parameter information is obtained.

[0055] By adopting the above technical solution, upon detecting a performance degradation in the charging module, the system does not immediately shut down. Instead, it triggers an efficiency reassessment to obtain the actual energy efficiency data under the current operating conditions and generates dynamic correction parameters based on the anomaly information. This enables the entire charging pile system to automatically reconfigure the power distribution scheme and maintain total output capacity when the performance of some modules degrades.

[0056] In a preferred embodiment of this application, the step of triggering a correction command to the corresponding charging module based on the dynamic correction parameter information specifically includes:

[0057] Based on the dynamic correction parameter information, module correction parameter information is obtained, wherein the module correction parameter information includes the target output power of each charging module after correction;

[0058] The corrected target output power of each charging module is compared with a preset safe power threshold. If the corrected target output power of each charging module is greater than the preset safe power threshold, a correction command is triggered to the corresponding charging module according to the module correction parameter information.

[0059] If the target output power of each charging module after correction is greater than the preset safe power threshold, a secondary adjustment instruction for correction information is triggered. Based on the secondary adjustment instruction for correction information, secondary correction parameter information is obtained, and a correction instruction is triggered to the corresponding charging module based on the secondary correction parameter information.

[0060] By adopting the above technical solution, a safety threshold verification is performed on the target power after correction before executing the correction instruction. If it exceeds the safety range, a secondary adjustment process is initiated to ensure that any dynamic correction is implemented within the hardware safety boundary. This effectively avoids the risk of overcorrection caused by algorithm misjudgment or sensor noise, and ensures the controllability and safety of the correction process.

[0061] In summary, this application includes at least one of the following beneficial technical effects:

[0062] 1. The control module dynamically starts and stops the charging module according to real-time power demand, accurately matching different power requirements, achieving low-power energy saving, and avoiding energy waste;

[0063] 2. The control module is equipped with a power drop-off maintenance mechanism to prevent frequent start-stop of the module due to small power fluctuations, thereby enhancing charging stability and extending the service life of the equipment;

[0064] 3. Dynamically adapts the number of charging modules, reduces reactive power generation from capacitors and inductors, improves the power factor of the power grid, and reduces grid losses and voltage fluctuation risks. Attached Figure Description

[0065] Figure 1 This is a schematic diagram of the overall structure of a high-power DC charging pile from one perspective in one embodiment of this application;

[0066] Figure 2 This is a schematic diagram of the overall structure of a high-power DC charging pile from another perspective in one embodiment of this application;

[0067] Figure 3 This is a schematic diagram showing the relationship between the number of charging modules and the power in a high-power DC charging pile according to an embodiment of this application;

[0068] Figure 4 This is a flowchart of a control method for a high-power DC charging pile according to an embodiment of this application. Detailed Implementation

[0069] The present application will be further described in detail below with reference to the accompanying drawings.

[0070] In one embodiment, such as Figure 1 and Figure 2As shown, this application discloses a high-power DC charging pile. The high-power DC charging pile provided in this embodiment is suitable for fast charging scenarios of electric vehicles, and the output power range covers 30kW to 180kW. Figure 1 and Figure 2 This high-power DC charging station offers charging options for single-gun full-power 240kW charging or four-gun charging (A, B, C, D ports). The number of charging guns can be configured in any combination: single-gun, dual-gun, triple-gun, or quad-gun. The station features a Radio Frequency Identification (RFID) area for identifying physical cards with built-in RFID chips (called RFID cards). Simply bring the card close to the sensing area on the charging station to complete the identification process, start charging, or stop charging. The station also includes an LCD touchscreen, charging status indicator lights, and an emergency stop button. The emergency stop button immediately and forcibly cuts off the power. The LCD touchscreen and charging status indicator lights are the core interactive interface for users to obtain charging information, perform operations, and determine the charging status.

[0071] The high-power DC charging pile includes a control module, a power demand acquisition device, and at least two charging modules that can be independently started and stopped. In this embodiment, six identical 30kW charging modules are preferably configured. The 'charging module' mentioned in this invention refers to a standardized power supply unit with independent power conversion capability, also known as a 'power conversion module,' with a typical rated output power of 30kW, supporting individual start / stop and parallel operation.

[0072] The power demand acquisition device communicates with the vehicle's battery management system (BMS) to obtain the vehicle's current charging power P in real time. Acquisition can be achieved via CAN bus, PLC, or wireless communication protocols, ensuring a data update cycle of no more than 100ms. The power demand acquisition device is a communication and acquisition module composed of hardware interfaces such as CAN transceivers and Ethernet PHY chips, and software protocols such as GB / T27930-2023 or ISO 15118.

[0073] The control module can be an embedded microcontroller or an industrial-grade PLC, and is electrically connected to the power demand acquisition device and each charging module. The control module internally stores multiple power threshold ranges to dynamically determine the number of charging modules to be activated based on the real-time power demand P. Crucially, the control module divides the overall power range into several adjacent sub-ranges, each corresponding to a fixed number of activated modules (e.g., 1, 2...6). Adjacent sub-ranges are not separated by a single threshold, but by a pair of thresholds. That is, the control module divides the power threshold range into at least two adjacent sub-ranges, and each sub-range corresponds to a different number of activated modules. The sub-ranges are separated by a first threshold and a second threshold, with the first threshold being higher than the second threshold; the first threshold is the rising trigger threshold.

[0074] like Figure 3 As shown, when the control module executes module start-stop decisions, it not only responds to the power increase process but also features a fallback holding mechanism to enhance system stability. Specifically, when the real-time power demand P decreases from a state higher than the first threshold (i.e., the rise trigger threshold) of the current sub-interval and enters the interval between the first threshold and the corresponding second threshold, the control module does not immediately reduce the number of activated charging modules but maintains the number of activated modules corresponding to the current sub-interval unchanged. Only when P further decreases and falls below the second threshold (e.g., 25kW) does the control module determine that it has entered the next low-power interval and switches to a configuration with a corresponding smaller number of modules. In this embodiment, multiple power threshold intervals are divided in fixed 30kW steps, i.e., 30–60kW, 60–90kW…150–180kW; each interval is configured with a fallback holding interval adjacent to its first threshold, with a width of 5kW. For example, if 60kW is the rise trigger threshold for 3 charging modules to be activated, then its corresponding fallback holding interval is 55–60kW; within this interval, even if the power is lower than 60kW, 3 charging modules are still maintained in operation.

[0075] Furthermore, after determining the number of activated charging modules, the control module sends a shutdown command to the unactivated charging modules to put them in a completely power-off state. Specifically, the shutdown command includes cutting off their AC input relays, disabling the PWM drive signal, and putting the main control chip inside the control module into a deep sleep or power-off state, ensuring that unused charging modules are in a completely power-off state, rather than in standby or no-load operation. Actual measurements show that this shutdown operation can reduce the standby power consumption of a single redundant module from approximately 15W to near 0W, and improve the system efficiency of the entire charging pile under a 20kW light load condition by 4.2%.

[0076] Specifically, the fallback range is 5kW; the control module is specifically configured to execute the following module enable and switchover logic:

[0077] When P ≤ 30 kW, control enables 1 charging module; the rated power of the charging module is 30 kW, which meets the low-power slow charging or power replenishment scenario; where P is the real-time power demand;

[0078] When 30 kW < P ≤ 60 kW, control enables 2 charging modules; if P subsequently decreases but remains within the range of 25 kW < P ≤ 30 kW, 2 charging modules still operate; only when P ≤ 25 kW, switch to enabling 1 charging module;

[0079] When 60 kW < P ≤ 90 kW, control enables 3 charging modules, if P drops back to 55 kW < P ≤ 60 kW, keep 3 charging modules; only when P ≤ 55 kW, switch to enabling 2 charging modules;

[0080] When 90 kW < P ≤ 120 kW, control enables 4 charging modules; if P decreases from a value not less than 90 kW to satisfy 85 kW < P < 90 kW, 4 charging modules still operate; only when P ≤ 85 kW, switch to enabling 3 charging modules;

[0081] When 120 kW < P ≤ 150 kW, control enables 5 charging modules; if P decreases from a value not less than 120 kW to satisfy 115 kW < P < 120 kW, 5 charging modules still operate; only when P ≤ 115 kW, switch to enabling 4 charging modules;

[0082] When 150 kW < P ≤ 180 kW, control enables 6 charging modules; if P decreases from a value not less than 150 kW to satisfy 145 kW < P < 150 kW, 6 charging modules still operate; only when P ≤ 145 kW, switch to enabling 5 charging modules.

[0083] The above threshold configuration can be implemented through a look-up table (LUT) or a conditional judgment program in the control module. For example, the control module reads the P value every 100 ms, compares it with the upper and lower limits of each interval and the fallback threshold in turn, and outputs the corresponding module enable signal, such as EN1–EN6.

[0084] The charging pile also includes a grid coordination interface, which is communicatively connected to the external grid. The control module receives grid regulation instructions through the grid coordination interface and adjusts the start-stop state of the charging module to respond to grid demands. The grid coordination interface can be a communication interface module for communicating with an external system, which is a circuit board with data transmission functions. The communication interface module is installed in the control box of the charging pile and is connected to the external grid through a network cable or wireless communication. The control module can reasonably arrange the use of the charging module according to the grid regulation instructions and participate in the flexible regulation of the grid. In addition to the communication interface module, an intelligent terminal with communication functions can also be used as the grid coordination interface.

[0085] In another embodiment, such as Figure 4 As shown, this application also discloses a control method for a high-power DC charging pile, which is applied to a high-power DC charging pile as described above. The control method for a high-power DC charging pile specifically includes the following steps:

[0086] S1: Obtain the vehicle's real-time power demand and, based on the real-time power demand, obtain overall charging strategy information.

[0087] In this embodiment, vehicle charging request information refers to data packets periodically sent by the electric vehicle BMS through a standard communication protocol during the charging handshake phase and the charging process, which contain several key parameters. Real-time power demand refers to the current maximum allowable charging power or equivalent parameters such as maximum current and maximum voltage, periodically reported by the electric vehicle BMS; battery state of charge (SOC) represents the percentage of the current remaining battery capacity relative to the total capacity, reported in numerical form from 0% to 100%.

[0088] Specifically, step S1 includes:

[0089] S11: Extract real-time power demand and battery state of charge (SOC) from vehicle charging request information.

[0090] Specifically, after receiving the "Battery Charging Demand Message (BCL)" sent by the BMS, the communication module of the charging pile parses the fields in its data field. For example, in GB / T 27930-2023, bytes 3-4 represent the maximum allowable charging current in amperes (A); bytes 5-6 represent the maximum allowable voltage in volts (V), and multiplying the two gives the real-time power demand P; bytes 7-8 directly encode the State of Charge (SOC) value, such as using 0x64 to represent 100%. In this way, the system synchronously obtains the real-time power demand P and the battery state of charge (SOC).

[0091] S12: Use the real-time power demand as the initial value for the target total output power.

[0092] In this embodiment, the initial value of the target total output power refers to the power value directly requested by the vehicle without any correction, representing the upper limit of the charging capacity expected by the BMS, but without taking into account factors such as the limitations of the charging pile itself or battery aging.

[0093] For example, the control module directly assigns the calculated P = I_req × V_max from S11 as the initial value P_init of the target total output power. In the DC fast charging protocol, the charging pile does not actively measure the vehicle's power demand, but passively responds to the BMS's request. Only the BMS knows the safety boundaries of the car battery best, and the charging pile must use I_req and V_max in the BMS message as the basis for power scheduling. For example, if the BMS reports a maximum allowable charging current I_req = 150A and a maximum allowable charging voltage V_max = 400V, then P_init = 60kW.

[0094] S13: Based on the battery's state of charge (SOC) and the preset charging curve, the initial value of the target total output power is corrected to obtain the final target total output power.

[0095] In this embodiment, the preset charging curve refers to a mapping table or function model stored inside the control module that reflects the recommended charging power of a typical lithium-ion battery in different SOC ranges, exhibiting a "constant current → constant voltage" segmented characteristic. Correction refers to limiting or attenuating the initial value of the target total output power based on this charging curve.

[0096] For example, the control module has a built-in charging power-SOC lookup table: for instance, when SOC < 80%, full power output is allowed; when 80% ≤ SOC < 90%, the maximum power is limited to 70% of the rated value; and when SOC ≥ 90%, it is limited to 30%. If the current SOC = 85%, and the initial value of the target total output power P_init = 120kW, then it will be corrected to the final target total output power P_final = 84kW according to the charging curve.

[0097] S14: Determine the upper limit and lower limit of power adjustment based on the final target total output power and the safety margin of the charging pile.

[0098] In this embodiment, the safety margin refers to the power buffer reserved to cope with module aging, changes in ambient temperature, or grid fluctuations, expressed as a percentage or a fixed kW value. The upper and lower limits of power regulation constitute a dynamic tolerance band.

[0099] For example, the system sets the first safety margin to ±5kW in the constant current stage or ±3kW in the constant voltage stage. If the final target total output power is 90kW, then the upper limit of power regulation is 95kW and the lower limit is 85kW.

[0100] Furthermore, the target total output power includes the target power in the constant current stage and the target power in the constant voltage stage, and the power regulation upper limit includes the upper limit in the constant current stage and the upper limit in the constant voltage stage; in step S14, according to the final target total output power and the safety margin of the charging pile, the power regulation upper limit and the power regulation lower limit are determined, specifically including:

[0101] S141: According to the state of charge (SOC) of the battery, determine whether the current charging stage is the constant current stage or the constant voltage stage.

[0102] In this embodiment, the constant current stage (CC) refers to the stage when the battery SOC is relatively low, and the BMS allows continuous charging at the maximum current and the voltage gradually rises; the constant voltage stage (CV) refers to the stage when the battery voltage reaches the upper limit, and the voltage is maintained constant and the current gradually decays. Specifically, the control module extracts the real-time SOC value from the charging request message reported by the BMS. The system presets a stage switching threshold SOC_th, and in this embodiment, SOC_th is 80% - 85%, which can be configured according to the battery type. If the current SOC < SOC_th (for example, SOC = 75%), it is determined as the constant current stage; if SOC ≥ SOC_th (for example, SOC = 88%), it is determined as the constant voltage stage. The judgment is updated every 100 ms.

[0103] S142: If it is the constant current stage, determine the upper limit of the constant current stage and the corresponding lower limit of power regulation according to the target power in the constant current stage and the first safety margin.

[0104] Specifically, the target power in the constant current stage is the target total output power P_CC corrected by SOC; the first safety margin is a power buffer reserved to cope with instantaneous overload of the module, grid fluctuations or communication delays, and can take a fixed value such as ±5 kW or a proportional value such as ±8%.

[0105] S143: If it is the constant voltage stage, determine the upper limit of the constant voltage stage and the corresponding lower limit of power regulation according to the target power in the constant voltage stage and the second safety margin.

[0106] In this embodiment, the target power P_CV in the constant voltage stage is significantly lower than that in the constant current stage due to current decay and is more sensitive to overshoot; therefore, the second safety margin is set smaller. For example, assume the current SOC = 92%, in the constant voltage stage, P_CV = 45 kW, and the second safety margin is set as ±2 kW or ±3%.

[0107] S15: Associate the final target total output power, the power regulation upper limit and the power regulation lower limit to obtain the overall charging strategy information.

[0108] Specifically, the overall charging strategy information is a structured set of control instructions, including the target power value and its allowed adjustment boundaries. The final target total output power, the upper limit of power adjustment, and the lower limit of power adjustment are associated, packaged into a strategy object, and passed to the next processing stage, such as step S2. The overall charging strategy information remains valid throughout the entire control cycle until the next BMS update request or a significant change in SOC.

[0109] S2: Obtain the internal status information of each charging module. Based on the internal status information and the overall charging strategy information, obtain the charging module allocation parameters. The charging module allocation parameters include the target output power of each enabled charging module. The internal status information includes the real-time temperature, real-time conversion efficiency and health status of each charging module.

[0110] In this embodiment, internal status information refers to the operating parameters collected in real time by the built-in sensors or monitoring circuits of each charging module; the real-time temperature of each charging module is measured by an NTC thermistor or digital temperature sensor; the real-time conversion efficiency is calculated by the input power / output power ratio; and the state of health (SOH) is an estimated module aging index based on cumulative operating time, number of switching operations, historical fault records, etc., with a value ranging from 0 to 100%. Charging module allocation parameters refer to the specific target output power value allocated to each enabled module.

[0111] Specifically, step S2 includes:

[0112] S21: Based on the target total output power and the real-time conversion efficiency of each charging module in the overall charging strategy information, select the charging modules in the high-efficiency range as candidate modules.

[0113] In this embodiment, the high-efficiency range refers to the operating range of each charging module where its efficiency exceeds a preset threshold (e.g., 94%) on its power-efficiency characteristic curve. Candidate modules are limited to the currently activated set of charging modules; typically, this corresponds to 40% to 90% of its rated power. Assuming a charging module has a rated power of 30kW, its efficiency test curves include: 91% efficiency at 10kW (33%), 95% efficiency at 15kW (50%), 96% efficiency at 25kW (83%), 95% efficiency at 28kW (93%), and 93% efficiency at 30kW (100%). If the high-efficiency threshold is set to 94%, then the high-efficiency range of this module is 15kW–28kW. The system pre-stores an efficiency-power mapping table for each module.

[0114] S22: Based on the real-time temperature and health status of the candidate modules, divide the candidate modules into high-load candidate modules and low-load candidate modules.

[0115] In this embodiment, high-load candidate modules refer to modules with low temperature (e.g., ≤65°C) and high SOH (e.g., ≥88%), suitable for long-term high power handling; low-load candidate modules refer to modules that are in the high-efficiency range but have a relatively high temperature (e.g., 65–75°C) or medium SOH (e.g., 80–88%). The partitioning operation only applies to candidate modules that are enabled and in the high-efficiency range.

[0116] Specifically, the control module performs a secondary evaluation on the candidate modules selected in S21. For example: Module 1 has a temperature of 62°C and a surface area attenuation (SOH) of 91%, and is classified as a high-load candidate module; Module 3 has a temperature of 71°C and an SOH of 85%, and although it has high efficiency, its temperature is close to the thermal limit, so it is classified as a low-load candidate module; Module 4 has a temperature of 59°C and an SOH of 93%, and is classified as a high-load candidate module. The rule for classifying high-load and low-load candidate modules can be configured as a logical expression: if (temperature ≤ 65°C and SOH ≥ 88%), then it is classified as a high-load candidate module; else, it is classified as a low-load candidate module.

[0117] For example, the state of health (SOH) is calculated using the following formula:

[0118] in, This refers to the cumulative operating hours of the charging module. Rated lifespan, such as 50,000 hours; The number of times the switch was turned on and off; The maximum allowed number of times, such as 10^6; Number of serious failures; For example, weighting coefficients .

[0119] S23: Based on the target total output power, assign high-load charging module allocation parameters to high-load candidate modules and low-load charging module allocation parameters to low-load candidate modules.

[0120] For example, the target total output power is 85kW, and 1–4 charging modules are enabled (out of 4). The allocation strategy is as follows:

[0121] Assuming a target total output power of 85kW, there are two candidate modules for high load: Modules 1 and 4, and one candidate module for low load. The system prioritizes the high-load module operating at full efficiency: Module 1 is allocated 30kW, Module 4 is allocated 30kW; the remaining 20kW is allocated to Module 3, but because it is a low-load type, its maximum output is limited to 18kW. At this point, the total power is 78kW, slightly lower than the target. The control module then reallocates from the four activated modules. A suboptimal module (such as Module 2, with an efficiency of 93.5%, slightly lower than 94% but still usable) is activated and allocated 2kW to supplement the 80kW. The final allocation parameters are: Module 1: 30kW (high load), Module 4: 30kW (high load), Module 3: 18kW (low load), Module 2: 2kW (supplementary). All allocation values ​​are encapsulated as "charging module allocation parameters".

[0122] S3: Based on the charging module allocation parameters and overall charging strategy information, trigger a power adjustment command to the corresponding charging module.

[0123] In this embodiment, the power adjustment command refers to a control command containing the target output voltage, target output current, or target power value, which is sent to the drive controller of each module via digital communication to set its PWM duty cycle or phase shift angle.

[0124] For example, the control module generates six sets of instructions corresponding to six physical modules. The enabled modules receive a non-zero target power, such as 28kW for enabled charging module 1. Unenabled modules receive a "shutdown" instruction, meaning their target power equals 0 and the drive is cut off. Power adjustment instructions are sent via an isolated communication interface (such as optocoupler-isolated SPI or CAN) to ensure electrical safety. After receiving the instruction, each charging module adjusts its output within 10ms to bring the actual power closer to the target value. This adjustment process is repeated in each strategy update cycle.

[0125] S4: Obtain feedback information from the charging module, compare the feedback information with the target output power corresponding to the charging module allocation parameters to obtain the module deviation value, compare the module deviation value with the preset stable threshold range, and if the module deviation value is outside the preset stable threshold range, trigger the module status abnormal information collection command.

[0126] In this embodiment, the charging module feedback information refers to the actual output power reported by each charging module in real time; the module deviation value is defined as the absolute value of the difference between the charging module feedback information and the target output power corresponding to the charging module allocation parameters. The preset stability threshold is an empirically set tolerance band, such as ±3% of the target output power corresponding to each charging module or a fixed ±1.5kW.

[0127] For example, the control module reads the feedback power from each charging module within 50ms after the command is issued. For instance, if the target output power of charging module 2 is 27kW, and the actual measured power is 24.8kW, then... =2.2kW. If the stability threshold is set to ±2kW, this deviation value exceeds the limit, and the system determines that module 2 may have a decreased output capability, such as due to MOSFET aging or poor heat dissipation. At this time, the control module immediately triggers the module status abnormality information collection command.

[0128] S5: Obtain dynamic correction parameter information based on the module status exception information collection instruction.

[0129] In this embodiment, the abnormal module status information includes fine-grained operating data within the module, such as IGBT junction temperature, electrolytic capacitor ESR, control loop gain, etc.; the dynamic correction parameter information refers to a new set of parameters recalculated based on anomaly analysis and used to adjust the power distribution of the charging module or the overall system.

[0130] Specifically, step S5 includes:

[0131] S51: Obtain module status exception information according to the module status exception information collection instruction.

[0132] In this embodiment, module status anomaly information refers to fine-grained diagnostic data reflecting internal operational anomalies, either actively reported by the monitored module or actively queried by the control module. This includes, but is not limited to: output current ripple amplitude, bus capacitor voltage fluctuation rate, IGBT drive signal duty cycle anomaly flag, internal communication verification error count, and local temperature rise rate. The module status anomaly information collection command is a diagnostic request command actively issued by the control module in step S4 due to excessive deviation.

[0133] For example, suppose that charging module 3 only outputs 21kW at the target power of 25kW, and the power deviation of 4kW is greater than the preset deviation threshold of 2kW, then the control module immediately sends an abnormal information collection command to module 3. After responding, charging module 3 uploads its internal log: IGBT junction temperature reaches 115°C (exceeding the limit), output current THD (total harmonic distortion) is 8.2% (normal <5%), and drive PWM duty cycle has reached 98% (close to saturation). These data constitute the module status abnormality information.

[0134] S52: Obtain exception handling completion information, and trigger an efficiency re-evaluation instruction based on the exception handling completion information.

[0135] In this embodiment, the anomaly handling completion information refers to the "ready" status signal returned by the module to the control module after completing its internal protection actions, indicating that it has exited the emergency protection state and is ready for performance retesting. These internal protection actions include, but are not limited to, power reduction, restarting the control loop, and clearing fault flags.

[0136] For example, upon receiving an abnormal command, charging module 3 automatically executes internal protection: shutting down the high-frequency switch, starting the cooling fan, and resetting the control loop. Five seconds later, the local controller of charging module 3 detects that the temperature has dropped to 95°C and the current waveform has returned to normal, and then sends an "abnormal handling completed" message to the main controller. After confirming this signal, the control module immediately triggers an efficiency reassessment command, requiring charging module 3 to operate at stepped power for the next two seconds and to transmit input and output power data in real time. The stepped power is, for example, 10kW→20kW→25kW. The stepped power test is performed during the period when the charging pile is not outputting power to the outside world. Each power step is maintained for 2 seconds, and input and output power data are collected after the output current fluctuation is <±2% to calculate the efficiency of that step. The entire test lasts no more than 10 seconds, after which the original charging state is restored.

[0137] S53: Obtain the efficiency reassessment result. Based on the efficiency reassessment result and combined with the module status anomaly information, obtain the current operating status information. The efficiency reassessment result refers to the real-time energy efficiency ratio of each charging module under the current operating conditions.

[0138] In this embodiment, the efficiency reassessment result refers to the real-time energy efficiency ratio measured under controlled test conditions. Real-time energy efficiency ratio = output power / input power. Current operating status information includes maximum sustainable high-efficiency output power, current real-time energy efficiency ratio, thermal risk level, and reliability score. Maximum sustainable high-efficiency output power refers to the maximum output power that the charging module can maintain high efficiency and controllable temperature rise under the current aging / thermal state. The current real-time energy efficiency ratio is the measured conversion efficiency of the charging module at a typical operating point (e.g., 20kW). The thermal risk level is the thermal runaway risk level assessed based on historical temperature rise rate, current temperature, and heat dissipation capacity. The thermal risk level can be defined as low (<70°C), medium (70–80°C), and high (>80°C). The reliability score is a 0-100 point index calculated based on weighted coefficients for overall health status (SOH), anomaly frequency, and critical component lifespan loss.

[0139] S54: Obtain dynamic correction parameter information based on the current operating status information and overall charging strategy information.

[0140] In this embodiment, the dynamically corrected parameter information refers to the instruction set used to update the power allocation, which is recalculated based on the latest capabilities of the charging module.

[0141] For example, suppose the overall charging strategy requires a total power of 100kW, originally allocated as follows: Charging Module 1: 30kW, Charging Module 2: 30kW, Charging Module 3: 25kW, Charging Module 4: 15kW. Now, the capacity of Charging Module 3 is reduced to 22kW, and the control module redistributes the power:

[0142] The maximum power of charging module 3 is set at 22kW; the remaining 3kW is shared by high-load candidate modules (such as modules 1 and 2, each with +1.5kW).

[0143] The new power allocation parameters are: charging module 1: 31.5kW, charging module 2: 31.5kW, charging module 3: 22kW, and charging module 4: 15kW, with the total still being 100kW.

[0144] The new allocation scheme is called "dynamically corrected parameter information," which will be used to issue correction commands in step S6. If all enabled modules are unable to fill the gap, such as a total capacity of only 95kW, the system will lower the target power to 95kW, while still within the set adjustment lower limit, and will report the actual available power to the BMS. That is, if the total power after dynamic correction is lower than the power adjustment lower limit, the power adjustment lower limit will be used as the final target power, and the power-limited status will be reported to the BMS.

[0145] S6: Based on the dynamic correction parameter information, trigger a correction command to the corresponding charging module.

[0146] In this embodiment, the correction instruction is an updated power allocation instruction, which may involve adjustments to a single module or coordinated reallocation of power across multiple modules.

[0147] Specifically, step S6 includes:

[0148] S61: Based on the dynamic correction parameter information, obtain the module correction parameter information, which includes the target output power of each charging module after correction.

[0149] For example, suppose that after processing in step S5, the system determines that module 3 needs to be derated due to aging, and the original total power of 100kW needs to be redistributed. The dynamic correction parameter information contains logical rules, while the module correction parameter information is a list of specific values: module 1: 31.5kW, module 2: 31.5kW, module 3: 22.0kW, module 4: 15.0kW. This list is the module correction parameter information.

[0150] S62: Compare the corrected target output power of each charging module with the preset safe power threshold. If the corrected target output power of each charging module is greater than the preset safe power threshold, trigger a correction command to the corresponding charging module according to the module correction parameter information.

[0151] In this embodiment, the preset safe power threshold refers to the maximum continuous output power limit allowed for each charging module, which can be set to the corresponding rated power, such as 30kW; it can also be dynamically adjusted according to temperature and SOH.

[0152] For example, the system compares the corrected parameters of each module with the safe power threshold: the corrected target output power of charging module 1 is 31.5kW, which exceeds the limit; the corrected target output power of charging module 2 is 31.5kW, which exceeds the limit; the corrected target output power of charging module 3 is 22.0kW, which is safe; and the corrected target output power of charging module 4 is 15.0kW, which is safe.

[0153] Because charging module 1 and charging module 2 exceed their limits, the direct issuance of S62 is not executed; instead, the process jumps to S63. Furthermore, if all corrected target output powers are less than the preset safe power threshold, correction commands are sent directly to each module via CAN or the internal bus to complete the closed-loop adjustment.

[0154] S63: If the target output power of each charging module after correction is greater than the preset safe power threshold, a secondary adjustment instruction for correction information is triggered. Based on the secondary adjustment instruction for correction information, secondary correction parameter information is obtained, and a correction instruction is triggered to the corresponding charging module based on the secondary correction parameter information.

[0155] In this embodiment, the secondary adjustment instruction for the correction information is an internal scheduling command initiated by the control module to re-optimize the power allocation; the secondary correction parameter information is a new allocation scheme after safety constraint replanning, ensuring that the power of all charging modules is ≤ the corresponding preset safe power threshold.

[0156] For example, in response to the case of exceeding the limit in step S62, the system executes the following secondary adjustment strategy:

[0157] Fixed charging modules exceeding the limit to the safe upper limit: that is, both charging modules 1 and 2 are set to 30kW, and 30kW is the maximum allowable value at this time;

[0158] Recalculate the remaining power gap: The original target of 100kW − (30+30+22+15) = +3kW over-allocation means that the actual power needs to be reduced by 3kW; and prioritize the reduction of the high-load modules: Under the premise of not triggering new anomalies, reduce the power of charging module 1 and charging module 2 by 1.5kW each. The new allocation includes: charging module 1: 28.5kW, charging module 2: 28.5kW, charging module 3: 22.0kW, charging module 4: 15.0kW, and the total power = 94kW.

[0159] Continue to verify whether it is within the overall strategy tolerance band: If the original strategy lower limit is 90kW, 94kW≥90kW, which meets the requirements; at this time, secondary correction parameter information is generated, and the final correction command is issued to each module. However, if the total power lower limit still cannot be met after the secondary adjustment, such as only being able to output 88kW<90kW, the system will report "Actual available power is 88kW" to the BMS and record the event log.

[0160] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0161] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0162] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method for a high-power DC charging pile, characterized in that, This invention relates to a high-power DC charging pile, which includes a control module, a power demand acquisition device, and at least two charging modules. The control module acquires real-time power demand through the power demand acquisition device and dynamically starts and stops the charging modules according to the real-time power demand. The control module has multiple preset power threshold ranges to determine the number of charging modules that can be activated. The control module divides the power threshold range into at least two adjacent sub-ranges, and each sub-range corresponds to a different number of modules enabled. The sub-ranges are separated by a first threshold and a second threshold, where the first threshold is higher than the second threshold. The method includes: Obtain the vehicle's real-time power demand, and based on the real-time power demand, obtain overall charging strategy information; The internal status information of each charging module is obtained. Based on the internal status information and the overall charging strategy information, the charging module allocation parameters are obtained. The charging module allocation parameters include the target output power of each enabled charging module. The internal status information includes the real-time temperature, real-time conversion efficiency and health status of each charging module. Based on the charging module allocation parameters and the overall charging strategy information, a power adjustment command is triggered to the corresponding charging module. Obtain feedback information from the charging module, compare the feedback information with the target output power corresponding to the charging module allocation parameters to obtain the module deviation value, compare the module deviation value with a preset stability threshold range, and if the module deviation value is outside the preset stability threshold range, trigger a module status abnormality information collection command. According to the module status anomaly information collection instruction, obtain dynamic correction parameter information; Based on the dynamic correction parameter information, a correction command is triggered to the corresponding charging module; The charging module allocation parameters include high-load charging module allocation parameters and low-load charging module allocation parameters. The step of obtaining the internal state information of each charging module, and obtaining the charging module allocation parameters based on the internal state information and the overall charging strategy information, specifically includes: Based on the target total output power and the real-time conversion efficiency of each charging module in the overall charging strategy information, charging modules in the high-efficiency range are selected as candidate modules. Based on the real-time temperature and health status of the candidate modules, the candidate modules are divided into high-load candidate modules and low-load candidate modules. Based on the target total output power, the high-load charging module allocation parameters are assigned to the high-load candidate modules, and the low-load charging module allocation parameters are assigned to the low-load candidate modules.

2. The control method for a high-power DC charging pile according to claim 1, characterized in that, When the real-time power demand drops from a first threshold above the current sub-interval to a value between the first threshold and the second threshold, the control module maintains the number of modules enabled for the current sub-interval. When the real-time power demand further decreases below the second threshold, the control module switches to the number of modules enabled corresponding to the next low power range.

3. The control method for a high-power DC charging pile according to claim 1, characterized in that, Multiple power threshold intervals are divided according to fixed power intervals; each of the power threshold intervals further includes a fallback hold interval adjacent to the first threshold corresponding to each sub-interval. When the real-time power demand drops into the fallback hold interval, the number of enabled modules corresponding to the current sub-interval is maintained. After determining the number of charging modules to be enabled, the control module sends a shutdown instruction to the charging modules that are not enabled to be in a fully powered-off state.

4. The control method for a high-power DC charging pile according to claim 3, characterized in that, The fallback hold interval is 5kW; the control module is specifically configured to execute the following module enabling and switching logic: When P ≤ 30kW, control to enable 1 charging module; where P is the real-time power demand. When 30kW < P ≤ 60kW, control to enable 2 charging modules; when P ≤ 25kW, switch to enabling 1 charging module. When 60kW < P ≤ 90kW, control to enable 3 charging modules; when P ≤ 55kW, switch to enabling 2 charging modules. When 90kW < P ≤ 120kW, control to enable 4 charging modules; when P ≤ 85kW, switch to enabling 3 charging modules. When 120kW < P ≤ 150kW, control to enable 5 charging modules; when P ≤ 115kW, switch to enabling 4 charging modules. When 150kW < P ≤ 180kW, control to enable 6 charging modules; when P ≤ 145kW, switch to enabling 5 charging modules.

5. The control method for a high-power DC charging pile according to claim 1, characterized in that, Obtain the real-time power demand of the vehicle, and according to the real-time power demand, obtain the overall charging strategy information, specifically including: Extract the real-time power demand and the state of charge SOC of the battery from the vehicle charging request information. Take the real-time power demand as the initial value of the target total output power. According to the state of charge SOC of the battery and the preset charging curve, correct the initial value of the target total output power to obtain the final target total output power. According to the final target total output power and the safety margin of the charging pile, determine the power regulation upper limit and the power regulation lower limit. Associate the final target total output power, the power regulation upper limit and the power regulation lower limit to obtain the overall charging strategy information.

6. The control method for a high-power DC charging pile according to claim 5, characterized in that, The target total output power includes the target power in the constant current stage and the target power in the constant voltage stage. The power regulation upper limit includes the upper limit in the constant current stage and the upper limit in the constant voltage stage. According to the final target total output power and the safety margin of the charging pile, determine the power regulation upper limit and the power regulation lower limit, specifically including: According to the state of charge SOC of the battery, judge whether the current charging stage is the constant current stage or the constant voltage stage. If it is the constant current stage, determine the upper limit of the constant current stage and the corresponding power regulation lower limit according to the target power in the constant current stage and the first safety margin. If it is the constant voltage stage, determine the upper limit of the constant voltage stage and the corresponding power regulation lower limit according to the target power in the constant voltage stage and the second safety margin.

7. The control method for a high-power DC charging pile according to claim 1, characterized in that, The obtaining of the dynamic correction parameter information according to the module status exception information collection instruction specifically includes: According to the module status exception information collection instruction, obtain the module status exception information. Obtain exception handling completion information, and trigger an efficiency reassessment instruction based on the exception handling completion information; Obtain the efficiency reassessment result, and based on the efficiency reassessment result and the module status anomaly information, obtain the current operating status information. The efficiency reassessment result refers to the real-time energy efficiency ratio of each charging module under the current operating conditions. Based on the current operating status information and the overall charging strategy information, the dynamic correction parameter information is obtained.

8. The control method for a high-power DC charging pile according to claim 1, characterized in that, The step of triggering a correction command to the corresponding charging module based on the dynamic correction parameter information specifically includes: Based on the dynamic correction parameter information, module correction parameter information is obtained, wherein the module correction parameter information includes the target output power of each charging module after correction; The corrected target output power of each charging module is compared with a preset safe power threshold. If the corrected target output power of each charging module is greater than the preset safe power threshold, a correction command is triggered to the corresponding charging module according to the module correction parameter information. If the target output power of each charging module after correction is greater than the preset safe power threshold, a secondary adjustment instruction for correction information is triggered. Based on the secondary adjustment instruction for correction information, secondary correction parameter information is obtained, and a correction instruction is triggered to the corresponding charging module based on the secondary correction parameter information.

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