Method for determining bus current, electronic device and vehicle

Abstract

The application provides a bus current determination method, electronic equipment and vehicle. When the first bus current with high precision is in an abnormal state, the second bus current with low precision is preferentially selected to replace the first bus current as an output bus current. When the second bus current is also in an abnormal state, an estimated bus current is reversely determined according to a device current set of a high-voltage electrical device, and the estimated bus current is used to replace the first bus current as the output bus current, thereby forming a dynamic two-stage current replacement strategy. The final output bus current is close to a true value, and the safety of vehicle control using the output bus current is improved. The output bus current is determined through the dynamic two-stage current replacement strategy, the vehicle can use the accurate output current value for vehicle control when the first bus current of the battery management system fails, the risk of losing control caused by using a fixed replacement current value is avoided, and the safety of the vehicle control process is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle signal processing technology, and in particular to a method for determining bus current, electronic equipment, and a vehicle. Background Technology

[0002] As vehicles age, the interfaces between controllers may become loose, leading to the loss of CAN communication. In order to maintain normal operation as much as possible when CAN communication is lost, the controller will implement corresponding replacement strategies for different signals. However, for the bus current signal, using a fixed current value to implement the replacement strategy may cause control abnormalities. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a method for determining bus current, electronic equipment, and vehicle for outputting accurate bus current to ensure the safety of control using bus current.

[0004] To achieve the above objectives, this application provides a method for determining bus current, comprising:

[0005] In response to receiving a current signal from the vehicle bus, a first current state of the first bus current is determined based on the current signal.

[0006] In response to the first current state being an abnormal state, a second current state of the second bus current is determined based on the current signal; wherein the accuracy of the first bus current is greater than that of the second bus current.

[0007] In response to the second current state being an abnormal state, the high-voltage electrical equipment is identified based on the current signal, the set of equipment currents corresponding to the high-voltage electrical equipment is determined from the current signal, the estimated bus current is determined based on the high-voltage electrical equipment and the set of equipment currents, and the estimated bus current is determined as the output bus current.

[0008] Optionally, determining the high-voltage electrical equipment based on the current signal includes:

[0009] Determine the initial equipment current corresponding to the preset initial high-voltage equipment from the current signal;

[0010] The initial device current is removed from the current signal to obtain the remaining current signal;

[0011] The newly added high-voltage equipment is determined based on the residual current signal, and the newly added high-voltage equipment and the initial high-voltage equipment are integrated to obtain the high-voltage electrical equipment.

[0012] Optionally, determining the new high-voltage equipment based on the residual current signal includes:

[0013] Based on a preset current threshold, the remaining current signals are traversed to determine a new set of currents that are greater than or equal to the current threshold.

[0014] In response to the fact that the newly added current set is not an empty set, the current signals in the current set are traced to obtain the newly added high-voltage equipment.

[0015] Optionally, determining the estimated bus current based on the high-voltage electrical equipment and the equipment current set includes:

[0016] In response to the absence of any new high-voltage equipment among the high-voltage electrical equipment, the estimated bus current is determined based on preset default adjustment parameters and the equipment current set; or,

[0017] In response to the presence of a new high-voltage device in the high-voltage electrical equipment, a historical current signal in which the first current state is normal is acquired, a correction adjustment parameter is determined based on the historical current signal, and the estimated bus current is determined based on the correction adjustment parameter and the device current set.

[0018] Optionally, determining the estimated bus current based on preset default adjustment parameters and the device current set includes:

[0019] The total current of the equipment is determined based on the set of equipment currents.

[0020] The estimated bus current is determined by multiplying the total current of the equipment by the default adjustment parameter.

[0021] Optionally, determining the correction adjustment parameters based on the historical current signal includes:

[0022] The historical average current and historical total current of the equipment are determined based on the historical current signal.

[0023] The ratio of the historical average current to the historical total current of the equipment is determined as the correction adjustment parameter.

[0024] Optionally, the method for determining the bus current also includes:

[0025] In response to the first current state being normal, the first bus current is determined as the output bus current.

[0026] Optionally, the method for determining the bus current also includes:

[0027] In response to the first current state being an abnormal state and the second current state being a normal state, the second bus current is determined as the output bus current.

[0028] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0029] Based on the same inventive concept, this disclosure also provides a vehicle including the electronic equipment described above.

[0030] As can be seen from the above, the bus current determination method, electronic equipment, and vehicle provided in this application, upon receiving a current signal from the vehicle bus, can determine the first current state of the first bus current based on the current signal. When the first current state is abnormal, the second current state of the second bus current is determined based on the current signal, wherein the accuracy of the first bus current is greater than that of the second bus current. When the second current state is abnormal, the high-voltage electrical equipment is identified based on the current signal, and the equipment current set corresponding to the high-voltage electrical equipment is determined from the current signal. The estimated bus current is determined based on the high-voltage electrical equipment and the equipment current set, and the estimated bus current is determined as the output bus current. When the more accurate first bus current fails, the less accurate second bus current is preferentially selected to replace the first bus current as the output bus current. When the second bus current is also abnormal, the estimated bus current is determined in reverse based on the equipment current set of the high-voltage electrical equipment, and the estimated bus current is used to replace the first bus current as the output bus current, constituting a dynamic two-stage current substitution strategy. This makes the final output bus current close to the true value, thereby improving the safety of vehicle control using the output bus current. By using a dynamic two-stage current substitution strategy to determine the output bus current, the vehicle can be controlled using an accurate output current value when the first bus current of the battery management system fails, thus avoiding the risk of runaway caused by using a fixed substitution current value and improving the safety of the vehicle control process. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a flowchart of the method for determining bus current in an embodiment of this application;

[0033] Figure 2 This is a flowchart illustrating how a high-voltage electrical device is determined based on a current signal, as described in an embodiment of this application.

[0034] Figure 3A flowchart for determining the estimated bus current in an embodiment of this application;

[0035] Figure 4 This is a flowchart illustrating how the estimated bus current is determined based on preset default adjustment parameters and a set of device currents, as described in this application embodiment.

[0036] Figure 5 This is a flowchart illustrating how the correction and adjustment parameters are determined based on historical current signals, as described in an embodiment of this application.

[0037] Figure 6 This is a schematic diagram of the structure of the bus current determination device according to an embodiment of this application;

[0038] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0040] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0041] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0042] Based on the above background description, the following situations also exist in the related technologies:

[0043] With the development of electric control technology for new energy vehicles, the proportion of new energy vehicles in the market is gradually increasing. Unlike traditional vehicles, new energy vehicles have added high-voltage accessories and control units such as battery packs, battery management systems (BMS), vehicle control units (VCU), and motor control units (MCU). With the increase in electrical components, new energy vehicles need to use appropriate controllers to manage the functions of the whole vehicle. Among them, the vehicle control unit (VCU) plays a role in controlling functions such as torque regulation, energy management, thermal management, and power on / off.

[0044] The power-on / off function in the vehicle controller controls the power-on / off process and the opening and closing of the main electrical components based on information such as driver commands, the status of each controller, and the actual status of the vehicle. In a normal power-on / off process of a new energy vehicle, after the vehicle controller receives a request from the driver to power off using the Passive Entry Passive Start (PEPS) system, it first determines the current vehicle speed. If the current vehicle speed is less than or equal to a preset speed threshold, the power-off condition is met. The vehicle controller then requests the motor and DC-DC converter to discharge. After the discharge is completed, it checks the bus current reported by the battery management system. If the bus current is less than a preset current threshold, it requests the main relay to disconnect to complete the power-off command and realize the power-off of the vehicle.

[0045] However, as vehicles age, the interfaces between controllers may become loose, leading to the loss of Controller Area Network (CAN) bus communication. To maintain normal operation as much as possible when CAN communication is lost, the controller internally executes corresponding replacement strategies for different signals. In related technologies, the replacement strategy for the bus current signal is to use a fixed current value instead of the actual detected value when the bus current is unreliable. If the fixed current value is greater than the undetected actual current value, and the difference between the fixed current value and the actual current value is greater than a preset first difference threshold, the output bus current value will be much larger than the actual bus current value, causing the vehicle control to misjudge. As a result, the power-down current condition of "bus current less than the preset current threshold" cannot be met, causing the vehicle to fail to power down, resulting in power-down control failure and a poor user experience.

[0046] If the fixed current value is less than the undetected actual current value, and the difference between the fixed current value and the actual current value is greater than the preset second difference threshold (where the first and second are used to distinguish different difference thresholds in different situations, and the first and second difference thresholds can be different or the same), the output bus current value will be much smaller than the actual bus current value, which will cause the vehicle control to misjudge. This will cause the "bus current is less than the preset current threshold" power-down current condition to be met prematurely. That is, under normal circumstances, the main relay can only be disconnected when the bus current is less than the preset current threshold. However, at this time, the actual bus current value is larger than the output bus current value. When the main relay is disconnected under high current conditions, a strong arc will be generated between the contacts. The instantaneous high temperature (up to several thousand degrees Celsius) will melt the metal on the contact surface. After the molten metal cools down, it solidifies and sticks together, and the contacts will not be able to separate normally, increasing the risk of loss of vehicle control.

[0047] Therefore, in cases of abnormal bus current, related technologies use a fixed bus current value to replace the bus current for output. Using an excessively large fixed bus current value will affect the normal power-off of the vehicle, while using an excessively small fixed bus current value will result in a large actual bus current, causing the main relay to stick and affecting the life of components. It can be seen that using a fixed bus current value as a bus current replacement value is unreasonable. Therefore, it is particularly important to design a reasonable replacement strategy when the bus current signal communication fails.

[0048] The bus current determination method, electronic device, and vehicle provided in this application, upon receiving a current signal from the vehicle bus, can determine a first current state of the first bus current based on the current signal. If the first current state is abnormal, a second current state of the second bus current is determined based on the current signal, wherein the accuracy of the first bus current is greater than that of the second bus current. If the second current state is abnormal, high-voltage electrical equipment is identified based on the current signal, and a set of equipment currents corresponding to the high-voltage electrical equipment is determined from the current signal. An estimated bus current is determined based on the high-voltage electrical equipment and the set of equipment currents, and the estimated bus current is determined as the output bus current. When the more accurate first bus current fails, the less accurate second bus current is preferentially used to replace the first bus current as the output bus current. If the second bus current is also abnormal, the estimated bus current is determined in reverse based on the set of equipment currents of the high-voltage electrical equipment, and the estimated bus current is used to replace the first bus current as the output bus current. This constitutes a dynamic two-stage current substitution strategy, making the final output bus current close to the true value, thereby improving the safety of vehicle control using the output bus current. By using a dynamic two-stage current substitution strategy to determine the output bus current, the vehicle can be controlled using an accurate output current value when the first bus current of the battery management system fails, thus avoiding the risk of runaway caused by using a fixed substitution current value and improving the safety of the vehicle control process.

[0049] The method for determining bus current provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0050] In some embodiments, such as Figure 1 As shown, a method for determining bus current includes:

[0051] Step 101: In response to receiving a current signal from the vehicle bus, determine the first current state of the first bus current based on the current signal.

[0052] In practical implementation, the current signal is the signal input to the vehicle bus, representing the collection of current values ​​from all vehicle electrical equipment and power supply equipment. For example, power supply equipment includes the power battery, 12V storage battery (and generator; the generator is generally installed in hybrid vehicles, while some pure electric vehicles do not have a generator), etc. Electrical equipment includes high-voltage equipment such as the on-board charger (OBC), positive temperature coefficient (PTC), motors, and electrical accessories, as well as some low-voltage equipment. Therefore, the vehicle bus current signal includes high-precision first bus current, low-precision second bus current, OBC current, PTC current, motor current, accessory current, external discharge current, and low-voltage current.

[0053] In vehicle electrical systems, the busbar serves as the core carrier for current distribution, and the stability and accuracy of the busbar current directly affect the safety, efficiency, and reliability of the entire vehicle. Therefore, high-precision first busbar current is prioritized for determining the vehicle's status and for vehicle control. When the high-precision first busbar current is unreliable, a first-stage current substitution strategy is initiated, using a low-precision second busbar current to replace the first busbar current for subsequent control processes. For example, a low-precision second busbar current can be used to replace the first busbar current for power-off control.

[0054] The accuracy of the bus current values ​​monitored using different methods varies. Using a high-precision sensor to monitor the bus current yields a high-precision first bus current; using a low-precision sensor yields a low-precision second bus current. For example, a fluxgate current sensor changes the core saturation through excitation current and detects second harmonics to achieve "zero flux" compensation, achieving a bus current monitoring accuracy of ±0.1%. A magnetoresistive current sensor, based on the characteristic that the resistance of ferromagnetic materials changes with the magnetic field, outputs the monitored bus current signal through a Wheatstone bridge. It has high temperature stability and relatively high bus current monitoring accuracy (slightly lower than that of the fluxgate current sensor). Therefore, the high-precision current monitored using both the fluxgate current sensor and the magnetoresistive current sensor is determined as the first bus current.

[0055] Hall effect current sensors utilize the characteristic of a current-carrying conductor generating a magnetic field. The magnetic flux density is detected by the Hall element and the current value is converted. However, Hall effect current sensors have significant temperature drift and require periodic calibration. Therefore, the current monitoring accuracy of Hall effect current sensors is relatively low. The low-precision current detected by the Hall effect current sensor is determined as the second bus current.

[0056] When using high-precision first bus current, it is first necessary to determine the first current state of the first bus current. The first current state indicates the state of the first bus current in the current signal monitored at the current moment. For example, the process of determining the first current state of the first bus current is as follows:

[0057] Determine the first current range corresponding to the first bus current, define the upper boundary value of the first current range as the first upper boundary current, and define the lower boundary value of the first current range as the first lower boundary current.

[0058] In response to the first bus current being greater than the first upper boundary current, a first duration for which the first bus current is greater than the first upper boundary current is determined; if the first duration is greater than or equal to a preset time threshold, the first current state of the first bus current is determined to be an abnormal state; if the first duration is less than the preset time threshold, the first current state of the first bus current is determined to be a normal state.

[0059] In response to the first bus current being less than or equal to the first upper boundary current and the first bus current being greater than or equal to the first lower boundary current, the first current state of the first bus current is determined to be a normal state.

[0060] In response to the first bus current being less than the first lower boundary current, a second duration for which the first bus current is less than the first lower boundary current is determined; if the second duration is greater than or equal to a preset time threshold, the first current state of the first bus current is determined to be an abnormal state; if the second duration is less than the preset time threshold, the first current state of the first bus current is determined to be a normal state.

[0061] Depending on the vehicle's power requirements, the rated operating current can reach 200A–400A. Taking a first current range of (200, 400) as an example, the first upper boundary current is 400A, and the first lower boundary current is 200A. If the first bus current in the current signal is 450A, which is greater than the first upper boundary current, it indicates that the monitored bus current exceeds the range required by the rated operating current, initially confirming an anomaly in the first bus current. During normal driving, the bus current should not exceed the range required by the rated operating current (except in special cases, such as motor overload operation in track mode, which may require a larger current value, allowing the bus current to exceed the first current range for a short period). Therefore, to eliminate the influence of accidental detection errors and special operating conditions, the first current state is further verified by determining the first duration for which the first bus current is greater than the first upper boundary current, ensuring the accuracy of the first current state determination process.

[0062] If the first duration is greater than or equal to the preset time threshold, it indicates that the bus current is in an excessive state for a long time and continuously, indicating that the first bus current is abnormal and is an unreliable signal. The first bus current cannot be used for further control procedures. Therefore, the first current state of the first bus current is determined to be abnormal, and the first stage of the current substitution strategy is started.

[0063] If the first duration is less than the preset time threshold, it means that the bus current is only in an excessive state for a short time. This indicates that the excessive first bus current is only caused by an accidental monitoring error (or by short-term overload operation). The vehicle's signal processing module will automatically ignore the accidental error value. The first bus current is still a reliable signal, so the first current state of the first bus current is determined to be normal, and there is no need to start the first stage current substitution strategy.

[0064] If the first bus current in the current signal is 150A, which is less than the first lower boundary current, it indicates that the monitored bus current exceeds the range required by the rated operating current, and the first bus current is preliminarily determined to be abnormal. During normal operation, the bus current should not exceed the range required by the rated operating current. Therefore, to eliminate the influence of random detection errors, the first current state is further verified by determining the second duration during which the first bus current is less than the first lower boundary current, ensuring the accuracy of the first current state determination process.

[0065] If the second duration is greater than or equal to the preset time threshold, it indicates that the bus current has been in a state of being too low for a long time and continuously, indicating that there is a certain abnormality in the first bus current. Among them, the loss of CAN communication can also cause the bus current to be in a state of being too low for a long time and continuously. Because of the loss of CAN communication, the first bus current in the current signal may be empty, and the default first current value is 0. The first bus current cannot be used for further control processes. At this time, the first bus current is an unreliable signal, so the first current state of the first bus current is determined to be an abnormal state, and the first stage of the current substitution strategy is started.

[0066] If the first duration is less than the preset time threshold, it means that the bus current is only in a short period of time. This indicates that the low first bus current is only caused by a random monitoring error. The vehicle's signal processing module will automatically ignore the random error value. The first bus current is still a reliable signal. Therefore, the first current state of the first bus current is determined to be normal, and there is no need to start the first stage current substitution strategy.

[0067] If the bus current is less than or equal to the first upper boundary current and greater than or equal to the first lower boundary current, it indicates that the first bus current is within the range of the rated operating current requirement, the first bus current is reliable, and the first current state of the first bus current is determined to be normal, without needing to activate the first stage current substitution strategy.

[0068] Optionally, in response to the first bus current being a constant value over multiple signal cycles, the first current state of the first bus current is determined to be an abnormal state.

[0069] If the first bus current is a constant value in multiple signal acquisition cycles, it indicates that the high-precision sensor monitoring the first bus current has malfunctioned, the constant value of the first bus current is unreliable, and the first current state of the first bus current is determined to be an abnormal state.

[0070] Optionally, in response to the first bus current being zero, the first current state of the first bus current is determined to be an abnormal state.

[0071] In vehicles in normal use, the bus current is generally not zero. If a zero value appears, it can be determined that the corresponding high-precision sensor has malfunctioned, and the first bus current is no longer reliable. If a zero value appears, there is no need to use the duration for verification; the first current state of the first bus signal can be directly determined to be abnormal.

[0072] Optionally, in response to the first bus current being a high-frequency oscillating current, the first current state of the first bus current is determined to be an abnormal state.

[0073] If the first bus current is a high-frequency oscillating current, it indicates that the high-precision sensor used to monitor the bus current is subject to external electromagnetic interference, and the first bus current is no longer reliable. Therefore, the first current state of the first bus signal is determined to be an abnormal state.

[0074] Step 102: In response to the first current state being an abnormal state, determine the second current state of the second bus current based on the current signal. The accuracy of the first bus current is greater than that of the second bus current.

[0075] In practice, if the first current state is abnormal, it indicates that the first current value is unreliable. The first-stage current substitution strategy is then initiated, using a low-precision second bus current to replace the high-precision first bus current. At this point, the reliability of the second bus current needs further verification; that is, when using the low-precision second bus current, the second current state of the second bus current must first be determined. The second current state represents the current state of the second bus current in the monitored current signal at the current moment. For example, the process of determining the second current state of the second bus current is as follows:

[0076] Determine the second current range corresponding to the second bus current, and determine the sum of the upper boundary value of the second current range and the preset margin value as the second upper boundary current, and determine the difference between the lower boundary value of the second current range and the preset margin value as the second lower boundary current.

[0077] In response to the second bus current being greater than the second upper boundary current, a third duration for the second bus current being greater than the second upper boundary current is determined; if the third duration is greater than or equal to a preset time threshold, the second current state of the second bus current is determined to be an abnormal state; if the third duration is less than the preset time threshold, the second current state of the second bus current is determined to be a normal state.

[0078] In response to the second bus current being less than or equal to the second upper boundary current and the second bus current being greater than or equal to the second lower boundary current, the second current state of the second bus current is determined to be a normal state.

[0079] In response to the second bus current being less than the second lower boundary current, a fourth duration for which the second bus current is less than the second lower boundary current is determined; if the fourth duration is greater than or equal to a preset time threshold, the second current state of the second bus current is determined to be an abnormal state; if the fourth duration is less than the preset time threshold, the second current state of the second bus current is determined to be a normal state.

[0080] Similarly, taking the second current range of (200, 400) and the margin value of 10A as an example, the second upper boundary current is 410A and the second lower boundary current is 190A. Since the accuracy of the second bus current itself is low, a certain margin is provided for the second bus current when making state judgments to reduce the impact of monitoring errors on the state of the second current.

[0081] If the second bus current in the current signal is 420A, which is greater than the second upper boundary current, it indicates that the monitored bus current exceeds the range required by the rated operating current, and the second bus current is preliminarily determined to be abnormal. During normal operation, the bus current should not exceed the range required by the rated operating current. Therefore, to eliminate the influence of random detection errors, the second current state is further verified by determining a third duration during which the second bus current is greater than the second upper boundary current, ensuring the accuracy of the second current state determination process.

[0082] If the third duration is greater than or equal to the preset time threshold, it indicates that the bus current is in an excessive state for a long time and continuously, indicating that the second bus current is abnormal and is an unreliable signal. The second bus current cannot be used for further control procedures. Therefore, the second current state of the second bus current is determined to be abnormal, and the second stage current substitution strategy is started.

[0083] If the third duration is less than the preset time threshold, it means that the bus current is only in an excessive state for a short time. This indicates that the excessive second bus current is only caused by an accidental monitoring error. The vehicle's signal processing module will automatically ignore the accidental error value. The second bus current is still a reliable signal. Therefore, the second current state of the second bus current is determined to be normal, and there is no need to start the second stage current substitution strategy.

[0084] If the second bus current in the current signal is 160A, and this second bus current is less than the second lower boundary current, it indicates that the monitored second bus current exceeds the range required by the rated operating current, initially determining that the second bus current is abnormal. During normal operation, the bus current should not exceed the range required by the rated operating current. Therefore, to eliminate the influence of random detection errors, the second current state is further verified by determining a fourth duration during which the second bus current is less than the second lower boundary current, ensuring the accuracy of the second current state determination process.

[0085] If the duration of the fourth time is greater than or equal to the preset time threshold, it indicates that the bus current has been in a state of being too low for a long time and continuously, indicating that there is a certain abnormality in the second bus current. Among them, the loss of CAN communication can also cause the bus current to be in a state of being too low for a long time and continuously. Because of the loss of CAN communication, the second bus current in the current signal may be empty, and the default value of the second current is 0. The second bus current cannot be used for further control processes. At this time, the second bus current is an unreliable signal, so the second current state of the second bus current is determined to be an abnormal state, and the second stage current substitution strategy is started.

[0086] If the duration of the fourth time is less than the preset time threshold, it means that the bus current is only in a short period of time. This indicates that the low second bus current is only caused by an accidental monitoring error. The vehicle's signal processing module will automatically ignore the accidental error value. The second bus current is still a reliable signal. Therefore, the second current state of the second bus current is determined to be normal, and there is no need to start the second stage current substitution strategy.

[0087] If the bus current is less than or equal to the second upper boundary current and greater than or equal to the second lower boundary current, it indicates that the second bus current is within the range of the rated operating current requirement, the second bus current is reliable, and the second current state of the second bus current is determined to be normal, without needing to activate the second stage current substitution strategy.

[0088] Optionally, in response to the second bus current being a constant value over multiple signal cycles, the second current state of the second bus current is determined to be an abnormal state.

[0089] If the second bus current is a constant value in multiple signal acquisition cycles, it indicates that the high-precision sensor monitoring the second bus current has malfunctioned, the constant value of the second bus current is unreliable, and the second current state of the second bus current is an abnormal state.

[0090] Optionally, in response to the second bus current being zero, the second current state of the second bus current is determined to be an abnormal state.

[0091] In vehicles in normal use, the bus current is generally not zero. If a zero value appears, it can be determined that the corresponding high-precision sensor has malfunctioned, and the second bus current is no longer reliable. If a zero value appears, there is no need to use the duration for verification; the second current state of the second bus signal can be directly determined to be abnormal.

[0092] Optionally, in response to the second bus current being a high-frequency oscillating current, the second current state of the second bus current is determined to be an abnormal state.

[0093] If the second bus current is a high-frequency oscillating current, it indicates that the high-precision sensor used to monitor the bus current is subject to external electromagnetic interference, and the second bus current is no longer reliable. Therefore, the second current state of the second bus signal is determined to be abnormal.

[0094] Step 103: In response to the second current state being an abnormal state, determine the high-voltage electrical equipment based on the current signal, determine the equipment current set corresponding to the high-voltage electrical equipment in the current signal, determine the estimated bus current based on the high-voltage electrical equipment and the equipment current set, and determine the estimated bus current as the output bus current.

[0095] In practice, if the second current state is abnormal, it indicates that the second current value is unreliable. The second-stage current substitution strategy is then activated, using reverse calculation to determine the estimated bus current. Even if the accuracy of the second bus current monitored by the Hall effect current sensor is low, it is still a current value obtained by directly monitoring the bus. The estimated bus current obtained by reverse calculation in the second-stage current substitution strategy is affected by the accuracy of the current of each high-voltage electrical device during the calculation process. Its accuracy is mostly lower than that of the second bus current. In some cases (such as when the errors between different high-voltage devices cancel each other out), it may have a certain accuracy. Therefore, the stability of the estimated bus current is worse than that of the second bus current. Thus, the first-stage current substitution strategy uses the second bus current to replace the first bus current, that is, it prioritizes using the low-precision second bus current to replace the high-precision first bus current. Finally, the estimated bus current obtained by reverse calculation is used to replace the first bus current as the output bus current.

[0096] Among them, bus current specifically refers to the current transmitted on the high-voltage DC bus, which mainly includes the following types of current:

[0097] The operating current of the drive system, also known as the motor current, is the current output from the power battery to the drive motor through the bus, and it is the main component of the bus current. The magnitude of the motor current is related to the motor power; for example, a 150kW motor draws approximately 476A at a 400V bus voltage. The formula for calculating the motor current can be simplified to: Motor current = Motor power / (Bus input voltage × Efficiency × Power factor). The drive system motor current also includes the charging current that occurs when the drive motor converts into a generator during braking, converting kinetic energy into electrical energy and feeding it back to the battery through the bus.

[0098] The charging input current is the OBC current input by the on-board charger when the vehicle is charging, which is the current input to the power battery by the external charging pile (fast charging or slow charging) through the bus.

[0099] High-voltage auxiliary equipment current includes the PTC current of the PTC heater in the air conditioning system, the external discharge current of the external electrical equipment (such as lighting equipment, electric kettle, induction cooker, etc.), and the accessory current of high-voltage accessories such as air conditioning compressor.

[0100] Among them, the external discharge current and accessory current in the high-voltage auxiliary equipment current are dynamically changing. Users may add high-voltage equipment at any time. Therefore, when determining the estimated bus current through reverse calculation, it is necessary to identify the high-voltage electrical equipment based on the current signal to identify whether the user has added high-voltage electrical equipment, so as to ensure the accuracy of the calculation process. In addition, the current signal contains low-voltage current signals from the low-voltage electrical system, which may interfere with the reverse calculation process of the bus current. Therefore, in order to ensure the accuracy of the calculation process, it is necessary to determine the set of equipment currents corresponding to the high-voltage electrical equipment in the current signal.

[0101] The calculation strategies differ depending on whether new high-voltage equipment is added or not. Therefore, it is necessary to estimate the bus current based on the high-voltage equipment and the current set of the equipment to ensure the accuracy of the estimated bus current and the safety of the control process when the estimated bus current is determined as the output bus current.

[0102] In summary, the bus current determination method provided in this application can preferentially use a less accurate second bus current as the output bus current when the first bus current with higher accuracy fails. When the second bus current is also abnormal, the estimated bus current is determined in reverse based on the equipment current set of the high-voltage electrical equipment, and this estimated bus current is used to replace the first bus current as the output bus current. This constitutes a dynamic two-stage current substitution strategy, making the final output bus current close to the true value, thereby improving the safety of vehicle control using the output bus current. By determining the output bus current through a dynamic two-stage current substitution strategy, the vehicle can be controlled using an accurate output current value when the first bus current of the battery management system fails, avoiding the risk of runaway caused by using a fixed substitution current value and improving the safety of the vehicle control process.

[0103] In some embodiments, the method for determining the bus current further includes:

[0104] In response to the first current state being normal, the first bus current is determined as the output bus current.

[0105] In practical implementation, if the first current state is normal, it indicates that the high-precision first bus current is reliable. The first bus current is directly determined as the output bus current, while the corresponding second bus current is received. However, the low-precision second bus current is not used for control. In this case, there is no need to calculate or estimate the bus current, thus reducing the consumption of computing resources. For example, when the high-precision first bus current is normal, using the high-precision first bus current for power-down control can ensure the accuracy of power-down control and avoid problems such as failure to power down and main relay sticking.

[0106] In some embodiments, the method for determining the bus current further includes:

[0107] In response to the first current state being an abnormal state and the second current state being a normal state, the second bus current is determined as the output bus current.

[0108] In practical implementation, when the high-precision first bus circuit is in an abnormal state, it indicates that the high-precision first bus current is unreliable. Using the first bus current to execute the power-down control process in this case may result in failure to power down or main relay sticking. If the second current state of the second bus is normal at this time, it indicates that the low-precision second bus current is reliable. The second bus current can be directly used to replace the first bus current as the output bus current, eliminating the need for bus current estimation and reducing computational resource consumption. For example, when the high-precision first bus current is in an abnormal state and the second bus current is normal, the low-precision second bus current can be used for power-down control. While this temporarily reduces control accuracy, the low accuracy is relative to the first bus current. Using the low-precision second bus current for power-down control still ensures the accuracy of power-down control and avoids problems such as failure to power down or main relay sticking. To further ensure safety, the current threshold during power-down control can be adjusted to prevent failure to power down or main relay sticking, ensuring the safety of using the bus current for control.

[0109] In some embodiments, such as Figure 2 As shown, high-voltage electrical equipment is identified based on current signals, including:

[0110] Step 201: Determine the initial equipment current corresponding to the preset initial high-voltage equipment in the current signal.

[0111] In practice, initial equipment such as on-board chargers, electric heaters, motors, and electrical accessories (e.g., air conditioning compressors) (which can be added or removed manually) are non-removable high-voltage electrical devices used in the vehicle. The current signal corresponding to these initial devices is the initial device current. Besides these initial devices, users may use the vehicle's battery as a power source to drive external devices. For example, in a camping scenario, the user might use the vehicle's battery to power external devices like induction cookers and lighting, causing a change in the bus current. Therefore, it's necessary to further determine whether any new high-voltage electrical devices have been added based on the current signal.

[0112] Step 202: Remove the initial device current from the current signal to obtain the remaining current signal.

[0113] In practice, in order to accurately identify new high-voltage equipment in addition to the initial equipment and avoid the influence of the current of the initial equipment, the current of the initial equipment in the current signal is removed. The remaining current signal after the current of the initial equipment in the current signal is removed can reflect whether there is new high-voltage equipment. If there is a corresponding external discharge current in the current signal, it means that there is new external equipment and the method of determining and estimating the bus current needs to be changed.

[0114] Step 203: Determine the new high-voltage equipment based on the residual current signal, and integrate the new high-voltage equipment and the initial high-voltage equipment to obtain the high-voltage electrical equipment.

[0115] In some embodiments, determining the addition of high-voltage equipment based on the residual current signal includes:

[0116] Step 2031: Based on the preset current threshold, traverse the remaining current signals to determine the set of new currents that are greater than or equal to the current threshold.

[0117] In practical implementation, to avoid the influence of low-voltage current signals in the current signal on the identification of newly added high-voltage equipment, the remaining current signal is traversed according to a preset current threshold to identify user-initiated high-voltage equipment. Specifically, currents exceeding the preset current threshold are filtered out from the remaining current signal, and these filtered currents are integrated to obtain a set of newly added currents. This set of newly added currents includes external discharge currents and unmarked accessory currents, thus allowing the determination of whether new high-voltage equipment exists.

[0118] Step 2032: In response to the fact that the newly added current set is not empty, perform signal tracing on the current signals in the current set to obtain the newly added high-voltage equipment.

[0119] In practice, if the newly added current set is not empty, it means that there are external devices or unmarked in-vehicle devices. Therefore, the currents in the newly added current set are all generated by the newly added devices. So, the current values ​​in the newly added current set are traced back to their sources. That is, each current signal in the newly added current set corresponds to a device. The devices corresponding to the newly added current set are integrated to obtain the newly added high-voltage devices. By determining the newly added high-voltage devices, the current values ​​that affect the reverse current calculation method are determined.

[0120] After identifying the new high-voltage equipment, the set of equipment corresponding to the new high-voltage equipment and the set of equipment corresponding to the initial high-voltage equipment are combined to form the high-voltage electrical equipment set. Each element in the high-voltage electrical equipment set corresponds to one high-voltage electrical equipment. By reading the high-voltage electrical equipment set, all high-voltage electrical equipment can be identified, avoiding omission of new high-voltage equipment and ensuring the accuracy of reverse calculation.

[0121] In some embodiments, such as Figure 3 As shown, the estimated bus current is determined based on the high-voltage electrical equipment and the equipment current set, including:

[0122] Step 301: In response to the absence of new high-voltage equipment in the high-voltage electrical equipment, determine the estimated bus current based on the preset default adjustment parameters and the equipment current set.

[0123] In practice, if there are no new high-voltage devices in the high-voltage electrical equipment, it means that the user has not actively connected external devices and there are no unmarked internal high-voltage devices. The current value in the bus current is mainly the current of the initial device. When performing reverse calculation, the bus current can be estimated by using the default adjustment parameters.

[0124] If calculation speed is the primary requirement, the sum of the currents in the equipment current set can be directly used to estimate the bus current, thereby improving the efficiency of reverse calculation and reducing the efficiency of reverse calculation.

[0125] If accuracy is the primary requirement, after calculating the sum of the currents in the device current set to obtain the total device current, it is still necessary to determine the estimated bus current based on preset default adjustment parameters and the device current set. Taking an example where the device current set includes OBC current, PTC current, motor current, and accessory current, the bus current may also include the current of other electrical equipment, such as the low-voltage conversion current generated when supplying power to the low-voltage system via DC-DC converter, as well as some uncalculated auxiliary accessory currents and some errors inherent in the sensors themselves. This leads to a certain gap between the actual value of the bus current and the total device current. To improve the accuracy of the reverse calculation of the estimated bus current, the total device current is corrected using the default adjustment parameters, and the corrected value is determined as the estimated bus current.

[0126] Step 302: In response to the presence of new high-voltage equipment in the high-voltage electrical equipment, acquire the historical current signal when the first current state is normal, determine the correction adjustment parameters based on the historical current signal, and determine the estimated bus current based on the correction adjustment parameters and the equipment current set.

[0127] In real-time implementation, if new high-voltage equipment is added to the high-voltage electrical equipment, it indicates a change in the base for reverse calculation (i.e., the total current of the equipment). Directly adjusting the total current of the equipment using the default adjustment parameters results in additional corrections for the new high-voltage equipment, leading to a decrease in the accuracy of the estimated bus current after correction. Therefore, it is necessary to determine new correction adjustment parameters based on historical current signals when the first current state is normal. Only historical current signals with a normal first current state can reflect the true situation of the vehicle's bus current, ensuring the accuracy of the correction adjustment parameters determined based on historical current signals, thereby guaranteeing the accuracy of the reverse calculation results and improving the safety of using the estimated bus current as the output bus current for control. Then, the estimated bus current is determined based on the correction adjustment parameters and the equipment current set to improve the calculation accuracy of the estimated bus current. For example, the estimated bus current = total equipment current × correction adjustment parameters. Taking a total equipment current of 300A and a default adjustment parameter of 1.02 as an example, the estimated bus current = total equipment current × 1.02. By correcting the total equipment current with the correction adjustment parameters, the accuracy of the estimated bus current is improved.

[0128] In some embodiments, such as Figure 4 As shown, the estimated bus current is determined based on preset default adjustment parameters and the set of equipment currents, including:

[0129] Step 401: Determine the total current of the equipment based on the equipment current set.

[0130] In specific implementation, for example, taking the equipment current set as including OBC current, PTC current, motor current and accessory current, the total equipment current is the sum of OBC current, PTC current, motor current and accessory current, that is, total equipment current = OBC current + PTC current + motor current + accessory current.

[0131] Step 402: The product of the total equipment current and the default adjustment parameters is used to determine the estimated bus current.

[0132] In practice, the estimated bus current is calculated as: Total equipment current × Default adjustment parameter. Taking a total equipment current of 300A and a default adjustment parameter of 1.05 as an example, the estimated bus current is calculated as: Total equipment current × 1.05. Correcting the total equipment current using the default adjustment parameter improves the accuracy of the estimated bus current.

[0133] In some embodiments, such as Figure 5 As shown, the correction adjustment parameters are determined based on historical current signals, including:

[0134] Step 501: Determine the historical average current of the first bus and the historical total current of the equipment based on the historical current signal.

[0135] In practice, the historical current data refers to the historical current signal data of the same high-voltage electrical equipment as the current signal. First, the historical average current of the first bus current is calculated based on the first bus current across multiple signal cycles in the historical current signal. Since the first bus current has high accuracy and closely approximates the actual value of the bus current, the historical average current is used to represent the historical actual value of the bus current. Then, the historical total equipment current is calculated based on the total equipment current across multiple signal cycles in the historical current signal. This historical equipment current is used to represent the historical calculated value of the bus current during reverse calculation.

[0136] Step 502: Determine the ratio of the historical total current to the historical average current as the correction adjustment parameter.

[0137] In practice, the correction adjustment parameter is calculated as historical average current / historical total equipment current. By determining the correction adjustment parameter, the accuracy of reverse calculation for estimating bus current is improved when new high-voltage equipment is added.

[0138] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0139] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0140] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides a device for determining bus current.

[0141] refer to Figure 6 A device for determining bus current, comprising:

[0142] The first state determination module 10 is configured to: in response to receiving a current signal from the vehicle bus, determine a first current state of the first bus current based on the current signal;

[0143] The second state determination module 20 is configured to: in response to the first current state being an abnormal state, determine the second current state of the second bus current based on the current signal; wherein the accuracy of the first bus current is greater than that of the second bus current.

[0144] The current reverse calculation module 30 is configured to: in response to the second current state being an abnormal state, determine the high-voltage electrical equipment based on the current signal, determine the equipment current set corresponding to the high-voltage electrical equipment in the current signal, determine the estimated bus current based on the high-voltage electrical equipment and the equipment current set, and determine the estimated bus current as the output bus current.

[0145] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0146] The apparatus of the above embodiments is used to implement the method for determining the corresponding bus current in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for determining the bus current described in any of the above embodiments.

[0148] Figure 7 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0149] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0150] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0151] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0152] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0153] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0154] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0155] The electronic devices described above are used to implement the method for determining the corresponding bus current in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0156] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the bus current determination method as described in any of the above embodiments.

[0157] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0158] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the bus current determination method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0159] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the electronic equipment or bus current determination device of the above embodiments, and performs the bus current determination method as described in any of the above embodiments through the electronic equipment or bus current determination device of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0160] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0161] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0162] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0163] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0164] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0165] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0166] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0167] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for determining bus current, characterized in that, include: In response to receiving a current signal from the vehicle bus, a first current state of the first bus current is determined based on the current signal. In response to the first current state being an abnormal state, a second current state of the second bus current is determined based on the current signal; wherein, the accuracy of the first bus current is greater than that of the second bus current; the current signal represents the set of current values ​​of the vehicle's electrical equipment and power supply equipment, the current signal including the first bus current and the second bus current, the first bus current is obtained by monitoring the bus current using a high-precision sensor; the second bus current is obtained by monitoring the bus current using a low-precision sensor; the first current state represents the state of the first bus current in the current signal monitored at the current moment; the second current state represents the state of the second bus current in the current signal monitored at the current moment; In response to the second current state being an abnormal state, the high-voltage electrical equipment is identified based on the current signal, the set of equipment currents corresponding to the high-voltage electrical equipment is identified in the current signal, the estimated bus current is determined based on the high-voltage electrical equipment and the set of equipment currents, and the estimated bus current is determined as the output bus current. The step of determining the estimated bus current based on the high-voltage electrical equipment and the equipment current set includes: In response to the absence of any new high-voltage equipment in the high-voltage electrical equipment, the estimated bus current is determined based on the preset default adjustment parameters and the equipment current set; In response to the presence of a new high-voltage device in the high-voltage electrical equipment, a historical current signal in which the first current state is normal is acquired, a correction adjustment parameter is determined based on the historical current signal, and the estimated bus current is determined based on the correction adjustment parameter and the device current set.

2. The method according to claim 1, characterized in that, The step of determining the high-voltage electrical equipment based on the current signal includes: Determine the initial equipment current corresponding to the preset initial high-voltage equipment from the current signal; The initial device current is removed from the current signal to obtain the remaining current signal; The newly added high-voltage equipment is determined based on the residual current signal, and the newly added high-voltage equipment and the initial high-voltage equipment are integrated to obtain the high-voltage electrical equipment.

3. The method according to claim 2, characterized in that, The step of determining the new high-voltage equipment based on the residual current signal includes: Based on a preset current threshold, the remaining current signals are traversed to determine a new set of currents that are greater than or equal to the current threshold. In response to the fact that the newly added current set is not an empty set, the current signals in the current set are traced to obtain the newly added high-voltage equipment.

4. The method according to claim 1, characterized in that, The step of determining the estimated bus current based on preset default adjustment parameters and the device current set includes: The total current of the equipment is determined based on the set of equipment currents. The estimated bus current is determined by multiplying the total current of the equipment by the default adjustment parameter.

5. The method according to claim 1, characterized in that, The step of determining the correction adjustment parameters based on the historical current signal includes: The historical average current and historical total current of the equipment are determined based on the historical current signal. The ratio of the historical average current to the historical total current of the equipment is determined as the correction adjustment parameter.

6. The method according to claim 1, characterized in that, Also includes: In response to the first current state being normal, the first bus current is determined as the output bus current.

7. The method according to claim 1, characterized in that, Also includes: In response to the first current state being an abnormal state and the second current state being a normal state, the second bus current is determined as the output bus current.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, Including the electronic device as described in claim 8.

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