Multi-channel control system and method for inversion discharge of new energy automobile

Abstract

The invention discloses a multi-channel control system and method for inversion discharge of a new energy automobile. The system comprises a plurality of branches, including: an external discharge branch including relays K1 and K2, a Hall current sensor H1, and a bidirectional AC slow charging seat; the first internal discharge branch comprises a relay K3, a relay K4, a Hall current sensor H2 and a container socket; the second internal discharge branch comprises a relay K5, a relay K5, a Hall current sensor H3 and a cabin socket; preferably, each branch is connected in series with power devices S1-S6. The relays K1-K6, the Hall current sensors H1-H3, the power devices S1-S6 and the OBC / DCDC two-in-one module are all connected with the control unit. Through differentiated circuit architecture and protection strategies, the problems of insufficient power distribution capability of a relay scheme, high cost of a power device scheme and the like in the prior art are solved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle electronic control, specifically, this invention relates to a multi-channel control system and method for inverter discharge in new energy vehicles. Background Technology

[0002] As the application scenarios of new energy vehicles continue to expand, users have put forward higher requirements for vehicle discharge functions. However, the current discharge systems of new energy vehicles have many technical bottlenecks. Most existing discharge systems adopt single-channel or dual-channel non-independent control, which means that external discharge and internal discharge cannot work in parallel. Even if multiple discharge interfaces are provided, there is still the problem of uneven power distribution, making it difficult to meet the power needs of the cabin and cargo box at the same time.

[0003] In terms of power regulation, most mainstream vehicle models offer fixed power output, lacking dynamic adjustment capabilities and failing to adapt to diverse power usage scenarios. Regarding safety protection mechanisms, existing systems primarily focus on main circuit protection, lacking independent monitoring of individual branches, resulting in slow response times for protection triggering and failing to fully leverage the performance advantages of new power devices. Furthermore, functions are mostly focused on external discharge, with insufficient support for refined control of internal discharge dual-path systems, making it difficult to meet the needs of emerging scenarios such as emergency rescue and vehicle-to-grid interaction.

[0004] Current technologies for relay control schemes use relays to control branch circuit switching, combined with Hall effect sensors to monitor current. For example, Beijing Kaven's patent CN222522488U uses a branching assembly to achieve dual-path power supply, but it does not clearly define dynamic power distribution and millisecond-level protection. Its limitations include a relay action delay >50ms, susceptibility to wear over long-term use, and inability to support three-path independent control. Regarding power device control schemes, MOSFETs / IGBTs are commonly used for fast switching, such as NIO's patent CN117749031A which reuses the motor drive circuit for discharge, but it does not address multi-path independent control. The limitations of power devices lie in their high hardware cost (e.g., silicon carbide devices) and lack of independent branch monitoring and rapid disconnection capabilities.

[0005] The existing technology has the following problems:

[0006] 1. Insufficient multi-channel control capability: Most existing new energy vehicle discharge systems are single-channel or dual-channel non-independent control, which makes it difficult to simultaneously meet the needs of external discharge and parallel power supply in multiple areas inside the vehicle such as the cabin and cargo box. When multiple channels are used for power at the same time, the power distribution is uneven, and it is impossible to ensure stable and efficient power supply in each power consumption area.

[0007] 2. Low power regulation accuracy: Most mainstream vehicle discharge systems use a fixed power output method, which lacks dynamic adjustment capability and is difficult to adapt to the power demand of various power fluctuation devices. It is also unable to flexibly and accurately allocate power in different power usage scenarios, resulting in low energy efficiency.

[0008] 3. Outdated safety protection mechanisms: Existing systems rely heavily on software logic for overcurrent protection, resulting in long response times (>50ms) and a lack of independent monitoring for each branch. When a branch experiences a sudden fault such as a short circuit or overcurrent, the system cannot react quickly enough to isolate the faulty branch, hindering the full utilization of the performance advantages of new power devices and posing significant safety hazards.

[0009] Therefore, this invention proposes a multi-channel control system and method for inverter discharge in new energy vehicles. Summary of the Invention

[0010] This invention aims to overcome the shortcomings of existing technologies and proposes a multi-path control system and method for inverter discharge in new energy vehicles to achieve the following objectives: by using differentiated circuit architecture and protection strategies, it solves the problems of insufficient power distribution capability of relay solutions and high cost of power device solutions in existing technologies.

[0011] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0012] A multi-path inverter discharge control system for new energy vehicles, characterized in that: the system includes a power battery, a main fuse, an OBC / DCDC dual-in-one module, and a low-voltage battery connected in sequence, wherein the output terminal of the OBC / DCDC dual-in-one module is further connected to multiple branches, the branches including:

[0013] External discharge branch: The first output terminal of the OBC / DCDC dual-function module is connected in series with relay K1 and Hall current sensor H1 and then connected to the bidirectional AC slow charging socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K2 and then connected to the bidirectional AC slow charging socket.

[0014] The first internal discharge branch: The first output terminal of the OBC / DCDC dual-function module is connected in series with relay K4 and then connected to the cargo box socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K3 and Hall current sensor H2 and then connected to the cargo box socket.

[0015] The second internal discharge branch: the first output terminal of the OBC / DCDC dual-function module is connected in series with relay K6 and then connected to the cockpit socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K5 and Hall current sensor H3 and then connected to the cockpit socket; the relays K1-K6, Hall current sensors H1-H3, and the OBC / DCDC dual-function module are all connected to the control unit.

[0016] Preferably, the system further includes power devices S1-S6, wherein power device S1 is connected in series between relay K1 and Hall current sensor H1; power device S2 is connected in series between relay K2 and bidirectional AC slow charging socket; power device S3 is connected in series between relay K3 and Hall current sensor H2; power device S4 is connected in series between relay K4 and cargo box socket; power device S5 is connected in series between relay K5 and Hall current sensor H3; and power device S6 is connected in series between relay K6 and cabin socket; all power devices S1-S6 are connected to the control unit.

[0017] Preferably, each of the power devices S1-S6 is equipped with a temperature sensor, and the temperature sensor is connected to the control unit.

[0018] This invention also proposes a method for multi-path control of inverter discharge in new energy vehicles. Using the above-mentioned multi-path control system for inverter discharge in new energy vehicles, the method is characterized in that: for a system that does not contain power devices S1-S6, the control unit controls the opening and closing of one or more sets of relay groups (K1, K2), (K3, K4), (K5, K6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches.

[0019] For a system containing power devices S1-S6, the control unit also outputs PWM signals to the power devices of the corresponding branches to control the opening and closing of one or more groups of power device groups (S1, S2), (S3, S4), (S5, S6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches.

[0020] Preferably, when each branch is turned on, its internal Hall current sensor monitors the current of the branch in real time and sends it to the control unit. When the current of the corresponding branch is greater than the preset current threshold, the measures taken include: disconnecting the relay group and power device of the corresponding branch.

[0021] Preferably, when the current of the corresponding branch is greater than the preset current threshold, the measures taken also include: the control unit sends a control signal to the OBC / DCDC two-in-one module, the OBC / DCDC two-in-one module cuts off its power supply output and feeds back an operation completion signal to the control unit after receiving the operation completion signal, and the control unit cuts off the relay groups of all other branches after receiving the operation completion signal.

[0022] Preferably, when each branch is turned on, the control unit obtains the operating temperature of the corresponding power device through the temperature sensor on each power device. When the operating temperature is greater than a preset temperature threshold, the control unit adjusts the PWM signal output by the control unit according to the difference between the operating temperature and the preset temperature threshold.

[0023] Preferably, when the operating temperature is greater than a preset temperature threshold, the PWM signal output by the control unit is adjusted according to the difference between the operating temperature and the preset temperature threshold, including: reducing the PWM signal duty cycle by 10% for every 10°C difference.

[0024] Preferably, when multiple branches are simultaneously activated, the OBC / DCDC dual-in-one module allocates the output power of each branch according to a preset priority, with higher priority branches receiving more power. The preset priority includes: external discharge branch > first pair of internal discharge branches > second pair of internal discharge branches.

[0025] Preferably, when multiple branches are simultaneously activated, the control unit calculates the branch power of each branch in real time and sums them up to obtain the total power of the multiple branches. When the total power exceeds the maximum output power of the OBC / DCDC two-in-one module, the power of the corresponding branch is reduced in order of priority from small to large. After the power reduction of each branch reaches the preset reduction threshold, the system switches to the branch with the next lower priority.

[0026] The technical effects of this invention are as follows:

[0027] Compared to traditional electric vehicle inverter discharge, this invention incorporates both relay control and power device control schemes, catering to the diverse cost and performance requirements of different vehicle models. Automakers can choose based on their product positioning and market demands. The relay scheme offers lower costs, making it suitable for cost-sensitive models; the power device scheme provides high performance, meeting the needs of products requiring high performance. This differentiated choice offers automakers a more competitive solution, contributing to the development of new energy vehicle discharge system technology and market expansion.

[0028] Regardless of the control scheme, this invention can achieve overcurrent protection for the system. Through multiple protection mechanisms, it achieves branch-level protection and system-level protection, and promptly isolates faulty branches. Additionally, an over-temperature protection scheme is provided for the power device control scheme.

[0029] This invention enables the control of a single branch or even multiple branches through the independent control of each relay group and power device group, and can simultaneously meet the needs of external discharge and parallel power supply in multiple areas inside the vehicle, such as the cabin and cargo box.

[0030] This invention achieves a reasonable allocation of power to each branch by pre-setting priorities, ensuring that each branch can obtain a stable and appropriate power supply when multiple devices are using electricity at the same time, thereby improving power efficiency and equipment operation stability. Attached Figure Description

[0031] Figure 1 This embodiment provides a circuit diagram of a multi-channel control system for inverter discharge in a new energy vehicle.

[0032] Figure 2 This embodiment provides a circuit diagram of a new energy vehicle inverter discharge multi-channel control system with the addition of power devices.

[0033] The components include: 1. OBC+DCDC dual-module; 2. Power battery; 3. Compressor and PTC water heating system; 4. Bidirectional AC slow charging socket; 5. Cargo box socket; 6. Cabin socket; 7. 12V low-voltage battery; 8. Main fuse; 9 and 10. Compressor and PTC fuses; 11 and 12. Bidirectional AC slow charging socket relay; 13 and 14. Cargo box socket relay; 15 and 16. Cabin socket relay; 17. Hall current sensor for bidirectional AC slow charging socket branch; 18. Hall current sensor for cargo box socket branch; 19. Hall current sensor for cabin socket branch; 20 and 21. Power devices for bidirectional AC slow charging socket branch; 20 and 21. Power devices for cargo box socket branch; 20 and 21. Power devices for cabin socket branch. Detailed Implementation

[0034] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. This is to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solutions of the present invention, and to facilitate its implementation. It should be noted that the terms "first," "second," etc., used in this application are only for the convenience of describing the technical solutions and to distinguish components; the corresponding component configurations may be the same or different, and are not intended to limit the scope of this application. To make the technical solutions of the present invention clearer, the present invention will be explained and illustrated through the following embodiments.

[0035] This embodiment provides a multi-path control system for inverter discharge in new energy vehicles, such as... Figure 1 As shown, the system includes a power battery, a main fuse, an OBC / DCDC combo module, and a low-voltage battery connected in sequence. In some embodiments, the system further includes a compressor, a PTC, and corresponding fuses. One output terminal (positive or negative) of the OBC / DCDC combo module is connected to the compressor and PTC respectively via a compressor fuse and a PTC fuse after being connected to the main fuse, thereby supplying power to the vehicle's air conditioning system.

[0036] In this embodiment, the output terminals (two output terminals, one positive and one negative) of the OBC / DCDC dual-function module are also connected to multiple branches, including:

[0037] External discharge branch, i.e. bidirectional AC slow charging socket branch: The first output terminal of the OBC / DCDC two-in-one module is connected in series with relay K1 and Hall current sensor H1 and then connected to the bidirectional AC slow charging socket; The second output terminal of the OBC / DCDC two-in-one module is connected in series with relay K2 and then connected to the bidirectional AC slow charging socket.

[0038] The first internal discharge branch, namely the cargo box socket branch: the first output terminal of the OBC / DCDC two-in-one module is connected in series with relay K4 and then connected to the cargo box socket; the second output terminal of the OBC / DCDC two-in-one module is connected in series with relay K3 and Hall current sensor H2 and then connected to the cargo box socket.

[0039] The second internal discharge branch, namely the cockpit socket branch: the first output terminal of the OBC / DCDC dual-function module is connected to the cockpit socket after being connected in series with relay K6; the second output terminal of the OBC / DCDC dual-function module is connected to the cockpit socket after being connected in series with relay K5 and Hall current sensor H3; the relays K1-K6, Hall current sensors H1-H3, and the OBC / DCDC dual-function module are all connected to the control unit.

[0040] like Figure 2 As shown, the system also includes power devices S1-S6, wherein power device S1 is connected in series between relay K1 and Hall current sensor H1; power device S2 is connected in series between relay K2 and bidirectional AC slow charging socket; power device S3 is connected in series between relay K3 and Hall current sensor H2; power device S4 is connected in series between relay K4 and cargo box socket; power device S5 is connected in series between relay K5 and Hall current sensor H3; and power device S6 is connected in series between relay K6 and cabin socket; all power devices S1-S6 are connected to the control unit.

[0041] The control unit is used to control relays K1-K6, power devices S1-S6, and the OBC / DCDC dual-module, as well as to acquire data collected by Hall current sensors H1-H3 for tasks such as anomaly identification, anomaly isolation, and power distribution. In this embodiment, the selection and configuration of each power device (e.g., IGBT, SiC MOSFET, etc.) in different branches can be flexibly set according to actual conditions. Meanwhile, power devices have high hardware costs; if necessary, only relays K1-K6 can be used instead of power devices S1-S6 for circuit switching control, thereby reducing costs.

[0042] In addition, each of the power devices S1-S6 is equipped with a temperature sensor, which is connected to the control unit to collect the operating temperature of each power device in real time and upload it to the control unit so as to detect abnormalities in time and take protective measures.

[0043] In addition, the system in this embodiment also includes a reset switch, which is connected to the control unit and is used to reset the OBC / DCDC two-in-one module. That is, after the OBC / DCDC two-in-one module stops receiving power, if the control unit detects the reset signal of the reset switch, it sends a signal to the OBC / DCDC two-in-one module to restore power. The reset switch can be installed on the bidirectional AC slow charging socket, cargo box socket, or cabin socket for easy user operation.

[0044] This embodiment also provides a method for controlling the inverter discharge of a new energy vehicle. Using the above-mentioned multi-path control system for inverter discharge of a new energy vehicle, the method includes: for a system that does not contain power devices S1-S6, the control unit controls the opening and closing of one or more sets of relay groups (K1, K2), (K3, K4), (K5, K6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches.

[0045] For a system containing power devices S1-S6, the control unit also outputs PWM signals to the power devices of the corresponding branches to control the opening and closing of one or more groups of power device groups (S1, S2), (S3, S4), (S5, S6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches.

[0046] This embodiment can achieve control of a single branch or even multiple branches through independent control of each relay group and power device group, and can simultaneously meet the needs of external discharge and parallel power supply in multiple areas inside the vehicle such as the cabin and cargo box.

[0047] In this embodiment, when each branch is conducting, its internal Hall current sensor monitors the current of the branch in real time and sends it to the control unit. When the current of the corresponding branch exceeds a preset current threshold, i.e., an overcurrent fault occurs, protective measures need to be taken in time. In this embodiment, the current threshold is set to 10A, but it can be flexibly set according to the actual situation in specific implementation. Correspondingly, the protective measures taken in this embodiment include: disconnecting the relay group and power device of the corresponding branch. Taking the external discharge branch as an example, when an overcurrent fault occurs, the control unit sends a control signal to control the relay group (K1, K2) to disconnect, thereby interrupting the discharge circuit. At the same time, for systems with power devices, the control unit also immediately stops the output of the PWM signal to actively shut down the power device. This is because the relay is a mechanically operated device, and it takes several milliseconds to tens of milliseconds for the coil to be energized and the contacts to be completely disconnected. During this time, the power device may still burn out. Therefore, it is necessary to actively shut down the power device. The shutdown of the power device is at the microsecond level, with a faster response speed. At this time, the shutdown of the relay group and the power device can form a dual protection to ensure the disconnection of the corresponding branch in the event of an overcurrent fault.

[0048] Furthermore, to further ensure the safety of the entire system when an overcurrent occurs in a branch, the following measures are taken: the control unit sends a control signal to the OBC / DCDC dual-module. Upon receiving the control signal, the OBC / DCDC dual-module cuts off its power supply output and sends an operation completion signal back to the control unit. This is because when an overcurrent fault occurs in a branch, although the branch is cut off immediately, the root cause of the fault may not have disappeared. To prevent the fault from escalating further, the power supply is directly cut off. To restore power, a reset switch needs to be manually activated. Then, after receiving the operation completion signal, the control unit also disconnects the relay groups of all other branches, thereby isolating the faulty branch and preventing the fault current from affecting normally functioning branches through the common point between branches, greatly improving system safety.

[0049] Furthermore, in this embodiment, when multiple branches are simultaneously activated, a multi-branch collaborative scheduling mechanism is set up for the allocation of output power of the OBC / DCDC dual-channel module to each branch. This mechanism first obtains the preset priority of each branch and then allocates power according to the preset priority, with higher-priority branches receiving more power. For example, the preset priority in this embodiment is: external discharge branch > first internal discharge branch > second internal discharge branch. Therefore, in this embodiment, 55% of the output power of the OBC / DCDC dual-channel module is allocated to the external discharge branch, 25% to the first internal discharge branch, and 20% to the second internal discharge branch. In specific implementations, the allocation scheme can be flexibly set according to actual needs.

[0050] Simultaneously, when multiple branches are turned on at the same time, the control unit calculates the branch power of each branch in real time (the branch power P can be calculated from the collected branch current data I and load resistance data R, i.e., P = I). 2 The total power of multiple branches (the sum of the power of all branches) is calculated by summing the power of each branch. In actual operation, a sudden load change in one branch may cause the total power to exceed the maximum output power of the OBC / DCDC combo module. In this case, as a protection circuit, the branch power needs to be reduced. Specifically, when the total power exceeds the maximum output power of the OBC / DCDC combo module, the power of the corresponding branches is reduced sequentially according to their priority from lowest to highest. Once the power reduction of each branch reaches a preset reduction threshold, the system switches to the next priority branch, thus reducing the total power while ensuring that high-priority branches are not affected. Simultaneously, the reduction threshold is set to ensure that each branch has sufficient power to support its normal operation.

[0051] In this embodiment, for a system equipped with power devices, when each branch is turned on, the control unit obtains the operating temperature of the corresponding power device through the temperature sensor on each power device. When the operating temperature is greater than a preset temperature threshold, the control unit adjusts the PWM signal output by the control unit based on the difference between the operating temperature and the preset temperature threshold. In this embodiment, the current threshold is set to 125℃. In specific implementations, it can be flexibly set according to actual conditions. The corresponding adjustment method includes reducing the PWM signal duty cycle by 10% for every 10℃ difference, thereby reducing the operating frequency of the power device.

[0052] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A multi-channel control system for inverter discharge in new energy vehicles, characterized in that: The system includes a power battery, a main fuse, an OBC / DCDC combo module, and a low-voltage battery connected in sequence. The output of the OBC / DCDC combo module is further connected to multiple branches, including: External discharge branch: The first output terminal of the OBC / DCDC dual-function module is connected in series with relay K1 and Hall current sensor H1 and then connected to the bidirectional AC slow charging socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K2 and then connected to the bidirectional AC slow charging socket. The first internal discharge branch: The first output terminal of the OBC / DCDC dual-function module is connected in series with relay K4 and then connected to the cargo box socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K3 and Hall current sensor H2 and then connected to the cargo box socket. The second internal discharge branch: the first output terminal of the OBC / DCDC dual-function module is connected in series with relay K6 and then connected to the cockpit socket; the second output terminal of the OBC / DCDC dual-function module is connected in series with relay K5 and Hall current sensor H3 and then connected to the cockpit socket; the relays K1-K6, Hall current sensors H1-H3, and the OBC / DCDC dual-function module are all connected to the control unit.

2. The new energy vehicle inverter discharge multi-channel control system according to claim 1, characterized in that: The system also includes power devices S1-S6, wherein power device S1 is connected in series between relay K1 and Hall current sensor H1; power device S2 is connected in series between relay K2 and bidirectional AC slow charging socket; power device S3 is connected in series between relay K3 and Hall current sensor H2; power device S4 is connected in series between relay K4 and cargo box socket; power device S5 is connected in series between relay K5 and Hall current sensor H3; and power device S6 is connected in series between relay K6 and cabin socket; all power devices S1-S6 are connected to the control unit.

3. The new energy vehicle inverter discharge multi-channel control system according to claim 2, characterized in that: Each of the power devices S1-S6 is equipped with a temperature sensor, and each temperature sensor is connected to the control unit.

4. A method for multi-channel control of inverter discharge in a new energy vehicle, using a multi-channel control system for inverter discharge in a new energy vehicle according to any one of claims 1-3, characterized in that: The method includes: for a system that does not contain power devices S1-S6, the control unit controls the opening and closing of one or more sets of relay groups (K1, K2), (K3, K4), (K5, K6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches. For a system containing power devices S1-S6, the control unit also outputs PWM signals to the power devices of the corresponding branches to control the opening and closing of one or more groups of power device groups (S1, S2), (S3, S4), (S5, S6) to drive the conduction and closing of one or more branches of the external discharge branch, the first pair of internal discharge branches, and the second pair of internal discharge branches.

5. The method for multi-path control of inverter discharge in a new energy vehicle according to claim 4, characterized in that: When each branch is conducting, its internal Hall current sensor monitors the current of the branch in real time and sends it to the control unit. When the current of the corresponding branch is greater than the preset current threshold, the measures taken include: disconnecting the relay group and power devices of the corresponding branch.

6. The method for multi-path control of inverter discharge in a new energy vehicle according to claim 5, characterized in that: When the current in the corresponding branch exceeds the preset current threshold, the measures taken also include: the control unit sends a control signal to the OBC / DCDC two-in-one module; after receiving the control signal, the OBC / DCDC two-in-one module cuts off its power supply output and feeds back an operation completion signal to the control unit; after receiving the operation completion signal, the control unit cuts off the relay groups of all other branches.

7. The method for multi-path control of inverter discharge in a new energy vehicle according to claim 4, characterized in that: When each branch is turned on, the control unit obtains the operating temperature of the corresponding power device through the temperature sensor on each power device. When the operating temperature is greater than the preset temperature threshold, the control unit adjusts the PWM signal output by the control unit according to the difference between the operating temperature and the preset temperature threshold.

8. The method for multi-path control of inverter discharge in a new energy vehicle according to claim 7, characterized in that: When the operating temperature is greater than the preset temperature threshold, the PWM signal output by the control unit is adjusted according to the difference between the operating temperature and the preset temperature threshold, including: reducing the PWM signal duty cycle by 10% for every 10°C difference.

9. A method for multi-channel control of inverter discharge in a new energy vehicle according to claim 4, characterized in that: When multiple branches are simultaneously activated, the OBC / DCDC dual-in-one module allocates the output power of each branch according to a preset priority. Branches with higher priority are allocated more power. The preset priority includes: external discharge branch > first pair of internal discharge branches > second pair of internal discharge branches.

10. A method for multi-channel control of inverter discharge in a new energy vehicle according to claim 9, characterized in that: When multiple branches are simultaneously activated, the control unit calculates the branch power of each branch in real time and sums them up to obtain the total power of the multiple branches. When the total power exceeds the maximum output power of the OBC / DCDC two-in-one module, the power of the corresponding branches is reduced in order of priority from smallest to largest. Once the power reduction of each branch reaches the preset reduction threshold, the system switches to the branch with the next higher priority.

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