HYBRID POWER SYSTEM AND OPTIMIZATION METHOD THEREOF

Abstract

To provide a hybrid power system which can improve operation durability.SOLUTION: A hybrid power system 100 includes a control core 110, a drive mechanism 120, an internal combustion engine 130, an electric motor 140, and a storage battery 150. The drive mechanism is controlled by the control core. The internal combustion engine is connected to the drive mechanism, and is controlled by the control core. The electric motor is connected to the drive mechanism, and is controlled by the control core. The storage battery is coupled to the electric motor and the control core. When a request torque is input to the control core, and the control core executes an equivalent consumption minimization strategy, starts the internal combustion engine and / or the electric motor, and transmits power to the drive mechanism.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to power systems, and more particularly to hybrid power systems employing an equivalent consumption minimization strategy. [Background technology]

[0002] Hybrid power vehicles have developed rapidly in the past few years. Their main advantage is the reduction of carbon dioxide and exhaust pollutant emissions. This is made possible by a more efficient use of energy in the hybrid power system, for example by improving the charging and discharging capacity of batteries, increasing the power storage, and smoother control methods for switching between the electric motor and the internal combustion engine.

[0003] Conventional hybrid power system optimization methods are used to achieve energy efficiency and improve overall system power. Summary of the Invention [Problem to be solved by the invention]

[0004] Most traditional optimization methods adopt rule-based control (RBC), which has the characteristics of easy implementation, high computational efficiency, and fast experimental verification. That is, the start-up conditions of three operation modes, such as low load, medium load, and high load, can be set, and the hybrid power system can be automatically switched to the appropriate operation mode according to the required torque value and speed value. However, the traditional rule-based control optimization method is limited by the oversimplified start-up conditions, and therefore cannot achieve the purpose of energy efficiency optimization. [Means for solving the problem]

[0005] The present invention provides a hybrid power system that employs an equivalent consumption minimization strategy to achieve optimal power distribution between an internal combustion engine and an electric motor, thereby improving the operational durability of the hybrid power system.

[0006] The hybrid power system of the present invention includes a control core, a drive mechanism, an internal combustion engine, an electric motor, and a storage battery. The drive mechanism is controlled by the control core. The internal combustion engine is connected to the drive mechanism and controlled by the control core. The electric motor is connected to the drive mechanism and controlled by the control core. The storage battery is coupled to the electric motor and the control core. When a required torque is input to the control core, the control core executes an equivalent consumption minimization strategy and starts the internal combustion engine and / or the electric motor to transmit power to the drive mechanism.

[0007] In the optimization method of the hybrid power system of the present invention, the hybrid power system includes a control core, a driving mechanism, an internal combustion engine, an electric motor, and a storage battery. The driving mechanism is controlled by the control core. The internal combustion engine is connected to the driving mechanism and controlled by the control core. The electric motor is connected to the driving mechanism and controlled by the control core. The storage battery is coupled to the electric motor and the control core. The optimization method of the hybrid power system is as follows: When the control core detects that the requested torque is zero, switch the hybrid power system to a standby mode. Input the requested torque to the control core to start the hybrid power system. Determine whether the requested torque is any value greater than zero. For a negative result, switch the hybrid power system to a standby mode. For a positive result, execute an equivalent consumption minimization strategy by the control core of the hybrid power system. Simultaneously start the internal combustion engine and / or the electric motor by the control core to transmit power to the driving mechanism. Switch off the hybrid power system to display a zero battery capacity. Switch the hybrid power system to a standby mode.

[0008] In one embodiment of the present invention, the equivalent consumption minimization strategy establishes a four-loop formula to perform a global search on the required torque, the rotation speed of the electric motor, and the remaining battery capacity of the battery, and uses a global grid search to calculate the minimum equivalent consumption of all conditions, and output a multi-dimensional table.

[0009] In one embodiment of the present invention, the function of minimum equivalent consumption is J=min[m e +f(SOC)*m m ]+γ.

[0010] In one embodiment of the present invention, via a multi-dimensional table and by inputting parameters of a specific required torque, a rotation speed of the electric motor, and a remaining battery capacity, an array of corresponding values ​​of the minimum equivalent consumption is obtained, and a corresponding output torque of the internal combustion engine is found within the array of values. Effect of the Invention

[0011] As described above, the hybrid power system of the present invention is suitable for vehicles, and the hybrid power system has an internal combustion engine, an electric motor, a storage battery, and a driving mechanism. Through the equivalent consumption minimization strategy, the minimum energy consumption under different parameter conditions such as torque, rotation speed, remaining battery, etc. can be calculated, so as to achieve the purpose of efficient driving and power recycling. Through the equivalent consumption minimization strategy, the hybrid power system can automatically adjust the output ratio of the dual power of the internal combustion engine and the electric motor, thereby improving the operation durability of the hybrid power system and avoiding damage and security problems caused by excessive charging / discharging of the storage battery.

[0012] Furthermore, the hybrid power system optimization method of the present invention adopts an equivalent consumption minimization strategy to set a minimum equivalent consumption function, which can calculate the minimum equivalent fuel consumption of the internal combustion engine and the electric motor under the test conditions, and also adds a penalty value to the minimum equivalent consumption function, and uses a global grid search to output a multi-dimensional table to calculate the performance of the hybrid power system under different parameter conditions. [Brief description of the drawings]

[0013] [Figure 1] FIG. 1 is a structural schematic diagram of a hybrid power system according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a block schematic diagram of the hybrid power system of FIG. 1. [Diagram 3] 3 is a flowchart of a method for optimizing the hybrid power system of FIG. 2. [Figure 4] FIG. 4 is a schematic diagram of a loop calculation of an equivalent consumption minimization strategy of the hybrid power system of FIG. 3. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] FIG 1 is a structural schematic diagram of a hybrid power system according to one embodiment of the present invention. FIG 2 is a block schematic diagram of the hybrid power system of FIG 1.

[0015] 1 and 2, the hybrid power system 100 of the present invention is suitable for vehicles. Through the optimal strategy, it achieves the objectives of efficient driving and power recycling, and also achieves the optimal allocation of hybrid power. Figure 3 is a flow chart of the optimization method of the hybrid power system of Figure 2.

[0016] With reference to FIGS. 1 and 2, the hybrid power system 100 includes a control core 110, a drive mechanism 120, an internal combustion engine 130, an electric motor 140, and a battery 150.

[0017] The control core 110 is, for example, a central processing unit of a vehicle, configured to receive various signals to determine the operating state, and output corresponding control commands according to program logic to achieve the purpose of automatic mode switching. The drive mechanism 120 is controlled by the control core 110. The drive mechanism 120 is, for example, connected to the tires of the vehicle. The internal combustion engine 130 is connected to the drive mechanism 120 and controlled by the control core 110. The electric motor 140 is connected to the drive mechanism 120 and controlled by the control core 110. The storage battery 150 is coupled to the electric motor 140 and the control core 110. The storage battery 150 may be a rechargeable battery using lead-acid cells, nickel-metal hydride batteries, lithium-ion batteries, aluminum cells, or fuel cells.

[0018] Referring to FIG. 3, the required torque T dWhen the required torque T is input to the control core 110, the control core 110 executes the equivalent consumption minimization strategy (shown in FIG. 3 ) and starts the internal combustion engine 130 and / or the electric motor 140 to transmit power to the drive mechanism 120. That is, the control core 110 calculates the required torque T based on the equivalent consumption minimization strategy. d Under these conditions, the optimal power output ratio of the internal combustion engine 130 and the electric motor 140 is calculated.

[0019] 1 and 2, the drive mechanism 120 has a first clutch 121, a second clutch 122, a first rotating wheel 123, a second rotating wheel 124, and a conveyor belt 125. The first clutch 121 is disposed around a first rotating shaft 131 of the internal combustion engine 130. The second clutch 122 is disposed around a second rotating shaft 141 of the electric motor 140. The first rotating wheel 123 is connected to the first clutch 121. The second rotating wheel 124 is connected to the second clutch 122. The conveyor belt 125 is disposed around the first rotating wheel 123 and the second rotating wheel 124.

[0020] 1 and 2, the hybrid power system 100 is suitable for switching to the power mode of the internal combustion engine 130, i.e., switching off the electric motor 140 and using the internal combustion engine 130 as a single power source. When the control core 110 starts the internal combustion engine 130, the control core 110 locks the first clutch 121 and releases the second clutch 122. The power of the internal combustion engine 130 is transmitted to the first clutch 121 through the first rotating shaft 131. Since the first clutch 121 is locked to the first rotating shaft 131, the first clutch 121 and the first rotating wheel 123 rotate together with the first rotating shaft 131, and drive the second rotating wheel 124 to rotate relative to the second rotating shaft 141 through the first rotating wheel 123 and the conveyor belt 125.

[0021] 1 and 2, the hybrid power system 100 is suitable for switching the electric motor 140 into a power mode, i.e., switching off the internal combustion engine 130 and using the electric motor 140 as a single power source. When the control core 110 starts the electric motor 140, the control core 110 locks the second clutch 122 and releases the first clutch 121. The power of the electric motor 140 is transmitted to the second clutch 122 through the second rotating shaft 141. Since the second clutch 122 is locked to the second rotating shaft 141, the second clutch 122 and the second rotating wheel 124 rotate together with the second rotating shaft 141, and drive the first rotating wheel 123 to rotate relative to the first rotating shaft 131 through the second rotating wheel 124 and the conveyor belt 125.

[0022] 1 and 2, the hybrid power system 100 is suitable for switching to a maximum power mode, i.e., starting the internal combustion engine 130 and the electric motor 140 simultaneously as dual power output. When the control core 110 starts the internal combustion engine 130 and the electric motor 140, the control core 110 simultaneously locks the first clutch 121 and the second clutch 122. The internal combustion engine 130 drives the first rotating wheel 123 via the first rotating shaft 131 and the first clutch 121, and the electric motor 140 drives the second rotating wheel 124 via the second rotating shaft 141 and the second clutch 122, thereby achieving the purpose of maximizing the power output.

[0023] 1 and 2, the hybrid power system 100 is suitable for charging the storage battery 150 to achieve the purpose of power recycling. The trigger condition is that the remaining battery of the storage battery 150 is lower than a default value (e.g., less than 20%), and the control core 110 switches the electric motor 140 into a generator mode. When the electric motor 140 is switched into a generator mode, the control core 110 simultaneously locks the first clutch 121 and the second clutch 122, so that the electric motor 140 is switched off at this time and uses the internal combustion engine 130 as a single power source. The power of the internal combustion engine 130 drives the first rotating wheel 123, the conveyor belt 125, and the second rotating wheel 124 in sequence through the first rotating shaft 131, and drives the second rotating shaft 141 to rotate in the electric motor 140, thereby charging the storage battery 150.

[0024] In this way, when the hybrid power system 100 uses the internal combustion engine 130 as the sole power source, it is adapted to recycle some of the power for use in charging. After the remaining battery in the storage battery 150 has risen to a safe level, the control core 110 automatically disables the generator mode of the electric motor 140 and returns to the drive mode.

[0025] 1 and 2, the hybrid power system 100 further includes a first torque sensor 160 and a second torque sensor 170. The first torque sensor 160 is connected between the drive mechanism 120 and the internal combustion engine 130 and is coupled to the control core 110. The first torque sensor 160 is configured to detect a torque value when the internal combustion engine 130 is operating and return the torque value to the control core 110. The second torque sensor 170 is connected between the drive mechanism 120 and the electric motor 140 and is coupled to the control core 110. The second torque sensor 170 is configured to detect a torque value when the electric motor 140 is operating and return the torque value to the control core 110.

[0026] 1 and 2, the hybrid power system 100 further includes a dynamometer 180 and a third torque sensor 190. The dynamometer 180 is connected to the second rotating wheel 124 of the drive mechanism 120 via a third rotating shaft 181, and the third rotating shaft 181 and the second rotating shaft 141 are coaxially arranged. The third torque sensor 190 is connected between the dynamometer 180 and the drive mechanism 120. Specifically, the dynamometer 180 serves as a load simulator, i.e., the weight of the vehicle itself and the resistance generated during driving, which is beneficial to improving the simulation accuracy of the equivalent consumption minimization strategy executed by the hybrid power system 100.

[0027] 1, the hybrid power system 100 further includes an encoder EC arranged around the first rotating shaft 131, configured to measure the rotation speed of the internal combustion engine 130 and feed back a signal to the control core 110. The control core 110 is suitable for receiving the signal values ​​of the encoder EC, the first torque sensor 160, and the second torque sensor 170, and dynamically switching the lock and release states of the first clutch 121 and the second clutch 122. In this way, the control core 110 can optimize the power output ratio of the internal combustion engine 130 and the electric motor 140 and achieve the purpose of minimizing energy consumption.

[0028] 1 to 3, the optimization method for the hybrid power system 100 of the present invention will be described below. Step S1: A required torque T d When T is zero, the hybrid power system 100 is not started. Step S2: The hybrid power system 100 is switched to a standby mode. Step S3: A user-requested torque T d is input to the control core 110, and the hybrid power system 100 is started. Step S4: Required torque T dis any value greater than zero. Step S5: For a negative result, switch the hybrid power system 100 to standby mode. Step S6: For a positive result, execute the equivalent consumption minimization strategy by the control core 110 of the hybrid power system 100. At the same time, based on the judgment of the equivalent consumption minimization strategy, the control core 110 starts the internal combustion engine 130 and / or the electric motor 140 to transmit power to the drive mechanism 120. In this way, the control core 110 can optimize the power output ratio of the internal combustion engine 130 and the electric motor 140. Step S7: When the hybrid power system 100 is switched off, that is, when the vehicle is turned off and the power of the storage battery 150 is displayed as zero, the hybrid power system 100 is directed to steps S1 and S2 and switches to standby mode.

[0029] Furthermore, the equivalent consumption minimization strategy (ECMS) uses the simulation results of the system to present a multi-dimensional look-up table. The multi-dimensional look-up table is encoded by a program and directly downloaded to the control core 110, so that the control core 110 can quickly search for the optimal solution according to various conditions, and thereby adjust the power output ratio of the internal combustion engine 130 and the electric motor 140. Therefore, the equivalent consumption minimization strategy is suitable for power management and electric energy / power systems. The equivalent consumption minimization strategy also optimizes the power recycling of the hybrid power system 100 during braking and downhill coasting, such as the brake torque distribution and hydraulic pressure of the front and rear wheels, and the brake power recycling of the in-wheel motor. That is, the power recycling technology of the hybrid power system 100 can establish the optimal distribution strategy under different driving modes.

[0030] FIG. 4 is a schematic diagram of a loop calculation of an equivalent consumption minimization strategy of the hybrid power system of FIG.

[0031] 1 to 4, when the control core 110 executes the equivalent consumption minimization strategy, four loop calculation formulas are established. The first loop F1 calculates the required torque T d The second loop F2 is the rotation speed Nm of the electric motor 140. The third loop F3 is the remaining battery capacity SOC. The fourth loop F4 is a function of the minimum equivalent consumption. The function of the minimum equivalent consumption is J=min[m e +f(SOC)*m m ]+γ.

[0032] Required torque T d , the rotation speed of the electric motor 140 N m , and the remaining battery capacity SOC of the battery 150. For example, d The search range of the required torque T is 1Nm to 1000Nm, the search range of the rotation speed Nm is 1rpm to 6000rpm, and the search range of the remaining battery capacity SOC is 1% to 100%. A global grid search is used to calculate multiple minimum equivalent consumptions for all conditions, and a multi-dimensional table is output. d When the torque is 500Nm, the rotation speed Nm is 1500rpm, and the remaining battery SOC is 65%, the above three parameters are J=min[m e +f(SOC)*m m ]+γ, we can obtain one of the values ​​of the minimum consumption. For the global grid search, the required torque T d , rotation speed N m , and the remaining battery capacity SOC are sequentially calculated as J=min[m e +f(SOC)*m m ] + γ to obtain all values ​​of minimum equivalent consumption J within the search range and rearrange the multidimensional table.

[0033] Through multi-dimensional tables and specific required torque T d , the rotation speed of the electric motor 140 N m, and the remaining battery capacity SOC to obtain an array of corresponding values ​​of the minimum equivalent consumption J, and in the array of values, the corresponding output torque T e Furthermore, the required torque T d is satisfied by the output power of the internal combustion engine 130 and the electric motor 140. In the equivalent consumption minimization strategy, the rotation speed N e and the rotation speed of the electric motor N m The ratio of the output torque T of the internal combustion engine 130 is set to 1:4. e is the required torque T d , the rotation speed of the electric motor N m , and the remaining battery capacity SOC.

[0034] Furthermore, since the hybrid power system 100 of the present invention pursues minimum energy consumption, the minimum equivalent consumption function J=min[m e +f(SOC)*m m ]+γ to calculate the total dynamic energy consumption of the hybrid power system 100. In the minimum equivalent consumption function, the electrical energy consumption of the electric motor 140 is converted to an equivalent fuel consumption and summed with the fuel consumption of the internal combustion engine 130 to obtain the equivalent total fuel consumption (minimum equivalent consumption J).

[0035] Specifically, in the above minimum equivalent consumption function, m e is the actual fuel consumption of the internal combustion engine 130, and m m is the equivalent fuel consumption of the electric motor 140.

[0036] In the minimum equivalent consumption function, the weight f(SOC) of the battery state of charge is designed so that the electric motor can be used in good working condition together with the storage battery 150. The relationship curve between the weight value f(SOC) and the battery state of charge is expressed by the formula f(SOC)=1-(1-0.7x soc )*x soc 3 can be obtained by:

[0037] The hybrid power system 100 assigns a weighting value f(SOC) according to the state of charge of the storage battery 150 at each sampling time. When the remaining charge of the storage battery 150 is high, the weighting value f(SOC) is low, and when the remaining charge of the storage battery 150 is low, the weighting value f(SOC) is high. For example, when the remaining charge of the storage battery 150 is low and the weighting value f(SOC) is high, the weighting value f(SOC) is set to 0.05 for the same rotation speed N m Equivalent fuel consumption of 140 electric motors in m m increases, i.e., when the battery is low, the storage battery 150 consumes more energy and when the battery is high, it saves more energy.

[0038] γ is a penalty value for the physical limitations of the elements. When the hybrid power system 100 executes the minimum equivalent consumption function to calculate the output torque of the dual power, the minimum equivalent consumption function gives a penalty value γ if the input torque parameters exceed the actual physical limitations of the internal combustion engine 130 and the electric motor 140. The minimum equivalent consumption J calculated by the minimum equivalent consumption function produces a maximum value, and this best value result is not used by the control core 110.

[0039] Specifically, the fuel consumption m of the internal combustion engine 130 e When the fuel consumption m is calculated, the hybrid power system 100 obtains the current brake-specific fuel consumption (BSFC) via a two-dimensional lookup based on the torque and rotation speed sampled at each instant. e The formula is as follows:

[0040]

number

[0041] T e is the output torque of the internal combustion engine, and N e is the output rotation speed of the internal combustion engine.

[0042] In more detail, the equivalent fuel consumption of the electric motor 140 is m m are two modes of the electric motor 140, namely, m m =m m,t +m m,g The former (m m,t ) is the motor drive mode, and the latter (m m,g ) is the generator mode.

[0043] 1 to 4, in the motor drive mode, the electric motor 140 converts the electric energy of the storage battery 150 into power and outputs it to the drive mechanism 120. The formula for the equivalent fuel consumption is m m,t =295*(T m *N m / 1000) / 3600*η m In the above formula, m m,t indicates the equivalent fuel consumption in motor drive mode, and T m and N m are the output torque and rotation speed in the motor drive mode, respectively, and η m indicates the rotational efficiency of the electric motor 130 in the motor mode.

[0044] When the electric motor 140 is switched to the generator mode, the power of the internal combustion engine 130 is transmitted to the second rotating shaft 141 of the electric motor 140, driving the second rotating shaft 141 to rotate within the electric motor 140 and charging the storage battery 150. The formula for the equivalent fuel consumption is m m,g =295*(T m *N m / 1000) / 3600*η g In the above formula, m m,g denotes the equivalent fuel consumption in generator mode, and T m and N m respectively indicate the torque in generator mode (negative torque values ​​indicate generator mode) and the rotational speed (the driving mode and generator mode have the same rotational speed), and η g indicates the rotational efficiency of the electric motor 130 in generator mode.

[0045] As described above, the hybrid power system of the present invention is suitable for vehicles, and the hybrid power system has an internal combustion engine, an electric motor, a storage battery, and a driving mechanism. Through the equivalent consumption minimization strategy, the minimum energy consumption under different parameter conditions such as the required torque, the rotation speed of the motor, and the remaining battery can be calculated, so as to achieve the purpose of efficient driving and power recycling. Through the equivalent consumption minimization strategy, the hybrid power system can automatically adjust the output ratio of the dual power of the internal combustion engine and the electric motor, thereby improving the operation durability of the hybrid power system and avoiding damage and security problems caused by excessive charging / discharging of the storage battery.

[0046] Furthermore, the hybrid power system optimization method of the present invention adopts an equivalent consumption minimization strategy to set a minimum equivalent consumption function, which can calculate the minimum equivalent fuel consumption of the internal combustion engine and the electric motor under the test conditions, and also adds a penalty value to the minimum equivalent consumption function, and calculates the performance of the hybrid power system under different parameter conditions by using a global grid search to output a multi-dimensional table. [Industrial Applicability]

[0047] The hybrid power system and its optimization method of the present invention can improve the operational durability of the hybrid power system. [Explanation of symbols]

[0048] 100 Hybrid Power System 110 Control Core 120 Drive mechanism 121 First clutch 122 Second clutch 123 First Wheel 124 2nd Wheel 125 Conveyor Belt 130 Internal Combustion Engine 131 First Rotation Axis 140 Electric Motor 141 Second Rotation Axis 150 Battery 160 First torque sensor 170 Second torque sensor 180 Dynamometer 190 3rd torque sensor EC Encoder F1 1st Loop F2 2nd Loop F3 3rd Loop F4 4th Loop S1~S7 steps f(SOC) weighting value m e fuel consumption m m equivalent fuel consumption N m Rotational speed T d Required Torque SOC remaining battery capacity J Minimum equivalent consumption γ penalty value

Claims

1. A control core; a drive mechanism controlled by the control core; an internal combustion engine connected to the drive mechanism and controlled by the control core; an electric motor connected to the drive mechanism and controlled by the control core; a storage battery coupled to the electric motor and the control core; When a required torque is input to the control core, the control core executes an equivalent consumption minimization strategy and starts the internal combustion engine and / or the electric motor to transmit power to the drive mechanism; The equivalent consumption minimization strategy is suitable for performing a number of operations, and establishes a four-loop calculation formula, including a first loop which is a required torque, a second loop which is a rotation speed of the electric motor, a third loop which is a remaining battery capacity, and a fourth loop which is a function of a minimum equivalent consumption, and the required torque, the rotation speed of the electric motor, and the remaining battery capacity of the storage battery are substituted into the function of a minimum equivalent consumption to calculate, and a value of one of the minimum equivalent consumptions can be obtained, and the function of the minimum equivalent consumption is expressed as J=min[m ｅ + f(SOC) * m ｍ ] + γ, a hybrid power system, wherein the required torque is equal to the sum of the output torque of the internal combustion engine and the output torque of the electric motor, J is the minimum equivalent consumption, SOC is the remaining battery capacity, m e is the actual fuel consumption of the internal combustion engine, m m is the equivalent fuel consumption of the electric motor, and γ is a penalty value.

2. the drive mechanism includes a first clutch, a second clutch, a first rotating wheel, a second rotating wheel, and a conveyor belt; the first clutch is disposed around a first rotary shaft of the internal combustion engine; the second clutch is disposed around a second rotating shaft of the electric motor; the first rotating wheel is connected to the first clutch; the second rotating wheel is connected to the second clutch; The hybrid power system of claim 1 , wherein the conveyor belt is disposed about the first rotating wheel and the second rotating wheel.

3. 3. The hybrid power system of claim 2, wherein when the control core starts the internal combustion engine, the control core locks the first clutch and disengages the second clutch, and the internal combustion engine drives the second rotating wheel to rotate relative to the second rotating shaft via the first rotating wheel and the conveyor belt.

4. 3. The hybrid power system of claim 2, wherein when the control core activates the electric motor, the control core locks the second clutch and disengages the first clutch, and the electric motor drives the first rotating wheel to rotate relative to the first rotating shaft via the second rotating wheel and the conveyor belt.

5. 3. The hybrid power system of claim 2, wherein when the control core starts the internal combustion engine and the electric motor, the control core locks the first clutch and the second clutch, the internal combustion engine drives the first rotating wheel via the first rotating shaft, and the electric motor drives the second rotating wheel via the second rotating shaft.

6. 3. The hybrid power system of claim 2, wherein when the electric motor is switched to the generator mode, the control core locks the first clutch and the second clutch, the internal combustion engine drives the first rotating wheel and the second rotating wheel via the first rotating shaft, and the second rotating shaft rotates within the electric motor to charge the storage battery.

7. further comprising a first torque sensor and a second torque sensor; the first torque sensor is connected between the drive mechanism and the internal combustion engine and is coupled to the control core; The hybrid power system of claim 1 , wherein the second torque sensor is connected between the drive mechanism and the electric motor and is coupled to the control core.

8. further comprising an encoder; 3. The hybrid power system of claim 2, wherein the encoder is disposed about the first rotating shaft and configured to measure a rotational speed of the internal combustion engine and feed back a signal to the control core.

9. A method for calculating a minimum equivalent fuel consumption of a hybrid power system and the performance of the hybrid power system under different parameter conditions, comprising: A control core; a drive mechanism controlled by the control core; an internal combustion engine connected to the drive mechanism and controlled by the control core; an electric motor connected to the drive mechanism and controlled by the control core; a storage battery coupled to the electric motor and the control core; A method for optimizing a hybrid power system, comprising: switching the hybrid power system to a standby mode in which the hybrid power system is not activated when the required torque detected by the control core is zero; inputting the requested torque into the control core to start up the hybrid power system; determining whether the requested torque is any value greater than zero; upon a negative result, switching the hybrid power system to the standby mode; and and executing, upon a positive outcome, an equivalent consumption minimization strategy by the control core of the hybrid power system. Starting the internal combustion engine and / or the electric motor simultaneously by the control core to transmit power to the drive mechanism; switching off the hybrid power system to indicate zero battery capacity; Including, The equivalent consumption minimization strategy is suitable for performing a number of operations, and establishes a four-loop calculation formula, including a first loop which is a required torque, a second loop which is a rotation speed of the electric motor, a third loop which is a remaining battery capacity, and a fourth loop which is a function of a minimum equivalent consumption, and the required torque, the rotation speed of the electric motor, and the remaining battery capacity of the storage battery are substituted into the function of a minimum equivalent consumption to calculate, and a value of one of the minimum equivalent consumptions can be obtained, and the function of the minimum equivalent consumption is expressed as J=min[m ｅ + f(SOC) * m ｍ ] + γ, The method for optimizing a hybrid power system, wherein the required torque is equal to the sum of the output torque of the internal combustion engine and the output torque of the electric motor, J is the minimum equivalent consumption, SOC is the remaining battery capacity, me is the actual fuel consumption of the internal combustion engine, mm is the equivalent fuel consumption of the electric motor, and γ is a penalty value.

10. 10. The method for optimizing a hybrid power system according to claim 9, further comprising: inputting parameters of the specific required torque, the rotational speed of the electric motor, and the remaining battery capacity to obtain an array of corresponding values ​​of the minimum equivalent consumption; and finding a corresponding output torque of the internal combustion engine within the array of values.

11. the drive mechanism includes a first clutch, a second clutch, a first rotating wheel, a second rotating wheel, and a conveyor belt; the first clutch is disposed around a first rotary shaft of the internal combustion engine; the second clutch is disposed around a second rotating shaft of the electric motor; the first rotating wheel is connected to the first clutch; the second rotating wheel is connected to the second clutch; The method of optimizing a hybrid power system as recited in claim 9 , wherein the conveyor belt is disposed around the first rotating wheel and the second rotating wheel.

12. 12. The method of optimizing a hybrid power system according to claim 11, wherein when the control core starts the internal combustion engine, the control core locks the first clutch and disengages the second clutch, and the internal combustion engine drives the second rotating wheel to rotate relative to the second rotating shaft via the first rotating wheel and the conveyor belt.

13. 12. The method of optimizing a hybrid power system according to claim 11, wherein when the control core starts the electric motor, the control core locks the second clutch and disengages the first clutch, and the electric motor drives the first rotating wheel to rotate relative to the first rotating shaft via the second rotating wheel and the conveyor belt.

14. 12. The method of optimizing a hybrid power system according to claim 11, wherein when the control core starts the internal combustion engine and the electric motor, the control core locks the first clutch and the second clutch, the internal combustion engine drives the first rotating wheel via the first rotating shaft, and the electric motor drives the second rotating wheel via the second rotating shaft.

15. 12. The method for optimizing a hybrid power system according to claim 11, wherein when the electric motor is switched to the generator mode, the control core locks the first clutch and the second clutch, and the internal combustion engine drives the electric motor to drive the first rotating wheel and the second rotating wheel and charge the storage battery.

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