## 3 Results and Discussion
In the rest of the time, due to the activation of the braking mode, the power integration distribution mechanism does not allow the power to be transmitted to the ICE, so the torque received is 0. In addition, Figure 9 shows that the output torque of the power integration distribution mechanism is more stable than that of the eCVT and the wheel output torque is twice the reduction ratio of the eCVT. Figure 8: Output speed diagram of various components in the NEDC2000 driving cycle. Figure 10 is a BSFC diagram of the output of the internal combustion engine in the NEDC2000 driving cycle. The first start time of the ICE is 70 s, and the time ratio of maintaining the optimal operating point region is 77.1%. The second start time is 186 s, and the time ratio of maintaining the optimal operating point region is 91.9%. During the NEDC2000 driving mode, the proportion of the internal combustion engine falling in the optimal operating area is 87.9%, and the blue drop point indicates the operating area of the internal combustion engine. Since the eCVT is used to adjust the deceleration ratio of the output to the wheels, the operation area of the ICE falls within the most fuel-efficient range, without affecting the performance of the HEV, which greatly reduces fuel consumption. Figure 11 shows the emission map of various pollutants of the internal combustion engine, including BSCO and BSHCs. Figure 10: ICE BSFC diagram with the NEDC2000 driving cycle. Figure 9: Output torque diagram of various components in the NEDC2000 driving cycle. Figure 12 shows the SOC diagram and the voltage output diagram of the battery in the NEDC2000 driving cycle. From the 253 rd to the 310 th s, the ICE mode is used, where the electric motor is turned into a generator. At this time, the vehicle speed is low and the generator must consume power to reduce the load on the motor to reduce the vehicle speed. From the 393 rd to the 516 th s, the ICE mode is used and the kinetic energy is converted into electrical energy to recharge the battery, so the SOC value slowly rises. From the 547 th to the 562 nd s, it switches from the dual-power mode to the ICE mode and the electric energy is also recharged to the battery. Table 1 shows the calculation results of the HEV and the ICE with the NEDC2000 driving pattern. The inspection items include the fuel economy and the average BSFC,  
Figure 11: ICE pollutant emission map with the NEDC2000 driving cycle: (**a**) brake-specific carbon monoxide emission (BSCO) and (**b**) brake-specific hydrocarbons (BSHCs). Figure 12: Battery voltage and SOC diagram with the NEDC2000 driving cycle. BSCO, and BSHC values. The fuel economy uses the grams consumed by the BSFC per power hour, and the average value of the output power of the ICE and the BSFC integral is taken as the fuel consumption estimation. From the results, it is determined that the fuel economy of an HEV is much better than that of an ICE, by up to 2.1 times. In addition, the average BSFC, average BSCO, and average BSHCs of an HEV are better than those of an ICE. This is because the integrated power distribution system and eCVT maintain the stable output of the ICE in the highest-efficiency region and do not increase the load of the ICE due to the increased load. An effective use of energy management control strategies can indeed improve the increased load on the ICE caused by the mode-switching problem.