## 4 Conclusions  
In this study, a rule-based control method was used to set the energy management control strategy for HEVs and an eCVT was used to adjust the output torque of the ICE to maintain it in the optimal operating region. In addition, the power distribution was determined according to the driver's demand and the battery's SOC. The MATLAB/Simulink tool was used for experimental construction, and the integrity of the control strategy was verified through the NEDC2000 driving mode. The simulation and experimental results confirmed that the operating point of the ICE falls within the optimal BSFC range and the fuel economy and the average BSFC, BSCO, and BSHCs are all better than those of the ICE. Based on the simulation and experimental results, the following conclusions were drawn:  
1. The rule-based system coupled with the power integration and distribution mechanism achieves four energy management strategies, which are motor output, engine output, dual output, and regenerative braking.
2. The energy management control strategy takes into account all the conditions that may be encountered in driving. Introducing more power engagement modes can increase the smoothness of power delivery.
3. The control strategy based on the driver's power demand is not only more rigorous in structure but also closer to the actual vehicle operation mode than speed based. This method effectively avoids the occurrence of unsmooth power switching.
4. Compared to traditional vehicles, HEVs can greatly save fuel consumption and reduce exhaust emissions. HEVs can meet low-carbon requirements and future carbon emission restrictions.  
For future work, continuous adjustment and verification are required to establish a perfect control strategy. It is expected that the control strategy will be complete and implemented on a real vehicle. Simulation and experimental data can be clearly compared, and the method can contribute to the reduction in greenhouse gas emissions. Energy management requires long-term verification tests. More aspects and accurate algorithms for precise control need to be studied so that energy management can be more comprehensive and complete.  
In addition, improvement in the weight and transmission efficiency of the mechanism needs to be considered as these are also directly related to the performance and fuel consumption of the vehicle. The transmission ratio of each part of the vehicle can also be discussed. If the final transmission ratio is too high, the speed will not be high, and if the final transmission ratio is too low, the speed can be increased but the torque will be  
\begin{table}
\begin{tabular}{c c c c} \hline \hline
**Project** & **HEV** & **ICE** & **Percentage** \\ \hline Fuel economy & 24.15 (km/L) & 11.49 (km/L) & Increase 110.18\% \\ Average BSFC & 275 (g/kW-hr) & 293.3 (g/kW-hr) & Decrease 6.24\% \\ Average BSCO & 18.24 (g/kW-hr) & 33.98 (g/kW-hr) & Decrease 46.32\% \\ Average BSHCs & 3.1 (g/kW-hr) & 10.25 (g/kW-hr) & Decrease 69.76\% \\ \hline \hline \end{tabular}
\end{table}
Table 1: Datasheet of HEV experimental results.  
insufficient. Slippage of the eCVT drive belt is also one of the critical factors connected to the overall performance, limiting the range of the transmission ratio within the workable range to improve the operational reliability. Additionally, an analysis of power loss and regenerative braking efficiency needs to be carried out.  
Conceptualization, K.D.H.; methodology, K.D.H. and P.-T.C.; software, M.-K.N. and P.-T.C.; validation, M.-K.N. and P.-T.C.; formal analysis, M.-K.N. and P.-T.C.; investigation, M.-K.N. and P.-T.C.; resources, K.D.H.; data curation, P.-T.C.; writing--original draft preparation, M.-K.N. and P.-T.C.; writing--review and editing, M.-K.N. and P.-T.C.; visualization, K.D.H.; supervision, K.D.H. All authors have read and agreed to the published version of the manuscript.  
This research received no external funding.  
Not applicable.  
The authors declare no conflict of interest.