## 3 Results and Discussion  
Two driving cycles are used: CITY II and ECE. The CITY II (city driving schedule in New York) cycle is a city driving pattern that has the characteristic of having stop-and-go traffic conditions at low speeds. This type of cycle is used for all types of vehicles, and the total distance covered in this driving cycle is 6211.5 m with a duration of 867 s. The ECE driving cycle consists of two parts where ECE part 1 represents the elementary urban cycle and ECE part 2 represents extra-urban driving cycle. Where part 1 has the characteristic of lasting 196 s and traveling 994.6 m, part 2 has a duration of 400 s and a total distance of 6955.07 m. For both parts it lasts 596 s with a distance of 7.9496 km.  
Simulation of the C-CM in the Vehicle Powertrain Under Two Terrain Conditions by Means of the CITY II and ECE Driving Cycles  
Figures 8 and 9 show the speed profile of the CITY driving cycle and the load power demand of the vehicle with the characteristics given in Table 1.  
In the previous figures you see the dynamics of city driving with different speeds in a city reflected in the demand for intense power. Note that the \(P_{load}\) profile shows very frequent negative powers  
Figure 8: Speed profile of the CITY driving cycle.  
Figure 9: Vehicle load power profile.  
used to provide energy throughout the handling cycles (see Figures 8 and 14a), unlike the UC power profile (see Figures 11 and 14d) where clearly negative powers are reflected in the UC bank recharge (Figures 13 and 14e) at different time intervals. The UC bank in both driving cycles delivers energy just like the batteries (see Figures 13 and 14e); through the EMS there is recharge of the UCs through regenerative braking or by Bs in both sets of simulations for the CITY and ECE cycles. The discharge occurs when the EMS defines that the UCs deliver power to the motor, and this happens when there is demand reflected in the positive power and the operating restrictions in the EMS are satisfied to make this happen. In both driving cycles the battery acts as the main source and the regenerative braking has no influence on the recharging of the batteries compared to the UCs which are recharged by said brakes or batteries.  
Finally, it is observed that the studied configuration behaves differently depending on the terrain conditions to which the vehicle is subjected to, reflected in the state of charge of the UC bank and B pack. In the ECE cycle in the studied configuration, more energy is extracted from the B pack than in the CITY II cycle reflected in the state of charge at the end of the cycle (SOCb_ECE = 88% and SOCb_CITY = 92%). However, the state of charge of the UC bank is higher in the ECE cycle than the CITY, which implies that the UC bank is more charged in semi-urban conditions than in the city. In both cycles the configuration studied satisfies the load demand. However, these results do not clarify whether the studied configuration influences the performance of the vehicle since in both cases the load demand is satisfied. To shed more light on this question it is necessary to compare it with other configurations under the same conditions. Therefore, two tests are proposed: (i) compare the configuration studied against other typical configurations of a vehicle and (ii) calculate the autonomy of the configuration studied versus other configurations. In both tests, city (CITY cycle) and semi-urban (ECE cycle) terrain conditions are considered.  
Figure 14: Simulations of the multiple converter configuration in the face of ECE driving cycles. (**a**) Speed profile of the ECE driving cycle; (**b**) vehicle load power profile; (**c**) battery pack power; (**d**) UC bank power; (**e**) UC bank state of charge; (**f**) Battery (B) pack state of charge.