# Combination of LiCs and EDLCs with Batteries:
## 3 Results
In the result presented in Figure 10, it is observed throughout the load profile that SC delivered higher currents, while HC delivered lower currents to the load, and this means that their internal resistances were sufficient to divide the load currents effectively between them, allowing SCs to take the high power requirements. It can be said summarily that, although each energy storage has its own unique merits, combining them effectively is very vital to achieving effective and efficient energy utilisation in terms of cost and performance. Specifically, in terms of performance, it is observed that in the response of both HCs and SCs to steep transients, the best results were obtained when both HCs and SCs were directly connected in parallel. Furthermore, when the electric vehicle load profile was applied, there was still an effective load sharing between the two capacitors without any controller; therefore, their internal resistances were sufficient to adequately distribute the load between them. All these point to the advantages of the hybridisation topology being proposed in this research. After having presented the results of the energy storage section of this research, the next thing is to look at the second major aspect, which is the multiple input converter system. A laboratory prototype of the two-input DC-DC converter, as presented in Figure 4b, with a capacity of 150 W,  
Figure 9: The experimental transient response of the SC bank, HC bank, and parallel arrangement of the SC and HC bank to a constant load current of 4.5 A rising to a pulse of 10 A with a rise time of 1 \(\upmu\)s.  
was built such that it could handle up to 12 A under 12 V. Although the converter was only operated in Modes A and B, the whole spectrum of the duty ratio from 15% to 90% in increments of 15% was covered in the test for each mode. At this point, the input of the DC-DC converter was supplied from a laboratory DC power supply such that the voltage could be regulated and kept constant throughout the test. Mode A was set at 5-V input, while Mode B was set at 10-V input. In Figures 11 and 12, the scope results of the inductor current and inductor voltage are presented respectively for operating the multiple input converter in Modes A and B at a duty cycle of 30% and 75%, respectively. One common observation in both figures is that the inductor was operating in continuous conduction mode. Another observation is that the voltage of the inductor was reading zero when the inductor was discharging because the oscilloscope used did not have an isolated input; therefore, the reference ground was affecting the reading of the negative voltage. If an oscilloscope with ground isolation were to be used, the inductor voltages would reflect a negative voltage, reflecting the discharge of the inductor to the DC bus; however, this discharge was seen in the respective inductor currents when the inductor voltage was reading zero, and the inductor current was seen to be reducing, thus accurately reflecting the discharge of the energy stored in the inductor. Figure 11: Scope results showing the inductor \(L_{1}\) current and voltage alongside the associated switching signals of the MOSFETs for operating the multiple input converter in Mode A at (**a**) 30% duty and (**b**) 75% duty. Figure 10: Performance of the experimental SC and HC when directly connected in parallel to a realistic electronic EV load profile. To test for the efficiency of the different inputs of the converter, two different tests were carried out: one was under a constant load current of 1 A, but varying duty cycles and, consequently, varying output voltages, and the second was at constant output voltage of 12 V, but varying load from 10% capacity loading to 100% load. Under the constant load current, the input power was compared to the output power under a constant load of 1 A, then the converter was made to operate over a duty cycle range of 15-90% in increments of 15%. The graph in Figure 13a present the efficiency results of each mode respectively for Modes A and B.