Merge branch 'IVT/develop' into develop

# Conflicts: # Documentation/User Manual Source/Release Notes Vecto3.x.pdf # VectoCore/VectoCore/Models/Simulation/Impl/SimulatorFactory/SimulatorFactory.cs

Merge branch 'IVT/develop' into develop
8d947c80 · Markus Quaritsch · 95032fdc · 63f6b122 · 8d947c80 · 8d947c80
Commit 8d947c80 authored 2 years ago by Markus Quaritsch
--- a/Documentation/GUI Source/Source.pptx
+++ b/Documentation/GUI Source/Source.pptx
--- a/Documentation/User Manual/1-user-interface/0_start.md
+++ b/Documentation/User Manual/1-user-interface/0_start.md
@@ -46,6 +46,6 @@ This User Manual consists of 4 Parts:
 - [Input and Output](#input-and-output):
    : Describes the input and output file formats.

-This user manual describes verson 3.3.x of Vecto. 
+This user manual describes verson 3.3.x of VECTO. 


--- a/Documentation/User Manual/1-user-interface/B_mainform.md
+++ b/Documentation/User Manual/1-user-interface/B_mainform.md
@@ -76,15 +76,15 @@ In this tab the global calculation settings can be changed.
 :   Toggle output of modal results (.vmod files) in declaration mode. A Summary file (.vsum) is always created.

 ![cb](pics/checkbox.png) Modal results in 1Hz
-:   If selected, the modal results (.vmod file) will be converted into 1Hz after the simulation. This may add certain artefacts in the resulting modal results file.
+:   If selected, the modal results (.vmod file) will be converted into 1Hz after the simulation. This may add certain artifacts in the resulting modal results file.

 **MISC**

 Validate Data
 :    Enables or disables internal checks if the model parameters are within a reasonable range. When simulating a new vehicle model it is good to have this option enabled. If the model parameters are from certified components or the model data has only been modified slightly this check may be disabled. The VECTO simulation will abort anyways if there is an error in the model parameters. Enabling this option increases the simulation time by a few seconds.

-Output values in vmod at beginning and end of simulation iterval
-:    By default VECTO writes the simulation results at the middle of every simulation interval. If this option is enabled, the .vmod file will contain two entries for every simulation interval, one at the beginning and one at the end of the simulation interval. Enabling this option may be helpful for analysing the trace of certain signals but can not be used for quantitative analyses of the fuel consumption, average power losses, etc. The generated modal result file has the suffix '_sim'. The picture below shows the difference in the output (top: conventional, bottom: if this option is checked)
+Output values in vmod at beginning and end of simulation interval
+:    By default VECTO writes the simulation results at the middle of every simulation interval. If this option is enabled, the .vmod file will contain two entries for every simulation interval, one at the beginning and one at the end of the simulation interval. Enabling this option may be helpful for analyzing the trace of certain signals but can not be used for quantitative analyses of the fuel consumption, average power losses, etc. The generated modal result file has the suffix '_sim'. The picture below shows the difference in the output (top: conventional, bottom: if this option is checked)

 ![Regular VECTO .vmod output (top) vs. beginning and end of simulation interval (bottom)](pics/VECTO_vmod_vgl.png)

@@ -136,7 +136,7 @@ Depending on the colour the following message types are displayed:

 Note that the [message log](#application-files) can be opened in the ![](pics/Misc-Tools-icon.png) Tools menu with **Open Log**.

-In addition to the log messages shown in the message list, Vecto writes more elaborate messages in the subdirectory logs. If multiple simulations are run in parallel (e.g., in declartion mode a vehicle is simulated on different cycles with different loadings) a separate log-file is created for every simulation run.
+In addition to the log messages shown in the message list, VECTO writes more elaborate messages in the subdirectory logs. If multiple simulations are run in parallel (e.g., in declaration mode a vehicle is simulated on different cycles with different loadings) a separate log-file is created for every simulation run.

 Statusbar
 : Displays current status and progress of active simulations. When no simulation is executed the current mode is displayed (Engineering or Declaration Mode).
--- a/Documentation/User Manual/1-user-interface/D1_VECTO-Job-Editor.md
+++ b/Documentation/User Manual/1-user-interface/D1_VECTO-Job-Editor.md
@@ -40,12 +40,12 @@ Filepath to the Vehicle File (.vveh)
 Filepath to the Engine File (.veng)
 :	Files can be created and edited using the [Engine Editor](#engine-editor).

-Filepath ot the Gearbox File(.vgbx)
+Filepath to the Gearbox File(.vgbx)
 :	Files can be created and edited using the [Gearbox Editor](#gearbox-editor).

-Filepath ot the Shift Parameters File(.vtcu)
+Filepath to the Shift Parameters File(.vtcu)

-Filepath ot the Hybrid Strategy Parameters File(.vhctl)
+Filepath to the Hybrid Strategy Parameters File(.vhctl)
 :	Files can be created and edited using the [Hybrid Strategy Parameters Editor](#hybrid-strategy-parameters-editor).


@@ -56,8 +56,8 @@ Filepath ot the Hybrid Strategy Parameters File(.vhctl)
 <div class="declaration">
 Auxiliaries
 :	This group contains input elements to define the engine's load from the auxiliaries.
-In Declaration Mode only the pre-defined auxiliaries are available and their power-demand is also pre-defined, depending on the vehicle category and driving cycle. 
-The list contains the pre-defined auxiliaries where the concrete technology for each auxiliary can be configured using the [Auxiliary Dialog](#auxiliary-dialog). 
+In Declaration Mode only the predefined auxiliaries are available and their power-demand is also predefined, depending on the vehicle category and driving cycle. 
+The list contains the predefined auxiliaries where the concrete technology for each auxiliary can be configured using the [Auxiliary Dialog](#auxiliary-dialog). 
 **Double-click** entries to edit with the [Auxiliary Dialog](#auxiliary-dialog). No other types of auxiliaries can be used in declaration mode.
 </div>

@@ -65,7 +65,7 @@ The list contains the pre-defined auxiliaries where the concrete technology for
 Auxiliaries
 :	In Engineering Mode the auxiliary power demand can be defined in three ways. 

-The first option is to define the power demand directly in the driving cycle in the column "Padd" (see [Driving Cycles](#driving-cycles-.vdri). This allows to vary the auxiliary load over distance (or time, for time-based driving cycles).
+The first option is to define the power demand directly in the driving cycle in the column "Padd" (see [Driving Cycles](#driving-cycles-.vdri). This allows to vary the auxiliary load over distance (or time, for time-based driving cycles). TODO: ask for Padd

 The second option is to define a constant power demand over the whole cycle. The auxiliary power demand can be specified depending on whether the combustion engine is on or off and the vehicle is driving. The auxiliary power demand during engine-off phase is corrected in the [post-processing](#engine-fuel-consumption-correction).

@@ -98,12 +98,12 @@ In Engineering Mode the cycles can be freely selected. All declaration cycles ar
 : ![remcycle](pics/minus-circle-icon.png) Remove the selected cycle from the list


-### Driver Assist Tab
+### Driver Model Tab

 ![](pics/JobForm_DriverModel.png)


-In this tab the driver assistance functions are enabled and parameterised. The parameters for overspeed, look-ahead coasting and driver acceleration can only be modified in Engineering Mode.
+In this tab the driver assistance functions are enabled and parameterized. The parameters for overspeed, look-ahead coasting and driver acceleration can only be modified in Engineering Mode.

 Overspeed
 :	See [Overspeed](#driver-overspeed) for details.

--- a/Documentation/User Manual/1-user-interface/D2_VTP-Job-Editor.md
+++ b/Documentation/User Manual/1-user-interface/D2_VTP-Job-Editor.md
@@ -29,7 +29,7 @@ In declaration mode the manufacturer's record file needs to be provided. Further

 ### Relative File Paths

-It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. Example: "Vehicles\\Vehicle1.xml" points to the "Vehicles" subdirectory of the Job File's directoy.
+It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. Example: "Vehicles\\Vehicle1.xml" points to the "Vehicles" subdirectory of the Job File's directory.

 VECTO automatically uses relative paths if the input file (e.g. Vehicle File) is in the same directory as the Job File. (*Note:* The Job File must be saved before browsing for input files.)


--- a/Documentation/User Manual/1-user-interface/E_VECTO-Editor_Aux.md
+++ b/Documentation/User Manual/1-user-interface/E_VECTO-Editor_Aux.md
@@ -7,7 +7,7 @@
 ### Description


-The Auxiliary Dialog is used to configure auxiliaries. In [Declaration Mode](#declaration-mode) the set of auxiliaries and their power demand is pre-defined. For every auxiliary the user has to select the technology from a given list. 
+The Auxiliary Dialog is used to configure auxiliaries. In [Declaration Mode](#declaration-mode) the set of auxiliaries and their power demand is predefined. For every auxiliary the user has to select the technology from a given list. 

 ### Settings

@@ -24,7 +24,7 @@ For the  steering pump multiple technologies can be defined, one for each steere
 </div>

 <div class="engineering">
-In Engineering Mode the auxiliary power demand can either be specified in the driving cycle over distance (or time), specified as constant load, or via the bus auxiliaires. For more details see [the Auxiliaries tab in the Job editor](#job-editor).
+In Engineering Mode the auxiliary power demand can either be specified in the driving cycle over distance (or time), specified as constant load, or via the bus auxiliaries. For more details see [the Auxiliaries tab in the Job editor](#job-editor).
 </div>


@@ -38,59 +38,62 @@ In Engineering Mode the electrical and mechanical power demand for the electric

 #### Electric System

-Current Demand Engine On
+Current Demand Engine On \[A\]
 :   Demand of the electric system when the ICE is on. The current is multiplied with the nominal voltage of 28.3V.

-Current Demand Engine Off Driving
+Current Demand Engine Off Driving \[A\]
 :   Demand of the electric system when the ICE is off and the vehicle is driving. The current is multiplied with the nominal voltage of 28.3V.

-Current Demand Engine Off Standstill
+Current Demand Engine Off Standstill \[A\]
 :   Demand of the electric system when the ICE is off and the vehicle is at standstill. The current is multiplied with the nominal voltage of 28.3V.

-Alternator Efficiency
+Alternator Efficiency  \[-\]
 :   The electric power demand is divided by the alternator efficiency to get the mechanical power demand at the crank shaft

 Alternator Technology
-:   The "conventional alternator" generated exactly the electric power as demanded by the auxiliaries. The "smart alternator" may generate more electric power than needed during braking phases. The exessive electric power is stored in a battery. In case "no alternator" is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.
+:   The "conventional alternator" generated exactly the electric power as demanded by the auxiliaries. The "smart alternator" may generate more electric power than needed during braking phases. The excessive electric power is stored in a battery. In case "no alternator" is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.

-Max Recuperation Power
+Max Recuperation Power \[W\]
 :   In case of a smart alternator, defines the maximum electric power the alternator can generate during braking phases.

-Useable Electric Storage Capacity
+Useable Electric Storage Capacity \[Wh\]
 :   In case of a smart alternator, defines the storage capacity of the battery. In case the battery is not empty, the electric auxiliaries are supplied from the battery. Excessive electric energy from the smart alternator during braking phases is stored in the battery.

-Electric Storage Efficiency
+Electric Storage Efficiency \[-\]
 :   This efficiency is applied when storing electric energy from the alternator in the battery.

 ESS supply from HEV REESS
 :   If selected, the low-voltage electric auxiliaries can be supplied from the high voltage REESS via the DC/DC converter. Needs to be selected in case "no alternator" is chosen as alternator technology. In case of a smart alternator, the low-voltage battery is used first and if empty the energy is drawn from the high voltage system.

+DC/DC Converter Efficiency  \[-]\
+:	TODO
+
 #### Pneumatic System

 Compressor Map
 :   [Compressor map file](#advanced-compressor-map-.acmp) defining the mechanical power demand and the air flow depending on the compressor speed.

-Average Air Demand
-:    Defines the average demand of copressed air througout the cycle.
+Average Air Demand  \[NI/s\]
+:    Defines the average demand of compressed air throughout the cycle.

-Compressor Ratio
-:    Defines the ratio between the air compressor and combustio engine
+Compressor Ratio \[-\]
+:    Defines the ratio between the air compressor and combustion engine

 Smart Air Compressor
 :    If enabled, the air compressor may generate excessive air during braking events. The air consumed and generated are [corrected in post processing](#engine-fuel-consumption-correction).

 #### HVAC System

-Mechanical Power Demand
+Mechanical Power Demand  \[W\]
 :   Power demand of the HVAC system directly applied at the crank shaft

-Electric Power Demand
+Electric Power Demand  \[W\]
 :   Electric power demand of the HVAC system. This is added to the current demand of the electric system

-Aux Heater Power
+Aux Heater Power  \[W\]
 :   Maximum power of the auxiliary heater

-Average Heating Demand
+Average Heating Demand  \[MJ\]
 :   Heating demand for the passenger compartment. This demand is primary satisfied from the combustion engines waste heat. In case the heating demand is higher, the auxiliary heater may provide additional heating power. The fuel consumption of the aux heater is [corrected in post processing](#engine-fuel-consumption-correction).

 </div>	
--- a/Documentation/User Manual/1-user-interface/F_VEH-Editor.md
+++ b/Documentation/User Manual/1-user-interface/F_VEH-Editor.md
@@ -6,7 +6,7 @@

 The [Vehicle File (.vveh)](#vehicle-file-.vveh) defines the main vehicle/chassis parameters like axles including [RRC](#vehicle-rolling-resistance-coefficient)s, air resistance and masses.

-The Vehicle Editor contains up to 6 tabs, depending on the powertrain architecture and simulation mode, to edit all vehicle-related parameters. The 'General' tab allows to input mass, loading, air resistance, vehicle axles, etc. The 'Powertrain' tab allows to define the retarder, an optional angle drive. The third tab is dedicated to all electric components in case of hybrid electric and battery electric vehicles. In the fourth tab the torque limitations for the combustion engine, the electric motor and the whole vehicle can be specified. The fifth tab allows to enable or disable certain advanced driver assistant systems to be considered in the vehicle. The last tab is dedicated to PTOs, either as a basic component or to simulate municipal vehicles such as refuse trucks or road sweepers with dedicated PTO activation either during driving or during standstill. 
+The Vehicle Editor contains up to 6 tabs, depending on the powertrain architecture and simulation mode, to edit all vehicle-related parameters. The 'General' tab allows to input mass, loading, air resistance, vehicle axles, etc. The 'Powertrain' tab allows to define the retarder, an optional angle drive. The 'Electric Machine' tab is dedicated to all electric components in case of hybrid electric and battery electric vehicles. In the 'Torque Limits' tab the torque limitations for the combustion engine, the electric motor and the whole vehicle can be specified. The 'ADAS' tab allows to enable or disable certain advanced driver assistant systems to be considered in the vehicle. The 'PTO' tab is dedicated to PTOs, either as a basic component or to simulate municipal vehicles such as refuse trucks or road sweepers with dedicated PTO activation either during driving or during standstill. 

 ### Relative File Paths

@@ -39,7 +39,7 @@ Curb Mass Extra Trailer/Body
 : Specifies additional mass due to superstructures on the vehicle or an additional trailer

 Loading
-: Speciefies the loading of both, the vehicle and if available the trailer
+: Specifies the loading of both, the vehicle and if available the trailer
 </div>

 **Max. Loading** displays a hint for the maximum possible loading for the selected vehicle depending on curb mass and TPMLM values (without taking into account the loading capacity of an additional trailer).
@@ -50,7 +50,7 @@ Loading
 In Declaration Mode only the vehicle itself needs to be specified. Depending on the vehicle category and mission the simulation adds a standard trailer for certain missions.
 </div>

-### Air Resistance and Corss Wind Correction Options
+### Air Resistance and Cross Wind Correction Options

 The product of Drag Coefficient [-] and Cross Sectional Area [m²] (**c~d~ x A**) and **Air Density** [kg/m³] (see [Settings](#settings)) together with the vehicle speed defines the Air Resistance. Vecto uses the combined value **c~d x A** as input. 
 **Note that the Air Drag depends on the chosen [**Cross Wind Correction**](#vehicle-cross-wind-correction).**
@@ -90,8 +90,8 @@ Use the ![](pics/plus-circle-icon.png) and ![](pics/minus-circle-icon.png) butto

 <div class="declaration">
 In [Declaration mode](#declaration-mode) only the axles of the truck have to be given (e.g., 2 axles for a 4x2 truck). 
-The dynamic tyre radius is derived from the second axle as it is assumed this is the driven axle.
-For missions with a trailer, predefined wheels and load-shares are added by Vecto automatically.
+The dynamic tire radius is derived from the second axle as it is assumed this is the driven axle.
+For missions with a trailer, predefined wheels and load-shares are added by VECTO automatically.
 </div>

 Doubleclick entries to edit existing axle configurations.
@@ -139,9 +139,9 @@ The following options are available:
 -   Primary Retarder (before gearbox, transmission input retarder): The rpm ratio is relative to the engine speed.
 -   Secondary Retarder (after gearbox, transmission output retarder): The rpm ratio is relative to the cardan shaft speed.
 -   Engine Retarder: Used this if the engine already includes the retarder losses.
-   Axlegear Input Retarder (after axlegear): The rpm ratio is relative to the axlegear input shaft speed. Only available for battery electric vehicles with E3 motor, serial hybrid with S3 motor, S-IEPC, and E-IEPC.
+-   Axlegear Input Retarder (after axle gear): The rpm ratio is relative to the axle gear input shaft speed. Only available for battery electric vehicles with E3 motor, serial hybrid with S3 motor, IEPC-S, and IEPC-E.

-Primary, secondary and axlegear input retarder require an [Retarder Torque Loss Input File (.vrlm)](#retarder-loss-torque-input-file-.vrlm).
+Primary, secondary and axle gear input retarder require an [Retarder Torque Loss Input File (.vrlm)](#retarder-loss-torque-input-file-.vrlm).
 The retarder ratio defines the ratio between the engine speed/cardan shaft speed and the retarder.

 ### Angledrive
@@ -159,7 +159,7 @@ Three options are available:

 ![](pics/VehicleForm_ElectricMachine.png)

-For hybrid vehicles and battery electric vehicles the input elements on the *electric machine* tab is enabled. Here the component file for the eletric motor can be loaded or created (see [Electric Motor Editor](#electric-motor-editor))
+For hybrid vehicles and battery electric vehicles the input elements on the *electric machine* tab is enabled. Here the component file for the electric motor can be loaded or created (see [Electric Motor Editor](#electric-motor-editor))

 The position where the electric machine is located in the powertrain can be selected. It is possible that the electric machine is connected to the powertrain via a fixed gear ratio.
 At the moment electric machines are supported to be present at a single position only. It is not possible to have an electric motor at position P2 and another at position P4!
@@ -167,7 +167,7 @@ However, it is possible that more than one electric machine is used at a certain

 The *Loss map EM ADC* can be used to consider the losses of a transmission step between drivetrain and electric machine or to consider losses of a summation gear. The loss map has the same format as for all other transmission components (see [Transmission Loss Map (.vtlm)](#transmission-loss-map-.vtlm)). For simplicity or if no such transmission step is used it is possible to enter the efficiency directly (i.e., "1" if no transmission step is used).

-In case of a P2.5 configuration (the electric motor is connected to an internal shaft of the tranmission) the transmission ratio for every single gear of the transmission has to be specified in the list to the right of the electric motor parameters. The ratio is defeined as $n_\textrm{GBX,in} / n_\textrm{EM}$ in case of EM without additional ADC or $n_\textrm{GBX,in} / n_\textrm{ADC,out}$ in case of EM with additional ADC.
+In case of a P2.5 configuration (the electric motor is connected to an internal shaft of the transmission) the transmission ratio for every single gear of the transmission has to be specified in the list to the right of the electric motor parameters. The ratio is defined as $n_\textrm{GBX,in} / n_\textrm{EM}$ in case of EM without additional ADC or $n_\textrm{GBX,in} / n_\textrm{ADC,out}$ in case of EM with additional ADC.



@@ -220,7 +220,7 @@ In case that the gearbox' maximum torque is lower than the engine's maximum torq

 Next, the maximum available torque for the electric machine can be reduced at the vehicle level, both for propulsion and recuperation. The input file is the same as the maximum drive and maximum recuperation curve (see [Electric Motor Max Torque File](#electric-motor-max-torque-file-.vemp))

-Last, the overall propulsion of the vehicle (i.e., HEV Px, electric motor plus combustion engine) can be limited. The "Propulsion Torque Limit" curve limits the maximum effective torque at the gearbox input shaft over the input speed. This curve is added to the combustion engine's maximum torque curve (only positive values are allowed!). For details on the file format see [Vehicle Boosting Limits](#vehicle-boosting-limits-.vtqp). The propulsion torque limit has to be provided from 0 rpm to the maximum speed of the combustion engine. In case of P3 or P4 configuration, the torque at the gearbox input shaft is calculated assuming that the electric motor does not contribute to propelling the vehicle, considering the increased losses in the transmission components inbetween. For P2.5 powertrain configurations no special calculations are necessary as this architecture is internally anyhow modelled as P2 architecture.
+Last, the overall propulsion of the vehicle (i.e., HEV Px, electric motor plus combustion engine) can be limited. The "Propulsion Torque Limit" curve limits the maximum effective torque at the gearbox input shaft over the input speed. This curve is added to the combustion engine's maximum torque curve (only positive values are allowed!). For details on the file format see [Vehicle Boosting Limits](#vehicle-boosting-limits-.vtqp). The propulsion torque limit has to be provided from 0 rpm to the maximum speed of the combustion engine. In case of P3 or P4 configuration, the torque at the gearbox input shaft is calculated assuming that the electric motor does not contribute to propelling the vehicle, considering the increased losses in the transmission components in between. For P2.5 powertrain configurations no special calculations are necessary as this architecture is internally anyhow modeled as P2 architecture.

 ## Vehicle Editor -- ADAS Tab


--- a/Documentation/User Manual/1-user-interface/G_ENG-Editor.md
+++ b/Documentation/User Manual/1-user-interface/G_ENG-Editor.md
@@ -15,7 +15,7 @@ VECTO automatically uses relative paths if the input file (e.g. FC Map) is in th

 ### Main Engine Parameters

-Make and Model \[text]\
+Make and Model 
 :   Free text defining the engine model, type, etc.

 Idling Engine Speed \[rpm\]
@@ -30,13 +30,13 @@ Inertia including Flywheel \[kgm²\]
 Rated Speed \[rpm\]
 : This value represents the characteristic rated speed of the engine. It is not used in the simulation as the rated speed is derived from the full-load curve

-Rated Power \[rpm\]
+Rated Power \[kW\]
 : This value represents the characteristic rated power of the engine. It is not used in the simulation as the rated power is derived from the full-load curve

-Max Torque \[rpm\]
+Max Torque \[Nm\]
 : This value represents the characteristic maximum torque of the engine. It is not used in the simulation as the maximum torque is derived from the full-load curve

-Dual Fuel
+Dual Fuel Engine
 : If enabled, a secondary fuel can be specified. 

 ### Primary/Secondary Fuel
@@ -66,7 +66,7 @@ In engineering a single correction factor for correcting WHTC, Cold/Hot Balancin

 ### Dual Fuel Engines

-If the engine is operated in dual-fuel mode, enabling the checkbox "Dual Fuel Engine" shows an additional tab for providing the fuel type, fuel consumption map, and fuelconsumption correction factors for the second fuel. For dual-fuel engines the result files (.vmod, .vsum, XML reports) contain the fuel consumption for each fuel separately and the total CO2 emissions.
+If the engine is operated in dual-fuel mode, enabling the checkbox "Dual Fuel Engine" shows an additional tab for providing the fuel type, fuel consumption map, and fuel consumption correction factors for the second fuel. For dual-fuel engines the result files (.vmod, .vsum, XML reports) contain the fuel consumption for each fuel separately and the total CO2 emissions.

 ### Waste Heat Recovery


--- a/Documentation/User Manual/1-user-interface/H1_HybridStrategyParams-Editor.md
+++ b/Documentation/User Manual/1-user-interface/H1_HybridStrategyParams-Editor.md
@@ -18,20 +18,20 @@ $f_\textrm{SoC} = 1 - \left(\frac{\textrm{SoC} - \textrm{TargetSoC}}{0.5 \cdot (

 The parameters for the cost function can be defined in the hybrid strategy file.

-Evquivalence Factor Discharge
+Equivalence Factor Discharge
 :   $f_{\textrm{equiv}}$ in case the battery is discharged

-Evquivalence Factor Charge
+Equivalence Factor Charge
 :   $f_{\textrm{equiv}}$ in case the battery is charged

 Min SoC
-:   $\textrm{SoC}_\textrm{min}$
+:   $\textrm{SoC}_\textrm{min}$ Minimum allowed state of charge

 Max SoC
-:   $\textrm{SoC}_\textrm{max}$
+:   $\textrm{SoC}_\textrm{max}$ Maximum allowed state of charge

 Target SoC
-:   $\textrm{TargetSoC}$
+:   $\textrm{TargetSoC}$ Targeted State of Charge for the REESS at the end of a drive

 Min ICE On Time
 :   In case the ICE was turned on, it cannot be turned of for this period of time

--- a/Documentation/User Manual/1-user-interface/H_GBX-Editor.md
+++ b/Documentation/User Manual/1-user-interface/H_GBX-Editor.md
@@ -11,7 +11,7 @@ Furthermore, certain parameters for the gearshift strategy such as the gearshift
 ### Relative File Paths

 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. \
-Example: "Gears\\Gear1.vtlm" points to the "Gears" subdirectory of the Gearbox File's directoy.
+Example: "Gears\\Gear1.vtlm" points to the "Gears" subdirectory of the Gearbox File's directory.

 VECTO automatically uses relative paths if the input file (e.g. Shift Polygons File) is in the same directory as the Gearbox File. (The Gearbox File must be saved before browsing for input files.)

@@ -29,6 +29,8 @@ Transmission Type
 -   **APT-S**: Automatic Transmission with torque converter - Serial configuration
 -   **APT-P**: Automatic Transmission with torque converter - Power Split configuration
 -   **APT-N**: Automatic Transmission without torque converter, only applicable for pure electric vehicles
+- 	**IHPC**: Transmission for IHPC configuration
+-	**IEPC**: Transmission for IEPC-S and IEPC-E configuration (dummy entry)

 For more details on the automatic transmission please see the [APT-Model](#gearbox-at-gearbox-model)

@@ -49,7 +51,7 @@ Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.p
 -    **"Loss Map or Efficiency"** allows to define either a constant efficiency value or a [loss map (.vtlm)](#transmission-loss-map-.vtlm). <span class="engineering">Note: efficiency values are only allowed in engineering mode</span>
 -    **"Shift polygons"** defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) for each gear. Not allowed in [Declaration Mode](#declaration-mode). See [GearShift Model](#gear-shift-model) for details.
 -	 **"Max Torque"** defines the maximum allowed torque (if applicable) for a gear. It is used for limiting the engine's torque in certain gears. Note: in Declaration mode the [generic shift polygons](#gear-shift-model) are computed from the engine's full-load curve. If the maximum torque is limited by the gearbox, the minimum of the gearbox and engine maximum torque will be used to compute the [generic shift polygons](#gear-shift-model)!
-
+-	 **"Max Speed"** define the maximum speed for the current gear

 ### Gear shift strategy parameters

@@ -86,30 +88,33 @@ Automatic Transmission (APT-N) - Pure Electric vehicle

 #### Gearshift Parameters

-Torque reserve
+Torque reserve \[%\]
 :   The minimal torque reserve which has to be provided after a gearshift. Only used for MT transmissions.

-Minimum time between gearshifts
+Minimum time between gearshifts \[s\]
 :   Defines the time interval between two consecutive gearshifts. Has to be greater than 0. This time interval is ignored if the engine speed gets too high or too low.

 #### Shift Strategy Parameters

-The user interface contains input fields for the following parameters:
-: - **Downshift after upshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks downshifts for a certain period after an upshift
- **Upshift after downshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks upshifts for a certain period after a downshift
- **Min acceleration after upshift**: after an upshift the vehicle must be able to accelerate with at least the given acceleration. The achievable acceleration after an upshift is estimated on the current driving condition and powertrain state.
+Downshift after upshift delay
+:	to prevent frequent (oscillating) up-/down shifts this parameter blocks downshifts for a certain period after an upshift
+
+Upshift after downshift delay 
+:	to prevent frequent (oscillating) up-/down shifts this parameter blocks upshifts for a certain period after a downshift
+
+Min acceleration after upshift
+: 	after an upshift the vehicle must be able to accelerate with at least the given acceleration. The achievable acceleration after an upshift is estimated on the current driving condition and powertrain state.

 #### Start Gear

 In order to calculate an appropriate gear for vehicle start (first gear after vehicle standstill) a fictional load case is calculated using a specified **reference vehicle speed** and **reference acceleration** together with the actual road gradient, transmission losses and auxiliary power demand. This way the start gear is independent from the target speed. VECTO uses the highest possible gear which provides the defined **torque reserve**.

+Torque reserve \[%\]
+:   The minimal torque reserve which has to be provided for the start gear. 

 Reference vehicle speed at clutch-in
 :   The reference vehicle speed

-Reference acceleration at clutch-in
-:   The reference acceleration
-
 </div>

 ### Torque Converter
@@ -121,10 +126,10 @@ Inertia \[kgm²\]
 :   Rotational inertia of the engine-side part of the torque converter.
 (Gearbox-side inertia is not considered in VECTO.)

-Reference RPM
+Reference RPM \[rpm\]
 :   Defines the reference speed at which the torque converter characteristics file was measured.

-Max. Speed
+Max. Speed \[rpm\]
 :   Defines the maximum input speed the torque converter can handle.

 Torque converter shift polygon

--- a/Documentation/User Manual/1-user-interface/I_Graph.md
+++ b/Documentation/User Manual/1-user-interface/I_Graph.md
@@ -7,7 +7,7 @@
 ### Description


-The Graph Window allows to visualise [modal results files (.vmod)](#modal-results-.vmod). Multiple windows can be open at the same time to display different files.
+The Graph Window allows to visualize [modal results files (.vmod)](#modal-results-.vmod). Multiple windows can be open at the same time to display different files.

 Note that the graph does **not** update automatically if the results file has changed.


--- a/Documentation/User Manual/1-user-interface/L_ElectricMotor.md
+++ b/Documentation/User Manual/1-user-interface/L_ElectricMotor.md
@@ -11,7 +11,7 @@ The electric motor file defines all parameters relevant for the electric machine

 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. 

-VECTO automatically uses relative paths if the input file (e.g. elctric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)
+VECTO automatically uses relative paths if the input file (e.g. electric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)


 ### Main Parameters
@@ -25,8 +25,8 @@ Inertia \[kgm²\]
 Continuous Torque \[Nm\]
 :    The nominal torque the electric machine can provide continuously

-Test Speed Continous Torque \[rpm\]
-:    Angular speed at which the continouos torque can be provided
+Test Speed Continuous Torque \[rpm\]
+:    Angular speed at which the continuous torque can be provided

 Overload Torque \[Nm\]
 :    Maximum torque above the continuous torque the electric motor can provide for a certain time

--- a/Documentation/User Manual/1-user-interface/M_BatteryPackEditor.md
+++ b/Documentation/User Manual/1-user-interface/M_BatteryPackEditor.md
@@ -26,16 +26,16 @@ Make and Model
 Capacity \[Ah\]
 :   Nominal capacity of the battery

-C-Factor \[-\]
-:   Factor defining the battery's maximum current (derived from the capacity)
-
 SoC min \[%\]
 :   Minimum allowed state of charge

 SoC max \[%\]
 :   Maximum allowed state of charge

-SoC Curve
+Max Current Map
+:	defines the maximum allowed current for a state of charge
+
+OCV Curve
 :   Battery internal voltage depending on the battery's state of charge (see [Battery Internal Voltage File (.vbatv)](#battery-internal-voltage-file-.vbatv))

 Internal Resistance Curve
@@ -65,9 +65,15 @@ Min Voltage \[V\]
 Max Voltage \[v\]
 :   Maximum allowed state of charge

-Internal Resistance
+Internal Resistance \[Ω\]
 :   Defines the capacitor's internal resistance 

+Max Current Chg \[A\]
+:	Maximum allowed current charge
+
+Max Current Dischg \[A\]
+:	Maximum allowed current discharge
+

 ### Controls


--- a/Documentation/User Manual/1-user-interface/N_IEPC.md
+++ b/Documentation/User Manual/1-user-interface/N_IEPC.md
@@ -5,7 +5,7 @@

 ### Description

-Integrated electric powertrain component (IEPC) means a combined system of an electric machine system together with the funcitonality of either a single- or multi-speed gearbox or a differential or both. 
+Integrated electric powertrain component (IEPC) means a combined system of an electric machine system together with the functionality of either a single- or multi-speed gearbox or a differential or both. 

 An IEPC can be of design-type wheel motor which means that the output shaft (or two output shafts) are directly connected to the wheel hub(s). The IEPC component file defines all parameters relevant for the electric machine. These are the motor's maximum drive and recuperation torque, the drag torque as well as the electric power map.

@@ -15,7 +15,7 @@ An IEPC may have several shiftable transmission steps or only a single gear stag

 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. 

-VECTO automatically uses relative paths if the input file (e.g. elctric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)
+VECTO automatically uses relative paths if the input file (e.g. electric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)


 ### Main Parameters
@@ -32,28 +32,28 @@ Gears
 Continuous Torque \[Nm\]
 :    The nominal torque the electric machine can provide continuously

-Test Speed Continous Torque \[rpm\]
-:    Angular speed at which the continouos torque can be provided
+Continuous Torque Speed \[rpm\]
+:    Angular speed at which the continuous torque can be provided

 Overload Torque \[Nm\]
 :    Maximum torque above the continuous torque the electric motor can provide for a certain time

-Test Speed Overload Torque \[rpm\]
+Overload Torque Speed\[rpm\]
 :    Angular speed at which the overload torque was measured

 Overload Duration \[s\]
 :    The time interval the electric machine can operate at its peak performance

-Thermal Overload Recovery Factor
+Thermal Overload Recovery Factor  \[-\]
 :    The accumulated overload energy has to be below the max. overload capacity multiplied by this factor so that the peak power is available again.

-Drag Torque Curve
-:   The motor's drag torque over engine speed when the motor is not energized. The torque values in the drag curve have to be negative. (see [IEPC Drag Curve File (.viepcd)](#iepc-drag-curve-file-.viepcd))
+Full Load Curve
+:	TODO    

-Max. Drive and Max. Generation Torque Curve
-:   Torque over engine speed the electric motor can apply on its output shaft. (see [IEPC Max Torque File (.vemp)](#iepc-max-torque-file-.viepcp)). The max drive and max generation torque have to be provided for two different voltage levels.
+Drag Curves
+:	The motor's drag torque over engine speed when the motor is not energized. The torque values in the drag curve have to be negative. (see [Electric Motor Drag Curve File (.vemd)](#electric-motor-drag-curve-file-.vemd))

-Electric Power Consumption Map
+Power Map Per Gear
 :   Defines the electric power that is required to provide a certain mechanical power (torque and angular speed) at the motor's shaft. This map is used to calculate the electric power demand. The electric power consumption map shall cover a torque range exceeding the max. drive and max. generation torque and shall cover the speed range from 0 up to the maximum speed. (see [IEPC Map (.viepco)](#iepc-power-map-.viepco)). The power map has to be provided for two different voltage levels and all gears.

 Voltage Level Low/High

--- a/Documentation/User Manual/1-user-interface/O_IHPC.md
+++ b/Documentation/User Manual/1-user-interface/O_IHPC.md
@@ -12,7 +12,7 @@ Integrated hybrid electric vehicle powertrain component (IHPC) means a combined

 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. 

-VECTO automatically uses relative paths if the input file (e.g. elctric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)
+VECTO automatically uses relative paths if the input file (e.g. electric power map) is in the same directory as the Electric Motor File. (The Electric Motor File must be saved before browsing for input files.)


 ### Main Parameters
@@ -23,34 +23,28 @@ Make and Model
 Inertia \[kgm²\]
 :   Rotational inertia of the electric machine defined at the output shaft of the EM. (Engineering mode only)

-Gears
-:   Gear ratios of the transmission steps of the IEPC
-
 Continuous Torque \[Nm\]
 :    The nominal torque the electric machine can provide continuously

-Test Speed Continous Torque \[rpm\]
-:    Angular speed at which the continouos torque can be provided
+Continuous Torque Speed \[rpm\]
+:    Angular speed at which the continuous torque can be provided

 Overload Torque \[Nm\]
 :    Maximum torque above the continuous torque the electric motor can provide for a certain time

-Test Speed Overload Torque \[rpm\]
+Overload Torque Speed \[rpm\]
 :    Angular speed at which the overload torque was measured

 Overload Duration \[s\]
 :    The time interval the electric machine can operate at its peak performance

-Thermal Overload Recovery Factor
+Thermal Overload Recovery Factor  \[-\]
 :    The accumulated overload energy has to be below the max. overload capacity multiplied by this factor so that the peak power is available again.

-Drag Torque Curve
-:   The motor's drag torque over engine speed when the motor is not energized. The torque values in the drag curve have to be negative. (see [Electric Motor Drag Curve File (.vemd)](#electric-motor-drag-curve-file-.vemd))
-
-Max. Drive and Max. Generation Torque Curve
-:   Torque over engine speed the electric motor can apply on its output shaft. (see [Electric Motor Max Torque File (.vemp)](#electric-motor-max-torque-file-.vemp)). The max drive and max generation torque have to be provided for two different voltage levels.
+Full Load Curve
+:   TODO 

-Electric Power Consumption Map
+Power Map Per Gear
 :   Defines the electric power that is required to provide a certain mechanical power (torque and angular speed) at the motor's shaft. This map is used to calculate the electric power demand. The electric power consumption map shall cover a torque range exceeding the max. drive and max. generation torque and shall cover the speed range from 0 up to the maximum speed. (see [Electric Motor Map (.viepco)](#electric-motor-power-map-.vemo)). The power map has to be provided for two different voltage levels and all gears.

 Voltage Level Low/High
@@ -58,6 +52,8 @@ Voltage Level Low/High



+
+
 ### Controls



--- a/Documentation/User Manual/2-calculation-modes/engineering.md
+++ b/Documentation/User Manual/2-calculation-modes/engineering.md
@@ -17,7 +17,7 @@ In this mode the given list of job files is simulated with the respective drivin


 ### Options
-The Driving Cycle determines the simulation method in engineering mode. The option depends directly on the driving cycle input and cannot be set explicitely. For more information about the formats see [Driving Cycles](#driving-cycles-.vdri).
+The Driving Cycle determines the simulation method in engineering mode. The option depends directly on the driving cycle input and cannot be set explicitly. For more information about the formats see [Driving Cycles](#driving-cycles-.vdri).

 * [Target speed, distance-based](#engineering-mode-target-speed-distance-based-cycle)
 :   This option is the a target vehicle speed distance based cycle (like in Declaration Mode). With this option experiments can be made by the manufacturer.
@@ -28,4 +28,4 @@ The Driving Cycle determines the simulation method in engineering mode. The opti
 * [Pwheel (SiCo) Mode, time-based](#engineering-mode-pwheel-sico-time-based)
 :   In Pwheel mode the measured power at the wheels is given, and the simulation takes that as input.

-**Note:** Time-based driving cycles support arbitrary time steps. However, certain actions are simulated within a single simulation interval (e.g. closing the clutch after a gear switch) and may thus result in artefacts during the simulation due to engine inertia, gearbox inertia, etc. Thus **the suggested minimum time interval for time-based cycles is 0.5s!**
+**Note:** Time-based driving cycles support arbitrary time steps. However, certain actions are simulated within a single simulation interval (e.g. closing the clutch after a gear switch) and may thus result in artifacts during the simulation due to engine inertia, gearbox inertia, etc. Thus **the suggested minimum time interval for time-based cycles is 0.5s!**
--- a/Documentation/User Manual/3-simulation-models/ADAS_EcoRoll.md
+++ b/Documentation/User Manual/3-simulation-models/ADAS_EcoRoll.md
 ## Driver: Overspeed

-Overspeed controls the vehicle's behaviour on uneven road sections (slope ≠ 0) and can be configured in the [Job File](#job-file)'s Driver Assist Tab. Overspeed is designed to model an average driver's behaviour without the aid of driver assistance systems. Eco-Roll  represents an optional driver assistance feature. For this reason vehicles without Eco-Roll should always have the Overspeed function enabled.
+Overspeed controls the vehicle's behavior on uneven road sections (slope ≠ 0) and can be configured in the [Job File](#job-file)'s Driver Assist Tab. Overspeed is designed to model an average driver's behavior without the aid of driver assistance systems. Eco-Roll  represents an optional driver assistance feature. For this reason vehicles without Eco-Roll should always have the Overspeed function enabled.

 Overspeed activates as soon as the total power demand at the wheels (Pwheel) falls below zero, i.e. the vehicle accelerates on a negative slope. The clutch remains closed, engine in motoring operation, and the vehicle accelerates beyond the cycle's target speed. When the speed limit (target speed plus **Max. Overspeed**) is reached the mechanical brakes are engaged to prevent further acceleration.

@@ -19,13 +19,18 @@ Parameters in [Job File](#job-file):

 ### Description

-If engine stop/start is enabled in the Vehicle, the engine is turned off during vehicle stops to reduce the fuel consumption. During vehicle stops the energy demand for certain auxiliaires and for starting the engine is accumulated. In a post-processing step the final [fuel consumption is corrected](#engine-fuel-consumption-correction) to consider the energy demand for the auxiliaries and engine start.
+If engine stop/start is enabled in the Vehicle, the engine is turned off during vehicle stops to reduce the fuel consumption. During vehicle stops the energy demand for certain auxiliaries and for starting the engine is accumulated. In a post-processing step the final [fuel consumption is corrected](#engine-fuel-consumption-correction) to consider the energy demand for the auxiliaries and engine start.

 ### Model Parameters

-   - **Delay engine-off:** if the vehicle stops, the engine is switched off after this timespan
-   - **Max engine-off timespan:** if the enine is switched off at a vehicle stand, the engine is turned on again after this timespan. This basically limits the max. time the engine is switched off at a single engine-off event.
-   - **Engine stop/start utility factor:** In practice, the engine is not switched off at every vehicle stop. This is considered with this utility factor (0...1). Further details are provided below.
+Delay engine-off \[s\]
+:   if the vehicle stops, the engine is switched off after this timespan
+
+Max engine-off timespan \[s\]
+:   if the engine is switched off at a vehicle halt, the engine is turned on again after this timespan. This basically limits the max. time the engine is switched off at a single engine-off event.
+
+Engine stop/start utility factor \[s\]
+:   In practice, the engine is not switched off at every vehicle stop. This is considered with this utility factor (0...1). Further details are provided below.

 <div class="declaration">
   - delay engine-off: 2 s
@@ -98,10 +103,14 @@ can be specified. When the ICE is on, the auxiliary energy demand is directly ap

 ### Model Parameters

-  - **Minimum speed:** minimum vehicle speed to allow eco-roll to be activated
-  - **Activation delay:** delay between the point in time when all conditions for an eco-roll event are fulfilled until eco-roll is activated
-  - **Underspeed threshold:** Threshold below the target speed to disable eco-roll 
-  - **AT EcoRoll Release Lockup Clutch:** Required only for AT transmissions. If set to true, the lockup clutch is released during eco-roll events and the gear is engaged. If set to false, the gearbox switches to neutral.
+Minimum speed  \[km/h\]
+:  minimum vehicle speed to allow eco-roll to be activated
+
+Activation delay \[s\]
+:	delay between the point in time when all conditions for an eco-roll event are fulfilled until eco-roll is activated
+
+Upper Acceleration Limit \[m/s^2\]
+

 <div class="declaration">
  - Minimum speed: 60 km/h
@@ -111,7 +120,7 @@ can be specified. When the ICE is on, the auxiliary energy demand is directly ap

 ### Eco-Roll Model

-**Calulations during simulation**
+**Calculations during simulation**

 $a_{veh,est} = \frac{F_{grad}(x) + F_{roll}(x) + F_{aero}(v_{veh})}{m_{veh}}$

@@ -125,7 +134,7 @@ The following state diagram depicts when eco-roll is activated during the simula

 ### Description

-Predictive cruise control (PCC): systems which optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1000 meters and cover all following use cases:
+Predictive cruise control (PCC): systems which optimize the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1000 meters and cover all following use cases:

 **Use Case 1: Crest Coasting**

@@ -141,7 +150,7 @@ During downhill driving when the vehicle is braking at the overspeed velocity, P

 In VECTO a vehicle may either support use cases 1 and 2 or all three use cases.

-Predictive cruise control is only considered on highway sections of the simulated driving cycle (see [sistance-based driving cycle](#engineering-mode-target-speed-distance-based-cycle).
+Predictive cruise control is only considered on highway sections of the simulated driving cycle (see [distance-based driving cycle](#engineering-mode-target-speed-distance-based-cycle).

 <div class="declaration">
 In declaration mode, the whole long-haul cycle is considered as highway. Moreover, the section from 29760m to 96753m of the regional delivery cycle is considered as highway.
@@ -150,7 +159,7 @@ In declaration mode, the whole long-haul cycle is considered as highway. Moreove
 ### Model Parameters

   - **Allowed underspeed:** Threshold below the target speed the vehicle's velocity may be reduced to during a PCC event (use-case 1 & 2, $v_{neg}$)
-   - **Allowed overspeed:** Threshold above the target speed the vehicle's velocity may reach during a PCC event (use-cae 3)
+   - **Allowed overspeed:** Threshold above the target speed the vehicle's velocity may reach during a PCC event (use-case 3)
   - **PCC enabling velocity:** Only highway sections of the driving cycle with a target velocity greater than or equal to the enabling velocity are considered for PCC events.
   - **Minimum speed:** Minimum vehicle speed for allowing PCC use-case 2
   - **Preview distance use case 1:** Preview distance for use-case 1 PCC events. After this distance (estimated) after starting the PCC event the vehicle shall reach the target speed again.
@@ -177,7 +186,7 @@ In declaration mode, the whole long-haul cycle is considered as highway. Moreove
 $E(x_{v_{low}}) = m \cdot g \cdot h(x_{v{low}}) + \frac{m \cdot (v_{target}(x_{v_{low}}) - v_{neg})^2}{2}$
 $E(x_{end, max}) = m \cdot g \cdot h(x_{end, max}) + \frac{m \cdot v_{target}(x_{end, max})^2}{2}$

-**Calulations during simulation**
+**Calculations during simulation**

 If the vehicle enters a potential PCC section, the following calculations are performed to decide on starting a PCC event:


--- a/Documentation/User Manual/3-simulation-models/Auxiliaries.md
+++ b/Documentation/User Manual/3-simulation-models/Auxiliaries.md
 ## Auxiliaries

 <div class="declaration">
-In Declaration mode the auxiliaries are pre-defined and the power demand is defined based on the vehicle category and mission. For every type of auxiliary (fan, steering pump, HVAC, electrig system, pneumatic system) the user can select a technology from a given list.
+In Declaration mode the auxiliaries are predefined and the power demand is defined based on the vehicle category and mission. For every type of auxiliary (fan, steering pump, HVAC, electric system, pneumatic system) the user can select a technology from a given list.
 </div>

 <div class="engineering">

--- a/Documentation/User Manual/3-simulation-models/BusAuxiliaries.md
+++ b/Documentation/User Manual/3-simulation-models/BusAuxiliaries.md
@@ -5,7 +5,7 @@
 *Note:* Bus auxiliaries in declaration mode are only available via XML input files.

 The general approach for bus auxiliaries is that depending on the simulated driving cycle, number of passengers and selected auxiliary technologies the average power demand is calculated and applied during simulation. 
-In case of smart auxiliaries (smart air compressor or smart alternator) the smart systems are only active during braking events if there is enough exessive power to provide the increased power demand for the smart systems. This reduces the amount of mechanical braking power required. Thus, during braking events the smart air compressor may produce more compressed air than required on average and the smart alternator may generate more electric power than required on average. The final fuel consumption is corrected for the excessive compressed air volume and electric energy in a [post processing step](#engine-fuel-consumption-correction).
+In case of smart auxiliaries (smart air compressor or smart alternator) the smart systems are only active during braking events if there is enough excessive power to provide the increased power demand for the smart systems. This reduces the amount of mechanical braking power required. Thus, during braking events the smart air compressor may produce more compressed air than required on average and the smart alternator may generate more electric power than required on average. The final fuel consumption is corrected for the excessive compressed air volume and electric energy in a [post processing step](#engine-fuel-consumption-correction).

 ### Engine Cooling Fan

@@ -37,9 +37,9 @@ Depending on the vehicle group and mission profile a generic electric load is ap
  - HVAC system configuration
  - Number of passengers
  - Fuel saving technologies
-  - Environmental contidions map
+  - Environmental conditions map

-The environmental conditions map contains a list of environmental conditions (environmental temperature, solar factor) and a weighting factor. The power demand for the HVAC system (separated into mechanical and electrical power demand) is calculated for every environmental contition in the map and summed up with the according weighting factor.
+The environmental conditions map contains a list of environmental conditions (environmental temperature, solar factor) and a weighting factor. The power demand for the HVAC system (separated into mechanical and electrical power demand) is calculated for every environmental condition in the map and summed up with the according weighting factor.

 #### Calculation of HVAC Power Demand

@@ -206,59 +206,62 @@ In Engineering Mode the electrical and mechanical power demand for the electric

 #### Electric System

-Current Demand Engine On
+Current Demand Engine On \[A\]
 :   Demand of the electric system when the ICE is on. The current is multiplied with the nominal voltage of 28.3V.

-Current Demand Engine Off Driving
+Current Demand Engine Off Driving \[A\]
 :   Demand of the electric system when the ICE is off and the vehicle is driving. The current is multiplied with the nominal voltage of 28.3V.

-Current Demand Engine Off Standstill
+Current Demand Engine Off Standstill \[A\]
 :   Demand of the electric system when the ICE is off and the vehicle is at standstill. The current is multiplied with the nominal voltage of 28.3V.

-Alternator Efficiency
+Alternator Efficiency \[-\]
 :   The electric power demand is divided by the alternator efficiency to get the mechanical power demand at the crank shaft

 Alternator Technology
-:   The "conventional alternator" generated exactly the electric power as demanded by the auxiliaries. The "smart alternator" may generate more electric power than needed during braking phases. The exessive electric power is stored in a battery. In case "no alternator" is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.
+:   The "conventional alternator" generated exactly the electric power as demanded by the auxiliaries. The "smart alternator" may generate more electric power than needed during braking phases. The excessive electric power is stored in a battery. In case "no alternator" is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.

-Max Recuperation Power
+Max Recuperation Power \[W\]
 :   In case of a smart alternator, defines the maximum electric power the alternator can generate during braking phases.

-Useable Electric Storage Capacity
+Useable Electric Storage Capacity \[Wh\]
 :   In case of a smart alternator, defines the storage capacity of the battery. In case the battery is not empty, the electric auxiliaries are supplied from the battery. Excessive electric energy from the smart alternator during braking phases is stored in the battery.

-Electric Storage Efficiency
+Electric Storage Efficiency  \[-\]
 :   This efficiency is applied when storing electric energy from the alternator in the battery.

 ESS supply from HEV REESS
 :   If selected, the low-voltage electric auxiliaries can be supplied from the high voltage REESS via the DC/DC converter. Needs to be selected in case "no alternator" is chosen as alternator technology. In case of a smart alternator, the low-voltage battery is used first and if empty the energy is drawn from the high voltage system.

+DC/DC Converter Efficiency
+:	TODO
+
 #### Pneumatic System

 Compressor Map
 :   [Compressor map file](#advanced-compressor-map-.acmp) defining the mechanical power demand and the air flow depending on the compressor speed.

-Average Air Demand
-:    Defines the average demand of copressed air througout the cycle.
+Average Air Demand \[NI/s\]
+:    Defines the average demand of compressed air throughout the cycle.

-Compressor Ratio
-:    Defines the ratio between the air compressor and combustio engine
+Compressor Ratio \[-\]
+:    Defines the ratio between the air compressor and combustion engine

 Smart Air Compressor
 :    If enabled, the air compressor may generate excessive air during braking events. The air consumed and generated are [corrected in post processing](#engine-fuel-consumption-correction).

 #### HVAC System

-Mechanical Power Demand
+Mechanical Power Demand \[W\]
 :   Power demand of the HVAC system directly applied at the crank shaft

-Electric Power Demand
+Electric Power Demand \[W\]
 :   Electric power demand of the HVAC system. This is added to the current demand of the electric system

-Aux Heater Power
+Aux Heater Power \[W\]
 :   Maximum power of the auxiliary heater

-Average Heating Demand
+Average Heating Demand \[MJ\]
 :   Heating demand for the passenger compartment. This demand is primary satisfied from the combustion engines waste heat. In case the heating demand is higher, the auxiliary heater may provide additional heating power. The fuel consumption of the aux heater is [corrected in post processing](#engine-fuel-consumption-correction).

 </div>
\ No newline at end of file
--- a/Documentation/User Manual/3-simulation-models/Driver_LAC.md
+++ b/Documentation/User Manual/3-simulation-models/Driver_LAC.md
@@ -7,11 +7,11 @@ Look-Ahead Coasting is a function that aims on modelling real driver behaviour.
 At the resulting deceleration start point the model calculates the
 coasting trajectory until it meets the brake deceleration trajectory. The resulting deceleration consists of a coasting phase followed by combined mechanical/engine braking. If Look-Ahead Coasting is disabled only the braking phase according to the [deceleration limit](#driver-acceleration-limiting) will be applied.

-Since Vecto 3.0.4 the coasting strategy according to the ACEA White Book 2016 is implemented. 
+Since VECTO 3.0.4 the coasting strategy according to the ACEA White Book 2016 is implemented. 

 The look ahead coasting functionality represents the driver behavior prior to a deceleration event. Due to information of the route ahead the driver is able to anticipate on the deceleration event by releasing the accelerator pedal.

-This pedal release decision is based on an estimation of kinetical and potential (height) energy gain versus the expected dissipated energy tue to vehicle resistances during the route section ahead.
+This pedal release decision is based on an estimation of kinetic and potential (height) energy gain versus the expected dissipated energy due to vehicle resistances during the route section ahead.

 For an upcoming target speed change the energy level after the speed change is compared to the vehicle's current energy level (kinetic and potential energy). The difference of those energy levels is used to estimate the average deceleration force to reach the next target speed. Coasting starts if the vehicle's (estimated) average resistance force during coasting multiplied by a speed dependent 'Decision Factor' becomes smaller than the average deceleration force. (For details on the equations please see the ACEA White Book 2016, Section 8)

@@ -29,12 +29,12 @@ Parameters in [Job File](#job-file):
 : - **PreviewDistanceFactor**
 - **DF_offset**: offset in the equation for DF~coasting~ (default 2.5)
 - **DF_scaling**: factor in the equation for DF~coasting~ (default 1.5)
- **DF_targetSpeedLookup**: csv file for DF~vel~ lookup (see below)
- **Df_velocityDropLookup**: csv file for DF~vdrop~ lookup (see below)
+- **Decision Factor - Target Speed**: csv file for DF~vel~ lookup (see below)
+- **Decision Factor - Velocity Drop**: csv file for DF~vdrop~ lookup (see below)

 In engineering mode the parameters can be freely chosen while in declaration mode the default values are used.

-![](pics/Vecto-UI_LAC.svg)
+![](pics/Vecto-UI_LAC.png)

 #### Decision Factor for target velocity lookup (DF~vel~)