Merge branch 'IVT/develop' into develop

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

Documentation/User Manual/3-simulation-models/Electric_Motor.md

@@ -7,7 +7,7 @@ The electric motor is modeled by basically 4 map files:
  - Electric power map ($P_\textrm{map,el}$) for two different voltage levels
  - Drag curve (i.e., the motor is not energized) over motor speed
  - Continuous torque ($T_\textrm{cont}$)
- - Engine speed for continuous torqe ($n_\textrm{T,cont}$)
+ - Engine speed for continuous torque ($n_\textrm{T,cont}$)
  - Overload torque ($T_\textrm{ovl}$)
  - Engine speed for overload torque  ($n_\textrm{T,ovl}$)
  - Maximum overload time ($t_\textrm{ovl}$)
@@ -20,7 +20,7 @@ The drag curve is used to add additional drag to the powertrain in case the elec
 
 The convention for all input files is that positive torque values drive the vehicle while negative torque values apply additional drag and generate electric power.
 
-The follwing picture shows the signals used in VECTO and provided in the .vmod file. The VECTO convention is that positive torque adds additional drag to the drivetrain. Thus, if the electric motor propells the vehicle it applies negative torque.
+The follwing picture shows the signals used in VECTO and provided in the .vmod file. The VECTO convention is that positive torque adds additional drag to the drivetrain. Thus, if the electric motor propels the vehicle it applies negative torque.
 
 ![](pics/electric_motor_map.png)
 

Documentation/User Manual/3-simulation-models/Electric_Storage.md

@@ -27,15 +27,15 @@ If the internal resistance is provided for different pulse durations, the actual
 
 ### Modular Battery System
 
-VECTO allows to connect multiple batteries togehter to a single battery system. Therefore, every battery has assigned a stream identifier. All batteries with the same stream identifier are connected in series. All battery strins are then connected in parallel.
+VECTO allows to connect multiple batteries together to a single battery system. Therefore, every battery has assigned a stream identifier. All batteries with the same stream identifier are connected in series. All battery strins are then connected in parallel.
 
 The following picture shows 4 batteries in series (3x Bat A + Bat B) and Bat C parallel to this. So two different streams need to be defined.
 
 ![](pics/BatterySystem.png)
 
-All batteries of a string of the mudular battery system are aggregated to a single "big battery". In the example above, BigBattery1 consists of (Bat A, Bat A, Bat A, Bat B), and BigBattery2 consists of (Bat C). Nevertheless, the state of charge is calculated for each battery module independently.
+All batteries of a string of the modular battery system are aggregated to a single "big battery". In the example above, BigBattery1 consists of (Bat A, Bat A, Bat A, Bat B), and BigBattery2 consists of (Bat C). Nevertheless, the state of charge is calculated for each battery module independently.
 
-The capacity of a BigBattery is the capacity of the smalles of all modules on a string. The maximum current of a BigBattery is also the lowest maximum current of all modules on a string. The open circuit voltage is the sum of all modules on a string and the internal resistancee is also the sum of all modules on a string.
+The capacity of a BigBattery is the capacity of the smallest of all modules on a string. The maximum current of a BigBattery is also the lowest maximum current of all modules on a string. The open circuit voltage is the sum of all modules on a string and the internal resistance is also the sum of all modules on a string.
 
 The maximum charge and discharge power of the whole REESS is the sum of the maximum charge/discharge power of all BigBatteries in the system. The actual power demand is distributed to the BigBatteries as follows:
 

Documentation/User Manual/3-simulation-models/Engine_DualFuel.md

 ## Dual Fuel Engine
 
-VECTO supports to simulate vehicles equipped with dual-fuel engines, i.e. two different fuels are used simulateously. Therefore, the engine model contains a second fuel comsumption map and VECTO interpolates the fuel consumtion from both consumption maps. In the .vmod and .vsum files the consumption of every fuel is reported. The CO2 emissions are te sum of CO2 emissions from both fuels.
+VECTO supports to simulate vehicles equipped with dual-fuel engines, i.e. two different fuels are used simultaneously. Therefore, the engine model contains a second fuel consumption map and VECTO interpolates the fuel consumption from both consumption maps. In the .vmod and .vsum files the consumption of every fuel is reported. The CO2 emissions are the sum of CO2 emissions from both fuels.
 
 In case a WHR system is used with a dual-fuel vehicle the WHR map shall be provided in the fuel consumption map of the primary fuel.
\ No newline at end of file

Documentation/User Manual/3-simulation-models/Engine_DynamicFullLoad.md

 ## Engine: Transient Full Load
 
-The engine implements a PT1 behaviour to model transient torque build up:
+The engine implements a PT1 behavior to model transient torque build up:
 
 $P_{fld\ dyn_{i}} = \frac{1}{T(n_{i})+1} \cdot \left(P_{fld\ stat}(n_{i})+T(n_{i}) \cdot P_{act_{i-1}}\right)$
 
@@ -12,7 +12,7 @@ with:
 * P~act\ i-1~ ... Engine power in previous time step
 
 
-Vecto 3.x uses basically the same PT1 behavior to model transient torque build up. However, due to the dynamic time steps the formula is implemented as follows:
+VECTO 3.x uses basically the same PT1 behavior to model transient torque build up. However, due to the dynamic time steps the formula is implemented as follows:
 
 $P_{fld\ dyn_{i}} = P_{fld\ stat}(n_i) \cdot \left(1 - e^{-\frac{t_i^*}{\mathit{PT1}}}\right)$
 

Documentation/User Manual/3-simulation-models/Engine_FC_Correction.md

 ## Engine Fuel Consumption Correction
 
-The final fuel consumption is corrected in a post-processing to reflect systems not directly modeled in VECTO (e.g. electric waste heat recovery sysmtes) or to account for systems not active all the time for different reasons (e.g., engine stop-start).
+The final fuel consumption is corrected in a post-processing to reflect systems not directly modeled in VECTO (e.g. electric waste heat recovery systems) or to account for systems not active all the time for different reasons (e.g., engine stop-start).
 
 ### Engine Stop/Start Correction
 
 As the energy demand of auxiliaries is modeled as an average power demand over the whole simulated cycle, the demand of certain auxiliaries during engine-off periods needs to be compensated during engine-on periods. This is done using the [Engine-Line approach](#engine-line-approach).
 
-When either the driver model (eco-roll, engine stop/start) or the hybrid controller decides to turn off the combustion engine, it is fully off, i.e. the fuel consumption is 0 and no auxiliary power is provided. In this phases the "missing" auxiliary demand is balanced in separate colums for the cases a) the ICE is really off, and b) the ICE would be on. This allows for an accurate correction of the fuel consumption taking into account that ESS is in reality not active in all possible cases due to e.g. auxiliary power demand, environmental conditions, etc.
+When either the driver model (eco-roll, engine stop/start) or the hybrid controller decides to turn off the combustion engine, it is fully off, i.e. the fuel consumption is 0 and no auxiliary power is provided. In this phases the "missing" auxiliary demand is balanced in separate columns for the cases a) the ICE is really off, and b) the ICE would be on. This allows for an accurate correction of the fuel consumption taking into account that ESS is in reality not active in all possible cases due to e.g. auxiliary power demand, environmental conditions, etc.
 
 A general goal is that the actual auxiliary demand matches the target auxiliary demand over the cycle. So in case the ICE is off, some systems still consume electric energy but no electric energy is generated during ICE-off phases. Or in case of bus auxiliaries the total air demand is pre-calculated and thus leading to an average air demand over the cycle. During ICE-off phases, however, no compressed air is generated. This 'missing' compressed air is corrected in the post-processing.
 
@@ -73,7 +73,7 @@ $\textbf{\textrm{FC\_DCDCMissing}} = \textrm{E\_DCDC\_missing\_mech} \cdot k_\te
 
 For the pneumatic system the goal of the post-processing correction is that the correct amount of compressed air is generated, even when the ICE is off. As the average
 air demand is calculated with an estimated cycle driving time, the first step is to correct the air demand using the actual cycle driving time.
-The missing (or excessive) amout of air is transferred into mechanical energy demand using $k_\textrm{Air}$. This value depicts the delta energy demand for a certain delta compressed air.
+The missing (or excessive) amount of air is transferred into mechanical energy demand using $k_\textrm{Air}$. This value depicts the delta energy demand for a certain delta compressed air.
 $k_\textrm{Air}$ is derived from two points. on the one hand the compressor runs in idle mode, applying only the drag load and producing no compressed air and the second point is that the compressor 
 is always on, applying the always-on mechanical power demand and generating the maximum possible amount of compressed air.
 The mechanical energy is then corrected using the [engineline](#engine-fuel-consumption-correction) (below).
@@ -115,7 +115,7 @@ $$
 
 #### Bus Auxiliaries Correction -- Aux Heater
 
-The power demand for an additional fuel-fired heater is calculated in the post-processing. The HVAC steaty state model calculates the heating demand (weighted sum of different climatic conditions) and based on the engine's average waste heat over the cycle the power demand for the aux heater is calculated. The fuel consumption for the aux heater is only added for the primary fuel:
+The power demand for an additional fuel-fired heater is calculated in the post-processing. The HVAC steady state model calculates the heating demand (weighted sum of different climatic conditions) and based on the engine's average waste heat over the cycle the power demand for the aux heater is calculated. The fuel consumption for the aux heater is only added for the primary fuel:
 
 
 $E_\textrm{ice,waste heat} = \sum_\textrm{fuels} FC_\textrm{final,sum}(fuel) * NCV_\textrm{fuel}$
@@ -184,7 +184,7 @@ where $FC_\textrm{gen,optimal}$ and $E_\textrm{gen,el,optimal}$ are the fuel con
 
 ### Corrected Total Fuel Consumption
 
-The final fuel consumption after all corrections are applied is calcualted as follows:
+The final fuel consumption after all corrections are applied is calculated as follows:
 
 $$
 \begin{align*} 

Documentation/User Manual/3-simulation-models/Engine_Speed_Torque_limitations.md

@@ -5,7 +5,7 @@ The torque and speeds in the powertrain can be limited by different components s
 
 Some additional limits can be defined in the vehicle configuration as described below.
 
-### Combustion engine limitations / Transmission Limiations
+### Combustion engine limitations / Transmission Limitations
 
 The engine's maximum speed and maximum torque may be limited by either the gearbox (due to mechanical constraints) or the vehicle control.
 Engine torque limitations are modeled by limiting the engine full-load curve to the defined maximum torque, i.e., the original engine full-load curve is cropped at the defined maximum torque for a certain gear. Limits regarding the gearbox' maximum input speed are modeled by intersecting (and limiting) the upshift line with the max. input speed. In the last gear, where no upshifts are possible, the engine speed is limited to the gearbox' maximum input speed.
@@ -43,9 +43,9 @@ In Declaration Mode, the following rules restrict the limitations of engine torq
 </div>
 
 
-### Electric Motor Limiations
+### Electric Motor Limitations
 
-The electric motor's maximum drive and maximum recuperation curve can be overridden in the vehicle. Therefore, the same map for maximum drive and maximum recuperation needs to be provided. Such a limit directly overrides the eletric motors model parameters.
+The electric motor's maximum drive and maximum recuperation curve can be overridden in the vehicle. Therefore, the same map for maximum drive and maximum recuperation needs to be provided. Such a limit directly overrides the electric motors model parameters.
 
 ### Vehicle Propulsion Limitations
 

Documentation/User Manual/3-simulation-models/Engine_WHTC.md

@@ -3,7 +3,7 @@
 <div class="declaration">
 In declaration mode the fuel consumption is corrected as follows:
 
-To prevent inconsistencies of regulated emissions and fuel consumption between the WHTC (hot part) test and the steady state fuel map as well as considering effects of transient engine behaviour a "WHTC correction factor" is used.
+To prevent inconsistencies of regulated emissions and fuel consumption between the WHTC (hot part) test and the steady state fuel map as well as considering effects of transient engine behavior a "WHTC correction factor" is used.
 
 Based on the target engine operation points of the particular engine in WHTC the fuel consumption is interpolated from the steady state fuel map (“backward calculation”) in each of the three parts of the WHTC separately. The measured specific fuel consumption per WHTC part in [g/kWh] is then divided by the interpolated specific fuel consumption to obtain the "WHTC correction factors" CF~urb~ (Urban), CF~rur~ (Rural), CF~mot~ (Motorway). For the interpolation the same method as for interpolation in VECTO is applied (Delauney triangulation).
 
@@ -20,7 +20,7 @@ with the correction factor CF~urb~, CF~rur~, CF~mot~ coming from the [Engine](#e
 | Long haul          | 11%     | 0%      | 89%     |
 | Regional delivery  | 17%     | 30%     | 53%     |
 | Urban delivery     | 69%     | 27%     | 4%      |
-| Municipial utility | 98%     | 0%      | 2%      |
+| Municipal utility | 98%     | 0%      | 2%      |
 | Construction       | 62%     | 32%     | 6%      |
 | Citybus            | 100%    | 0%      | 0%      |
 | Interurban bus     | 45%     | 36%     | 19%     |
@@ -36,7 +36,7 @@ The WHTC-corrected fuel consumption is then calculated with: $FC_{final} = FC \c
 </div>
 
 <div class="engineering">
-In engineering mode a single correction is applied by Vecto. The fuel consumption interpolated from the FC map is multiplied by the engineering correction factor. 
+In engineering mode a single correction is applied by VECTO. The fuel consumption interpolated from the FC map is multiplied by the engineering correction factor. 
 
 $FC_{final} = FC \cdot CF_{Engineering}$
 </div>
\ No newline at end of file

Documentation/User Manual/3-simulation-models/GearShift_AMT.md

@@ -18,7 +18,7 @@ The general gearshift conditions for downshifting are:
 
 The general gearshift conditions for upshifting are:
 
-  * Driver behaviour is accelerating or driving 
+  * Driver behavior is accelerating or driving 
   * $t_{lastshift} + t_{between shifts} < t_{act}$ 
   * $t_{lastDownshift} + Upshift delay < t_{act}$
 
@@ -58,11 +58,11 @@ Upshift conditions:
 
 The second level of the gearshift algorithm is the polygon shift rule. If the current operating point is outside of the shift polygons, the polygon shift rule applies:
 
-Downshift behaviour: 
+Downshift behavior: 
 
   * If the operating point (Teng, neng) is left the downshift line, shift to the next lower gear
 
-Upshift behaviour:
+Upshift behavior:
 
   * If the operating point (Teng, neng) is right to the upshift line, shift to the highest gear which is right to the downshift line and below the full load torque considering similar engine power output.
 

Documentation/User Manual/3-simulation-models/GearShift_AT.md

@@ -104,7 +104,7 @@ The search algorithm for the next gear is as follows:
 
   $FC_{gear} = min(FC_{gear + i})   \forall i \in \textrm{Allowed gear range}$
 
-Additionally the candidate gear has to fulfil the boundary conditions below for an efficiency upshift.  
+Additionally the candidate gear has to fulfill the boundary conditions below for an efficiency upshift.  
 
   * $i_{gear + axle} \leq  \textrm{RatioEarlyDownshift}$ 
   * Not left to downshift line 
@@ -120,7 +120,7 @@ For an efficiency downshift following conditions are met for the potential gear:
 
 **Shift rules for C -> L shifts (Efficiency shifts):**
 
-The used algorithm can be summarised as follows:
+The used algorithm can be summarized as follows:
 
 Definitions:
 
@@ -136,7 +136,7 @@ In each time-step a target post-shift engine speed from the shift strategy is ca
   * For the current engine load stage and the current slope each a rpm value is interpolated from a parameter table
   * The final value for target post-shift engine speed is interpolated for the current value of a_curr from the results of the previous step
 
-If the estimated engine speed after a C -> L shift is calculated to be equal or higher than the target engine speed as calculated above, the gear shift is initiated. This approach in combination with the proposed parameters as shown below reflects the strategy that shifts from C -> L are performed with absolute priority in order to minimise driveline losses from torque converter operation.
+If the estimated engine speed after a C -> L shift is calculated to be equal or higher than the target engine speed as calculated above, the gear shift is initiated. This approach in combination with the proposed parameters as shown below reflects the strategy that shifts from C -> L are performed with absolute priority in order to minimize driveline losses from torque converter operation.
 
 Boundary values between engine load stages (values for torque ratio in [%]) (relevant for C -> L shifts)
 

Documentation/User Manual/3-simulation-models/GearShift_MT.md

@@ -13,7 +13,7 @@ This section describes the gearshift rules for manual transmission models. When
 #### 3. Exception 1: Margin to Max-Torque line (Downshift)
 ![](pics/shiftlines_3.PNG)
 
-Note: Line L1 is shiftet parallel so that it satisfies the max-torque margin condition, not intersected.
+Note: Line L1 is shifted parallel so that it satisfies the max-torque margin condition, not intersected.
 
 #### 4. Exception 2: Minimal Distance between Downshift and Upshift Lines
 ![](pics/shiftlines_4.PNG)
@@ -49,7 +49,7 @@ and limited to the gear's maximum input speed.
 - Gearshift lines
 - Engine idle speed
 - Gearbox max. input speed
-- Engien n_{95h} speed
+- Engine n_{95h} speed
 - Min. time between two consecutive gearshifts.
 - Min. time for upshift after a downshift
 - Min. time for downshift after an upshift

Documentation/User Manual/3-simulation-models/Gearbox_AT.md

 ## Gearbox: AT Gearbox Model
 
-Vecto supports both, AT gearboxes with serial torque converter and AT gearboxes with power split. Internally, both gearbox types are simulated using a power train architecture with the torque converter in series.
+VECTO supports both, AT gearboxes with serial torque converter and AT gearboxes with power split. Internally, both gearbox types are simulated using a power train architecture with the torque converter in series.
 
 ![Automatic transmission with torque converter in series](pics/AT-S.svg)
 
 ![Automatic transmission with parallel torque converter](pics/AT-P.svg)
 
-In the input data [Gearbox File](#gearbox-file-.vgbx) **only the mechanical gears need to be specified**. Depending on the gearbox type (AT-S or AT-P) Vecto adds the correct virtual 'torque converter gear'.
+In the input data [Gearbox File](#gearbox-file-.vgbx) **only the mechanical gears need to be specified**. Depending on the gearbox type (AT-S or AT-P) VECTO adds the correct virtual 'torque converter gear'.
 
 For AT gearbox with serial torque converter, the torque converter uses the same ratio and mechanical losses as the first gear (and second, depending on the gear ratios), and adds the torque converter.
 
-For AT gearboxes using power split the torque converter characteristics already takes the transmission ratio and mechanical losses into account. Hence, Vecto sets the ratio for the mechanical gear to 1 without additional losses.
+For AT gearboxes using power split the torque converter characteristics already takes the transmission ratio and mechanical losses into account. Hence, VECTO sets the ratio for the mechanical gear to 1 without additional losses.
 
 The .vmod file for vehicles with AT gearboxes contains an additional column that indicates if the torque converter is locked or not.
 

Documentation/User Manual/3-simulation-models/IEPC.md

 ## Integrated Electric Powertrain Component (IEPC)
 
-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).
 

Documentation/User Manual/3-simulation-models/PTO.md

@@ -25,12 +25,12 @@ This is considered by constant power consumption as a function of the PTO type.
 
 #### Idling losses of the PTO "Consumer" (red)
 
-The idling losses are a function of speed as determined by the DIN 30752-1 procedure. If the PTO transmission includes a shifting element (i.e. declutching of consumer part possible) the torque losses of the consumer in VECTO input shall be defined with zero. This is only used outside of PTO cycles, since the PTO cycles already include these losses. The idling losses are defined as a lossmap dependend on speed which is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab). The file format is described in [PTO Idle Consumption Map](#pto-idle-consumption-map-.vptoi).
+The idling losses are a function of speed as determined by the DIN 30752-1 procedure. If the PTO transmission includes a shifting element (i.e. declutching of consumer part possible) the torque losses of the consumer in VECTO input shall be defined with zero. This is only used outside of PTO cycles, since the PTO cycles already include these losses. The idling losses are defined as a lossmap dependent on speed which is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab). The file format is described in [PTO Idle Consumption Map](#pto-idle-consumption-map-.vptoi).
 
 
 #### Cycle losses during the PTO cycle of the PTO "Consumer" (red)
 
-A specific PTO cycle (time-based, engine speed and torque from PTO consumer as determined by the DIN 30752-1 procedure) is simulated during vehicle stops labelled as "with PTO activation". The execution of the driving cycle stops during this time and the pto cycle is executed. Afterwards the normal driving cycle continues.
+A specific PTO cycle (time-based, engine speed and torque from PTO consumer as determined by the DIN 30752-1 procedure) is simulated during vehicle stops labeled as "with PTO activation". The execution of the driving cycle stops during this time and the pto cycle is executed. Afterwards the normal driving cycle continues.
 
 Power consumption in the PTO transmission part added to power demand from the PTO cycle. The cycle is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab) and follows the file format described in [PTO-Cycle (.vptoc)](#pto-cycle-.vptoc). The timings in the PTO cycle get shifted to start at 0.
 
@@ -55,7 +55,7 @@ The following image shows the behavior of running PTO cycles during a normal dri
 
 ### Additional PTO activations in Engineering mode
 
-In engineering mode additonal PTO activations are available to simulate different types of municipal vehicles. It is possible to add a certain PTO load during driving while the engine speed and gear is fixed (to simulate for example roadsweepers), or to add PTO activation while driving (to simulate side loader refuse trucks for example). In both cases the PTO activation is indicated in the driving cycle.
+In engineering mode additional PTO activations are available to simulate different types of municipal vehicles. It is possible to add a certain PTO load during driving while the engine speed and gear is fixed (to simulate for example roadsweepers), or to add PTO activation while driving (to simulate side loader refuse trucks for example). In both cases the PTO activation is indicated in the driving cycle.
 
 The .vmod file file contains additional columns with the PTO power applied during driving (P_PTO_RoadSweeping, P_PTO_DuringDrive) and is also included in P_PTO_CONSUM. In the .vsum file the energy demand for both PTO modes is provided in the columns E_aux_PTO_RoadSweeping and E_aux_PTO_DuringDrive.
 

Documentation/User Manual/3-simulation-models/ParallelHybridControlStrategy.md

@@ -28,7 +28,7 @@ The hybrid control is located in the simulated power train right after the wheel
 
 ### Evaluation of different options
 
-Note: The convention is that for all powertrain components (except te ICE) a positive torque loss means an additional drag while a negative torque loss means the component contributes to propel the vehicle. So all passive components can only apply positive torque losses and only active components such as electric motors can propel the vehicle which means it has a negative torque loss.
+Note: The convention is that for all powertrain components (except the ICE) a positive torque loss means an additional drag while a negative torque loss means the component contributes to propel the vehicle. So all passive components can only apply positive torque losses and only active components such as electric motors can propel the vehicle which means it has a negative torque loss.
 
 The variable u is used to identify the different evaluated options. The value of u denotes the factor how much of the torque at the output shaft of the electric motor is applied by the electric motor. A u value of -1 thus means the electric motor provides the full torque demanded at its output shaft and the torque at the input shaft is 0. A positive value of u means that the electric motor acts as generator and applies a torque demand in addition. 
 
@@ -42,7 +42,7 @@ In case the driver's action is to accelerate the vehicle, the hybrid control str
 2.  Evaluate options where the electric motor contributes to propel the vehicle.
 
     i.  Iterate over all negative u values with a certain step size (typically 0.1) up to u_maxDrive
-        u_maxDrive is detemined by the torque demanded at the out shaft of the electric motor and the maximum drive torque of the electric motor -- whichever is lower.
+        u_maxDrive is determined by the torque demanded at the out shaft of the electric motor and the maximum drive torque of the electric motor -- whichever is lower.
     ii. If the case where the electric motor applies its maximum drive torque is not already covered by the  
         iteration of u values in the previous step, calculate the maximum drive configuration explicitly
     iii. If it is allowed to turn off the electric motor or the electric motor can propel during gear shifts, 
@@ -53,13 +53,13 @@ In case the driver's action is to accelerate the vehicle, the hybrid control str
      i. Iterate over all positive u values with a certain step size (typically 0.1) up to the electric 
         motor's maximum generation torque.
     ii. For vehicles of configuration P2 evaluate the configuration where the electric motor's generation 
-        torque equals the torque demanded at the electric motor's output shaft (i.e., the torue at the electric motor's input shaft is 0) if it is allowed to turn of the ICE.
+        torque equals the torque demanded at the electric motor's output shaft (i.e., the torque at the electric motor's input shaft is 0) if it is allowed to turn of the ICE.
     iii. For vehicles of configuration P3 and P4 search for the torque the electric motor has to apply as 
          a generator so that the resulting torque at the combustion engine is 0. If this torque value is within the limits of the electric motor, calculate the corresponding u value and add this option to the list of evaluated configurations.
 
 In case of a coast or roll action (e.g. during look-ahead coasting dur during traction interruption) the electric motor is turned off.
 
-In case the driver performs a brake aktion the following options are considered
+In case the driver performs a brake action the following options are considered
 
 1. In case of vehicle configurations P3 or P4, or vehicle configuration P2 and the gearbox is engaged:
    (1) If the combustion engine is on and the torque demand at the combustion engine is above the drag 
@@ -78,7 +78,7 @@ Depending on the last gearshift the allowed gear range for upshifts and downshif
 
 ### Cost Function
 
-A cost value is calculated for every evaluated solution described above. In case the configurration results in an invalid operating point the cost value is set to invalid. Reasons for invalid configurations are that the engine operating point is outside the shift polygons, the engine speed is too high or too low, the electric power demand is too high or too low, the battery's SoC would go below the $\textrm{SoC}_{low}$ threshold, etc.
+A cost value is calculated for every evaluated solution described above. In case the configuration results in an invalid operating point the cost value is set to invalid. Reasons for invalid configurations are that the engine operating point is outside the shift polygons, the engine speed is too high or too low, the electric power demand is too high or too low, the battery's SoC would go below the $\textrm{SoC}_{low}$ threshold, etc.
 
 If a configuration is not valid because for example the ICE speed is too high or too low, or the torque demand is too high, or too low the corresponding value of the cost function is set to 'NaN' (not a number) and thus the total score is invalid. In addition, certain flags indicating why a certain configuration is considered invalid are set. These flags are used for the selection of a hybrid configuration to be used as described below. *Note: the calculated  score may be a valid number but certain ignore flags may be set. For example if the engine speed is slightly too high or the battery SoC is
 
@@ -139,7 +139,7 @@ From the list of possible hybrid powertrain configurations with its cost value t
 2. Select all configurations with a valid score and the engine speed is valid (i.e., not too high, nor too low and within the shift lines) and order by score
 3. Select all configurations with a valid score and order by score
 4. If the driver is accelerating and in all evaluated configurations the engine's torque demand is above the engine's maximum torque filter the possible configurations according to the following criteria
-    (1) If the electric motor can propell during traction interruptions (i.e., P4 and P3 configurations) or the gearbox is engaged (P2 configuration) select all configurations where the battery SoC is within the allowed range, order the configurations by difference in gear to the current gear and then order the configurations by the mecanical torque the electric motor can provide
+    (1) If the electric motor can propel during traction interruptions (i.e., P4 and P3 configurations) or the gearbox is engaged (P2 configuration) select all configurations where the battery SoC is within the allowed range, order the configurations by difference in gear to the current gear and then order the configurations by the mechanical torque the electric motor can provide
     (2) 
 5. If the driver is accelerating and in all evaluated configurations the engine's torque demand is below the engine's drag torque filter the possible configurations according to the following criteria. If the electric motor can propel during traction interruptions (i.e., P4 and P3 configurations) or the gearbox is engaged (P2 configuration) 
     (1) Select all configurations where the engine speed is valid and the battery's SoC is within the allowed range and order the configurations by the difference in gear to the current gear and then by the mechanical torque the motor can provide

Documentation/User Manual/3-simulation-models/SerialHybridControlStrategy.md

@@ -14,4 +14,4 @@ The statemachine for the serial hybrid control strategy is depicted here:
 
 ### GenSet Pre-Processing
 
-The optimal and maximal GenSet operating points are calculated in a pre-processing step. The fuel consumption and generated electric power is calculated for 400 different operating points: from ICE idle speed up to the maximum speed (minimum of ICE and electric motor), and from 0 mechanical power up to the maximum mechanical power of the ICE. Out of this set of operating points the one with the highest electrical power and the operating point with the best fuel efficiency is selected. This is done for the GenSet operating in de-rating or not. 
\ No newline at end of file
+The optimal and maximal GenSet operating points are calculated in a preprocessing step. The fuel consumption and generated electric power is calculated for 400 different operating points: from ICE idle speed up to the maximum speed (minimum of ICE and electric motor), and from 0 mechanical power up to the maximum mechanical power of the ICE. Out of this set of operating points the one with the highest electrical power and the operating point with the best fuel efficiency is selected. This is done for the GenSet operating in de-rating or not. 
\ No newline at end of file

Documentation/User Manual/3-simulation-models/TC.md

 ## Torque Converter Model
 
-The torque converter is defined as (virtual) separate gear. Independent of the chosen AT gearbox type (serial or power split), Vecto uses a powertrain architecture with a serial torque converter. The mechanical gear ratios and gears with torque converter are created by Vecto depending on the gearbox type and gear configuration.
+The torque converter is defined as (virtual) separate gear. Independent of the chosen AT gearbox type (serial or power split), VECTO uses a powertrain architecture with a serial torque converter. The mechanical gear ratios and gears with torque converter are created by VECTO depending on the gearbox type and gear configuration.
 
 While the torque converter is active engine torque and speed are computed based on TC characteristic. 
 

Documentation/User Manual/3-simulation-models/Transmission_Losses.md

@@ -9,7 +9,7 @@ with:
 * T~output~ ... Output torque
 * T~input~ ... Input torque
 * T~loss~ ... Torque loss (from e.g. a loss map or efficiency for that component)
-* r~gear~ ... The tranmission ratio for the gurrent gear (if the component has ratios)
+* r~gear~ ... The transmission ratio for the current gear (if the component has ratios)
 
 
 The following components are accounted as transmission components (see [Powertrain and Components Structure](#powertrain-and-components-structure) for a complete overview over all components in the powertrain):

Documentation/User Manual/3-simulation-models/Vehicle_CrossWindCorrection.md

@@ -2,20 +2,20 @@
 
 
 VECTO offers three different modes to consider cross wind influence on the drag coefficient. It is configured in the [Vehicle File](#vehicle-file-.vveh).
-The aerodymanic force is calculated according to the following equation:
+The aerodynamic force is calculated according to the following equation:
 
 $F_{aero}=1/2 \rho_{air}(C_{d,v}A(v_{veh})) v_{veh}^2$
 
-The speed dependecy of the $C_dA$ value allows for consideration of average cross widn conditions.
+The speed dependency of the $C_dA$ value allows for consideration of average cross wind conditions.
 
 ### Speed dependent correction (Declaration Mode)
 
 
 This is the mode which is used in [Declaration Mode](#declaration-mode).
 
-The crossind correction is based on the following boundary conditions:
+The crosswind correction is based on the following boundary conditions:
 
-1 Average wind conditions: The typical conditions are defined with 3m/s of wind at a height of 4m above ground level, blowin uniformly distributed from all directions.
+1 Average wind conditions: The typical conditions are defined with 3m/s of wind at a height of 4m above ground level, blowing uniformly distributed from all directions.
 2 Dependency of $C_dA$ value on yaw angle: The dependency of the $CdA$ value on yaw angle is described by generic $3^{rd}$ order polynomial functions of the form: 
 
 $C_dA(\beta) - C_dA(0) = a_1\beta + a_2\beta^2 + a_3\beta^3$ 
@@ -30,7 +30,7 @@ The following table gives the coefficients per vehicle type:
 | bus, coach	         | -0.000794 | 	0.021090 |  -0.001090 |
 
 
-In a pre-processing step VECTO calculates the function for $C_dA$ value as a function of vehicle speed. This is done by integration of all possible directions of the ambient wind from ground level to maximum vehicle height considering the boundary layer effect based on the following formulas: 
+In a preprocessing step VECTO calculates the function for $C_dA$ value as a function of vehicle speed. This is done by integration of all possible directions of the ambient wind from ground level to maximum vehicle height considering the boundary layer effect based on the following formulas: 
 
 $C_{d,v}A(v_{veh}) = \frac{1}{2 \pi v_{veh}^2 h_{veh}}\int_{\alpha = 0^{\circ}}^{\alpha = 360^{\circ}}{\int_{h=0}^{h=h_{veh}}{C_dA(\beta)\cdot v_{air}(h, \alpha)^2} \textit{d}h\ \textit{d}\alpha}$
 
@@ -44,7 +44,7 @@ $\alpha \ldots \text{direction of ambient wind relative to the vehicle x-axis}$
 
 $h \ldots \text{height above ground}$
 
-$h_{ref} \ldots \text{reference heigth, 4m, for 3m/s average ambient wind}$
+$h_{ref} \ldots \text{reference height, 4m, for 3m/s average ambient wind}$
 
 $v_{air} \ldots \text{resulting air flow velocity from vehicle speed and ambient wind}$
 
@@ -66,7 +66,7 @@ $C_dA(v_{veh}) = C_dA * F_C_d(v_{veh})$
 
 ### Correction using Vair & Beta Input
 
-The actual (measured) air speed and direction can be used to correct cross-wid influence if available. A [vcdb-File](#vair-beta-cross-wind-correction-input-file-.vcdb) is needed for this calculation. This file defines a ΔC~d~A value in \[m²\] depending on the wind angle. The [driving cycle](#driving-cycles-.vdri) must include the air speed relative to the vehicle v~air~ (\<vair\_res\>) and the wind yaw angle (\<vair\_beta\>).
+The actual (measured) air speed and direction can be used to correct cross-wind influence if available. A [vcdb-File](#vair-beta-cross-wind-correction-input-file-.vcdb) is needed for this calculation. This file defines a ΔC~d~A value in \[m²\] depending on the wind angle. The [driving cycle](#driving-cycles-.vdri) must include the air speed relative to the vehicle v~air~ (\<vair\_res\>) and the wind yaw angle (\<vair\_beta\>).
 
 The C~d~A value given in the vehicle configuration is corrected depending on the wind speed and wind angle (given in the driving cycle) using the input file as follows:
 

Documentation/User Manual/3-simulation-models/Vehicle_RRC.md

@@ -2,7 +2,7 @@
 
 
 The rolling resistance is calculated using a speed-independent rolling resistance coefficient (RRC).
-In order to consider that the RRC depends on the vehicle's mass it is modelled as a function of the total vehicle mass. The total RRC is calculated in VECTO using the following equation (the index i refers to the vehicle's axle (truck and trailer)):
+In order to consider that the RRC depends on the vehicle's mass it is modeled as a function of the total vehicle mass. The total RRC is calculated in VECTO using the following equation (the index i refers to the vehicle's axle (truck and trailer)):
 
 $RRC = \sum_{i=1}^{n} s_{(i)} \cdot RRC_{ISO(i)} \cdot \left( \frac{s_{(i)} \cdot m \cdot g }{w_{(i)} \cdot F_{zISO(i)} } \right)^{\beta-1}$
 

Documentation/User Manual/3-simulation-models/whr_system.md

 ## Engine Waste Heat Recovery Systems
 
-VECTO is able to consider energy recovered from the combustion engine's waste heat either as mechanical power or as electrical power. The following options for waste-heat recovery system are availabel:
+VECTO is able to consider energy recovered from the combustion engine's waste heat either as mechanical power or as electrical power. The following options for waste-heat recovery system are available:
 
   * Mechanical WHR system included in the FC measurements
   * Mechanical WHR system not connected to the crankshaft