Microsoft Windows PC running Microsoft Windows 7 or later
Software Requirements
Microsoft .NET Framework 4.5
Installation Options
VECTO is distributed as a portable application. This means you can
simply unzip the archive and directly start VECTO.exe. This, however,
requires write and execute permissions for the VECTO application
directory.
In case you do not have execute permissions, please ask your system
administrator to install VECTO into an appropriate directory (e.g. under
C:\Program Files). Installing VECTO requires the following
two steps:
Copy the VECTO directory and all its files and subdirectories to the
appropriate location where the user has execute permissions
Edit the file install.ini and remove the comment
character (#) in the line containing
ExecutionMode = install
If the ExecutionMode is set to install (this is also
possible when running VECTO from an arbitrary directory), VECTO does not
write its configuration files and log files to the application directory
but to the directories %APPDATA% and
%LOCALAPPDATA% (usually
C:\Users\<username>\AppData\Roaming and
C:\Users\<username>\AppData\Local).
Important: If VECTO is run from a directory without
write permissions it is necessary that you copy the generic VECTO models
distributed with VECTO to a location where you have write permissions or
set the output path to a directory with write permissions (see the Options in the main window).
VECTO is a tool for the calculation of energy consumption and
CO2 emissions of vehicles. It models the components of a
heavy-duty vehicle and simulates a virtual drive on a route. The goal is
to provide a standardized way of calculating the energy consumption
(fuel consumption) and corresponding CO2 emissions.
The Main Form is loaded when starting VECTO. Closing this form will
close VECTO even if other dialogs are still open. In this form all
global settings can be controlled and all other application dialogs can
be opened.
In order to start a simulation the Calculation Mode must be set and at least
one Job File (.vecto) must added to the Job
List. After clicking START all checked files in the Job List will be
calculated.
The Main Form includes two tabs as described below:
Job Files Tab
Options Tab
Job Files Tab
Job Files List
Job files (.vecto) listed here will be used for calculation.
Unchecked files will be ignored! Doubleclick entries to edit job files
with the VECTO Editor.
All
(Un-)Check all files in Job List. Only checked files are calculated when
clicking START.
Add
files to Job List
Remove selected files from List
Move
selected files up or down in list
List Options
Save/Load List
Save or load Job List to text file
Load Autosave-List
The Autosave-List is saved automatically on application exit and
calculation start
Clear List
Remove all files from Job List
Remove Paths
Remove paths, i.e. only file names remain using the Working
Directory as source path.
This input can be used to write all simulation result files to a
certain directory. This can be either an absolute path or a relative
path. If an absolute path is provided, all result files are written to
this directory. If a relative path is provided the .vmod and XML reports
are written into the corresponding subdirectory of the job file and the
.vsum file is written to the corresponding subdirectory of the first
selected job file.
Output
Write modal results
Toggle output of modal results (.vmod files) in declaration mode. A
Summary file (.vsum) is always created.
Modal results in 1Hz
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
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)
Information about the software, license and support contact
Message List
All messages, warnings and errors are displayed here and written to the
log file LOG.txt in the VECTO application folder. Depending on the
colour the following message types are displayed:
Status Messages
Warnings
Errors
Links -
click to open file/user manual/etc.
Note that the message log can be
opened in the 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 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).
Settings
Description
In the Settings dialog controls general application settings. The
settings are saved in the settings.json
file.
Interface Settings
File Open Command
This command will be used to open CSV Input Files like Driving Cycles
(.vdri). See: Run
command Name: Name of the command as it will be shown in the
menu when clicking the button. Command: The actual command.
Example: If the command isexceland the file isC:\VECTO\cycle1.vdrithen VECTO will
run:excel “C:\VECTO\cycle1.vdri”
Calculation Settings
Air Density [kg/m³]
The Air Density is needed to calculate the air resistance together with
the Drag Coefficient and the Cross Sectional
Area (see Vehicle
Editor).
This setting is only used in Engineering mode. In Declaration mode
the default value of 1.188 [kg/m³] is used.
Controls
Reset All Settings
All values in the Settings dialog and Options Tab of the Main Form will be restored to default values.
Save and close
dialog
Close without
saving
Job Editor
Description
The job file (.vecto) includes all
informations to run a VECTO calculation. It defines the vehicle and the
driving cycle(s) to be used for calculation. In summary it defines:
Filepath to the Vehicle File
(.vveh) which defines the not-engine/gearbox-related vehicle
parameters
Filepath to the Engine File (.veng)
which includes full load curve(s) and the fuel consumption map
Filepath to the Gearbox File (.vgbx)
which defines gear ratios and transmission losses
Filepath to the Gearshift
Parameters File (.vtcu) which allows to override parameters of the
Effshift Gearshift Strategy. The
gearshift parameters cannot be edited via the graphical user interface.
In case the default parameters shall be used either an empty .vtcu file
(see .vtcu) or the
gearbox file (.vgbx) can be provided. An example .vtcu file is provided
here
Auxiliaries
Driver Assist parameters
Driving Cycles (only in Engineering Mode)
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.vveh” points to the “Vehicles” subdirectory
of the Job File’s directoy.
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.)
General Settings
Engine Only Mode
Enables Engine Only Mode (Engineering
mode only). The following parameters are needed for this mode:
This group contains input elements to define the engine’s load from the
auxiliaries. 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.
Double-click entries to edit with the Auxiliary Dialog. No other types of
auxiliaries can be used in declaration mode.
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. 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.
The third option is to use the bus-auxiliaries model. For details see
the Bus Auxiliaries model.
List of cycles used for calculation. The .vdri format is described here.
In Declaration Mode, the cycles to be simulated depend on the vehicle
group. The cycles are listed in this window for reference.
In Engineering Mode the cycles can be freely selected. All
declaration cycles are provided in the Folder “Mission Profiles” and can
be used or a custom cycle can be created and used.
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.
In this tab certain general parameters for the advanced driver
assistant system model can be set. Which ADAS feature is available can
be selected in the vehicle itself, in Engineering Mode parameters like
minimum activation speed, activation delay, or allowed overspeed can be
adjusted. In Declaration Mode all parameters are fixed.
The chart area on the right shows the main vehicle parameters like
HDV group and axle configuration if a valid Vehicle File, Engine File and Gearbox File is loaded into the Editor.
The plot shows the full load curve(s) and sampling points of the fuel
consumption map.
A VTP-Job is intended to verify the declared data of a vehicle
through an on-road test. VTP-Jobs can be either simulated in engineering
mode or declaration mode. For a VTP simulation the measured driving
cycle along with the VECTO job-file is required. The driving cycle has
to contain the vehicle’s velocity, rotational speed of the driven
wheels, torque of the driven wheels, and fuel consumption in a temporal
resolution of 2Hz.
VECTO computes the best matching gear based on the vehicle
parameters, the actual vehicle speed and the engine speed. Next, VECTO
re-computes the fuel consumption based for the given driving cycle. For
a VTP-test the re-computed fuel consumption has to be within certain
limits of the real fuel consumption.
The VTP job file (.vecto) includes all
informations to run a VECTO calculation. It defines the vehicle and the
driving cycle(s) to be used for calculation. In summary it defines:
Filepath to the Vehicle File (.xml) which defines all
relevant parameters, including all components
Driving Cycles
In engineering mode multiple driving cycles can be specified
In declaration mode only the first given driving cycle is simulated
as the results are further compared with the re-simulated results of the
reference cycle. The reference cycle is the first driving cycle
applicable for the actual vehicle group as listed in the Job Window and
provided in the reports (i.e., LongHaul for most heavy lorries).
In declaration mode the manufacturer’s record file needs to be
provided. Furthermore, declaration mode simulations consider correction
factors for the net calorific value of the used fuel and the vehicle’s
mileage. In engineering mode the according input fields are not
shown.
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 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.)
Cycles
List of cycles used for calculation. The .vdri format is described here. Double-click an
entry to open the file (see File Open Command).
Click selected items to edit file paths.
Add cycle
(.vdri)
Remove the
selected cycle from the list
Chart Area
The chart area on the right shows the main vehicle parameters like
HDV group and axle configuration if a valid Vehicle File is loaded into
the Editor. The plot shows the full load curve(s) and sampling points of
the fuel consumption map.
The Auxiliary Dialog is used to configure auxiliaries. In 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
Technology
List of available technology for the auxiliary type For the steering
pump multiple technologies can be defined, one for each steered axle.
Controls
Save and
close
Close without
saving
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.
BusAuxiliary Dialog
In Engineering Mode the electrical and mechanical power demand for
the electric system, the pneumatic system and the HVAC can be
provided.
Electric System
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 [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 [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 [-]
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 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 [W]
In case of a smart alternator, defines the maximum electric power the
alternator can generate during braking phases.
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 [-]
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
defining the mechanical power demand and the air flow depending on the
compressor speed.
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 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.
HVAC System
Mechanical Power Demand [W]
Power demand of the HVAC system directly applied at the crank shaft
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 [W]
Maximum power of the auxiliary heater
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.
Vehicle Editor – General Tab
Description
The Vehicle File (.vveh) defines
the main vehicle/chassis parameters like axles including RRCs, 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 ‘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
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: “Demo\RT1.vrlm” points to the “Demo” subdirectory of the
Vehicle File’s directoy.
VECTO automatically uses relative paths if the input file
(e.g. Retarder Losses File) is in the same directory as the Vehicle
File. (Note: The Vehicle File must be saved before browsing for
input files.)
Displays the automatically selected HDV Group depending on the settings
above.
Masses/Loading
Corrected Actual Curb Mass Vehicle
Specifies the vehicle’s mass without loading
Curb Mass Extra Trailer/Body
Specifies additional mass due to superstructures on the vehicle or an
additional trailer
Loading
Specifies the loading of both, the vehicle and if available the trailer
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).
Note:VECTO uses the sum ofCorrected Actual Curb Mass Vehicle, Curb Mass Extra
Trailer/BodyandLoadingfor calculation! The total mass is
distributed to all defined axles according to the relative axle load
share.
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.
Air Resistance and Cross Wind Correction Options
The product of Drag Coefficient [-] and Cross Sectional Area [m²]
(cd x A) and Air Density
[kg/m³] (see 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.
If the vehicle has attached a trailer for simulating certain missions
the given cd x A value is increased by a
fixed amount depending on the trailer used for the given vehicle
category.
For cross wind correction four different options are available (see
Cross Wind Correction for
details):
No Correction: The specified CdxA value is used to compute the air
drag, no cross-wind correction is applied
Speed dependent (User-defined): The specified CdxA value is
corrected depending on the vehicle’s speed.
Speed dependent (Declaration Mode): A uniformly distributed
cross-wind is assumed and used for correcting the air-drag depending on
the vehicle’s speed
Vair & Beta Input: Correction mode if the actual wind speed and
wind angle relative to the vehicle have been measured.
In delcaration mode the ‘Speed dependent (Declaration Mode)’
cross-wind correction is used.
In Engineering Mode this defines the
effective (dynamic) wheel radius (in [mm]) used to calculate engine
speed. In Declaration Mode the radius
calculated automatically using tyres of the powered axle.
Axles/Wheels
For each axle the parameters Relative axle load,
RRCISO and FzISO have to
be given in order to calculate the total Rolling Resistance
Coefficient.
In Engineering mode, the Wheels Inertia [kgm²] has
to be set per wheel for each axle. The axles, for both truck and
trailer, have to be given.
Use the and buttons to add or remove axles form
the vehicle.
In Declaration mode only the axles of
the truck have to be given (e.g., 2 axles for a 4x2 truck). 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.
Doubleclick entries to edit existing axle configurations.
Note: If the current file was opened via the VECTO Editor the file will be sent automatically
when saved.
Save and close file
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
Vehicle Editor – Powertrain Tab
Vehicle Idling Speed
The idling speed of the combustion engine can be increased in the
vehicle settings. This may be necessary due to certain auxiliaries or
for other technical reasons. This value is only considered if it is
higher than the idling speed defined in the combustion engine.
Retarder Losses
If a separate retarder is used in the vehicle a Retarder
Torque Loss Map can be defined here to consider idling losses
caused by the retarder.
The following options are available:
No retarder
Included in Transmission Loss Maps: Use this if the Transmission Loss Maps already
include retarder losses.
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 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 axle gear input retarder require an Retarder Torque Loss Input
File (.vrlm). The retarder ratio defines the ratio between the
engine speed/cardan shaft speed and the retarder.
Angledrive
If an angledrive is used in the vehicle, it can be defined here.
Three options are available:
None (default)
Separate Angledrive: Use this if the angledrive is measured
separately. In this case the ratio must be set and the Transmission Loss Map (or an
Efficiency value in Engineering mode) must also be given.
Included in transmission: Use this if the gearbox already includes
the transmission losses for the angledrive in the respective
transmission loss maps.
Vehicle Editor – Electric Machine Tab
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)
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! However, it is possible that more than one electric machine
is used at a certain position.
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)).
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 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.
Vehicle Editor – REESS Tab
For hybrid vehicles and battery electric vehicles the input elements
on the rechargeable electric energy storage system (REESS) tab
is enabled. Here the component file for the battery pack can be loaded
or created (see Electric Energy
Storage Editor)
For the electric energy storage multiple battery packs can be
configured either in series or in parallel and the initial state of
charge of the whole battery system can be defined. For every entry of a
battery pack the number of packs (count) in series and a stream
identifier need to be specified. Battery packs on the same stream are
connected in series (e.g., two different battery packs on stream number
1 are in series) while all streams are then connected in parallel (see
Battery Model for details). This is only supported
for batteries and not for SuperCaps.
Double-click an entry to edit.
Click selected item.
Add REESS (.vbat)
Remove the
selected REESS from the list
In the REESS Dialog the battery file itself and how it is connected
to the electric system (i.e, the stream identifier and number of packs
used) can be modified.
Vehicle Editor – IEPC Tab
For battery electric vehicles of type IEPC-E or hybrid vehicles of
type IEPC-S, the tab for the integrated electric powertrain
component (IEPC) is visible. Here the component file for the IEPC
can be loaded or created (see IEPC
Editor).
Vehicle Editor – IHPC Tab
For hybrid vehicles if type IHPC the input tab for integrated
hybrid powertrain component (IHPC) is visible. Here the component
file for the electric machine part of the IHPC can be loaded or created
(see IHPC Editor)
Vehicle Editor – GenSet Tab
For serial hybrid vehicles the GenSet tab is visible. On
this tab the electric machine used as generator connected to the
combustion engine can be specified (see Electric Motor Editor). It is possible
to have multiple equal electric machines as generator. The electric
machines can be connected via a transmission to the combustion
engine.
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)).
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).
Vehicle Editor – Torque Limits Tab
On this tab different torque limits can be applied at the vehicle
level. For details which limits are applicable and who the limits are
applied in the simulation see
here.
First, the maximum torque of the ICE may be limited for certain gears
(see Engine Torque
Limitations). In case that the gearbox’ maximum torque is lower than
the engine’s maximum torque or to model certain features like Top-Torque
(where in the highest gear more torque is available) it is possible to
limit the engine’s maximum torque depending on the engaged gear.
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)
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. 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.
The following table describes which ADAS technology can be used and
is supported for different powertrain architectures (X: supported, O:
optional, -: not supported):
ADAS Technology Powertrain Architecture
Conventional
HEV
PEV
Engine Stop/Start
X
X
-
EcoRoll Without Engine Stop
X
-
-
EcoRoll with Engine Stop
X
-
-
Predictive Cruise Control
X
X
X
APT Gearbox EcoRoll Release Lockup Clutch
O
-
-
Engine Stop/Start not allowed for PEV
EcoRoll for HEV always with ICE off
For PEV no clutch for disconnecting the EM present, thus no EcoRoll
foreseen (very low drag of EM in any case)
Inputs for EcoRoll possible in GUI, but no effect in simulation
Vehicle Editor – PTO Tab
PTO Transmission
If the vehicle has an PTO consumer, a pto transmission and consumer
can be defined here. (Only in Engineering
Mode)
Three settings can be set:
PTO Transmission: Here a transmission type can be chosen (adds
constant load at all times).
PTO Consumer Loss Map (.vptol): Here the PTO Idle Loss Map of the pto
consumer can be defined (adds power demand when the pto cycle is not
active).
PTO Cycle (.vptoc): Defines the PTO
Cycle which is used when the pto-cycle is activated (when the
PTO-Flag in the driving cycle is set).
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 (column “PTO”).
Roadsweeper operation
PTO activation mode 2 simulates PTO activation while driving at a
fixed engine speed and gear. The minimum engine speed and working gear
is entered in the PTO tab. For details see PTO.
Sideloader operation
PTO activation mode 3 simulates a time-based PTO activation while
driving. Therefore, a separate PTO cycle (.vptor)
containing the PTO power over time has to be provided. The start of PTO
activation is indicated with a ‘3’ in the ‘PTO’ column of the driving cycle. For details see PTO.
Engine Editor
Description
The Engine File (.veng) defines all
engine-related parameters and input files like Fuel Consumption Map and
Full Load Curve.
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: “Demo\FLD1.vfld” points to the “Demo” subdirectory of the
Engine File’s directory.
VECTO automatically uses relative paths if the input file (e.g. FC
Map) is in the same directory as the Engine File. Note: The
Engine File must be saved before browsing for input files.)
Main Engine Parameters
Make and Model
Free text defining the engine model, type, etc.
Idling Engine Speed [rpm]
Low idle, applied in simulation for vehicle standstill in neutral gear
position.
Inertia for rotating parts including engine flywheel. In Declaration Mode the inertia is calculated
depending on the engine’s displacement and also accounts for the
clutch’s inertia.
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 [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 [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 Engine
If enabled, a secondary fuel can be specified.
Primary/Secondary Fuel
Fuel Type
Used to compute derived results such as fuel consumption in liters and
CO2 values. This parameter influences the CO2-to-fuel ratio and fuel
density. The actual values can be looked up in FuelTypes.csv.
Full Load and Drag Curves
The Engine’s Full Load and
Drag Curves (.vfld) limits the engine’s maximum torque and drag
torque respectively The full-load curve must at least cover the
engine-speed range from idling speed up to the speed where the power
goes down to 70% of the maximum power. The input file (.vfld) file
format is described here.
The Cold/Hot Emission Balancing Factor is an additional correction
factor that is used to correct the fuel consumption.
In engineering a single correction factor for correcting WHTC,
Cold/Hot Balancing, … can be specified.
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 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
In case the engine is equipped with a waste heat recovery system
(WHR) the WHR type can be selected in the lower right part of the
window. For WHR systems that generate mechanical power that is directly
delivered to the engine’s crankshaft no further input is required - the
WHR shall be considered in the fuel consumption map already.
For WHR systems with electrical power output the generated electrical
power needs to be provided in the Fuel Consumption Map of the
primary fuel.
For WHR systems with mechanical power output to the drivetrain the
generated mechanical power needs to be provided in the Fuel Consumption Map of the
primary fuel.
The final fuel consumption is at the end corrected for the electric
and mechanical energy generated by the WHR system (see fuel consumption
correction) Similar correction factors as applied for the fuel
consumption (WHR Correction factors) have to be provided for the WHR
system. The weighting of these correction factors is the same as for the
WHTC correction factors.
Chart Area
The Chart Area shows the fuel consumption map and the selected full
load curve. The fuel consumption map of the primary fuel is plotted in
red and if provided the secondary fuel is plotted in green.
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
Gearbox Editor
Description
The Gearbox File (.vgbx) defines
all gearbox-related input parameters like gear ratios and transmission
loss maps. Furthermore, certain parameters for the gearshift strategy
such as the gearshift lines can be provided (see Gear Shift Model for details).
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 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.)
Main Gearbox Parameters
Make and Model
Free text defining the gearbox model, type, etc.
Transmission Type
Depending on the transmission type some options below are not available.
The following types are available:
MT: Manual Transmission
AMT: Automated Manual Transmission
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
Inertia [kgm²]
Rotational inertia of the gearbox (constant for all gears). (Engineering
mode only)
Traction Interruption [s]
Interruption during gear shift event. (Engineering mode only)
Gears
Use the and buttons to add or
remove gears from the vehicle. Doubleclick entries to edit existing
gears.
Gear “Axle” defines the ratio of the axle
transmission / differential.
“Ratio” defines the ratio between the input speed
and output speed for the current gear. Must be greater than 0.
“Loss Map or Efficiency” allows to define either a
constant efficiency value or a loss map (.vtlm). Note: efficiency values are only allowed in
engineering mode
“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 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!
“Max Speed” define the maximum speed for the
current gear
Gear shift strategy parameters
Some parameters influencing the gearshift behavior can be defined in
the gearbox file. Therefore, the gearbox file has to be provided as
input for the shift strategy parameters as well. See Gearbox-TCU for more
details.
In addition, the gearshift polygon affects the gearshift behavior to
a certain degree. The gearshift polygon can be defined individually for
each gear. If no shift polygon is provided the declaration mode shift
polygons for the selected transmission type are used.
The gearshift strategy depends on the transmission type:
Manual Transmission
Shiftline based approach. The calculation of gearshift lines and the
gearshift rules are described here
Efficiency shift. The calculation of gearshift lines and the gearshift
rules are described
here
Automated Manual Transmission - Hybrid Electric vehicle
Gearshift is handled by the hybrid controller. Shift lines (calculated
in the same way as for conventional vehicles) are used as upper and
lower boundary for allowed ICE operating points.
Automated Manual Transmission - Pure Electric vehicle
Efficiency shift based strategy. The calculation of gearshift lines and
the gearshift rules are described
here
Automatic Transmission - Conventional vehicle
Efficiency shift. The calculation of gearshift lines and the gearshift
rules are described
here
Automatic Transmission - Hybrid Electric vehicle
Gearshift is handled by the hybrid controller. Shift lines (calculated
in the same way as for conventional vehicles) are used as upper and
lower boundary for allowed ICE operating points.
Automatic Transmission (APT-N) - Pure Electric vehicle
Efficiency shift based strategy. The calculation of gearshift lines and
the gearshift rules are described
here
Gearshift Parameters
Torque reserve [%]
The minimal torque reserve which has to be provided after a gearshift.
Only used for MT transmissions.
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
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.
Torque Converter: Minimal acceleration after upshift
Here the minimal achievable accelerations before upshifts can be
defined.
Acc. for C->L [m/s²]
The minimal achievable acceleration for shifts from torque converter
gear to locked gear.
Acc. for C->C [m/s²]
The minimal achievable acceleration for shifts from first torque
converter gear to second torque converter gear (1C->2C)
Power shift losses
Shift time [s]
The shift time for powershift losses.
Chart Area
The Chart Area displays the Shift Polygons Input
File(.vgbs) as well as the declaration mode shift polygons (dashed
lines) for the selected gear together with the engine’s full-load
curve.
The hybrid control strategy evaluates different allocations of torque
to the electric motor and different gears and calculates the following
cost function:
The parameters for the cost function can be defined in the hybrid
strategy file.
Equivalence Factor Discharge
\(f_{\textrm{equiv}}\) in case the
battery is discharged
Equivalence Factor Charge
\(f_{\textrm{equiv}}\) in case the
battery is charged
Min SoC
\(\textrm{SoC}_\textrm{min}\) Minimum
allowed state of charge
Max SoC
\(\textrm{SoC}_\textrm{max}\) Maximum
allowed state of charge
Target SoC
\(\textrm{TargetSoC}\) 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
Aux Buffer Time
In case electric auxiliaries are connected to the high-voltage system,
reserve a certain amount of energy in the battery to supply the
auxiliaries for this period of time.
Aux Buffer Charge Time
In case electric auxiliaries are connected to the high-voltage system
and the reserved energy for the auxiliaries is used, re-charge the
“auxiliaries buffer” in within this period of time.
ICE Start penalty factor
Penalty added to the cost function in case the ICE needs to be turned on
Cost Factor SoC Exponent
Exponent \(e\) in the cost function
Electric Motor Editor
Description
The electric motor 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.
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.
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
Make and Model
Free text defining the gearbox model, type, etc.
Inertia [kgm²]
Rotational inertia of the gearbox (constant for all gears). (Engineering
mode only)
Continuous Torque [Nm]
The nominal torque the electric machine can provide continuously
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
Test Speed Overload Torque [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
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))
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)). The max drive and max generation
torque have to be provided for two different voltage levels.
Electric Power Consumption Map
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 (.vemo)). The power map has to be provided for two
different voltage levels.
Voltage Level Low/High
Applicable voltage level for the electric power consumption map and max
drive/generation torque curve
Chart Area
The Chart Area displays the electric machine’s max. drive curve and
max. generation curve (blue), the drag curve (green) and the entries
provided in the electric power consumption map (red).
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
Rechargeable Electric Energy Storage Editor
Two types of rechargeable electric energy storage can be configured
in VECTO: either a battery pack or a super capacitor.
Battery Pack
Description
The electric energy storage editor allows to edit all model
parameters relevant for the electric energy storage.
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.
VECTO automatically uses relative paths if the input file (e.g. SoC)
is in the same directory as the Battery file. (The Battery File must be
saved before browsing for input files.)
Main Parameters
Make and Model
Free text defining the model, type, etc.
Capacity [Ah]
Nominal capacity of the battery
SoC min [%]
Minimum allowed state of charge
SoC max [%]
Maximum allowed state of charge
Max Current Map
defines the maximum allowed current for a state of charge
Defines the battery’s internal resistance depending on its state of
charge. The file must cover the SOC range from 0 to 100%! (see Battery Internal
Resistance File (.vbatr))
Chart Area
The Chart Area displays the battery’s internal voltage (blue) and the
internal resistance (red) over its state of charge.
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
IEPC Editor
Description
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.
An IEPC may have several shiftable transmission steps or only a
single gear stage between the output shaft and the electric machine. The
electric power consumption map has to be provided for every gear.
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.
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
Make and Model
Free text defining the gearbox model, type, etc.
Inertia [kgm²]
Rotational inertia of the electric machine 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
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
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 [-]
The accumulated overload energy has to be below the max. overload
capacity multiplied by this factor so that the peak power is available
again.
Full Load Curve
TODO
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))
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)). The power map has to be provided for two different
voltage levels and all gears.
Voltage Level Low/High
Applicable voltage level for the electric power consumption map and max
drive/generation torque curve
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
IHPC Editor
Description
Integrated hybrid electric vehicle powertrain component (IHPC) means
a combined system of multiple electric machine systems together with the
functionality of a multi-speed gearbox.
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.
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
Make and Model
Free text defining the gearbox model, type, etc.
Inertia [kgm²]
Rotational inertia of the electric machine defined at the output shaft
of the EM. (Engineering mode only)
Continuous Torque [Nm]
The nominal torque the electric machine can provide continuously
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
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 [-]
The accumulated overload energy has to be below the max. overload
capacity multiplied by this factor so that the peak power is available
again.
Full Load Curve
TODO
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)). The power map has to be provided for two
different voltage levels and all gears.
Voltage Level Low/High
Applicable voltage level for the electric power consumption map and max
drive/generation torque curve
If necessary the file path in the VECTO Editor
will be updated.
Cancel without
saving
Graph Window
Description
The Graph Window allows to visualize modal results files (.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.
Channels
Use the and buttons to add or
remove channels. Doubleclick entries to edit existing channels.
Each channel can be plotted either on the left or on the right Y
Axis. Use the checkbox to disable channels in the graph.
X Axis Controls
The X Axis can either show distance or time.
Min, Max
Sets the range for the x axis.
Reset button
Reset the x axis range to display the complete cycle.
+, - buttons
Zoom in/out on the x axis.
<, > buttons
Move the x axis range left/right.
Controls
Open a .vmod
file
Open a new
Graph Window
Reload the currently
open file
Command Line Arguments
The VECTO 3.x commandline tool can be used to start simulations from
the command line and runs without graphical user interface. If multiple
job-files are specified or a job-file contains multiple simulation runs
(i.e., multiple cycles and/or loadings) these simulations are executed
in parallel.
General Notes
The order in which the arguments are provided is arbitrary.
If a file path includes space characters (e.g. “C:\VECTO Test
Files\Demo.vecto”) then double quotes have to be used (as in the picture
above).
If not the complete file path is defined (e.g. “file1.vecto” instead
of “c:\data\file1.vecto”) then VECTO expects the file in the application
directory (where vectocmd.exe is located).
FILE1.vecto [FILE2.vecto …]: A list of vecto-job files (with the
extension: .vecto). At least one file must be given. Delimited by
whitespace.
-t: output information about execution times
-mod: write mod-data in addition to sum-data
-eng: switch to engineering mode (implies -mod)
-v: Shows verbose information (errors and warnings will be
displayed)
-vv: Shows more verbose information (infos will be displayed)
-vvv: Shows debug messages (slow!)
-vvvv: Shows all verbose information (everything, slow!)
-V: show version information
-h: Displays this help.
Calculation Modes
VECTO supports different calculation modes for declaring a vehicle,
validation of test-results, or experimenting with different parameters
and components. These modes are described here.
This mode is for experimenting and validation of a vehicle. There exist
several options how the driving cycle may be defined (Target speed,
Measured Speed, Pwheel).
This mode is for simulating a vehicle defined in declaration mode for
the purpose of verification tests. This mode is similar to the PWheel
simulation in engineering mode.
This mode is for validation of a measured engine component. Only the
engine is simulated in this mode.
In the GUI the Calculation Mode can be changed via the Options Tab of
the Main Form.
In the Command Line the default Calculation Mode is Declaration, but
can be changed to Engineering with the “-eng” flag.
Engineering Mode
The Engineering Mode lets the user define every aspect in the
component models of the vehicle and the driving cycle. This is for
experimenting and validation purposes.
In this mode the given list of job files is simulated with the
respective driving cycles. Each job file defines a separate vehicle.
Requirements
One or more checked job files in the Job List
Each job file must include at least one driving cycle
Results
Modal results (.vmod). One file for each vehicle/cycle combination.
Modal results are only written if the modal output is enabled in the
‘Options’ tab on the Main Window
Sum results (.vsum). One file for each invocation of VECTO.
Options
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.
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.
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 artifacts during the simulation due to engine
inertia, gearbox inertia, etc. Thus the suggested minimum time
interval for time-based cycles is 0.5s!
Declaration Mode
In Declaration Mode many input parameters are predefined for the
official certification. They are locked in the user interface and will
automatically be set by VECTO during calculation. Calculations will be
performed for each mission profile (of the corresponding HDV class) with
two different loadings: low loading and reference loading.
Declaration Mode can be activated in the Options
Tab.
Requirements
One or more checked job files in the Job List
The job files don’t need to include driving cycles. These are
automatically assigned.
Results
Modal results (.vmod). One file for each vehicle/cycle/loading
combination. Modal results are only written if the modal output is
enabled in the ‘Options’ tab on the Main
Window
Sum results (.vsum). One file for each invocation of VECTO.
Results (.xml). One file for each job.
Verification Test Mode
The purpose of the verification test is to simulate a vehicle defined
in declaration mode on a measured real-driving cycle. This simulation
mode uses its own cycle format,
requiring mainly vehicle speed, wheel speed, wheel torque, engine-fan
speed, and engine speed. VECTO then calculates the appropriate gear and
simulates the cycle. Auxiliary power is according to the technologies
defined in the vehicle. However, the engine fan auxiliary is ignored and
the power demand for the engine fan is calcuated based on the engine-fan
speed. The power demand for the other auxiliaries depends on the
vehicle’s actual speed. The fuel consumption is calculated using the
engine speed from the driving cycle and the torque demand as given in
the cycle, adding the losses of all powertrain components.
Requirements
One or more checked job files in the Job List
Each job must include a vehicle in declaration mode (XML)
Each job file must include at least one driving cycle
Results
Modal results (.vmod). One file for each vehicle/cycle combination.
Modal results are only written if the modal output is enabled in the
‘Options’ tab on the Main Window
Sum results (.vsum). One file for each invocation of VECTO.
Requirements
One or more checked job files in the Job List
Each job must include a vehicle in declaration mode (XML)
Each job must include the manufacturer report (XML) of the vehicle
as generated for the vehicle declaration
Each job file must include exactly one driving cycle (in case
multiple driving cycles are provided, only the first cycle is
simulated!)
Results
VTP Report (.xml). Contains a description of the vehicle and its
components, the verification test analysis according to the draft
legislation, and a validation of the input data digest values
Modal results (.vmod). One file for each vehicle/cycle combination.
Modal results are only written if the modal output is enabled in the
‘Options’ tab on the Main Window
Sum results (.vsum). One file for each invocation of VECTO.
Validations
Before the simulation of the measured VTP cycle starts, the provided
cycle data is passed through some sanity checks:
The cycle is provided in 2Hz
The ratio of wheel speeds (left/right) should be lower than 1.4 for
wheel speeds above 0.1rpm
The absolute difference of wheel speeds (left/right) should be lower
than 1rpm for wheel speeds below 0.1rpm
The torque ratio (left/right) should be lower than 3 and the
absolute difference should be lower than 200Nm.
The fan speed shall be between 20 and 4000rpm, unless the vehicle is
equipped with an electric fan
The fuel consumption within a window off 10min should be between 180
and 600 g/kWh_(PWheel_pos)
In case the provided cycle exceeds these limits an according warning
message is shown in the user interface and written to the report.
Engine-Only Mode
When this mode is enabled in the Job File then VECTO only calculates
the fuel consumption based on a load cycle (engine speed and torque). In
the Job File only the following parameters are
needed:
Filepath to the Engine File (.veng)
Driving Cycles including engine torque (or power) and engine
speed
The driving cycle also has to be in a special format which is
described here: Engine Only Driving
Cycle.
Simulation Models
In this chapter the used component models for the simulation are
described.
The following xEV architectures are currently supported in VECTO. All
architectures can be used together with the bus auxiliaries model in
engineering mode.
Parallel Hybrid Electric Vehicle Architectures
P1 + AMT
P1 + APT-S/P
P2 + AMT
P2.5 + AMT
P2.5 + APT-S/P
P3 + AMT
P3 + APT-S/P
P4 + AMT
P4 + APT-S/P
Pure Electric Vehicle Architectures
E2 + AMT
E2 + APT-N
E3
E4
Powertrain and Components Structure
The powertrain in Vecto V3 consists of the following components which
are generally connected in this order:
The engine tries to supply the requested power demand (including all
power losses happening in the powertrain and auxiliaries). If the engine
can’t supply the given power demand, the driver reduces the
accelerating.
Powertrain Values
The powertrain can be configured to represent different situations
depending on the used retarder and gearbox configuration. The output
values in the Modfile depict
different points in the powertrain depending on the current
configuration. Here are some schematic overviews which show the values
and the position in the powertrain they represent:
VECTO limits the vehicle acceleration and deceleration depending on
current vehicle speed, to model a realistic driver behavior. These
limits are defined in the Acceleration Limiting
Input File (.vacc), which can be set in the Job
File. In Declaration mode this is already predefined.
If the engine can’t provide the required power, the vehicle might
accelerate slower than the defined driver limit.
The minimum deceleration can always be maintained via the
brakes.
In Measured Speed Mode these limits are not used, due to the nature
of this mode (speeds and accelerations are already real measured values,
therefore VECTO uses them directly without limitation).
The graph shows the acceleration and
deceleration limits depending on the current vehicle speed.
Driver: Look-Ahead Coasting
Look-Ahead Coasting is a function that aims on modelling real driver
behaviour. It is a forward-looking function that detects forthcoming
reductions in target speed in the mission profile (e.g. speed limit,
etc.) and induces an early deceleration using engine braking before
applying mechanical brakes according to the deceleration limit.
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 will be
applied.
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 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)
The Decision Factor (DF) depends on the next target speed
and the speed change:
Overspeed controls the vehicle’s behavior on uneven road sections
(slope ≠ 0) and can be configured in the 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.
Example with target (purple) and actual speed (orange) on the top
left axis, slope (brown) on the top right axis. The bottom graph shows
engine power (blue), motoring curve (orange) and mechanical brake power
(green). In this example Overspeed is allowed until the vehicle’s speed
exceeds target speed by 5 [km/h].
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 to consider the energy demand for the auxiliaries and
engine start.
Model Parameters
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.
delay engine-off: 2 s
Max engine-off timespan: 120 s
Engine stop/start utility factor: 0.8
Engine Start-Up Energy Demand
The energy demand to ramp-up the engine depends on the engine’s
inertia and the engine’s drag torque and is computed according to the
following equation:
\(E_{ICE,start}\) is the amount of
energy the combustion engine needs to provide to compensate the start up
is the ramp-up energy multiplied by the efficiency of the alternator.
\(t_{ICE,start}\) is assumed to be 1
second and \(\eta_{alternator}\) is
0.7.
Auxiliaries and Utility Factor
During ICE-off phases the ICE is fully shut of in the simulation
(.vmod data). However, in reality the ICE is not always switched off due
to certain boundary conditions (e.g. power demand from an auxiliary,
temperature, etc.). This is considered in the post-processing.
Therefore, the demand for different auxiliaries is balanced in separate
columns in the .vmod file for the two
cases a) ICE is really off, and b) ICE would be on. This is done for the
mechanical auxiliaries, bus-aux electric demand (all different cases
like ES connected to the REESS, smart ES, conventional ES, and
combinations thereof), bus-aux pneumatic system. A detailed description
which auxiliary power demand is balanced in which columns can be found
in this
spreadsheet for all combinations of conventional vehicles, bus
auxiliaries, and hybrid vehicles.
Auxiliary energy demand
In Declaration Mode the energy demand of all auxiliaries except the
engine cooling fan and the steering pump is considered during vehicle
stops.
Auxiliary energy demand
In Engineering Mode the energy demand of the auxiliaries can be
specified for the cases: - ICE on - ICE off, vehicle standstill - ICE
off, vehicle driving
Advanced Driver Assistant Systems: Eco-Roll
Description
Eco-roll is a driver assistant system that automatically decouples
the internal combustion engine from the power train during specific
downhill driving conditions with low negative slopes. The aim is to save
fuel during such phases. VECTO supports eco-roll without engine
stop/start and eco-roll with engine stop/start. In the former case, the
combustion engine is idling during eco-roll phases while in the latter
case the combustion engine is turned off during eco-roll events. For
vehicles having eco-roll with engine stop/start the fuel consumption is
corrected for the engine stop/start events and the auxiliary power
demand during engine-off phases.
In case of AT gearboxes eco-roll can either be performed by shifting
to neutral, i.e., disengaging the gearbox, or opening the torque
converter lockup clutch. Which option is supported by the transmission
needs to be specified in the vehicle configuration.
Auxiliary energy demand
In Declaration Mode the energy demand of all auxiliaries is applied
in the fuel consumption correction during engine-off periods
Auxiliary energy demand
In Engineering Mode the energy demand for the different states - ICE
on - Vehicle driving, ICE off - Vehicle standstill, ICE off
can be specified. When the ICE is on, the auxiliary energy demand is
directly applied. The auxiliary energy demand during ICE-off phases is
corrected in
post-processing.
Model Parameters
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
The following state diagram depicts when eco-roll is activated during
the simulation.
Advanced Driver Assistant Systems: Predictive Cruise Control
Description
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
Approaching a crest the vehicle velocity is reduced before the point
where the vehicle starts accelerating by gravity alone compared to the
set speed of the cruise control so that the braking during the following
downhill phase can be reduced.
Use Case 2: Accelerating without Engine Power
During downhill driving with a low vehicle velocity and a high
negative slope the vehicle acceleration is performed without any engine
power usage so that the downhill braking can be reduced.
Use Case 3: Dip Coasting
During downhill driving when the vehicle is braking at the overspeed
velocity, PCC increases the overspeed for a short period of time to end
the downhill event with a higher vehicle velocity. Overspeed is a higher
vehicle speed than the set speed of the cruise control system.
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 distance-based
driving cycle.
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.
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-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.
Preview distance use case 2: Preview distance for
use-case 2 PCC events. After this distance (estimated) after starting
the PCC event the vehicle shall reach the target speed again. This
distance is typically shorter than the preview distance for use-case 1
as only the acceleration phase is considered.
Allowed underspeed: 8 km/h
Allowed overspeed: 5 km/h
PCC enabling velocity: 80 km/h
Minimum speed: 50 km/h
Preview distance use case 1: 1500 m
Preview distance use case 2: 1000 m
Predictive Cruise Control Model Use-cases 1 and 2
Pre-Processing
In a preprocessing step the road gradient where the vehicle would
accelerate on its own is computed for certain velocities. If the vehicle
is equipped with eco-roll the powertrain is declutched, otherwise the
engine is in full drag. The slope is calculated for every simulated
cycle as this values vary with the vehicle’s payload, rolling resistance
and air drag.
All positions in the driving cycle where the slope is lower than the
road gradient required that the vehicle accelerates on its own are
marked as potential candidates for PCC events. At this distance the
vehicle’s velocity shall be a minimum. Denoted as \(x_{v_{low}}\).
For every potential PCC event, the end position is marked in the
driving cycle. This is the first position in the driving cycle after
\(x_{v_{low}}\) where the slope is
greater than the road gradient required that the vehicle accelerates on
its own. Latest at this position the vehicle shall reach the target
velocity again. Denoted as \(x_{end,
max}\)
For every potential PCC event, the earliest start position is
marked. This is calculated as \(x_{start} =
x_{v_{low}} - d_{preview}\).
For every potential PCC event, the vehicle’s energy is calculated:
\(E(x_{v_{low}}) = m \cdot g \cdot
h(x_{v{low}}) + \frac{m \cdot (v_{target}(x_{v_{low}}) -
v_{neg})^2}{2}\)\(E(x_{end, max}) = m
\cdot g \cdot h(x_{end, max}) + \frac{m \cdot v_{target}(x_{end,
max})^2}{2}\)
Calculations during simulation
If the vehicle enters a potential PCC section, the following
calculations are performed to decide on starting a PCC event:
Current vehicle position: \(x\)
Position in the cycle where the PCC event shall be finished: \(x_{end} = min(x + d_{preview}, x_{end,
max})\)
Estimation of coasting resistance force: \(F_{coast}(x) = \frac{P_{roll}(x) +
P_{aero}(x, v_{target}) + P_{ice, drag} + P_{em,
drag}}{v_{target}}\) \(P_{ice, drag}\) is set to 0 in case
the vehicle is equipped with eco-roll and pure electric vehicles. \(P_{em,drag}\) is set to 0 for conventional
vehicles.
Energy demand/gain for coasting from the vehicle’s current position
to the point with the minimum velocity \(x_{v_{low}}\): \(E_{coast, v_{low}} = F_{coast} \cdot
(x_{v_{low}} - x)\)
Energy demand/gain for coasting from the vehicle’s current position
to the end of the PCC event \(x_{end}\): \(E_{coast, x_{end}} = F_{coast} \cdot
(x_{end} - x)\)
Vehicle’s current energy: \(E_{veh}(x) = m \cdot g \cdot h(x) + \frac{m
\cdot v_{veh}^2}{2}\)
Vehicle’s energy at the end of a PCC event: \(E(x_{end}) = m \cdot g \cdot h(x_{end}) +
\frac{m \cdot v_{target}(x_{end})^2}{2}\)
PCC State Diagram
The following state diagram depicts when a PCC event is activated
during the simulation for conventional vehicles.
The following state diagram depicts the activation of a PCC event
during the simulation for xEV vehicles.
The fuel consumption of vehicles equipped with PCC option 1 & 2
and eco-roll with engine stop/start will be corrected for engine
stop/start as described in engine stop/start
correction.
Predictive Cruise Control Model Use-case 3
To consider predictive cruise control use-case 3, the driver model’s
allowed overspeed is set to the model parameter allowed
overspeed in highway sections if the vehicle supports PCC use-case
3.
Vehicle: Cross Wind Correction
VECTO offers three different modes to consider cross wind influence
on the drag coefficient. It is configured in the Vehicle File. The aerodynamic force is
calculated according to the following equation:
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, 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:
The following table gives the coefficients per vehicle type:
a1
a2
a3
rigid solo
0.013526
0.017746
-0.000666
rigid trailer, EMS
0.017125
0.072275
-0.004148
tractor semitrailer
0.030042
0.040817
-0.002130
bus, coach
-0.000794
0.021090
-0.001090
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:
\(\alpha \ldots \text{direction of ambient
wind relative to the vehicle x-axis}\)
\(h \ldots \text{height above
ground}\)
\(h_{ref} \ldots \text{reference height,
4m, for 3m/s average ambient wind}\)
\(v_{air} \ldots \text{resulting air flow
velocity from vehicle speed and ambient wind}\)
\(v_{veh} \ldots \text{vehicle
speed}\)
\(v_{wind} \ldots \text{velocity of ambient
wind}\)
The generation of the \(C_{d,v}A(v_{veh})\) curve is demonstrated
in this Excel sheet
Speed dependent correction (User-defined)
The base CdA value (see Vehicle File) is corrected with a
user-defined speed dependent scaling function. A vcdv-File
is needed for this calculation.
The CdA value given in the vehicle configuration is
corrected depending on the vehicle’s speed and the Cd scaling
factor from the input file as follows:
\(C_dA(v_{veh}) = C_dA *
F_C_d(v_{veh})\)
Correction using Vair & Beta Input
The actual (measured) air speed and direction can be used to correct
cross-wind influence if available. A vcdb-File
is needed for this calculation. This file defines a ΔCdA
value in [m²] depending on the wind angle. The driving cycle must include the air
speed relative to the vehicle vair (<vair_res>) and the
wind yaw angle (<vair_beta>).
The CdA 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:
\(C_dA(v_veh) = C_dA +
{\Delta}C_d(\beta)\)
Vehicle: Rolling Resistance Coefficient
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 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)):
\(RRC = \sum_{i=1}^{n} s_{(i)} \cdot
RRC_{ISO(i)} \cdot \left( \frac{s_{(i)} \cdot m \cdot g }{w_{(i)} \cdot
F_{zISO(i)} } \right)^{\beta-1}\)
with:
RRC
[-]
Total rolling resistance coefficient used for calculation
For each axle the parameters Relative axle load,
RRCISO and FzISO have to
be defined. Axles with twin tyres have to be marked using the respective
checkbox in the Vehicle-Editor.
Engine: Fuel Consumption Calculation
The base FC value is interpolated from the stationary FC map. If necessary the base
value is corrected to compensate for unconsidered auxiliary energy
consumption for vehicles with Start/Stop. In Declaration Mode additional correction factors are
applied.
The CO2 result for the actual mission profile is directly
derived from the fuel consumption using a gravimetric CO2/FC factor.
T(ni) … PT1 time constant at engine speed ni
(col. 4 in .vfld
file)
Pfld stat(ni) … Static full load at engine
speed ni (col. 2 in .vfld file)
Pact 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:
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 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” CFurb (Urban),
CFrur (Rural), CFmot (Motorway). For the
interpolation the same method as for interpolation in VECTO is applied
(Delauney triangulation).
All calculations regarding the brake specific fuel consumption from
the interpolation as well as from the measurement and the three
correction factors CFurb, CFrur, CFmot
are fully implemented in the VECTO-Engine evaluation tool.
The total correction factor CFtotal depends on the mission
profile and is produced in VECTO by mission profile specific weighting
factors listed in the table below.
with the correction factor CFurb, CFrur,
CFmot coming from the Engine, and weighting factors
WFurb, WFrur, WFmot predefined in the
declaration data:
Mission profile
WFurb
WFrur
WFmot
Long haul
11%
0%
89%
Regional delivery
17%
30%
53%
Urban delivery
69%
27%
4%
Municipal utility
98%
0%
2%
Construction
62%
32%
6%
Citybus
100%
0%
0%
Interurban bus
45%
36%
19%
Coach
0%
22%
78%
In order to balance the trade-off between emissions and fuel
consumption during cold and hot starting conditions an additional
balancing factor \(CF_{C/H}\) is
determined from the overall specific fuel consumption over the cold
start and hot start WHTC test. Additional correction factors considered
are regarding the net calorific value of the fuel (\(CF_{NCV}\)) and exhaust after-treatment
systems (\(CF_{RegPer}\)). This values
are part of the output from the engine component tool.
\(NCV_{stdEngine}\): Net calorific
value as defined as reference value for engine testing (Pt. 5.3.3.1 of
Annex V), see Fuel properties
\(NCV_{stdVECTO}\): Net calorific
value defined as reference value for vehicle CO2 certification, see Fuel properties
The WHTC-corrected fuel consumption is then calculated with: \(FC_{final} = FC \cdot CF_{total} \cdot CF_{C/H}
\cdot CF_{RegPer} \cdot
\frac{NCV_{stdEngine}}{NCV_{stdVECTO}}\)
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.
\(FC_{final} = FC \cdot
CF_{Engineering}\)
Dual Fuel Engine
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.
Torque and Speed Limitations
The torque and speeds in the powertrain can be limited by different
components such as the gearbox, the electric motor or the combustion
engine, depending on the powertrain configuration.
Some additional limits can be defined in the vehicle configuration as
described below.
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.
Gear shift polygons are calculated by VECTO based on the overall
(i.e. from gearbox and vehicle control) cropped engine full load
curve.
In Engineering Mode, speed and torque limits can be defined and will
be effective for every gear.
In Declaration Mode, the following rules restrict the limitations of
engine torque:
Transmission Input-Speed Limitations
Applicable for every gear
Transmission Torque Limitations
For higher 50% of gears (i.e., gears 7 to 12 for a 12-gear
transmission):
Transmissions max torque > 90% of engine max torque: max. torque
limitation not applicable (VECTO extrapolates loss-maps)
Transmissions max torque <= 90% of engine max torque: max. torque
limitation applicable
For lower 50% of gears (i.e., gears 1 to 6 for a 12-gear
transmission):
Transmission torque limit is always applicable
Vehicle defined Torque Limitations
For higher 50% of gears (i.e., gears 7 to 12 for a 12-gear
transmission):
Torque limit > 95% of engine max torque: max. torque limitation
not applicable (VECTO extrapolates loss-maps)
Torque limit <= 90% of engine max torque: max. torque limitation
applicable
For lower 50% of gears (i.e., gears 1 to 6 for a 12-gear
transmission):
Torque limit is not applicable
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 electric motors model parameters.
Vehicle Propulsion Limitations
For hybrid electric vehicles the electric machine may provide
additional torque to the powertrain and thus cause higher accelerations
than a conventional vehicle. To limit such boosting by the electric
motor.
The input is the additional torque the electric motor is allowed to
boost in addition to the ICE over ICE speed.
Note: this boosting torque has to be provided from 0 rpm up
to the max. ICE speed. The angular speed refers to the gearbox input
shaft.
Example 1: No boosting
The blue curve shows the ICE’s full-load curve and the gray line
represents the electric motors max drive torque.
If the electric motor shall not be allowed to provide additional
torque beyond the ICE’s full-load curve the input for the boosting
limitation looks as follows:
n [rpm] , T_drive [Nm]
0 , 0
2500 , 0
For speeds below idle speed the full-load torque available from the
ICE equals the ICE full-load torque at engine idling speed due to the
modeling of the clutch behavior during vehicle starts.
Example 2:
In this example the electric motor is allowed to provide torque in
addition to the combustion engine (in this example 100Nm). The boosting
limitation for this example looks as follows:
n [rpm] , T_drive [Nm]
0 , 100
2500 , 100
For speeds above approx. 1700 rpm, the propulsion torque limit is
limited by the electric motor’s max drive curve as the electric motor
cannot provide the allowed 100 Nm at this high angular speed.
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 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.
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.
A utility factor (UF) considers that the ICE is not off in all cases.
Therefore the fuel consumption for compensating the missing auxiliary
demand consists of two parts. The first part considers the fuel
consumption required for the ‘missing’ auxiliary demand if the ICE is
really off. Here the according auxiliary energy demand is multiplied by
the utility factor and the engine line. The second part considers the
fuel consumption in case the ICE would not be turned off. Here the
‘missing’ auxiliary energy demand is multiplied by (1 - utility factor)
and the engine line and the idle fuel consumption is added for time
periods the ICE would be on.
For the post-processing two different utility factors are considered.
One for ICE-off phases during vehicle standstill and one for ICE-off
phases during driving.
Note: In case the alternator is simulated without
alternator, the power generated by the alternator is always 0 and the
auxiliaries are supplied from the high-voltage REESS via the DC/DC
converter. In this case, no correction for the electric system needs to
be applied because the energy is either taken from the REESS already
during the simulation or corrected via DCDC_missing (see below).
Bus Auxiliaries Correction – Electric System Supply from REESS
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) 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 (below).
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:
where \(FC_\textrm{gen,optimal}\)
and \(E_\textrm{gen,el,optimal}\) are
the fuel consumption and generated electric power in the optimal
operating point of the GenSet
Corrected Total Fuel Consumption
The final fuel consumption after all corrections are applied is
calculated as follows:
The total fuel consumption is corrected in a post-processing step
according to the engine-line approach. Therefore, for every
engine operating point where the engine is on and has a positive fuel
consumption the fuel consumption is plotted over the engine power. The
slope (k) of the linear regression of the fuel consumption is used to
compute the additional fuel that is needed for the energy demand during
engine-off periods and engine starts.
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 available:
Mechanical WHR system included in the FC measurements
Mechanical WHR system not connected to the crankshaft
Electrical WHR system
The first type of WHR systems do not require a dedicated simulation
as this is already covered in the combustion engine’s fuel consumption
map. The output power at the crankshaft is usually higher when such a
WHR system is active, or for a certain measurement setpoint (torque and
engine speed) the fuel consumption is lower compared to an engine
without waste-heat recovery system.
For the other two types of WHR systems where the recovered energy is
not directly connected to the engine’s crankshaft the generated power
needs to be provided in the combustion engine’s fuel consumption map
(see .vmap file. The final
fuel consumption is corrected for the latter two WHR systems via the engine-line approach,
taking into account the accumulated power generated by the WHR system
during the cycle. In case of an electrical WHR system the electric
energy is converted to the equivalent mechanical energy that the
combustion engine “does not need to provide” considering the
alternator’s efficiency.
The power generated by a WHR system is interpolated from the engine’s
WHR map (part of the fuel consumption map) multiplied by a correction
factor similar to the WHTC correction for the fuel consumption.
Fuel Properties
FuelType
Tanksystem
FuelDensity [kg/m3]
CO2 per FuelWeight [kgCo2/kgFuel]
NCV_stdEngine [kJ/kg]
NCV_stdVecto [kJ/kg]
Note
Diesel CI
836
3.13
42700
42700
Ethanol CI
820
1.81
25700
25400
Petrol PI
748
3.04
41500
41500
Ethanol PI
786
2.10
29100
29300
LPG PI
3.02
46000
46000
NG PI
compressed
2.69
45100
48000
H-Gas
NG PI
liquefied
2.77
45100
49100
EU mix 2016/2030
Specifications are based on an analysis (2018) performed by
CONCAWE/EUCAR and shall reflect typical fuel on the European market. The
data was in the context of the study: Well-To-Wheels Analysis Of Future
Automotive Fuels And Powertrains in the European Context – Heavy Duty
vehicles (doi:10.2760/100379)
VECTO Input for CNG/LNG Vehicles
Currently only the fuel type ‘NG PI’ for the engine certification is
allowed according to Regulation (EU) 2017/2400. For LNG vehicles,
therefore, the engine fuel type has to be set to ‘NG PI’ and at the
vehicle level NgTankSystem has to be set to ‘liquefied’. For CNG
vehicles the same engine fuel type is provided but NgTankSystem has to
be set to ‘compressed’.
Transmission Losses
Every transmission component (gearbox, angledrive, axle gear, …) uses
the following formula for calculating the torques at input and output
side of the component:
Tloss … Torque loss (from e.g. a loss map or efficiency
for that component)
rgear … 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 for a complete overview over all components in
the powertrain):
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 seriesAutomatic transmission with parallel
torque converter
In the input data Gearbox Fileonly 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.
The .vmod file for vehicles with AT gearboxes contains an additional
column that indicates if the torque converter is locked or not.
Gearshift losses for AT Gearboxes
For AT gearboxes the losses during a power-shift are modeled
according to the following equations
Basic assumptions
Only power-shifts with positive power at gearbox output side are
considered.
Both upshifts and downshifts with positive power at gearbox output
side have to be considered.
The power at gearbox output side is assumed to be constant during a
power-shift
Power-shift loss computation
Model parameters: shift time (\(t_s\)), inertia factor (\(f_I\))
This VECTO version contains a new shift strategy called EffShift.
The shift strategy is on a first level based on gearshift lines for
upshift and downshift (similar to the classic VECTO gearshift strategy).
Additionally “Efficiency shifts” can be triggered between the shift
lines, if the fuel efficiency (g/kWh cardan) in a candidate gear is
better than in the current gear. In order to cover a large range of the
engine map with the “Efficiency shifts”, the area between the downshift
and upshift line has to be of sufficient size. Hence, the shift lines
are defined as shown in the figure below, with the downshift line
(green) to the left and the up-shift line (red) to the right. Due to the
superposition of the gear-shift lines with the EffShift algorithm as
described below the upshift line is not relevant for upshifts in most
cases.
The points P1 to P4 are calculated according as follows:
n5 (left boundary for engine speed range with reduced target
acceleration demand in next gear) \(n_4 =
n_{T98,high}\) / (vertical line)
The definition of the upshift line depends on the transmission type:
for AMT, the pre-shift engine speed is considered for the upshift line
and for AT the post-shift engine speed is used. Additionally, the
demanded acceleration to be available after a gearshift is reduced
compared to the current acceleration: This is done for engine speeds
between \(n_{T98h}\) and \(n_{P98h}\). This shall reduce reving up the
engine during full-load accelerations. The demanded acceleration is
calculated as follows:
\(a_{demand} = a_{act} * a_{red}\)
for \((n_{act} > n_{T98h})\)
The gear shift lines for pure electric vehicles is different than for
conventional vehicles and HEV as the shape of maximum torque curve is
typically very different.
The figure below depicts a typical maximum torque curve (orange) and
maximum power curve (blue) for an electric motor. The downshift and
upshift lines are plotted with a dot-dashed green line.
Basics:
Downshift for operation point left of green dot-dashed downshift
lines
Upshift for operation point right of green dot-dashed upshift
line
EffShift method applied for operation point between downshift and
upshift lines (refer to user manual)
Driving:
Maximum downshift speed always located at n_P80low (where 80% of max
power is available)
For EM in de-rating n_P80low is calculated from the de-rated power
curve
Braking:
EffShift is suppressed for operation point within red shaded area(2%
below max recuperation power)
New gear after downshift is selected so that operation point is
closest to and above n_brake_target_norm (or only closest to
n_brake_target_norm in case no operation point with higher speed
exists)
Shift Strategy: AMT Gearshift Rules
This section describes the gearshift rules for automatic manual
transmission models. When a gearshift is triggered, gears may be
skipped.
The Effshift control algorithm differentiates between the shift
rules:
emergency shifts,
polygon shifts, and
efficiency gear shifts.
For the EffShift model general shift conditions apply regardless of
the shift rule, with exception of emergency shifts, these have always
priority.
The general gearshift conditions for downshifting are:
\(t_{lastshift} + t_{between shifts} <
t_{act}\)
\(t_{lastUpshift} + Downshift delay <
t_{act}\)
The general gearshift conditions for upshifting are:
Driver behavior is accelerating or driving
\(t_{lastshift} + t_{between shifts} <
t_{act}\)
\(t_{lastDownshift} + Upshift delay <
t_{act}\)
The general shift conditions are checked first in the shift
algorithm. The following table lists the generic values for the
parameters used in the declaration mode settings of current version of
the AMT Effshift model.
Parameter
Value
\(t_{between shifts}\)
2 [s]
Downshift delay
6 [s]
Upshift delay
6 [s]
Allowed gear range
2
RatioEarlyDownshift, RatioEarlyUpshift
24
Rating current gear
0.97
\(T_{reserve}\)
0
Emergency shifts
Emergency shifts depend on the current gear and the engine speed. The
shifting rules for emergency shifts have been adopted from the “Classic”
gearshift strategy in VECTO. In case of application of emergency rule no
skipping of gears is applied.
Shift to neutral, if:
Current gear = 1 and
\(n_{eng} < n_{idle}\)
Downshift conditions:
Current gear > 1 and
\(n_{eng} < n_{idle}\)
Upshift conditions:
Current gear < highest gear
\(n_{eng} < n_{95h}\)
Polygon shifts
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 behavior:
If the operating point (Teng, neng) is left the downshift line,
shift to the next lower gear
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.
It should be noted, that there is no skip gears at downshifting in
the polygon shift mode.
Efficiency shifts
The efficiency shift rule is added on top of the polygon shift rule.
The EffShift strategy allows gear shifts if the current engine operating
point is inbetween the gearshift lines and a certain threshold above the
engine’s drag curve and the combined fuel efficiency considering engine
and gearbox characteristics in the candidate gear is better than in the
current gear. Therefore the fuel consumption of the current gear and the
gears within an allowed gear shift range (parameter allowed +/- gears)
is calculated. For AMT transmissions, the current operating point is
used for this efficiency evaluation. Since, the velocity drop due to
traction interruption is not relevant for this evaluation as this
operating point only occurs for a short period of time. Efficiency
shifts are only allowed below a certain gear ratio (gearbox + axle) to
prevent frequent gear changes in the very lowest gears.
\(FC_{gear}=min(FC_{gear + i}) \forall i
\in \textrm{Allowed gear range}\)
Additionally the following boundary conditions must be fulfilled for
an efficiency upshift to happen:
\(1-P_{eng}(candidate gear) /
P_{eng,max}(candidate gear) > T_\textrm{reserve}\) (\(T_\textrm{reserve}\) is set to 0 for
efficiency shifts)
\(P_{eng,act } \leq
P_{eng,post_shift}\) This condition is based on the assumption
that sufficient power for the current acceleration is available in the
next gear. The check for sufficient power in a candidate gear considers
the velocity drop during traction interruption.
For APT gearboxes gear skipping is only allowed for transmissions
with more than 6 gears. Otherwise, the gears are shifted strictly
sequentially:
1C -> 1L -> 2L -> … (torque converter only in 1st
gear)
1C -> 2C -> 2L -> … (torque converter in 1st and 2nd
gear)
The model structure for shifting between “locked” gears for APT does
not differ from the AMT algorithm. That means that the shift logic also
differentiates between emergency shifts, polygon gearshifts and
efficiency shifts which are processed in the same sequence.
In addition rules for shifting from torque converter (TC) to locked
gears apply. These rules are described below. First step in the
algorithm is the check of general conditions.
General gearshift conditions for downshifting:
\(t_{lastshift} + t_{between shifts} <
t_{act}\)
General gearshift conditions for the upshift in a locked gear (1C
-> 1L, 2C ->2L, L ->L):
\(t_{lastshift} + t_{between shifts} <
t_{act}\)
Parameters used in the APT Effshift model:
Parameter
Value
t_(between shifts)
1.8 [s]
Downshift delay
6 [s]
Upshift delay
6 [s]
Allowed gear range (skip of gears)
Total number of mechanical gears ≤ 6: 1, else 2
CCMinAcceleration
0.1 [m/s²]
CLMinAcceleration
0.1 [m/s²]
UpshiftMinAcceleration
0.1 [m/s²]
RatioEarlyDownshift
24
RatioEarlyUpshift
24
Rating current gear
0.97
T_reserve
0
For triggering gear shifts between gears “1C” and “2C” (if applicable
for a certain transmission) the same function as in the VECTO Classic
model is applied.
The Emergency shift strategy for APT transmission looks as
follows.
Downshift:
\(n_{eng} < n_{idle}\)
Upshift (all conditions are met):
\(n_{eng} > min(n_{max,gear},
n_{95h})\)
gear < maxGear
\(a_{estimated} > 0\)
TC = locked
Gear + 1 is above downshift line
Polygon shifts
The Polygon shift rule for APT works on the same principle as for
AMT. But, as already mentioned above the calculation of the upshift line
is based on the post-shift engine speed. If the general requirements are
fulfilled and it is not an emergency shift, the algorithm of the
EffShift model uses the polygon shift rule. In this regard, two
different cases related to a downshift are distinguished.
Conditions for downshift case 1:
Operation point (Teng, neng) before downshift is left to downshift
line.
Conditions for downshift case 2 (all conditions have to be met):
DriverAction = Accelerating
\(a_{act} < 0\)
\(v_{veh} < v_{target} -
10km/h\)
Locked gear
DeltaFullLoad(gear – 1) < DeltaFullLoad(gear)
Conditions for an upshift:
Operation point (Teng, neng) before upshift is right to upshift
line.
\(a_{estimated} >
min(\textrm{UpshiftMinAcceleration},
\textrm{DriverAcceleration})\) (if TC is locked)
Or \(a_{estimated} >
min(\textrm{CLUpshiftMinAcceleration},
\textrm{DriverAcceleration})\) (if TC is unlocked)
Efficiency shifts
The efficiency shift algorithm for APT works similar to the AMT
algorithm in case of locked gears. In order to depict differences in
gear selection which result from the different shifting sequences (APT:
powershift, AMT: traction interruption) the operation points used for
rating of fuel efficiency and for checking the power requirements in a
candidate gear are calculated differently. More specifically, this
assessment looks 0.8 seconds into the future, so that a relevant
operating point after the shift is considered.
For up-shifts from a torque converter gear (“C”) to a locked gear
(“L”) the estimated engine speed in the locked gear has to be above a
certain threshold. This threshold depends on the engine’s load stage and
the road gradient.
Shift rules for L -> L shifts (Efficiency
shifts):
The search algorithm for the next gear is as follows:
\(1 - (P_{eng} / P_{eng,max}) >
T_{reserve}\) (\(T_{reserve}\)
is set to 0)
\(FC_{gear} < FC_{current gear} *
\textrm{Rating current gear}\)
Shift rules for C -> L shifts (Efficiency
shifts):
The used algorithm can be summarized as follows:
Definitions:
Parameter
Unit
Description
torque ratio
[%]
current engine torque / maximum engine torque at actual engine
speed
a_min
[ m/s²]
available acceleration at actual engine torque for maximum loaded
vehicle
a_max
[m/s²]
available acceleration at actual engine torque for empty
vehicle
a_curr
[m/s²]
available acceleration at actual engine torque for current vehicle
mass
In each time-step a target post-shift engine speed from the shift
strategy is calculated in a three step approach: * The current engine
load stage is determined based on current torque ratio and a set of
hysteresis thresholds * 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 minimize
driveline losses from torque converter operation.
Boundary values between engine load stages (values for torque ratio
in [%]) (relevant for C -> L shifts)
Load stage
1<->2
2<->3
3<->4
4<->5
5<->6
Hysteresis upper
19.70
36.34
53.01
69.68
86.35
Hysteresis lower
13.70
30.34
47.01
63.68
80.35
Matrix with target post-shift engine speed offset above idling speed
(values in rpm, relevant for C -> L shifts)
engine load stage
a_max, slope +5%
a_max, slope 0%
a_max, slope -5%
a_min, slope +5%
a_min, slope 0%
a_min, slope -5%
1
90
120
165
90
120
165
2
90
120
165
90
120
165
3
90
120
165
90
120
165
4
90
120
165
110
140
185
5
100
130
175
120
150
195
6
110
140
185
130
160
205
Shift Strategy: MT Gearshift Rules
This section describes the gearshift rules for manual transmission
models. When a gearshift is triggered, gears may be skipped for (see Gearbox: Gear Shift Model).
Shift Polygons in Declaration Mode (According to ACEA Whitebook
2016)
1. Computation of Characteristic Points
2. Definition of Shift Lines
3. Exception 1: Margin to Max-Torque line (Downshift)
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
5. Final Gearshift Lines (Example)
If the gearbox defines a maximum input speed for certain gears the
upshift line may further be intersected and limited to the gear’s
maximum input speed.
Upshift rules
If the engine speed is higher than the gearbox maximum input speed
or engine n_{95h} speed (whichever is lower)
If all of the following conditions are met:
The vehicle is not decelerating AND
Engine operation point (speed and torque) is above (right of) the
upshift line AND
The acceleration in the next gear is above a certain threshold if
the driver is accelerating, i.e., acceleration_nextGear > min(Min.
acceleration threshold, Driver acceleration) AND
The last gearshift was longer than a certain threshold (Declaration
Mode: 2s) ago AND
The last downshift was longer than a certain threshold (Declaration
Mode: 10s) ago
Downshift
If the engine speed is lower than the engine’s idle speed
If all of the following conditions are met:
Engine operation point (speed and torque) is below (left of) the
downshift line AND
The last gearshift was longer than a certain threshold (Declaration
Mode: 2s) ago AND
The last upshift was longer than a certain threshold (Declaration
Mode: 10s) ago
Shift parameters
Gearshift lines
Engine idle speed
Gearbox max. input 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
Min. acceleration in next gear
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.
While the torque converter is active engine torque and speed are
computed based on TC characteristic.
The torque converter characteristics must also be defined for speed
ratios greater than one (ν>1) in order to calculate overrun
conditions or engine drag (torque<0).
Note: The torque converter characteristics must not
contain parts where either the torque ratio or the input torque are
constant!
In declaration mode, the torque converter for drag points is
automatically appended by VECTO. Input data with a speed ratio ≥ 1 are
skipped.
For Power Split transmissions, where the torque converter
characteristics already includes the gearbox losses and transmission
ratio, the generic drag points are adapted according to the following
equations:
\(\nu_{PS} = \nu / ratio_i\)
\(\mu_{PS} = \mu \cdot ratio_i\)
In engineering mode the drag points for the torque converter can be
specified. If so, the input data has to cover at least the speed ratio
up to 2.2.
If the torque converter characteristics for drag are not specified,
the generic points are appended as described above for declaration
mode.
The torque converter has a separate Shift Polygon which defines
the conditions for switching from torque converter gear to locked
gear.
Auxiliaries
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.
In Engineering mode the auxiliary power demand for the following
states of the vehicle can be defined:
ICE On
Vehicle driving, ICE off
Vehicle standstill, ICE off
If the ICE is on, the auxiliary power demand is directly applied to
the combustion engine. In case the ICE is off, the according power
demand is balanced in the modal data and the fuel consumption is corrected in post
processing.
Bus Auxiliaries
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 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 Cooling Fan
The power demand for the engine cooling fan depends on the selected
technology of the cooling fan.
Steering Pump
The power demand of the steering pump can either be electrical or
mechanical. The actual demand depends on the selected technology,
vehicle dimensions and number of steered axles.
Pneumatic System
The air demand depends on the one hand on the cycle (number of
braking events, number of stops, number of kneeling events, etc) and the
vehicle configuration. Depending on the compressor technology a generic
compressor map is used to calculate the power demand for a certain air
demand.
Electric System
Depending on the vehicle group and mission profile a generic electric
load is applied. Certain technologies can be selected in the input (LED
lamps).
HVAC
Model Parameters:
Bus body
Length \(l_\textrm{Bus}\)
Width \(b_\textrm{Bus}\)
Height \(h_\textrm{Bus}\)
Double decker
Floor type (low floor, raised floor)
Auxiliary heater power
HVAC system configuration
Number of passengers
Fuel saving technologies
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
condition in the map and summed up with the according weighting
factor.
In Engineering Mode the electrical and mechanical power demand for
the electric system, the pneumatic system and the HVAC can be
provided.
Electric System
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 [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 [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 [-]
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 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 [W]
In case of a smart alternator, defines the maximum electric power the
alternator can generate during braking phases.
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 [-]
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
defining the mechanical power demand and the air flow depending on the
compressor speed.
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 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.
HVAC System
Mechanical Power Demand [W]
Power demand of the HVAC system directly applied at the crank shaft
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 [W]
Maximum power of the auxiliary heater
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.
Pwheel-Input (SiCo Mode)
For verification tasks it is possible to manually input the power at
wheels (Pwheel) which is normally calculated via longitudinal
dynamics. In this case VECTO only calculates the losses between wheels
and engine and adds auxiliary power demand. This mode is active as soon
as Pwheel, Gear and Engine Speed are defined in the driving
cycle.
Requirements
Driving Cycle must include t, Pwheel (Pwheel), Gear
(Gear) and Engine Speed (n), see Driving
Cycle (.vdri) format.
The driving cycle must be time-based.
Example driving cycle with Pwheel
input.
<t>
<Pwheel>
<gear>
<n>
1
0.0
0
560.0
2
0.0
0
560.0
3
14.0
1
593.2
4
51.9
1
705.5
…
…
…
…
PTO
VECTO supports the simulation of PTO related components and losses in
the powertrain. Structurally this consists of 2 components (PTO
transmission, PTO consumer) and 3 different kind of losses
(transmission, idling, cycle).
Structural Overview of PTO Components
Losses in the PTO “Transmission” part (blue)
This is considered by constant power consumption as a function of the
PTO type. The power consumption is added in all vehicle operation
conditions, due to VECTO not differentiating between clutch open/closed
and gear engaged/disengaged. The PTO type is configurable in the Vehicle Editor. The exact values are
shown in the following table:
Technology
Power Loss [W]
None
0
only the drive shaft of the PTO - shift claw, synchronizer, sliding
gearwheel
50
only the drive shaft of the PTO - multi-disc clutch
1000
only the drive shaft of the PTO - multi-disc clutch, oil pump
2000
drive shaft and/or up to 2 gear wheels - shift claw, synchronizer,
sliding gearwheel
300
drive shaft and/or up to 2 gear wheels - multi-disc clutch
1500
drive shaft and/or up to 2 gear wheels - multi-disc clutch, oil
pump
3000
drive shaft and/or more than 2 gear wheels - shift claw,
synchronizer, sliding gearwheel
600
drive shaft and/or more than 2 gear wheels - multi-disc clutch
2000
drive shaft and/or more than 2 gear wheels - multi-disc clutch, oil
pump
4000
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 dependent on speed
which is configurable in the Vehicle
Editor. The file format is described in PTO Idle Consumption
Map.
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 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 and follows the file
format described in PTO-Cycle (.vptoc).
The timings in the PTO cycle get shifted to start at 0.
Behavior During PTO Driving Cycles
A PTO cycle can only be activated during a stop phase in the driving
cycle. When the PTO cycle is activated VECTO exhibits the following
behavior: Half of the stop time is added before the pto cycle, and the
other half is added afterwards. If the halved stop times are still
longer than 3 seconds, they get divided even further to 3 intervals in
order to achieve a more appealing visualization in the output (falling
down, low baseline, rising again). It is recommended to have a stop time
of at least 2 seconds.
The following image shows the behavior of running PTO cycles during a
normal driving cycle:
Normal driving behavior.
The first half of the stop phase begins, the vehicle stops and the
engine speed goes down to idle speed (if there is enough time).
The PTO cycle continues from the last engine speed in stop phase and
sets it to the engine speed of the first entry in the PTO cycle.
After the PTO cycle ends, the second half of the stop phase begins
and the engine speed again goes to idle speed (if enough time
passes).
After the stop phase the normal driving behavior starts again - the
vehicle drives off.
Additional PTO activations in Engineering mode
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.
Roadsweeper
PTO activation mode 2 simulates PTO activation while driving at a
fixed engine speed and gear. The minimum engine speed and working gear
is entered in the PTO tab of the Vehicle editor.
PTO mode 2 activation is indicated in the driving cycle by a value of
‘2’ in the PTO column for as long as the PTO shall be active.
Additionally, the PTO power applied during driving has to be provided in
the driving cycle in the column P_PTO. The actual PTO power demand
applied is interpolated from the entries in the driving cycle over
distance.
If the defined gear and minimum engine speed leads to a higher
vehicle speed than provided in the driving cycle the target speed is
increased accordingly. If the vehicle speed with the defined gear and
minimum engine speed is below the target speed, the vehicle is simulated
with the original target speed.
Sideloader
PTO activation mode 3 simulates a time-based PTO activation while
driving. Therefore, a separate PTO cycle (.vptor)
containing the PTO power over time has to be provided. The start of PTO
activation is indicated with a ‘3’ in the ‘PTO’ column of the driving
cycle.
In case the vehicle stops and the PTO cycle is not finished the PTO
power demand is applied during standstill as well. A warning is shown in
the message panel.
Electric Motor
The electric motor is modeled by basically 4 map files:
Maximum drive torque over motor speed for two different voltage
levels
Maximum generation torque over motor speed for two different voltage
levels
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 torque (\(n_\textrm{T,cont}\))
Overload torque (\(T_\textrm{ovl}\))
Engine speed for overload torque (\(n_\textrm{T,ovl}\))
During the simulation the maximum drive torque, maximum generation
torque, and electric power map is interpolated for both voltage levels
and the actual value used is interpolated between both voltage levels
with the current internal voltage of the REESS.
The drag curve is used to add additional drag to the powertrain in
case the electric motor is turned off.
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 propels
the vehicle it applies negative torque.
Electric Motor Model
The VECTO component for the electric motor contains the electric
motor itself which is connected via a transmission stage to the
drivetrain. The ratio and efficiency of the transmission stage can be
defined in the vehicle model.
The naming convention for the signals is that ‘X’ denotes the
position of the EM in the powertrain. P_X_… denotes signals related to
the drivetrain speed while P_X-em_… denotes signals to the electric
motor shaft.
P_X_in = P_X_out + P_X_mech
P_X_mech = P_X-em_mech + P_X_transm_loss
P_X-em_mech = P_X-em_mech_elmap + P_X-em_inertia
P_X-em_mech_elmap = P_X-em_el + P_X-em_loss
P_X-em_mech_elmap = n_X-em * T_X-em_map
P_X-em_el = PowerMap(n_X-em, T_X-em_map)
P_X_loss = P_X_mech - P_X-em_el
Electric Power Map Interpolation
The electric power demand of the electric machine is not directly
interpolated in the provided power map. Due to the characteristic of the
map (increasing electric power with both, torque and speed) the
resulting delaunay map may cause deviations from the assumed electric
power demand depending on how the triangles are actually added to the
delaunay map.
Therefore, the electric power map is converted to a “virtual torque
loss” map similar to the transmission loss-maps. For every entry in the
electric power map, the virtual torque loss is calculated as
follows:
From the tuple \((n_\textrm{em},
T\textrm{em}, T_\textrm{loss,em-map})\) a Delaunay map is
created. In the simulation the actual electric power is then calculated
as follows:
The electric machine can be overloaded for a certain period. In
addition to the maximum drive and generation torque (which already is in
overload condition) the mechanical power the electric machine can
generate is required.
The basic principal of the thermal de-rating is as follows: based on
the continuous power and the angular velocity for the continuous power
as well as the maximum overload time a thermal energy buffer is
calculated. During the simulation the difference between the current
losses in the electric machine and the losses at the continuous power
operating point are integrated over time. If this value reaches the
capacity of the thermal energy buffer the electric machine can only
deliver the specified continuous torque until the thermal energy buffer
goes below a certain threshold.
The overload buffer is calculated for both voltage levels of the
electric motor. Both, the overload buffer and continuous losses used in
the simulation are interpolated with the voltage level of the REESS at
average usable SoC level.
In every simulation step the losses of the electric machine are
accumulated:
If \(E_\textrm{ovl, i}\) reaches the
overload capacity \(E_\textrm{th,buf}\)
the power of the electric machine is limited to the continuous torque
until \(E_\textrm{ovl,i}\) goes below
the overload capacity multiplied by the thermal overload recovery
factor. Then the maximum torque is available again.
Integrated Electric Powertrain Component (IEPC)
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 is modeled by the following parameters and map files:
Maximum drive torque over rotational speed (related to the output
shaft)
Maximum generation torque over rotational speed (Related to the
output shaft)
Gear ratios of all gears (electric motor to out shaft)
Drag curve. either for a single gear (measured with the gear with
the ratio closest to 1) or all gears
Electric power map for all mechanical gears
Continuous torque and rotational speed (output shaft), measured with
the gear with the ratio closest to 1
Overload torque and rotational speed (output shaft), measured with
the gear with the ratio closest to 1
Maximum overload time
The first two curves are read from a .viepcp file (see IEPC Max Torque File
(.viepcp)). The drag curve(s) are provided in .viepcd file(s) (see
IEPC Drag Curve File
(.viepcd)) and the electric power maps in .viepco file(s) (see IEPC Power Map (.viepco)). It is
important to note that for the IEPC all maps are related to the output
shaft speed (including all integrated components of the IEPC).
In the VECTO simulation, the IEPC component is virtually split up
into the electric machine (with gear-dependent electric power maps), an
APT-N gearbox in case of a multi-speed gearbox or a single-speed gearbox
in case the IEPC has only a single fixed transmission ratio, and
optionally an axle gear. All virtual powertrain components (gearbox,
axle gear) are modeled as loss-less components. Thus, the simulation of
an IEPC is similar to E2 vehicles in case of a multi-speed gearbox or an
E3 vehicle in case of a single-speed gearbox.
All signals with the suffix “_int” refer to the electric motor, while
signals without this suffix refer to the whole component.
Integrated Hybrid Electric Powertrain Component (IHPC)
Integrated hybrid electric powertrain component (IEPC) means a
combined system of multiple electric machine systems together with the
functionality of a multi-speed gearbox. An electric machine of type IHPC
has to be used together with a gearbox of type IHPC.
The IEPC is modeled by the following parameters and map files:
Maximum drive torque over rotational speed (related to the output
shaft)
Maximum generation torque over rotational speed (Related to the
output shaft)
Drag curve (shall be 0 as the drag losses are covered by the gearbox
model)
Electric power map for all mechanical gears
Continuous torque and rotational speed (output shaft), measured with
the gear with the ratio closest to 1
Overload torque and rotational speed (output shaft), measured with
the gear with the ratio closest to 1
In the VECTO simulation, the IHPC component is similar to an electric
motor, except the electric power maps are gear dependent.
RESS
Battery
The battery model uses the following model parameters:
Capacity of the battery pack
Maximum current for charging and discharging over the state of
charge
Minimum state of charge
Maximum state of charge
Voltage of the battery pack over state of charge
Internal resistance of the battery pack over state of charge. The
internal resistance can either be constant over the pulse duration or
depending on the length of the pulse duration (see .vbatr Battery Internal
Resistance)
If the internal resistance is provided for different pulse durations,
the actual internal resistance is interpolated between the provided
resistance values with the current pulse duration. No extrapolation is
applied. For pulses below Ri_2, Ri_2 is applied, for pulse durations
longer then Ri_20 (or Ri_120 if provided) this value is used. The pulse
duration is reset every time the current changes its sign.
Modular Battery System
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.
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 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:
In case a BigBattery reaches its max. power, the power for this
BigBattery is limited to its max. power and then the power distribution
is re-calculated with the remaining power demand.
To update the state of charge of each battery, the current \(I_i\) for each BigBattery is computed from
the following equation:
\(P_i = (U_i + R_i \cdot I_i) \cdot
I_i\)
And then the power demand for every single battery can be computed
from
The super capacitor model uses the following model parameters:
Capacity of the SuperCap in Farad
Internal resistance
Minimum voltage
Maximum voltage
Maximum current charging
Maximum current discharging
The values of maximum charging current and maximum discharging
current need to be positive!
Parallel Hybrid Control Strategy
The basic principle of the hybrid control strategy is to evaluate
different options of operating modes, i.e., different splits of the
demanded torque at the wheels among the electric motor and the
combustion engine. For every option a cost function is calculated,
taking onto account the required electric energy and the fuel
consumption. Out of the examined operating modes the best option, i.e,
the option with the lowest cost value is selected.
The hybrid control is located in the simulated power train right
after the wheels. Hence, the hybrid control strategy gets as input the
torque and angular velocity at the wheels as input.
Model Parameters
Hybrid Strategy
MinICEOnTime
MinSoC
MaxSoC
TargetSoC
EquivalenceFactor
Cost Factor SoC Exponent \(e\)
AuxReserveTime
AuxReserveChargeTime
Gear Selection
MinTimeBetweenGearshifts
DownshiftAfterUpshiftDelay
UpshiftAfterDownshiftDelay
AllowedGearRangeUp
AllowedGearRangeDown
Evaluation of different options
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.
In case the driver’s action is to accelerate the vehicle, the hybrid
control strategy performs the following steps to obtain a list of
potential configurations:
Issue a dry-run request with the currently demanded torque and
angular speed.
For this request the electric motor is switched off. The purpose of
this request is to get the resulting power demand at the combustion
engine and more importantly, to get the minimum/maximum torque the
electric motor can provide and the maximum/minimum torque the combustion
engine can provide. This is also a viable configuration and thus added
to the list of evaluated configurations
Evaluate options where the electric motor contributes to propel
the vehicle.
Iterate over all negative u values with a certain step size
(typically 0.1) up to u_maxDrive 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.
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
If it is allowed to turn off the electric motor or the electric
motor can propel during gear shifts, search the torque the electric
motor needs to provide so that the torque at the gearbox input gets 0.
This means the electric motor provides more torque than demanded in
order to overcome losses of components later in the powertrain. 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.
Evaluate options where the electric motor acts as generator and
applies additional drag losses.
Iterate over all positive u values with a certain step size
(typically 0.1) up to the electric motor’s maximum generation
torque.
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 torque at the electric motor’s
input shaft is 0) if it is allowed to turn of the ICE.
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 action the following options are
considered
In case of vehicle configurations P3 or P4, or vehicle configuration
P2 and the gearbox is engaged:
If the combustion engine is on and the torque demand at the
combustion engine is above the drag curve, switch the electric motor
off.
If the torque demand at the combustion engine is below the drag
curve, evaluate all options as described for the case the driver
accelerates (see above).
In case of vehicle configuration P2 and the gearbox is not engaged,
turn the electric motor off
Gear selection
For hybrid vehicles it is not possible to decouple gear selection
from the electric motor’s operating point because the gearshift strategy
only considers the çombustion engine’s operating point. In some
situations it is more efficient to select a different gear which results
in an overall more efficient operating point (considering both, electric
motor and combustion engine).
The hybrid strategy combines the main ideas of the EffShift gearshift
strategy and the selection of the best operating point.
Depending on the last gearshift the allowed gear range for upshifts
and downshifts is determined. For every allowed gear all possible
settings of the hybrid powertrain as describe above are evaluated.
Cost Function
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
For all valid configurations a cost function is calculated which
basically considers the fuel consumption and the electric power:
FC is the combustion engine’s fuel consumption for the current
simulation interval
NCV denotes the fuel’s net calorific value
\(P_\textrm{Bat}\) is the power
drawn from the battery. Positive values denote the battery is
discharged
\(f_\textrm{equiv}\) is the
equivalence factor to compare energy from the ICE and energy from the
electric system. Typically in the range of 2.5
\(f_\textrm{SoC}\) is a cost
factor that depends on the battery’s state of charge.
\(C_\textrm{Pen1}\) is a penalty
for starting the combustion engine. It is set to 0.1 times the energy
required to ramp up the combustion engine. The ramp-up energy is
calculated the same way as for the engine stop/start correction - see Advanced
Driver Assistant Systems: Engine Stop/Start.
If the combustion engine is currently off and is off in the
considered configuration \(P_\textrm{Pen1}\) is set to 0.
If the battery’s SoC is below the lower SoC threshold \(\textrm{SoC}_{low}\) then \(P_\textrm{Pen1}\) is set to 0.
\(C_\textrm{Pen2}\) is a penalty
considering idling costs of the combustion engine, currently set to
0.
The following graph depicts the shape of \(f_\textrm{SoC}\) (red line) and both
summands separately (blue: polynomial function, orange: C_) for a
minimum SoC of 20%, maximum SoC of 80% and a target SoC of 50%;
Flags for ignoring a evaluated hybrid configuration
EngineSpeedTooLow: the engine speed is below the engine
idle speed
EngineSpeedTooHigh: the engine speed is above the engine’s
\(n_{95h}\) speed
EngineTorqueDemandTooHigh: the torque demanded from the
engine is above the dynamic full-load
EngineTorqueDemandTooLow: the torque demanded from the
engine is below the drag-torque
EngineSpeedAboveUpshift: the engine operating point is
right of the upshift line of the current gear
EngineSpeedBelowDownshift: the engine operating point is
left of the downshift line of the current gear
BatteryBelowMinSoC: the battery’s state of charge falls
below the allowed minimum SoC
BatteryAboveMaxSoC: the battery’s state of charge exceeds
the allowed maximum SoC
BatterySoCTooLow: the strategy may add a certain safety
margin to the minimum SoC for certain reasons. Set if the SoC falls
below the lower boundary \(\textrm{SoC}_\textrm{low}\)
Selection of the best option.
From the list of possible hybrid powertrain configurations with its
cost value the best option is selected according to the following list
of conditions. If one or many configurations match the criteria listed
in a step, the first configuration is used. If no configuration matches
the criteria the next step is evaluated.
Select all configurations with a valid score (i.e. the score is not
NaN).
If the vehicle speed is above the gearbox’ start speed no flag to
ignore the configuration must be set.
If the vehicle speed is below the gearbox’ start speed (i.e. the
vehicle is accelerating from standstill) the engine speed must not be
too high.
Order the configurations by score
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
Select all configurations with a valid score and order by score
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
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
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)
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
Select all configurations where 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
If the driver is accelerating and the gearbox is engaged filter the
possible configurations according to the following criteria.
Select all configurations where the engine speed is not too low nor
too high and order the configurations by the difference in gear to the
current gear
If no entries match the previous criteria order all configurations
by the difference in gear to the current gear
Order the configurations by the mechanical torque provided by the
electric motor
If the driver is braking and the gearbox is engaged select all
configurations where the battery SoC is within the allowed range and
order by the torque the electric motor can apply for braking
Serial Hybrid Control Strategy
The basic principle of the serial hybrid strategy is to operate the
GenSet in three different states, depending on the power demand of the
drivetrain and the REESS’ state of charge. So the serial hybrid strategy
operates as a three-point controller with a hysteresis.
The following picture illustrates the basic idea. If the SoC is above
the target SoC, the GenSet is off and the vehicle drives solely from the
battery. When the SoC gets lower and reaches the SoC_min threshold, the
GenSet is switched on. As long as the SoC is between SoC_min and
SoC_target, the GenSet operates in the optimal operating point. When the
upper threshold SoC_target is reached, the GenSet is switched off. In
case the power demand from the drivetrain is higher than what the GenSet
can provide in the optimal point and the SoC falls below the lower
threshold SoC_min, the GenSet operates either in the maximum power
operating point (if the drivetrain power demand is higher than the power
generated in the optimal point) or in the optimal point.
The state machine for the serial hybrid control strategy is depicted
here:
Note: The SoC boundaries (SoC_target and SoC_min)
shall be narrower than the batteries SoC limits so that on the one hand
the vehicle can still recuperate even in case the REESS is charging and
reaching the target SoC and on the other hand that there is a buffer
available if the drivetrain power demand is high and the GenSet needs
some time to ramp up to the maximal power operating point.
GenSet Pre-Processing
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.
Input and Output
Vecto uses data files for input and output of data. These are stored
in different formats which are listed here.
In Declaration Mode VECTO generates two reports according to the
Technical Annex for vehicle certification:
Manufacturer Report
Customer Information Report
Both reports are in XML format and contain a description of the
simulated vehicle and the simulation results. The format is described in
the following resources:
Sample reports are distributed with the generic vehicles.
Note: For better readability and improved
presentation, the XML has attached a style sheet that allows nice
rendering in web-browsers. If you open an XML report in your browser,
you may be asked the credentials for the CITnet SVN server (same
credentials as you need for downloading VECTO) as the CSS is hosted on
CITnet.
CSV
Many data files in VECTO use CSV (Comma Separated Values) as common
file format. They consist of a header which defines the columns and data
entries which are separated by a comma (“,”).
In VECTO 3 the order of the columns is arbitrary if the column header
matches the header definitions described in this user manual. If the
column header does not match, a warning is written to the log file and
the columns are parsed in the sequence as described in this manual as a
fall-back.
Definition
Header:
VECTO CSV needs exactly one header line with the definition of the
columns at the beginning of the file. Columns can be surrounded with
“<” and “>” to mark them as identifiers (which makes them position
independent). In VECTO 3.x every column is seen as identifier,
regardless of “<>”. Columns may be succeded with unit
information (enclosed in “[” and ”]”) for documentation purposes.
Column Separator:
, (Comma. Separates the columns of a data
line.)
Decimal-Mark:
. (Dot. Splits numbers into integer part and
decimal part.)
Thousand-Separator:
VECTO CSV does not allow a thousand-separator.
Comments:
# (Number sign. Declares text coming afterwards in
the current line as comment.)
Whitespace:
Whitespaces between columns will be stripped away. Therefore it is
possible to align the columns for better readability, if desired.
Note: All column headers are case insensitive.
Note: Unit information in the column header
(enclosed in “[” and ”]”) are only information for the user. VECTO does
not read the unit string nor convert between units. The
values are expected to be in the units as specified in the user
manual.
File for the definition of a verification test job in VECTO. A job
contains everything what is needed to run a simulation. Can be created
with the Verification Test Job Editor.
This file is used to define retarder idling losses. It can be used
for primary and secondary retarders and must be set in the Vehicle File. The file uses
the VECTO CSV format.
Header: engine speed [rpm], torque [Nm], fuel consumption
[g/h], whr power electrical [W], whr power
mechanical [W] (required only if an electric or mechanical WHR
system is used)
Requires at least 3 data entries
The map must cover the full engine range between full load and
motoring curve.
Extrapolation of fuel consumption map is possible in Engineering Mode
(with warnings!). In Declaration Mode it is not allowed.
This file contains the electric motor’s maximum drive torque and
maximum recuperation torque depending on the motor’s angular speed. The
file uses the VECTO CSV format.
Filetype: .vemp
Header: n [rpm] , T_drive [Nm] , T_recuperation
[Nm]
This file contains the electric motor’s drag torque (i.e. the
electric motor is not energized) depending on the motor’s angular speed.
The file uses the VECTO CSV format.
Filetype: .vemd
Header: n [rpm] , T_drag [Nm]
Requires at least 2 data entries
Example:
n [rpm] , T_drag [Nm]
0 , -10
5000 , -50
Electric Motor Power Map (.vemo)
This file is used to interpolate the electric power required for a
certain mechanical power at the electric motor’s shaft. The file uses
the VECTO CSV format.
This file contains the IEPC’s maximum drive torque and maximum
recuperation torque depending on the motor’s angular speed. The file
uses the VECTO CSV format.
This file contains the IEPC’s drag torque (i.e. the electric motor is
not energized) depending on the motor’s angular speed. The file uses the
VECTO CSV format.
This file is used to interpolate the electric power required for a
certain mechanical power at the IEPC’s output shaft. The file uses the
VECTO CSV format.
This file contains the vehicle’s boosting limits depending on the
combustion engine’s angular speed. The file uses the VECTO CSV format.
Filetype: .vtqp
Header: n [rpm] , T_drive [Nm]
Requires at least 2 data entries
Example:
n [rpm] , T_drive [Nm]
0 , 1200
600 , 0
3000 , 0
Battery Internal Voltage File (.vbatv)
This file contains the battery’s internal voltage as function of the
state of charge (SoC). The file must cover the SOC range from 0 to 100%!
The file uses the VECTO CSV format.
This file contains the battery’s internal resistance as function of
the state of charge (SoC). The file must cover the SOC range from 0 to
100%! The file uses the VECTO CSV format.
Filetype: .vbatr
Header: SOC, Ri in case of pulse independent
internal resistance
This file contains the battery’s maximum current for charging and
discharging depending on the state of charge (SoC). The file must cover
the SOC range from 0 to 100%! The values for both, the charging and
discharging current need to be positive.
This file defines losses in transmission components, i.e. every gear,
axle gear, angledrive. See Transmission
Losses for the formula how the losses are accounted in the
components. The file uses the VECTO CSV format.
Filetype: .vtlm
Header: Input Speed [rpm], Input Torque [Nm], Torque Loss
[Nm]
Requires at least 3 data entries
Input speed and input torque are meant at the engine-side.
The PTO cycle defines the power demands during standing still and
doing a pto operation. This can only be used in Engineering Mode when a pto transmission is
defined. It can be set in the Vehicle-Editor. The basic file format
is VECTO-CSV and the file type ending is “.vptoc”. A
PTO cycle is time-based and may have variable time steps, but it is
recommended to use a resolution between 1[Hz] and 2[Hz]. Regardless of
starting time, VECTO shifts it to always begin at 0[s].
Header: <t>, <Engine speed>, <PTO
Torque>
Bold columns are mandatory. Only the listed columns
are allowed (no other columns!). The order is not important when
the headers are annotated with <angle-brackets> (less-than-sign
“<” and greater-than-sign “>”). Units are optional and are
enclosed in [square-brackets] after the header-column. Comments may be
written with a preceding hash-sign “#”.
Identifier
Unit
Description
t
[s]
The time during the pto cycle. Must always be increasing. Gets
shifted to begin with 0 by VECTO (if thats not already the case).
Engine speed
[rpm]
Actual engine speed
PTO Torque
[Nm]
The torque at the PTO consumer (including prop-shaft losses if
applicable) as measured by the DIN test converted to torque at engine
speed
The pto idle consumption map defines the speed-dependent power demand
when the pto cycle is not active. This is only be used in Engineering Mode when a pto transmission is
defined. The exact demand is interpolated based on the engine speed. PTO
consumer idling losses are added to engine loads during any parts of the
vehicle operation except the “PTO cycle”. It can be defined in the Vehicle-File and set via the Vehicle-Editor. The basic file format
is VECTO-CSV and the file type ending is
“.vptoi”.
Header: <Engine speed>, <PTO Torque>
Bold columns are mandatory. Only the listed columns
are allowed (no other columns!). The order is not important when
the headers are annotated with <angle-brackets> (less-than-sign
“<” and greater-than-sign “>”). Units are optional and are
enclosed in [square-brackets] after the header-column. Comments may be
written with a preceding hash-sign “#”.
Identifier
Unit
Description
Engine speed
[rpm]
The engine speed.
PTO Torque
[Nm]
Torque Loss by the PTO consumer (including prop-shaft losses if
applicable) as measured by the DIN test converted to torque at engine
speed
This file is used to configure the compressor map for pneumatic
auxiliaries, and contains data relating to the compressor performance at
various engine speeds.
File Format
The file uses the VECTO CSV format, with an example provided
below.
Format
Example Configuration for Advanced Compressor Map:
A Driving Cycle defines the parameters of a simulated route in VECTO.
It is either time-based or distance-based and has different fields
depending on the driving cycle type. The basic file format is VECTO-CSV and the file type ending is “.vdri”. A Job
must have at least one driving cycle (except in Declaration mode, where
the driving cycles are predefined).
Distance-based cycles can be defined in any distance resolution,
including variable distance steps.
Time-based cycles can be defined in any time resolution,
including variable time steps.
Declaration Mode Cycles
In Declaration Mode driving cycles are automatically chosen depending
on vehicle category and cannot be changed by the user. These predefined
cycles are of type target-speed, distance-based.
Construction: 100km
Long Haul: 100km
Municipal Utility: 11.25km
Regional Delivery: 100km
Urban Delivery: 100km
Verification Test Cycle
This kind of cycle is used for simulating vehicles defined in
declaration mode (xml) on a real driving cycle.
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Identifier
Unit
Description
t
[s]
The absolute time. Must always be increasing.
v
[km/h]
The actual velocity of the vehicle. Must be >= 0 km/h.
n_eng
[rpm]
The actual engine speed. Must be >= 0 rpm.
n_fan
[rpm]
The actual engine-fan speed. Must be >= 0 rpm.
tq_left
[Nm]
The actual torque at the driven wheel (left side)
tq_right
[Nm]
The actual torque at the driven wheel (left side)
n_wh_left
[rpm]
The actual wheel speed of the driven wheel (left side). Must be
>= 0 rpm.
n_wh_right
[rpm]
The actual wheel speed of the driven wheel (right side). Must be
>= 0 rpm.
fc_
[g/h]
Fuel consumption, this column has to be provided for every fuel in
case of dual-fuel vehicles
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Note: if the cycle starts with a target speed of 0
km/h and the stop-time for the first entry is 0, VECTO sets the
stop-time to 1s automatically.
Identifier
Unit
Description
s
[m]
Traveled distance. Must always be increasing.
v
[km/h]
The target vehicle velocity. Must be >= 0 km/h.
stop
[s]
Stopping Time. Defines the time span the vehicle is standing still
(time the vehicle spending in a stop phase). After this time, the
vehicle tries to accelerate to v. If during a stop phase the PTO cycle
is activated, it is recommended to use at least 2 seconds of stop time
(which gets split up: first half before the PTO cycle, second half after
the PTO cycle).
Padd
[kW]
Additional auxiliary power demand. This power demand will be
directly added to the engine power in addition to possible other
auxiliaries. Must be >= 0 kW.
grad
[%]
The road gradient.
HW
[0/1]
Marks highway sections (1) of the driving cycle. Predictive cruise
control is only enabled on highway parts of the cycle
PTO
[0/1/2/3]
“0”=disabled, “1”=PTO active during standstill, “2”=PTO active
during driving with PTO power from driving cycle, “3”=PTO active during
driving, separate time-based PTO cycle. If at a vehicle stop (defined by
target velocity=0) “1” is specified, the PTO cycle as specified in the
*.vptoc–File is simulated. This is described in the PTO
Simulation Model The PTO activation is added to the simulation time
in the middle of the stopping time as defined by the cycle parameter
“stop”. The PTO Cycle can be specified in the Vehicle Editor. When
PTO is activated it is recommended to use at least 2 seconds as stop
time.
vair_res
[km/h]
Air speed relative to vehicle for cross wind correction. Only
required if Cross Wind
Correction is set to Vair & Beta
Input.
vair_beta
[°]
Wind Yaw Angle for cross wind correction. Only required if Cross Wind
Correction is set to Vair & Beta
Input.
P_PTO
[kW]
Auxiliary power applied for PTO activation mode 2 (PTO active during
drive, PTO demand defined in cycle)
This driving cycle defines the actual measured speed over time. Vecto
tries to simulate the vehicle model using this speed as the actual
vehicle speed. Due to differences in the real and simulated shift
strategies a small difference in speed can occur, but Vecto immediately
tries to catch up after the gear is engaged again. This type of cycle is
now supported for BEVs (E2, E3, E4, IEPC) also, and it was tested with
the following input fields: t, v,
grad.
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Identifier
Unit
Description
t
[s]
The absolute time. Must always be increasing.
v
[km/h]
The actual velocity of the vehicle. Must be >= 0 km/h.
Padd
[kW]
Additional auxiliary power demand. This power demand will be
directly added to the engine power in addition to possible other
auxiliaries. Must be >= 0 kW.
grad
[%]
The road gradient.
vair_res
[km/h]
Air speed relative to vehicle for cross wind correction. Only
required if Cross Wind
Correction is set to Vair & Beta
Input.
vair_beta
[°]
Wind Yaw Angle for cross wind correction. Only required if Cross Wind
Correction is set to Vair & Beta
Input.
Engineering Mode: Measured-Speed With Gear, Time-Based Cycle
This driving cycle defines the actual measured speed of the vehicle,
the gear, and the engine speed over time. It overrides the shift
strategy of VECTO and also directly sets the engine speed. This type of
cycle is now supported for BEVs (E2, IEPC) also, and it was tested with
the following input fields: t, v,
gear, grad.
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Identifier
Unit
Description
t
[s]
The absolute time. Must always be increasing.
v
[km/h]
The actual velocity of the vehicle. Must be >= 0 km/h.
gear
[-]
The current gear. Must be >= 0 (0 is neutral).
tc_active
[-]
For AT gearboxes mandatory! Indicate if the torque converter is
active or locked. Depending on the gearbox type only allowed for 1st
gear or 1st and 2nd gear.
Padd
[kW]
Additional auxiliary power demand. This power demand will be
directly added to the engine power in addition to possible other
auxiliaries. Must be >= 0 kW.
grad
[%]
The road gradient.
vair_res
[km/h]
Air speed relative to vehicle for cross wind correction. Only
required if Cross Wind
Correction is set to Vair & Beta
Input.
vair_beta
[°]
Wind Yaw Angle for cross wind correction. Only required if Cross Wind
Correction is set to Vair & Beta
Input.
This driving cycle defines the power measured at the wheels over
time. VECTO tries to simulate the vehicle with this power requirement.
This type of cycle is now supported for BEVs (E2, E3, E4, IEPC) also,
and it was tested with the following input fields: t,
Pwheel, gear, n.
Header: t, Pwheel, gear, n[, Padd]
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Identifier
Unit
Quantity Description
t
[s]
The absolute time. Must always be increasing.
Pwheel
[kW]
Power at the wheels.
gear
[-]
The current gear. Must be >= 0 (0 is neutral).
n
[rpm]
The actual engine speed for conventionals or the electric motor
speed for BEVs. Must be >= 0 rpm.
Padd
[kW]
Additional auxiliary power demand. This power demand will be
directly added to the engine power. Must be >= 0 kW.
This driving cycle directly defines the engine’s power or torque at
the output shaft over time. VECTO adds the engine’s inertia to the given
power demand and simulates the engine.
Header: t, n, (Pe|Me)[, Padd]
Bold columns are mandatory. Italic columns
are optional. Only the listed columns are allowed (no other
columns!). Units are optional and are enclosed in
[square-brackets] after the header-column. Comments may be written with
a preceding hash-sign “#”.
Identifier
Unit
Description
t
[s]
The absolute time. Must always be increasing.
n
[rpm]
The actual engine speed. Must be >= 0 rpm.
Pe
[kW]
The power at the output shaft of the engine. Either Pe or Me must be
defined.
Me
[Nm]
The torque at the output shaft of the engine. Either Pe or Me must
be defined.
Padd
[kW]
Additional auxiliary power demand. This power demand will be
directly added to the engine power. Must be >= 0 kW.
The file is used for Acceleration Limiting. It
defines the acceleration and deceleration limits as function of vehicle
speed. The filepath has to be defined in the Job
File. The file uses the VECTO CSV format.
Filetype: .vacc
Header: v [km/h], acc [m/s^2], dec [m/s^2]
v [km/h]: the vehicle speed. Must be >= 0
km/h.
acc [m/s^2]: the maximum acceleration. Must be >
0 m/s^2.
dec [m/s^2]: the maximum deceleration. Must be <
0 m/s^2.
Requires at least 2 data entries
Data should cover the whole possible range of vehicle speeds
Note: The deceleration should be lower than a
certain threshold for low speeds in order to guarantee accurate vehicle
stops during simulation. The suggested deceleration should be lower than
-0.5m/s^2 for vehicle speeds below 30 km/h.
The graph shows the acceleration and
deceleration limits depending on the current vehicle speed.
Modal Results (.vmod)
Modal results are only created if enabled in the Options tab. One file is created for
each calculation and stored in the same directory as the .vecto
file.
In VECTO 3 the structure of the modal data output has been revised
and re-structured. Basically for every powertrain component the .vmod
file contains the power at the input shaft and the individual power
losses for every component. For the engine the power, torque and engine
speed at the output shaft is given along with the internal power and
torque used for computing the fuel consumption. See Powertrain and Components
Structure for schematics how the powertrain looks like and which
positions in the powertrain the values represent.
Every line in the .vmod file represents the simulation interval from
time - dt/2 to time + dt/2. All values represent the average
power/torque/angular velocity during this simulation interval. If a
certain power value can be described as function of the vehicle’s
acceleration the average power is calculated by \(P_{avg} = \frac{1}{simulation interval} \int{P(t)
dt}\).
Note: Columns for the torque converter operating
point represent the torque/angular speed at the end of the simulation
interval!
Quantities:
The following table lists the columns in the .vmod file:
Note: For dual-fuel vehicles the fuel consumption
columns are present for each fuel (e.g., FC-Map_Diesel CI, FC-Map_NG
CI).
Name
Unit
Component
Description
time
[s]
DrivingCycle
Absolute time. Timestamp at the middle of the current simulation
interval [time - dt/2, time + dt/2]
dt
[s]
DrivingCycle
Length of the current simulation interval
dist
[m]
DrivingCycle
Distance the vehicle traveled at the end of the current simulation
interval
v_act
[km/h]
Vehicle
Average vehicle speed in the current simulation interval
v_targ
[km/h]
DrivingCycle
Target speed
acc
[m/s^2]
Driver
Vehicle’s acceleration, constant during the current simulation
interval
grad
[%]
DrivingCycle
Road gradient
Gear
[-]
Transmission
Gear. “0” = clutch opened / neutral
TC locked
0/1
TorqueConverter
For AT-Gearboxes: if the torque converter is locked or not
n_ice_avg
[1/min]
CombustionEngine
Average engine speed in the current simulation interval. Used for
interpolation of the engine’s fuel consumption
T_ice_fcmap
[Nm]
CombustionEngine
Engine torque used for interpolation of the engine’s fuel
consumption. T_eng_fcmap is the sum of torque demand on the output
shaft, torque demand of the auxiliaries , and engine’s inertia
torque
Electric power provided at the battery’s connector
P_REESS_int
[kW]
REESS
Internal battery power
P_REESS_loss
[kW]
REESS
Losses of the battery due to its internal resistance.
P_REESS_charge_max
[kW]
REESS
Maximum power the battery can be charged with
P_REESS_discharge_max
[kW]
REESS
Maximum power the battery can provide
REESS SOC
[%]
REESS
The battery’s current state of charge
U_REESS_T
[V]
REESS
Voltage at the battery’s connector
U_0_REESS
[V]
REESS
Battery’s internal voltage
I_REESS
[A]
REESS
Current charging/discharging the battery.
i_<POS>-em
[-]
ElectricMachine
Ratio between drivetrain and electric motor shaft
P_<POS>_out
[kW]
ElectricMachine
Power at the electric machine’s output shaft (drivetrain)
P_<POS>_mech
[kW]
ElectricMachine
Mechanical power the electric machine applies to the drivetrain.
Positive values mean that electric energy is generated while negative
values mean that the electric machine drives the vehicle.
P_<POS>_in
[kW]
ElectricMachine
Power at the electric machine’s input shaft (drivetrain)
P_<POS>_transm_loss
[kW]
ElectricMachine
Losses of the transmission stage inside the electric motor
component
P_<POS>-em_mech
[kW]
ElectricMachine
Power at the shaft of the electric motor at position
POS
P_<POS>-em_inertia_loss
[kW]
ElectricMachine
Inertia loses of the electric machine
P_<POS>-em_mech_map
[kW]
ElectricMachine
Mechanical powerthe electric motor at position POS applies
for driving or recuperation, including the electric motor’s inertia
P_<POS>-em_loss
[kW]
ElectricMachine
Losses in the electric machine due to converting electric power to
mechanical power
P_<POS>-em_el
[kW]
ElectricMachine
Electric power generated or consumed by the electric machine
P_<POS>_loss
[kW]
ElectricMachine
The total sum of losses of the electric motor at position
POS. Calcualted as the difference of mecanical power applied at
the drivetrain and the electrical power drawn from the REESS.
n_<POS>-em_avg
[rpm]
ElectricMachine
Angular speed of the electric motor at position POS
T_<POS>-em
[Nm]
ElectricMachine
Torque at the shaft of electric motor at position POS.
Positive values mean that the electric motor acts as generator, negative
torque values mean that the electric motor propels the vehicle
T_<POS>-em_map
[Nm]
ElectricMachine
Torque internal torque of the electric motor at position
POS. Takes into account the electric motor’s intertia. Positive
values mean that the electric motor acts as generator, negative torque
values mean that the electric motor propels the vehicle
T_<POS>-em_drive_max
[Nm]
ElectricMachine
Maximum torque the electric machine can apply to propel the vehicle.
This already considers the maximum current the battery can provide
T_<POS>-em_gen_max
[Nm]
ElectricMachine
Maximum torque the electric machine can apply to generate electric
power. This already considers the maximum charge current the battery can
handle.
P_<POS>-em_drive_max
[kW]
ElectricMachine
Maximum power the electric motor can provide to drive the vehicle.
This already considers the maximum electric power the battery can
provide.
P_<POS>-em_gen_max
[kW]
ElectricMachine
Maximum power the electric machine can generate. This already
considers the maximum charge power the battery can handle.
EM_OVL-<POS>-em
[%]
ElectricMachine
Used capacity of the thermal overload buffer of the thermal derating
model
EM_<POS>_off
[-]
ElectricMachine
Indicates if the electric motor at position POS is
energized or not.
P_clutch_loss
[kW]
Clutch
Power loss in the clutch due to slipping when driving off
P_clutch_out
[kW]
Clutch
Power at the clutch’s out shaft. P_clutch_out = P_eng_out -
P_clutch_loss
P_TC_out
[kW]
TorqueConverter
Power at the torque converter’s out shaft. P_TC_out = P_eng_out -
P_TC_loss
P_TC_loss
[kW]
TorqueConverter
Power loss in the torque converter
P_aux_mech
[kW]
Auxiliaries
Total power demand from the mechanical auxiliaries
P_aux_el
[kW]
ElectricSystem
Total power demand from the electric auxiliaries connected to the
REESS
P_gbx_in
[kW]
Transmission
Power at the gearbox’ input shaft
P_gbx_loss
[kW]
Transmission
Power loss at the gearbox, interpolated from the loss-map + shift
losses + inertia losses
P_gbx_shift
[kW]
Transmission
Power loss due to gearshifts (AT gearbox)
P_gbx_inertia
[kW]
Transmission
Power loss due to the gearbox’ inertia
P_ret_in
[kW]
Retarder
Power at the retarder’s input shaft. P_ret_in = P_gbx_in -
P_gbx_loss - P_gbx_inertia
P_ret_loss
[kW]
Retarder
Power loss at the retarder, interpolated from the loss-map.
P_angle_in
[kW]
Angledrive
Power at the anglegear’s input shaft. Empty if no anglegear is
used.
P_angle_loss
[kW]
Angledrive
Power loss at the anglegear, interpolated from the loss-map. Empty
if no anglegear is used.
P_axle_in
[kW]
Axlegear
Power at the axle-gear input shaft. P_axle_in = P_ret_in -
P_ret_loss ( - P_angle_loss if an anglegear is used).
P_axle_loss
[kW]
Axlegear
Power loss at the axle gear, interpolated from the loss-map.
P_brake_in
[kW]
Brake
Power at the brake input shaft (definition: serially mounted into
the drive train between wheels and axle). P_brake_in = P_axle_in -
P_axle_loss
P_brake_loss
[kW]
Brake
Power loss due to braking.
P_wheel_in
[kW]
Wheels
Power at the driven wheels. P_wheel_in = P_brake_in -
P_brake_loss
(Average) electric power demand for the HVAC system (mainly
ventilation power) (only in .vmod file if bus auxiliaries are
used)
P_busAux_ES_other
[kW]
BusAuxiliaries
(Average) electric power demand for all other electric consumers
(lights, radio, kitchen, …) (only in .vmod file if bus auxiliaries
are used)
P_busAux_ES_consumer_sum
[kW]
BusAuxiliaries
(Average) total electric power demand of all electric consumers
(only in .vmod file if bus auxiliaries are used)
P_busAux_ES_mech
[kW]
BusAuxiliaries
(Average) mechanical power demand of all electric consumers
(considering alternator efficiency and pulley efficiency) (only in
.vmod file if bus auxiliaries are used)
P_busAux_ES_gen
[kW]
BusAuxiliaries
Generated electrical power. May be higher than the electric power
demand in case of smart electrics or lower if engine stop/start is
enabled. Fuel consumption is corrected in the post-processing.
(only in .vmod file if bus auxiliaries are used)
Battery SoC
[%]
BusAuxiliaries
State of Charge of the battery (only used in case smart electric
system is enabled) (only in .vmod file if bus auxiliaries are
used)
P_busAux_HVACmech_consumer
[kW]
BusAuxiliaries
(Average) mechanical power demand for the HVAC system. (only in
.vmod file if bus auxiliaries are used)
P_busAux_HVACmech_gen
[kW]
BusAuxiliaries
Generated mechanical power for the HVAC system. May be 0 in case of
engine stop/start. the total fuel consumption is corrected in the post-processing.
(only in .vmod file if bus auxiliaries are used)
Nl_busAux_consumer
[Nl]
BusAuxiliaries
(Average) air demand of all consumers (air suspension, kneeling,
brakes, pneumatic doors, …). (only in .vmod file if bus auxiliaries
are used)
Nl_busAux_gen
[Nl]
BusAuxiliaries
Generated air (assuming the compressor runs only a fraction of the
simulation interval). (only in .vmod file if bus auxiliaries are
used)
Nl_busAux_gen_max
[Nl]
BusAuxiliaries
Maximum air that can be generated if the compressor runs the whole
simulation interval. (only in .vmod file if bus auxiliaries are
used)
P_busAux_PS_gen
[kW]
BusAuxiliaries
Mechanical power demand for the air compressor to produce
Nl_busAux_gen air. (only in .vmod file if bus auxiliaries are
used)
P_busAux_PS_gen_max
[kW]
BusAuxiliaries
Mechanical power demand for the air compressor to produce the
maximum air volume. (Used for correcting the total fuel consumption in
case of smart pneumatic system) (only in .vmod file if bus
auxiliaries are used)
P_busAux_PS_gen_drag
[kW]
BusAuxiliaries
Mechanical power demand for the air compressor if no air is produced
(compressor is in drag only, used for correcting the total fuel
consumption in case of smart pneumatic system) (only in .vmod file
if bus auxiliaries are used)
P_DC/DC_In
[kW]
DCDCConverter
Electrical power at the input (REESS side) of the DC/DC converter.
(only applicable in case the electric auxiliaries are connected to
the high-voltage REESS, output is delayed by one simulation
step)
P_DC/DC_Out
[kW]
DCDCConverter
Electrical power at the output (REESS side) of the DC/DC converter.
(only applicable in case the electric auxiliaries are connected to
the high-voltage REESS, output is delayed by one simulation
step)
P_DC/DC_missing
[kW]
DCDCConverter
Electrical power the DC/DC converter could not provide to the
low-voltage auxiliaries because the REESS was already at its minimum
SoC. This column is used in post-processing.
P_aux_
[kW]
EngineAuxiliaries
Mechanical power demand for every individual auxiliary. Only if the
run has auxiliaries. In case of fully electrical auxiliaries for trucks
the electrical power demand is converted to mechanical power using the
alternator efficiency. For Buses with fully electrical auxiliaries the
consumer is connected to the electrical system and thus the according
column reports 0 power demand.
T_max_propulsion
[Nm]
HybridStrategy
Maximum allowed propulsion torque at gearbox input shaft
P_WHR_el
[kW]
CombustionEngine
Power generated by an electric WHR system, interpolated from WHR
map.
P_WHR_el_corr
[kW]
CombustionEngine
Power generated by an electric WHR system after applying
P_WHR_mech
[kW]
CombustionEngine
Power generated by an mechanical WHR system, interpolated from WHR
map.
P_WHR_mech_corr
[kW]
CombustionEngine
Power generated by an mechanical WHR system after applying
P_aux_ESS_mech_ICE_off
[kW]
CombustionEngine
Power demand of the auxiliaries ‘missing’ if the ICE is off.T he
final fuel consumption (.vsum) is corrected for this power demand in a
post-processing step.
This power demand has no influence on FC-Map.
P_aux_ESS_mech_ICE_on
[kW]
CombustionEngine
Power demand of the auxiliaries ‘missing’ in case the ICE would be
on during actual ICE off periods. The final fuel consumption (.vsum) is
corrected for this power demand in a post-processing step.
This power demand has no influence on FC-Map.
P_ice_start
[kW]
CombustionEngine
Power demand for starting the engine after an engine-off period
multiplied by the engine start/stop utility factor. P_ice_start = E_ice_start
/ dt. The final fuel consumption (.vmod) is corrected for this power
demand in a post-processing step.
This power demand has no influence on FC-Map.
P_PTO_consum
[kW]
Auxiliaries
Power demand from the PTO consumer. Only if the vehicle has a PTO
consumer.
P_PTO_transmission
[kW]
Auxiliaries
Power demand from the PTO transmission. Only if the vehicle has a
PTO consumer.
P_PTO_RoadSweeping
[kW]
Auxiliaries
Power demand from the PTO in PTO mode 2. Only in engineering mode if
PTO mode 2 is activated.
P_PTO_DuringDrive
[kW]
Auxiliaries
Power demand from the PTO cycle in PTO mode 3. Only in engineering
mode if PTO mode 3 is activated.
TCnu
[-]
TorqueConverter
Torque converter operating point: speed ratio
TCmu
[-]
TorqueConverter
Torque converter operating point: torque ratio
T_TC_out
[Nm]
TorqueConverter
Torque converter operating point: output torque
n_TC_out
[rpm]
TorqueConverter
Torque converter operating point: output speed
T_TC_in
[Nm]
TorqueConverter
Torque converter operating point: input torque
n_TC_in
[rpm]
TorqueConverter
Torque converter operating point: input speed
FC-Map<_FuelName>
[g/h]
CombustionEngine
Fuel consumption interpolated from FC map. Note: The fuel
name is only stated in case of duel fuel engines.
FC-NCVc<_FuelName>
[g/h]
CombustionEngine
Fuel consumption corrected for different NCV values in VECTO and
VECTO Engine (FC-NCVc = FC-Map * LowerHeatingValueVectoEngine(fuel) /
LowerHeatingValueVecto(fuel) )
Instantaneous final fuel consumption value after all applicable
corrections. (FC-Final_mod = FC-ESS)
EcoRollConditionsMet
Driver
0 if the conditions for switching to eco-roll are not met,
1 if the conditions for eco-roll are met - eco roll is activated after
the activation delay (2s in declaration mode)
PCCSegment
Driver
1 if a PCC segment was identified in the pre-processing (gradient
below threshold where vehicle accelerates on its own without engine
power) , 0 otherwise
PCCState
Driver
0: not inside PCC segment, 1: inside PCC segment, 2: PCC use-case 1
active, 3: PCC use-case 2 active
ICE On
CombustionEngine
0 if the combustion engine is switched off (either during
stand-still or eco-roll), 1 otherwise
Note: The fuel name is only added to the
fuel-consumption signals in case of dual-fuel engines.
The .vsum file includes total / average results for each calculation
run in one execution (ie. click of START
Button). The file is located in the directory of the fist run .vecto
file.
Quantities:
Note: For dual-fuel vehicles the fuel consumption
columns are present for each fuel (e.g., FC-Map_Diesel CI, FC-Map_NG
CI).
Name
Unit
Description
Job
[-]
Job number in the format “X-Y” (with X as filenumber, and Y as cycle
number)
Input File
[-]
Name of the input job file (.vecto)
Cycle
[-]
Name of the cycle file (or cycle name in declaration mode)
Status
[-]
The result status of the run (Success, Aborted)
Mass
[kg]
Vehicle mass (Corrected Actual Curb Mass Vehicle +
Curb Mass Extra Trailer/Body, see Vehicle Editor)
Altitude difference between start and end of cycle
FC-Map<_FuelName>
[g/h], [g/km]
Average fuel consumption before all corrections, interpolated from
Fuel Map, based on
torque and engine speed. Note: The fuel name is only stated in
case of dual fuel engines.
FC-NCVc<_FuelName>
[g/h], [g/km]
Average fuel consumption after correcting for the net calorific value (Based on
FC-Map from .vmod)
FC-WHTCc<_FuelName>
[g/h], [g/km]
Average fuel consumption after WHTC Correction (Based
on FC-NCVc from .vmod)
FC-ESS<_FuelName>
[g/h], [g/km]
Average fuel consumption considering the ICE is not always off
during ICE-off periods in the simulation. Considers all auxiliary
demands during Off-phases taking into account the ESS utility
factors
FC-ESS_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption including fuel consumption during
engine-off periods corrected for energy demand during engine-off periods
not accounted (FC-ESS_Corr = FC_WHTCc + FC_ESS)
FC-BusAux_PS_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption corrected for the excessive/missing energy
for the smart pneumatic system, also corrected for the air demand
according to the correct driving time.
FC-BusAux_ES_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption corrected for the excessive/missing energy
for the smart electric system
FC-WHR_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption including fuel consumption deduction due to
electric power generated by an electric WHR system (FC-WHR_Corr = FC-ESS
- E_WHR_el / eta_alternator * k_vehline)
FC-SoC<_FuelName>
[g/h], [g/km]
Average fuel consumption to correct the REESS SoC so that the SoC at
the end of the cycle matches the SoC at the beginning
FC-SoC_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption including the correction for the REESS
SoC
FC-BusAux_AuxHeater<_FuelName>
[g/h], [g/km]
Average fuel consumption of the additional heater. In case of
dual-fuel vehicles the aux heater is fueled with the primary fuel
FC-BusAux_AuxHeater_Corr<_FuelName>
[g/h], [g/km]
Average fuel consumption corrected for the aux heater fuel
demand
Final average fuel consumption after ALL corrections (FC-Final =
FC-ESS_Corr). Fuel consumption for calculation of CO2 value.
If Loading = 0[kg] the column [l/100tkm] is left empty.
k_vehline
[g/kWh]
Slope of the regression line derived from all operating points
P_wheel vs. FC_final_mod where P_wheel > 0 and FC_final_mod >
0
Average CO2 emissions (based on FC-Final value). Output
for [l/100tkm] is empty when Loading = 0[kg].
REESS Start SoC
[%]
State of charge of the REESS at the beginning of the simulation
run
REESS End SoC
[%]
State of charge pf the REESS at the end of the simulation run
ΔE_REESS
[kWh]
Delta energy stored in the REESS between start and end of the
simulation run. Calculated from P_REESS_int.
E_REESS_loss
[kWh]
Total losses in the REESS due to its internal resistance
E_REESS_T_chg
[kWh]
Total energy charged into the REESS at the terminal (includes losses
at internal resistance)
E_REESS_T_dischg
[kWh]
Total energy discharged from the REESS at the terminal (includes
losses at the internal resistance)
E_REESS_int_chg
[kWh]
Total energy charged into the REES (excluding losses)
E_REESS_int_dischg
[kWh]
Total energy discharged from the REESS (excluding losses)
P_wheel_in_pos
[kW]
Average positive power at the wheels
P_wheel_in
[kW]
Average power at the wheels
P_fcmap_pos
[kW]
Average positive power at engine (all non-negative values averaged
over the whole cycle duration)
P_fcmap_pos
[kW]
Average power at engine (both, positive and negative values,
averaged over the whole cycle duration)
E_fcmap_pos
[kWh]
Total positive work provided by the combustion engine.
E_fcmap_neg
[kWh]
Total energy
E_powertrain_inertia
[kWh]
Total work of engine, torque converter, and gearbox inertia
E_aux_xxx
[kWh]
Energy demand of auxiliary with ID xxx applied as torque demand to
the engine (i.e. mechanical energy demand). See also Aux Dialog and Driving Cycle. In Declaration Mode the
following auxiliaries always exists: E_aux_FAN (Fan), E_aux_PS
(Pneumatic System), E_aux_STP (Steering Pump), E_aux_ES (Electrical
System), E_aux_AC (Air Condition). In case of fully electrical
auxiliaries for trucks the electrical power demand is converted to
mechanical power using the alternator efficiency. For Buses with fully
electrical auxiliaries the consumer is connected to the electrical
system and thus the according column reports 0 power demand.
E_aux_sum
[kWh]
Total energy demand of all auxiliaries. This is the sum for all
E_aux_xxx columns and the bus auxiliaries.
E_aux_el(HV)
[kWh]
Total energy demand of the electric auxiliaries connected directly
to the REESS.
E_clutch_loss
[kWh]
Total energy loss in the clutch
E_tc_loss
[kWh]
Total torque converter energy loss
E_gbx_loss
[kWh]
Total transmission energy losses at gearbox (includes loss-map,
inertia, and gear-shifts). E_shift_loss is already included here.
E_shift_loss
[kWh]
Total energy losses due to gearshifts
E_ret_loss
[kWh]
Total retarder energy loss
E_angle_loss
[kWh]
Total torque converter energy loss
E_axl_loss
[kWh]
Total transmission energy losses at the axle gear
E_brake
[kWh]
Total work dissipated in mechanical braking (sum of service brakes,
retarder and additional engine exhaust brakes)
E_vehicle_inertia
[kWh]
Total work of wheels inertia and vehicle mass
E_air
[kWh]
Total work of air resistance
E_roll
[kWh]
Total work of rolling resistance
E_grad
[kWh]
Total work of gradient resistance
E_aux_ESS_missing
[kWh]
Total work of auxiliaries missing due to ICE off during ESS events.
Used for fuel consumption correction in the post-processing.
n_EM_<POS>-em_avg
[rpm]
Average angular speed of the electric machine
E_EM_<POS>-em_drive
[kWh]
Mechanical energy at the electric motor shaft applied by the
electric machine at position POS to drive the vehicle
E_EM_<POS>-em_gen
[kWh]
Mechanical energy at the electric motor shaft recuperated by the
electric machine at position POS
η_EM_<POS>-em_drive
[-]
Average efficiency of the electric machine when the electric machine
drives the vehicle. Based on the mechanical energy at the electric motor
shaft and the electric energy.
η_EM_<POS>-em_gen
[-]
Average efficiency of the electric machine when the electric machine
generates electric energy. Based on the mechanical energy at the
electric motor shaft and the electric energy.
E_EM_<POS>_drive
[kWh]
Mechanical energy applied at the drivetrain by the electric machine
at position POS to drive the vehicle
E_EM_<POS>_gen
[kWh]
Mechanical energy at the drivetrain recuperated by the electric
machine at position POS
η_EM_<POS>_drive
[-]
Average efficiency at the drivetrain of the electric machine when
the electric machine drives the vehicle. Based on the mechanical energy
at the drivetrain and the electric power.
η_EM_<POS>_gen
[-]
Average efficiency at the drivetrain of the electric machine when
the electric machine generates electric energy. Based on the mechanical
energy at the drivetrain and the electric power
E_EM_<POS>_off_loss
[kWh]
Total losses added by the electric machine when the electric machine
is not energized (i.e., the electric machine’s drag losses)
E_EM_<POS>_transm_loss
[kWh]
Losses of the transmission stage in the electric motor
component.
E_EM_<POS>-em_loss
[kWh]
Total losses of the electric motor component. Calculated from
P_-em_loss
E_EM_<POS>_loss
[kWh]
Losses of the electric machine. Calculated from P__loss
EM <POS> off time share
[%]
Time share the electric motor is not energized during the
cycle.
BusAux PS air consumed
[Nl]
Total air consumed by the pneumatic system.
BusAux PS air generated
[Nl]
Total air generated by the pneumatic compressor. Difference to
“BusAux PS air consumed” is corrected in the post-processing
E_PS_compressorOff
[kWh]
Total energy demand for the pneumatic compressor if no air would be
generated (compressor always in drag)
E_PS_compressorOn
[kWh]
Total mechanical work for the pneumatic compressor to generate
“BusAux PS air generated”
E_BusAux_ES_consumed
[kWh]
Total electric energy for all electric consumers
E_BusAux_ES_generated
[kWh]
Total electric energy generated
ΔE_BusAux_Bat
[kWh]
In case of smart electrics, the difference of energy stored in the
RESS between the beginning and end of the driving cycle. This energy
difference is corrected in the post-processing
Total work for starting the combustion engine, not considered in
FC-Map and FC-AAUX. Considered in FC-ESS_Corr via fuel consumption
correction (Based on P_ice_start in .vmod)
ice_starts
[-]
Number of times the combustion engine is started
E_PTO_CONSUM
[kWh]
Total energy demand of the pto consumer (if a pto consumer was
used).
E_PTO_TRANSM
[kWh]
Total energy demand of the pto transmission (if a pto transmission
was used).
E_WHR_el
[kWh]
Total electric energy generated by an electrical WHR system
E_WHR_mech
[kWh]
Total electric energy generated by an electrical WHR system
E_aux_PTO_RoadSweeping
[kWh]
Total energy demand of the pto activation in mode 2 (engineering
mode only).
E_aux_PTO_DuringDrive
[kWh]
Total energy demand of the pto activation in mode 3 (engineering
mode only.
E_aux_ess_mech
[kWh]
Total work of auxiliaries during engine stop and thus not considered
in FC-Map and FC-AAUX. Considered in FC-ESS_Corr via fuel consumption
correction (Based on P_aux_ESS_mech in .vmod)
a
[m/s2]
Average acceleration
a_pos
[m/s2]
Average acceleration in acceleration phases (a3s >
0.125 [m/s2], a3s = 3-seconds-averaged
acceleration)
a_neg
[m/s2]
Average deceleration in deceleration phases (a3s <
0.125 [m/s2], a3s = 3-seconds-averaged
acceleration)
AccelerationTimeShare
[%]
Time share of acceleration phases (a3s > 0.125
[m/s2], a3s = 3-seconds-averaged
acceleration)
DecelerationTimeShare
[%]
Time share of deceleration phases (a3s < 0.125
[m/s2], a3s = 3-seconds-averaged
acceleration)
CruiseTimeShare
[%]
Time share of cruise phases (-0.125 ≤ a3s ≤ 0.125
[m/s2])
StopTimeShare
[%]
Time share of stop phases (v < 0.1 [m/s])
Note: The fuel name is only added to the fuel
consumption signals for vehicles with dual-fuel engines. In case
single-fuel and dual-fuel vehicles are simulated in one simulation run,
the fuel consumption for single-fuel vehicles is reported without the
fuel name suffix while the fuel consumption of dual fuel vehicles
contains the fuel name suffix!
Energy Bilance
To ensure the energy bilance of the vehicle, the following formulas
are always ensured:
Hint: E_shift_loss is not taken into account here, because it is
already included in E_gbx_loss.
Application Files
VECTO uses a numbers of files to save GUI settings and file lists.
All files are text-based and can be changed outside of VECTO
if VECTO is not running.
Settings.json
This file is located in VECTO’s config folder. Here
all parameters of the Settings Dialog are saved.
The file uses the JSON format.
Job / Cycle lists
The job and cycle lists in the Main Form are
saved in the joblist.txt /
cyclelist.txt files of the config
folder.
Both files save the full file paths separated by line breaks.
Additionally it is saved whether each file’s checkbox is checked or not.
“?1” after a file path means the file is checked (otherwise “?0”).
However, this information can be omitted in which case the file will be
loaded in checked state.
LOG.txt
The tabulator-separated log file saves all messages of the Main Form’s Message List and is located in VECTO’s
program directory. The file is restarted whenever the Logfile Size Limit is reached.One backup is always
stored as LOG_backup.txt.
License file
The license file license.dat is located in VECTO’s program directory.
Without a valid lisence file VECTO won’t run.
It no valid license file is provided with your VECTO version please
contact vecto@jrc.ec.europa.eu.
Changelog
VECTO-3.3.10
Build 2401 (2021-07-29) OFFICIAL
RELEASE
Bugfixes (compared to 3.3.10.2373)
No additional bugfixes
Build 2373 (2021-07-01) RELEASE
CANDIDATE
Improvements
[VECTO-1421] – Added vehicle sub-group (CO2-standards to MRF and
CIF)
[VECTO 1449] – Handling of exempted vehicles: See next slide for
details
[VECTO-1404] – Corrected URL for CSS in MRF and CIF
Bugfixes
[VECTO-1419] – Simulation abort in urban cycle: failed to find
operating point on search braking power with TC gear
[VECTO-1439] – Bugfix handling duplicate entries in engine full-load
curve when intersecting with max-torque of gearbox
[VECTO-1429] – error in XML schema 2.x for exempted vehicles –
MaxNetPower1/2 are optional input parameters
Handling of exempted vehicles
Axle configuration and sleeper cab are optional input parameters for
exempted vehicles (XML schema 1.0 and 2.2.1).
OEMs are recommended to provide these parameters for exempted
vehicles.
If the axle configuration is provided as input parameter, the MRF
contains the vehicle group.
The sleeper cab input parameter is also part of the MRF if provided
as input.
Input parameters MaxNetPower1/2 are optional input parameters for
all exempted vehicles.
If provided in the input these parameters are part of the MRF for
all exempted vehicle types
It is recommended that those parameters are used to specify the
rated power also for PEV (pure electric vehicles)
[VECTO-693] - extend vehicle performance in manufacturer record
Bugfixes
[VECTO-656] - Distance computation in vsum
[VECTO-666] - CF_RegPer no effect in vehicle simulation – added to
the engine correction factors
[VECTO-687] - Saving a Engine-Only Job is not possible
[VECTO-695] - Bug in vectocmd.exe - process does not terminate
[VECTO-699] - Output in manufacturer report and customer report
(VECTO) uses different units than described in legislation
[VECTO-700] - errorr in simulation with 0 stop time at the beginning
of the cycle
VECTO 3.2.1
Build 1133 (2018-02-07)
Improvement
[VECTO-634] - VTP Mode: specific fuel consumption
Bugfixes
[VECTO-642] - VECTO BUG – secondary retarder losses:
IMPORTANT: Fuel-consumption relevant bug! wrong
calculation of retarder losses for retarder ratio not equal to 1
[VECTO-550] - Allow custom settings for AirDensity in Engineering
mode
[VECTO-552] - set engine rated power, rated speed to computed values
from FLD if not provided as input
Build 925 (2017-07-13)
Improvements
[VECTO-366] added EMS vehicle configuration, EMS is only simulated
when engine rated power > 300kW
[VECTO-463] add pneumatic system technology ‘vacuum pump’
[VECTO-465] change RRC value of trailers (declaration mode) from
0.00555 to 0.0055 (due to limits in user interface)
[VECTO-477] AT Gearbox, powershift losses: remove inertia
factor
[VECTO-471] update cross-wind correction model: height-dependent
wind speed (see Excel spreadsheet in User Manual folder for
details)
[VECTO-367] Add Vehicle Design Speed to segmentation table
[VECTO-470] Add XML reading and export functionality
[VECTO-486] Adding hashing library
[VECTO-469] Limit engine max torque (either due to vehicle or
gearbox limits), limit gearbox input speed
[VECTO-466] Update vehicle payloads: 10% loaded and reference load
are simulated
[VECTO-467] Add generic PTO activation in municipal cycle
[VECTO-468] Add PTO losses (idle) in declaration mode
[VECTO-479] Added PTO option ‘only one engaged gearwheel above oil
level’ with 0 losses
[VECTO-483] Adapt CdxA supplement for additional trailers
[VECTO-494] Implementation of different fuel types
[VECTO-502] Implementing standard values for air-drag area (if not
measured)
[VECTO-501] Implement engine idle speed set in vehicle (must be
higher than engine’s idle speed value)
[VECTO-504] Adding HVAC technology ‘none’
[VECTO-489] Extrapolate gearbox lossmaps (required when torque
limitation by gearbox is ignored)
[VECTO-505] Implement AT transmissions in declaration mode
[VECTO-507] Allow to ignore validation of model data when starting a
simulation (significant improvement on simulation startup time - about
10s)
[VECTO-506] modified method how torque-converter characteristics in
drag is extended. allow drag-values in the input, only add one point at
a high speed ratio
[VECTO-509] Add axle-type (vehicle driven, vehicle non-driven,
trailer) to GUI
[VECTO-511] Add engine idle speed to Vehicle input form (GUI)
[VECTO-510] Write XML reports (manufacturer, customer information)
in declaration mode
[VECTO-474] new driving cycles for Municipal and Regional
Delivery
[VECTO-522] step-up ratio for using torque converter in second gear
set to 1.85 for busses (still 1.8 for trucks)
[VECTO-525] remove info-box with max loading in GUI
[VECTO-531] Payload calculation: limit truck payload to the truck’s
max payload. (earlier versions only limited the total payload of truc +
trailer to the total max. payload, i.e. allowed to shifted loading from
truck to the trailer)
[VECTO-533] allow second driven axle, rdyn is calculated as average
of both driven axles
[VECTO-537] new Suburban driving cycles
[VECTO-541] increase declaration mode PT1 curve to higher speeds
(2500 is too low for some engines)
Bugfixes:
[VECTO-462] fix: decision if PTO cycle is simulated
[VECTO-473] fix: adapt range for validation of torque converter
characteristics
[VECTO-464] fix: extrapolation of engine full-load curve gives neg.
max. torque. Limit engine speed to n95h
[VECTO-480] fix: a_pos in .vsum was less than zero
[VECTO-487] fix: Duration of PTO cycle was computed incorrectly if
PTO cycle does not start at t=0
[VECTO-514] fix: sort entries in .vsum numerically, not
lexically
[VECTO-516] fix: consider axlegear losses for estimation of
acceleration after gearshifts
[VECTO-517] fix: valid shift polygon was considered invalid when
extended to very high torque ranges
[VECTO-424] fix: VectoCore.dll could not be found when the current
working directory is different to the directory of the vectocmd.exe
[VECTO-425] fix: vectocmd.exe - check if the output is redirected,
and skip updating of the progress bar when this is the case
[VECTO-426] fix: vectocmd.exe - log errors to STDERR
[VECTO-519] fix: computation of n95h fails for a valid full-load
curve due to numerical inaccuracy. add tolerance when searching for
solutions
[VECTO-520] fix: gearashift count in vsum is 0
VECTO 3.1.2
Build 810 (2017-03-21)
Improvements:
[VECTO-445] Additional columns in vsum file
Allow splitting shift losses among multiple simulation
intervals
Allow coasting overspeed only if vehicle speed > 0
Torque converter: better handling of ‘creeping’ situations
Bugfixes:
[VECTO-443] Bugfix in AMT shift strategy: skip gears not working
correctly
Build 796 (2017-03-07)
Improvements:
[VECTO-405] Adding clutch-losses for AMT/MT gearboxes during
drive-off, reduce drive-off distance after stop from 1m to 0.25m, set
clutch closing speed (normalized) to 6.5%, changes in clutch model
[VECTO-379] Make GUI more tolerant against missing files. Instead of
aborting reading the input data the GUI shows a suffix for missing input
files
[VECTO-411] Allow a traction interruption of 0s for AMT/MT
gearboxes
[VECTO-408] Gearbox Inertia for AT gearboxes set to 0
[VECTO-419] Adapted error messages, added list of errors
[VECTO-421,VECTO-439] Added volume-related results to vsum file
(volume is computed based on default bodies)
[] Energy balance (vsum) and balance of engine power output and
power consumers (vmod) level
[VECTO-430] AT shift strategy: upshifts may happen too early
[VECTO-431] AMT shift strategy always started in first gear due to
changes in clutch model
[VECTO-433] adapt generic vehicles: use typical WHTC correction
factors
[VECTO-437] set vehicle speed at clutch-closed to 1.3 m/s
[VECTO-436] fix simulation aborts with AT gearbox (neg. braking
power, unexpected response, underload)
Bugfixes:
[VECTO-415] Powershift Losses were not considered for AT gearboxes
with PowerSplit
[VECTO-416] Measured Speed with gear failed when cycle contained
parts with eco-roll (computation of next gear failed)
[VECTO-428] Sum of timeshares adds up to 100%
[VECTO-429] Min Velocity for lookahead coasting was not written to
JSON file
VECTO 3.1.1
Build 748 (2017-01-18)
Bugfixes:
[VECTO-404] Driving Cycle with PTO stopped simulation after first
PTO activation
Build 742 (2017-01-12)
Improvements:
[VECTO-390, VECTO-400] Adapt engine speed to estimated engine speed
after gear shift during traction interruption (double clutching)
[VECTO-396, VECTO-388] Add shift losses for AT power shifts
[VECTO-389] new gear shift rules for AT gearboxes
[VECTO-387] added max input speed for torque converter
[VECTO-385] Automatically add generic torque converter data for
drag
[VECTO-399] Add missions and loadings for vehicle categories 11, 12,
and 16 (declaration mode)
[VECTO-384] cleanup memory after simulation run
[VECTO-394] new option for vectocmd to disable all output
[VECTO-392] make the GUI scale depending on the Windows font
size
[VECTO-391] Gearbox output speed and output torque added to .vmod
files
[VECTO-386] Gearbox window: disable input fields not applicable for
the selected gearbox type
Bugfixes:
[VECTO-401] Computation of n_95h etc. fails if engine’s max torque
is constant 0 Lookup of Airdrag parameters in declaration mode
[VECTO-378] Improved file-handling in AAUX module
VECTO 3.1.0
Build 683 (2016-11-14)
Bugfixes:
[VECTO-375] Fixed bug when braking during slope change from negative
to positive values.
[VECTO-372] Added check for unusual acceleration/deceleration data
which could lead to error when halting.
[VECTO-371] Added additional behavior to overcome such
situations
[VECTO-370] Added additional behavior to overcome such
situations
[VECTO-369] CrosswindCorrection is now saved and read again from
JSON files
[VECTO-373] WHTC-Engineering correction factor now correctly
read/write in JSON files
[VECTO-368] Fixed validation for specific cases when values are
intentionally invalid.
[VECTO-357] Updated GUI to not show ECO-Roll option to avoid
confusion
Fixed numerous bugs in AT-ShiftStrategy regarding the Torque
Converter
Fixed numerous bugs in MeasuredSpeed Mode (and MeasuredSpeed with
Gear) in connection with AT-Gearbox and TorqueConverter
Fixed a bug when PTO-Cycle was missing
Corrected axle loss maps for Generic Vehicles in Declaration Mode to
match technical annex
Corrected SumFile Cruise Time Share. Added checks that timeshares
must add up to 100%
Improvements:
[VECTO-355] Updated documentation, added powertrain schematics in
chapter “Simulation Models”
[VECTO-374] Check range for Torque Converter speed ratio input data
to be at least between 0 and 2.2
Updated many error messages to be more explicit about the reason of
error
Added “Mission Profiles” Directory with driving cycles publicly
available in the application root directory.
Added “Declaration” directory with the declaration data files in the
application root directory.
Added warning when engine inertia is 0
Added check that engine speed must not fall below idle speed (even
in measured speed mode)
Shift curve validation for AT gearboxes: shift curves may now
overlap due to different shift logic in AutomaticTransmissions.
Updated Crosswind Coefficients for Tractor+Semitrailer
Build 662 (2016-10-24)
Bugfixes:
[VECTO-360] Fixed error during startup of VECTO (loading of
DLLs).
[VECTO-358] Fixed errors during simulation where vehicle
unintentionally was driving backwards. Added stricter sanity checks and
invariants to avoid such errors. Fixed 1Hz-Filter for ModFiles (distance
was wrong under certain circumstances, vehicle seemingly jumping back
before halt).
[VECTO-361] Fixed classification of vehicles with GVM of exactly
7500kg (Class 1).
[VECTO-364] Fixed an error in measured speed mode (run aborts).
[VECTO-363] Compute shift polygons in declaration mode now uses
correct boundary for full load margin.
[VECTO-365] Fixed editing gears in declaration mode
Bugfix: better error message when driving cycle is missing.
Bugfix: vectocmd errormsg when writing progress
Build 434 (2016-03-10)
New simulation modes:
Measured Speed
Measured Speed with Gear
Pwheel (SiCo)
Adaptations of powertrain components architecture
Move wheels inertia from vehicle to wheels
Auxiliaries no longer connected via clutch to the engine but via a
separate port
Engine checks overload of gearbox and engine overload
Fixed some driving behavior related issues in VectoCore:
When the vehicle comes to a halt during gear shift, instead of
aborting the cycle, it tries to drive away again with an appropriate
gear.
ModData Format changed for better
information and clarity
Entries in the sum-file are sorted in the same way as in Vecto
2.2
In engineering mode the execution mode (distance-based, time-based
measured speed, time-based measured speed with gear, engine only) are
detected based on the cycle
Added validation of input values
Gravity constant set to 9.80665 (NIST standard acceleration for
gravity)
Improved input data handling: sort input values of full-load curves
(engine, gbx, retarder)
Better Integration of VectoCore into GUI (Notifications and
Messages)