Simulation Models
In this chapter the used component models for the simulation are described.
Supported Powertrain Architectures
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:
AMT Transmission Output Retarder
AT Transmission Output Retarder
Driver: Acceleration Limiting
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).
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 kinetical and potential (height) energy gain versus the expected dissipated energy tue 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:

whereas
and
are speed dependent and speed change dependent lookup curves, giving a value from 0 and 1.
For the look ahead coasting target speed changes within the preview distance are considered.
![preview distance [m] = 10 * vehicle speed [km/h] preview distance [m] = 10 * vehicle speed [km/h]](data:image/png;base64,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)
- Parameters in Job File:
- PreviewDistanceFactor
- DF_offset: offset in the equation for DFcoasting (default 2.5)
- DF_scaling: factor in the equation for DFcoasting (default 1.5)
- DF_targetSpeedLookup: csv file for DFvel lookup (see below)
- Df_velocityDropLookup: csv file for DFvdrop lookup (see below)
In engineering mode the parameters can be freely chosen while in declaration mode the default values are used.
Decision Factor for target velocity lookup (DFvel)
Example (default values):
v_target [km/h], decision_factor [-]
0 , 0
48 , 0
52 , 1
100 , 1
Decision Factor for velocity drop lookup (DFvdrop)
Example (default values):
v_drop [km/h], decision_factor [-]
-100 , 1
9 , 1
11 , 0
100 , 0
Driver: Overspeed
Overspeed controls the vehicle’s behaviour 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 behaviour without the aid of driver assistance systems. Eco-Roll represents an optional driver assistance feature. For this reason vehicles without Eco-Roll should always have the Overspeed function enabled.
Overspeed 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].
- Parameters in Job File:
- Minimum speed [km/h]. Below this speed the function is disabled.
- Max. Overspeed [km/h] (relative to target speed)
Advanced Driver Assistant Systems: Engine Stop/Start
Description
If engine stop/start is enabled in the Vehicle, the engine is turned off during vehicle stops to reduce the fuel consumption. During vehicle stops the energy demand for certain auxiliaires and for starting the engine is accumulated. In a post-processing step the final fuel consumption is corrected to consider the energy demand for the auxiliaries and engine start.
Model Parameters
- Delay engine-off: if the vehicle stops, the engine is switched off after this timespan
- Max engine-off timespan: if the enine is switched off at a vehicle stand, the engine is turned on again after this timespan. This basically limits the max. time the engine is switched off at a single engine-off event.
- Engine stop/start utility factor: In practice, the engine is not switched off at every vehicle stop. This is considered with this utility factor (0…1). Further details are provided below.
- delay engine-off: 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:


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.
is assumed to be 1 second and
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: minimum vehicle speed to allow eco-roll to be activated
- Activation delay: delay between the point in time when all conditions for an eco-roll event are fulfilled until eco-roll is activated
- Underspeed threshold: Threshold below the target speed to disable eco-roll
- AT EcoRoll Release Lockup Clutch: Required only for AT transmissions. If set to true, the lockup clutch is released during eco-roll events and the gear is engaged. If set to false, the gearbox switches to neutral.
- Minimum speed: 60 km/h
- Activation delay: 2s
- Underspeed threshold: 0 km/h
Eco-Roll Model
Calulations during simulation

Eco-Roll State Diagram
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 optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1000 meters and cover all following use cases:
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 sistance-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,
)
- Allowed overspeed: Threshold above the target speed the vehicle’s velocity may reach during a PCC event (use-cae 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-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 aerodymanic force is calculated according to the following equation:

The speed dependecy of the
value allows for consideration of average cross widn conditions.
Speed dependent correction (Declaration Mode)
This is the mode which is used in Declaration Mode.
The crossind correction is based on the following boundary conditions:
1 Average wind conditions: The typical conditions are defined with 3m/s of wind at a height of 4m above ground level, blowin uniformly distributed from all directions. 2 Dependency of
value on yaw angle: The dependency of the
value on yaw angle is described by generic
order polynomial functions of the form:

The following table gives the coefficients per vehicle type:
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 pre-processing step VECTO calculates the function for
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:



with






The generation of the
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:

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 modelled as a function of the total vehicle mass. The total RRC is calculated in VECTO using the following equation (the index i refers to the vehicle’s axle (truck and trailer)):

with:
RRC |
[-] |
Total rolling resistance coefficient used for calculation |
[calculated] |
s(i) |
[-] |
Relative axle load. Defined in the Vehicle File. |
[user input] |
RRCISO(i) |
[-] |
…Tyre RRC according to ISO 28580. Defined in the Vehicle File. |
[user input] |
w(i) |
[-] |
Number of tyres (4 if Twin Tyres, else 2). Defined in the Vehicle File. |
[user input] |
FzISO(i) |
[N] |
Tyre test load according to ISO 28580 (85% of max. load capacity). Defined in the Vehicle File. |
[user input] |
m |
[kg] |
Vehicle mass plus loading. |
[calculated] |
g |
[m/s²] |
Earth gravity acceleration (constant = 9.81, Vecto 3.x: 9.80665) |
[constant model parameter] |
β |
[-] |
Constant parameter = 0.9 |
[constant model parameter] |
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.
Fuel Map Interpolation
The interpolation is based on Delaunay Triangulation
and works as follows:
- Triangulate the given rpm/torque/fuel points (= x,y,z) to create a grid of triangles with each point of the map being part of at least one triangle.
- Find the triangle where the to-be-interpolated load point (x,y) is inside. If no triangle meets the criterion the calculation will be aborted.
- Calculate the z-value (= fuel) of the given x,y-point in the plane of the triangle
Delaunay Triangulation Example
Engine: Transient Full Load
The engine implements a PT1 behaviour to model transient torque build up:

with:
- ni … current engine speed
- 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:

where t* is computed from the dynamic full-load power in the previous simulation interval:


Engine: Correction Factors
In declaration mode the fuel consumption is corrected as follows:
To prevent inconsistencies of regulated emissions and fuel consumption between the WHTC (hot part) test and the steady state fuel map as well as considering effects of transient engine behaviour a “WHTC correction factor” is used.
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:
Long haul |
11% |
0% |
89% |
Regional delivery |
17% |
30% |
53% |
Urban delivery |
69% |
27% |
4% |
Municipial 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
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 (
) and exhaust after-treatment systems (
). This values are part of the output from the engine component tool.
: Net calorific value as defined as reference value for engine testing (Pt. 5.3.3.1 of Annex V), see Fuel properties
: Net calorific value defined as reference value for vehicle CO2 certification, see Fuel properties
The WHTC-corrected fuel consumption is then calculated with: 
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.

Dual Fuel Engine
VECTO supports to simulate vehicles equipped with dual-fuel engines, i.e. two different fuels are used simulateously. Therefore, the engine model contains a second fuel comsumption map and VECTO interpolates the fuel consumtion from both consumption maps. In the .vmod and .vsum files the consumption of every fuel is reported. The CO2 emissions are te sum of CO2 emissions from both fuels.
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.
Combustion engine limitations / Transmission Limiations
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 fullload 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:
- 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 Limiations
The electric motor’s maximum drive and maximum recuperation curve can be overridden in the vehicle. Therefore, the same map for maximum drive and maximum recuperation needs to be provided. Such a limit directly overrides the eletric motors model parameters.
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 sysmtes) 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 colums for the cases a) the ICE is really off, and b) the ICE would be on. This allows for an accurate correction of the fuel consumption taking into account that ESS is in reality not active in all possible cases due to e.g. auxiliary power demand, environmental conditions, etc.
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.
ICE Start


Bus Auxiliaries Correction – Electric System
The bus auxiliaries electric system correction is used for conventional vehicles with ESS and buses with smart electric system in the same way.




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



Bus Auxiliaries Correction – Pneumatic System
For the pneumatic system the goal of the post-processing correction is that the correct amount of compressed air is generated, even when the ICE is off. As the average air demand is calculated with an estimated cycle driving time, the first step is to correct the air demand using the actual cycle driving time. The missing (or excessive) amout of air is transferred into mechanical energy demand using
. This value depicts the delta energy demand for a certain delta compressed 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).




![\textrm{CorrectedAirDemand} = \textrm{[Calculate Air demand with actual cycle time]} \textrm{CorrectedAirDemand} = \textrm{[Calculate Air demand with actual cycle time]}](data:image/png;base64,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)







Bus Auxiliaries Correction – Aux Heater
The power demand for an additional fuel-fired heater is calculated in the post-processing. The HVAC steaty state model calculates the heating demand (weighted sum of different climatic conditions) and based on the engine’s average waste heat over the cycle the power demand for the aux heater is calculated. The fuel consumption for the aux heater is only added for the primary fuel:




Waste Heat Recovery Systems




Hybrid Vehicles: REESS SoC Correction
If the REESS Soc at the end of the simulation is higher than the initial SoC the correction is done according to:

If the REESS Soc at the end of the simulation is lower than the initial SoC the correction is done according to:



Corrected Total Fuel Consumption
The final fuel consumption after all corrections are applied is calcualted as follows:

Engine-Line Approach
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 availabel:
- 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
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)
Transmission Losses
Every transmission component (gearbox, angledrive, axlegear, …) uses the following formula for calculating the torques at input and output side of the component:

with:
- Toutput … Output torque
- Tinput … Input torque
- Tloss … Torque loss (from e.g. a loss map or efficiency for that component)
- rgear … The tranmission ratio for the gurrent 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):
Gearbox: AT Gearbox Model
Vecto supports both, AT gearboxes with serial torque converter and AT gearboxes with power split. Internally, both gearbox types are simulated using a power train architecture with the torque converter in series.
In the input data Gearbox File only the mechanical gears need to be specified. Depending on the gearbox type (AT-S or AT-P) Vecto adds the correct virtual ‘torque converter gear’.
For AT gearbox with serial torque converter, the torque converter uses the same ratio and mechanical losses as the first gear (and second, depending on the gear ratios), and adds the torque converter.
For AT gearboxes using power split the torque converter characteristics already takes the transmission ratio and mechanical losses into account. Hence, Vecto sets the ratio for the mechanical gear to 1 without additional losses.
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 (
), inertia factor (
)



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:
The general gearshift conditions for upshifting are:
- Driver behaviour is accelerating or driving


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.
 |
2 [s] |
Downshift delay |
6 [s] |
Upshift delay |
6 [s] |
Allowed gear range |
2 |
RatioEarlyDownshift, RatioEarlyUpshift |
24 |
Rating current gear |
0.97 |
 |
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

Downshift conditions:
- Current gear > 1 and

Upshift conditions:
- Current gear < highest gear

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 behaviour:
- If the operating point (Teng, neng) is left the downshift line, shift to the next lower gear
Upshift behaviour:
- 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.
Shift Strategy: APT Gearshift Rules
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:
General gearshift conditions for the upshift in a locked gear (1C -> 1L, 2C ->2L, L ->L):
Parameters used in the APT Effshift model:
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.
Upshift between TC gears (1C -> 2C):

- $T_{eng} < T_{max,stat} - T_{eng,inertia}

With:
and
Emergency shifts
The Emergency shift strategy for APT transmission looks as follows.
Downshift:
Upshift (all conditions are met):

- gear < maxGear

- 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


- Locked gear
- DeltaFullLoad(gear – 1) < DeltaFullLoad(gear)
Conditions for an upshift:
- Operation point (Teng, neng) before upshift is right to upshift line.
(if TC is locked)
Or
(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:

Additionally the candidate gear has to fulfil the boundary conditions below for an efficiency upshift.

- Not left to downshift line
T_{reserve}$ is set to 0)

For an efficiency downshift following conditions are met for the potential gear:

- Not right upshift line
(
is set to 0)

Shift rules for C -> L shifts (Efficiency shifts):
The used algorithm can be summarised as follows:
Definitions:
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 minimise driveline losses from torque converter operation.
Boundary values between engine load stages (values for torque ratio in [%]) (relevant for C -> L shifts)
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)
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 shiftet 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
- Engien 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.
Torque converter characteristics file (.vtcc)
The file is described here.
This file defines the torque converter characteristics as described in VDI 2153:
- Speed Ratio (
) = Output Speed / Input Speed
- Torque Ratio (
) = Output Torque / Input Torque
- Input Torque (
) is the input torque (over ν) for a specific reference engine speed (see below).
The Input Torque at reference engine speed is needed to calculate the actual engine torque using this formula:


with:
- Tin = engine torque [Nm]
- Tref(ν) = reference torque at reference rpm (from .vtcc file) [Nm]
- nin = engine speed [1/min]
- nref = reference rpm [1/min] (see below)
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:


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 pre-defined and the power demand is defined based on the vehicle category and mission. For every type of auxiliary (fan, steering pump, HVAC, electrig system, pneumatic system) the user can select a technology from a given list.
In 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 exessive power to provide the increased power demand for the smart systems. This reduces the amount of mechanical braking power required. Thus, during braking events the smart air compressor may produce more compressed air than required on average and the smart alternator may generate more electric power than required on average. The final fuel consumption is corrected for the excessive compressed air volume and electric energy in a post processing step.
Engine 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

- Width

- Height

- Double decker
- Floor type (low floor, raised floor)
- Auxiliary heater power
- HVAC system configuration
- Number of passengers
- Fuel saving technologies
- Environmental contidions map
The environmental conditions map contains a list of environmental conditions (environmental temperature, solar factor) and a weighting factor. The power demand for the HVAC system (separated into mechanical and electrical power demand) is calculated for every environmental contition in the map and summed up with the according weighting factor.
Calculation of HVAC Power Demand




























Aux Heater Power



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
- 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
- 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
- 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 exessive electric power is stored in a battery. In case “no alternator” is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.
- Max Recuperation Power
- In case of a smart alternator, defines the maximum electric power the alternator can generate during braking phases.
- Useable Electric Storage Capacity
- 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.
Pneumatic System
- Compressor Map
- Compressor map file defining the mechanical power demand and the air flow depending on the compressor speed.
- Average Air Demand
- Defines the average demand of copressed air througout the cycle.
- Compressor Ratio
- Defines the ratio between the air compressor and combustio 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
- Power demand of the HVAC system directly applied at the crank shaft
- Electric Power Demand
- Electric power demand of the HVAC system. This is added to the current demand of the electric system
- Aux Heater Power
- Maximum power of the auxiliary heater
- Average Heating Demand
- 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.
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:
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 dependend 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 labelled as “with PTO activation”. The execution of the driving cycle stops during this time and the pto cycle is executed. Afterwards the normal driving cycle continues.
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 additonal PTO activations are available to simulate different types of municipal vehicles. It is possible to add a certain PTO load during driving while the engine speed and gear is fixed (to simulate for example roadsweepers), or to add PTO activation while driving (to simulate side loader refuse trucks for example). In both cases the PTO activation is indicated in the driving cycle.
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 (
) for two different voltage levels
- Drag curve (i.e., the motor is not energized) over motor speed
- Continuous torque (
)
- Engine speed for continuous torqe (
)
- Overload torque (
)
- Engine speed for overload torque (
)
- Maximum overload time (
)
The first two curves are read from a .vemp file (see Electric Motor Max Torque File (.vemp)). The drag curve is provided in a .vemd file (see Electric Motor Drag Curve File (.vemd)) and the electric power map in a .vemo file (see Electric Motor Map (.vemo)).
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 propells 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
a Delaunay map is created. In the simulation the actual electric power is then calculated as follows:

Thermal De-Rating
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 power until the thermal energy buffer goes below a certain threshold.



In every simulation step the losses of the electric machine are accumulated:


If
reaches the overload capacity
the power of the electric machine is limited to the continuous power until
goes below the overload capacity multiplied by the thermal overload recovery factor. Then the maximum torque is available again.
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)
The voltage curve over state of charge is described in Battery Internal Voltage File (.vbatv) and the internal resistance curve over state of charge is described in Battery Internal Resistance File (.vbatr). The file format of the maximum current map is described in Battery Max Current Map (.vimax).
During the simulation the battery’s state of charge must always be between the minimum and maximum SoC threshold.
The maximum discharge current is further limited by the battery’s internal resistance:

Time-dependent 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 togehter to a single battery system. Therefore, every battery has assigned a stream identifier. All batteries with the same stream identifier are connected in series. All battery strins are then connected in parallel.
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 mudular battery system are aggregated to a single “big battery”. In the example above, BigBattery1 consists of (Bat A, Bat A, Bat A, Bat B), and BigBattery2 consists of (Bat C). Nevertheless, the state of charge is calculated for each battery module independently.
The capacity of a BigBattery is the capacity of the smalles of all modules on a string. The maximum current of a BigBattery is also the lowest maximum current of all modules on a string. The open circuit voltage is the sum of all modules on a string and the internal resistancee is also the sum of all modules on a string.
The 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:




… Power for BigBattery i
… Nominal capacity of BigBattery i.
… actual power demand
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
for each BigBattery is computed from the following equation:

And then the power demand for every single battery can be computed from

Super Capacitor
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!
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

- AuxReserveTime
- AuxReserveChargeTime
Gear Selection
- MinTimeBetweenGearshifts
- DownshiftAfterUpshiftDelay
- UpshiftAfterDownshiftDelay
- AllowedGearRangeUp
- AllowedGearRangeDown
Evaluation of different options
Note: The convention is that for all powertrain components (except te ICE) a positive torque loss means an additional drag while a negative torque loss means the component contributes to propel the vehicle. So all passive components can only apply positive torque losses and only active components such as electric motors can propel the vehicle which means it has a negative torque loss.
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 detemined by the torque demanded at the out shaft of the electric motor and the maximum drive torque of the electric motor – whichever is lower.
- 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 torue 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 aktion 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 configurration results in an invalid operating point the cost value is set to invalid. Reasons for invalid configurations are that the engine operating point is outside the shift polygons, the engine speed is too high or too low, the electric power demand is too high or too low, the battery’s SoC would go below the
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:





The following graph depicts the shape of
(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
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

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 propell during traction interruptions (i.e., P4 and P3 configurations) or the gearbox is engaged (P2 configuration) select all configurations where the battery SoC is within the allowed range, order the configurations by difference in gear to the current gear and then order the configurations by the mecanical torque the electric motor can provide
- 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
Input and Output
Vecto uses data files for input and output of data. These are stored in different formats which are listed here.
Input:
Output:
XML Job-File (Declaration Mode)
For vehicle certification the input data (vehicle data) has to be provided in XML format. Please see the following resources for more information:
XML Declaration Report
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 stylesheet 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.
Following files use the csv:
Examples
Exampl 1: Acceleration Limiting File
v [km/h],acc [m/s^2] ,dec [m/s^2]
0 ,1.01570922360353,-0.231742702878269
5 ,1.38546581120225,-0.45346198022574
10 ,1.34993329755465,-0.565404125020508
15 ,1.29026714002479,-0.703434814668512
Example 2: Driving Cycle
<s>,<v>,<grad> ,<stop>,<Padd>,<Aux_ALT1>,<Aux_ALT2>,<Aux_ALT3>
0 ,0 ,-0.020237973,2 ,6.1 ,0.25 ,0.25 ,0.25
1 ,64 ,-0.020237973,0 ,6.1 ,0.25 ,0.25 ,0.25
2 ,64 ,-0.020237973,0 ,6.1 ,0.25 ,0.25 ,0.25
3 ,64 ,-0.020237973,0 ,6.1 ,0.25 ,0.25 ,0.25
Example 3: Transmission Loss Map
Input Speed [rpm],Input Torque [Nm],Torque Loss [Nm]
0 ,-2500 ,77.5
0 ,-1500 ,62.5
0 ,-500 ,47.5
0 ,500 ,47.5
JSON
Configuration and component files in Vecto use JSON
as common file format.
Following files use JSON:
Job File
File for the definition of an job in vecto. A job contains everything what is needed to run a simulation. Can be created with the Job Editor.
- File format is JSON.
- Filetype ending is “.vecto”
Refers to other files:
Example:
{
"Header": {
"CreatedBy": "",
"Date": "2020-09-07T15:36:16.4539236Z",
"AppVersion": "3",
"FileVersion": 8
},
"Body": {
"SavedInDeclMode": false,
"EngineOnlyMode": false,
"VehicleFile": "Group5_HEV.vveh",
"EngineFile": "Engine_325kW_12.7l.veng",
"GearboxFile": "AMT_12.vgbx",
"TCU": "AMT_12.vgbx",
"ShiftStrategy": "TUGraz.VectoCore.Models.SimulationComponent.Impl.AMTShiftStrategy",
"HybridStrategyParams": "Hybrid_Parameters.vhctl",
"AuxiliaryAssembly": "Classic",
"AuxiliaryVersion": "CLASSIC",
"AdvancedAuxiliaryFilePath": "",
"Aux": [],
"Padd": 5000.0,
"Padd_electric": 0.0,
"VACC": "Truck.vacc",
"EngineStopStartAtVehicleStopThreshold": 2.0,
"EngineStopStartMaxOffTimespan": 120.0,
"EngineStopStartUtilityFactor": 1.0,
"EcoRollMinSpeed": 0.0,
"EcoRollActivationDelay": 0.0,
"EcoRollUnderspeedThreshold": 0.0,
"EcoRollMaxAcceleration": 0.0,
"PCCEnableSpeed": 0.0,
"PCCMinSpeed": 0.0,
"PCCUnderspeed": 0.0,
"PCCOverSpeed": 5.0,
"PCCPreviewDistanceUC1": 0.0,
"PCCPreviewDistanceUC2": 0.0,
"LAC": {
"Enabled": true,
"PreviewDistanceFactor": 10.0,
"DF_offset": 2.5,
"DF_scaling": 1.5,
"DF_targetSpeedLookup": "",
"Df_velocityDropLookup": "",
"MinSpeed": 50.0
},
"OverSpeedEcoRoll": {
"Mode": "Overspeed",
"MinSpeed": 50.0,
"OverSpeed": 2.5
},
"Cycles": [
"LongHaul.vdri",
"RegionalDelivery.vdri",
"UrbanDelivery.vdri"
]
}
}
VTP-Job File
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 Verifcation Test Job Editor.
- File format is JSON.
- Filetype ending is “.vecto”
Refers to other files:
Example:
{
"Header": {
"CreatedBy": "VECTO 3.2",
"Date": "2017-11-14T13:16:31.7337506Z",
"AppVersion": "3",
"FileVersion": 4
},
"Body": {
"SavedInDeclMode": false,
"DeclarationVehicle": "SampleVehicle.xml",
"FanPowerCoefficients": [
0.00000055,
14.62,
108.5
],
"FanDiameter": 0.225,
"Cycles": [
"VTP-cycle.vdri"
]
}
}
Vehicle File (.vveh)
File for the definition of a vehicle in vecto. Can be created with the Vehicle Editor.
- File format is JSON.
- Filetype ending is “.vveh”
Refers to other files:
Example:
{
"Header": {
"CreatedBy": "",
"Date": "2020-09-07T15:36:11.4469594Z",
"AppVersion": "3",
"FileVersion": 10
},
"Body": {
"SavedInDeclMode": false,
"VehCat": "Tractor",
"LegislativeClass": "Unknown",
"CurbWeight": 8229.0,
"CurbWeightExtra": 7500.0,
"MassMax": 18.0,
"Loading": 19300.0,
"rdyn": 492.0,
"CdCorrMode": "CdofVdecl",
"CdCorrFile": "",
"AxleConfig": {
"Type": "4x2",
"Axles": [
{
"Inertia": 14.9,
"Wheels": "315/70 R22.5",
"AxleWeightShare": 0.2,
"TwinTyres": false,
"RRCISO": 0.0055,
"FzISO": 33350.0,
"Type": "VehicleNonDriven"
},
{
"Inertia": 14.9,
"Wheels": "315/70 R22.5",
"AxleWeightShare": 0.25,
"TwinTyres": true,
"RRCISO": 0.0065,
"FzISO": 33350.0,
"Type": "VehicleDriven"
},
{
"Inertia": 19.2,
"Wheels": "385/65 R22.5",
"AxleWeightShare": 0.18333,
"TwinTyres": false,
"RRCISO": 0.0055,
"FzISO": 41690.0,
"Type": "Trailer"
},
{
"Inertia": 19.2,
"Wheels": "385/65 R22.5",
"AxleWeightShare": 0.18333,
"TwinTyres": false,
"RRCISO": 0.0055,
"FzISO": 41690.0,
"Type": "Trailer"
},
{
"Inertia": 19.2,
"Wheels": "385/65 R22.5",
"AxleWeightShare": 0.18334,
"TwinTyres": false,
"RRCISO": 0.0055,
"FzISO": 41690.0,
"Type": "Trailer"
}
]
},
"EngineStopStart": true,
"EcoRoll": "None",
"PredictiveCruiseControl": "None",
"ATEcoRollReleaseLockupClutch": false,
"CdA": 5.3,
"VehicleHeight": 4.0,
"IdlingSpeed": 600.0,
"Retarder": {
"Type": "None",
"Ratio": 1.0,
"File": ""
},
"Angledrive": {
"Type": "None",
"Ratio": 0.0,
"LossMap": ""
},
"PTO": {
"Type": "None",
"LossMap": "",
"Cycle": ""
},
"TorqueLimits": {},
"MaxDrivetrainPower": 1000.0,
"InitialSoC": 50.0,
"PowertrainConfiguration": "ParallelHybrid",
"ElectricMotors": [
{
"Count": 1,
"Ratio": 1.0,
"MechanicalEfficiency": 1.0,
"Position": "P2",
"MotorFile": "GenericEMotor_140kW_936Nm.vem"
}
],
"Battery": {
"NumPacks": 1,
"BatteryFile": "GenericBattery_10kWh_658V.vbat"
}
}
}
Engine File (.veng)
File for the definition of an engine in Vecto. Can be created with the Engine Editor.
- File format is JSON.
- Filetype ending is “.veng”
Refers to other files:
Example:
{
"Header": {
"CreatedBy": "",
"Date": "2019-12-03T16:57:31.6048929Z",
"AppVersion": "3",
"FileVersion": 5
},
"Body": {
"SavedInDeclMode": false,
"ModelName": "325kW 12.7l Engine",
"Displacement": "12740",
"IdlingSpeed": 600.0,
"Inertia": 5.1498,
"Fuels": [
{
"WHTC-Urban": 0.0,
"WHTC-Rural": 0.0,
"WHTC-Motorway": 0.0,
"WHTC-Engineering": 1.0,
"ColdHotBalancingFactor": 0.0,
"CFRegPer": 1.0,
"FuelMap": "325kW_WHR.vmap",
"FuelType": "EthanolPI"
},
{
"WHTC-Urban": 1.0,
"WHTC-Rural": 1.0,
"WHTC-Motorway": 1.0,
"WHTC-Engineering": 1.024,
"ColdHotBalancingFactor": 1.0,
"CFRegPer": 1.0,
"FuelMap": "325kW_DF.vmap",
"FuelType": "DieselCI"
}
],
"RatedPower": 0.0,
"RatedSpeed": 0.0,
"MaxTorque": 0.0,
"FullLoadCurve": "325kW.vfld",
"WHRType": [
"ElectricalOutput"
],
"WHRCorrectionFactors": {
"Electrical": {
"Urban": 0.0,
"Rural": 0.0,
"Motorway": 0.0,
"ColdHotBalancingFactor": 0.0,
"CFRegPer": 0.0,
"EngineeringCorrectionFactor": 1.02
}
}
}
}
Full Load and Drag Curves (.vfld)
This file contains the full load and drag curves and the PT1 values for the transient full load calculation. The file uses the VECTO CSV format.
- Filetype: .vfld
- Header: engine speed [1/min], full load torque [Nm], motoring torque [Nm], PT1 [s]
- engine speed [1/min]: the engine speed in rpm.
- full load torque [Nm]: the maximum possible full load for the engine speed.
- motoring torque [Nm]: the minimum possible drag load in motoring for the engine speed.
- PT1 [s]: the PT1 constant for the transient full load calculation.
- Requires at least 2 data entries
Note: The PT1 column is not required in Declaration Mode! Pre-defined values are used.
Example:
engine speed [1/min],full load torque [Nm],motoring torque [Nm],PT1 [s]
560 ,1180 ,-149 ,0.6
600 ,1282 ,-148 ,0.6
800 ,1791 ,-149 ,0.6
...
Fuel Consumption Map (.vmap)
The FC map is used to interpolate the base fuel consumption before corrections are applied. For details see Fuel Consumption Calculation. The file uses the VECTO CSV format.
- Filetype: .vmap
- 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.
Example:
engine speed [rpm],torque [Nm],fuel consumption [g/h]
600 ,-45 ,0
600 ,0 ,767
600 ,100 ,1759
600 ,200 ,2890
600 ,300 ,4185
600 ,400 ,5404
600 ,500 ,6535
600 ,600 ,7578
...
Example with electric WHR*
engine speed [rpm] , torque [Nm] , fuel consumption [g/h] , whr power electric [W]
500 , -135.5 , 0 , 200
500 , 0 , 1355 , 200
500 , 213.4 , 3412.291 , 200
500 , 426.8 , 5830.1 , 200
500 , 640.2 , 8316.426 , 200
500 , 853.6 , 10439.87 , 200
500 , 1067 , 12823.69 , 200
500 , 1188 , 14228.79 , 200
500 , 1401.4 , 16628.66 , 200
600 , -138 , 0 , 200
600 , 0 , 1355 , 200
600 , 213.4 , 3412.291 , 200
600 , 426.8 , 5830.1 , 200
...
Electric Motor Max Torque File (.vemp)
This file contains the electric motor’s maximum drive torque and maximum recuperation torque depending on the motor’s angluar speed. The file uses the VECTO CSV format.
- Filetype: .vemp
- Header: n [rpm] , T_drive [Nm] , T_recuperation [Nm]
- Requires at least 2 data entries
Example:
n [rpm] , T_drive [Nm] , T_recuperation [Nm]
0 , 802.14 , -802.14
1600 , 802.14 , -802.14
1665 , 802.14 , -802.14
1675 , 798.16 , -798.16
1685 , 793.42 , -793.42
1695 , 788.74 , -788.74
...
Electric Motor Drag Curve File (.vemd)
This file contains the electric motor’s drag torque (i.e. the eletric motor is not energized) depending on the motor’s angluar 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 Map (.vemo)
This file is used to interpolate the electric power required for a certain mechanical power at the eletric motor’s shaft. The file uses the VECTO CSV format.
- Filetype: .vemo
- Header: n [rpm] , T [Nm] , P_el [kW]
- Requires at least 2 data entries
Example:
n [rpm], T [Nm], P_el [kW]
0 , -1600 , 19.6898
0 , -1550 , 18.5438
0 , -1500 , 17.4322
...
0 , 1450 , 16.9496
0 , 1500 , 18.0462
0 , 1550 , 19.177
0 , 1600 , 20.342
47.746 , -1600 , 11.6734
47.746 , -1550 , 10.7802
...
47.746 , -100 , -0.19622
47.746 , -50 , -0.064626
47.746 , 0 , 0.1449
...
Vehicle Boosting Limits (.vtqp)
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.
- Filetype: .vbatv
- Header: SOC, V
- Requires at least 2 data entries
Example:
SOC , V
0 , 590
10 , 614
20 , 626
30 , 634
40 , 638
50 , 640
60 , 640
70 , 642
80 , 646
90 , 650
100 , 658
Battery Internal Resistance File (.vbatr)
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
- Header: SoC, Ri-2, Ri-10, Ri-20 ,Ri-120
- Requires at least 2 data entries
Example:
SoC , Ri
0 , 0.04
100 , 0.04
SoC , Ri-2 , Ri-10 , Ri-20
0 , 0.04 , 0.06 , 0.08
100 , 0.04 , 0.06 , 0.08
Battery Max Current Map (.vimax)
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.
The file uses the VECTO CSV format.
- Filetype: .vbatr
- Header: SOC, I_charge, I_discharge
- Requires at least 2 data entries
Example:
SOC , I_charge , I_discharge
0 , 1620 , 1620
100 , 1620 , 1620
Gearbox File (.vgbx)
File for the definition of a gearbox in Vecto. Can be created with the Gearbox Editor.
- File format is JSON.
- Filetype ending is “.vgbx”
Refers to other files:
Example:
{
"Header": {
"CreatedBy": "Michael Krisper (Graz University of Technology)",
"Date": "2016-03-18T14:37:18+01:00",
"AppVersion": "3.0.2",
"FileVersion": 5
},
"Body": {
"SavedInDeclMode": false,
"ModelName": "Generic 8 Gears",
"Inertia": 0.0,
"TracInt": 1.0,
"Gears": [
{
"Ratio": 3.2,
"LossMap": "Axle.vtlm"
},
{
"Ratio": 6.4,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 4.6,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 3.4,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 2.6,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 1.9,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 1.3,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 1,
"LossMap": "Direct Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
},
{
"Ratio": 0.75,
"LossMap": "Indirect Gear.vtlm",
"TCactive": false,
"ShiftPolygon": "ShiftPolygon.vgbs",
"FullLoadCurve": "<NOFILE>"
}
],
"TqReserve": 20.0,
"SkipGears": true,
"ShiftTime": 2,
"EaryShiftUp": true,
"StartTqReserve": 20.0,
"StartSpeed": 2.0,
"StartAcc": 0.6,
"GearboxType": "AMT",
"TorqueConverter": {
"Enabled": false,
"File": "<NOFILE>",
"RefRPM": 0.0,
"Inertia": 0.0
}
"DownshiftAferUpshiftDelay": 10.0,
"UpshiftAfterDownshiftDelay": 10.0,
"UpshiftMinAcceleration": 0.1
}
}
Transmission Loss Map (.vtlm)
This file defines losses in transmission components, i.e. every gear, axlegear, 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.
Example:
Input Speed [rpm],Input Torque [Nm],Torque Loss [Nm]
0 ,-350 ,6.81
0 ,-150 ,5.81
0 ,50 ,5.31
0 ,250 ,6.31
0 ,450 ,7.31
0 ,650 ,8.31
Sign of torque values
- Input Torque >0 means normal driving operation.
- Input Torque <0 means motoring operation. The Torque Loss Map must include negative torque values for engine motoring operation!
- Torque Loss must always be positive!
Torque Converter Characteristics (.vtcc)
The file uses the VECTO CSV format.
- Filetype: .vtcc
- Header: Speed Ratio, Torque Ratio, Input Torque at reference rpm
- Requires at least 2 data entries
See Torque Converter Model for more information about the component model.
Example:
Speed Ratio, Torque Ratio, MP1000
0.0, 1.93, 377.80
0.1, 1.82, 365.21
0.2, 1.70, 352.62
0.3, 1.60, 340.02
0.4, 1.49, 327.43
0.5, 1.39, 314.84
0.6, 1.28, 302.24
0.7, 1.18, 264.46
0.8, 1.07, 226.68
0.9, 0.97, 188.90
1.0, 0.97, 0.00
...
Gearshift Parameters File (.vtcu)
Empty .vtcu File - default values are used
{
"Header": {
"CreatedBy": " ()",
"Date": "2016-10-13T15:52:04.0766564Z",
"AppVersion": "3",
"FileVersion": 1
},
"Body": {
}
}
Example .vtcu file
{
"Header": {
"CreatedBy": " ()",
"Date": "2016-10-13T15:52:04.0766564Z",
"AppVersion": "3",
"FileVersion": 1
},
"Body": {
"Rating_current_gear": 0.97,
"RatioEarlyUpshiftFC": 24,
"RatioEarlyDownshiftFC": 24,
"VelocityDropFactor": 1.0,
"ShiftTime": 0.7,
"AccelerationFactorNP98h":0.8,
"VelocityDropFactor": 1,
"ATLookAheadTime": 0.8,
"LoadStageThresoldsUp": "19.7;36.34;53.01;69.68;86.35",
"LoadStageThresoldsDown": "13.7;30.34;47.01;63.68;80.35",
"ShiftSpeedsTCLockup" : [
[ 50, 80, 125, 50, 80, 125 ],
[ 50, 80, 125, 50, 80, 125 ],
[ 50, 80, 125, 50, 80, 125 ],
[ 50, 80, 125, 70, 100, 145 ],
[ 60, 90, 135, 80, 110, 155 ],
[ 70, 100, 145, 90, 120, 155 ]
]
}
}
Hybrid Strategy Parameters File (.vhctl)
File for the definition of the hybrid control strategy parameters in VECTO. Can be created with the Hybrid Strategy Parameters Editor.
- File format is JSON.
- Filetype ending is “.vhctl”
Example:
{
"Header": {
"CreatedBy": "",
"Date": "2020-09-07T15:28:08.3781385Z",
"AppVersion": "3",
"FileVersion": 1
},
"Body": {
"EquivalenceFactor": 2.0,
"MinSoC": 20.0,
"MaxSoC": 80.0,
"TargetSoC": 50.0,
"AuxBufferTime": 5.0,
"AuxBufferChgTime": 5.0,
"MinICEOnTime": 10.0
}
}
PTO Cycle (.vptoc)
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 “#”.
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 |
Example:
<t> [s], <Engine speed> [rpm], <PTO Torque> [Nm]
0 , 600 , 0
1 , 600 , 0
2 , 900 , 0
3 , 1200 , 50
4 , 1200 , 70
5 , 1200 , 100
PTO Idle Consumption Map (.vptoi)
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 “#”.
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 |
Example:
<Engine speed> [rpm], <PTO Torque> [Nm]
600 , 8.0027
800 , 12.2902
1000 , 16.7431
1200 , 20.3244
1400 , 26.4444
1600 , 32.1234
PTO power demand during drive (.vptor)
Example:
t , PTO_Power
0 , 20
10 , 20
12 , 25
15 , 40
25 , 20
28 , 5
30 , 0
Advanced Compressor Map (.acmp)
This file is used to configure the compressor map for pneumatic auxiliaries, and contains data relating to the compressor performance at various engine speeds.
Format
Example Configuration for Advanced Compressor Map:
RPM , FlowRate [l/min] , Power [on] [W] , Power [off] [W]
1500 , 200 , 2000 , 1000
2000 , 400 , 4000 , 2000
3000 , 600 , 6000 , 3000
4000 , 800 , 8000 , 4000
5000 , 1000 , 10000 , 5000
6000 , 1200 , 12000 , 6000
7000 , 1400 , 14000 , 7000
The following four Default maps have been provided for use until a certified test procedure is established:
- DEFAULT_1-Cylinder_1-Stage_393ccm
rpm , flowRate [l/min] , power [on] [W] , power [off] [W]
500 , 83.42357042 , 1428 , 181.9
750 , 141.6565216 , 1890 , 342.4
1000 , 198.5612781 , 2467.5 , 513.6
1250 , 241.9965577 , 3097.5 , 716.9
1500 , 293.5664883 , 3759 , 866.7
1750 , 335.5358341 , 4294.5 , 1080.7
2000 , 398.488427 , 5166 , 1273.3
2250 , 425.0944822 , 6006 , 1433.8
2500 , 458.3225806 , 6541.5 , 1540.8
2750 , 478.2312925 , 7066.5 , 1712
3000 , 511.85438 , 7665 , 1958.1
- DEFAULT_2-Cylinder_1-Stage_650ccm
rpm , flowRate [l/min] , power [on] [W] , power [off] [W]
800 , 250.5365596 , 3139.5 , 524.3
1200 , 374.3533986 , 4609.5 , 1027.2
1600 , 508.4123859 , 6205.5 , 1572.9
2000 , 619.1263282 , 7770 , 2065.1
2400 , 762.6185788 , 9723 , 2696.4
2550 , 819.2371476 , 10363.5 , 2856.9
2800 , 898.7501978 , 11613 , 3349.1
3200 , 979.4827586 , 13282.5 , 4012.5
- DEFAULT_2-Cylinder_2-Stage_398ccm
rpm , flowRate [l/min] , power [on] [W] , power [off] [W]
800 , 209.7130243 , 2079 , 160.5
1200 , 348.3681702 , 3160.5 , 342.4
1600 , 411.2603567 , 4315.5 , 604.55
2000 , 520.8333333 , 5901 , 963
2400 , 598.4042553 , 6961.5 , 1433.8
2550 , 618.1318681 , 7360.5 , 1637.1
2800 , 655.1473124 , 8127 , 1968.8
3200 , 806.2234795 , 10043.25 , 2755.25
3600 , 857.9169175 , 11571 , 3702.2
- DEFAULT_3-Cylinder_2-Stage_598ccm
rpm , flowRate [l/min] , power [on] [W] , power [off] [W]
700 , 268.8679245 , 2698.5 , 149.8
1200 , 455.170778 , 4641 , 363.8
1700 , 619.9877948 , 6772.5 , 823.9
2200 , 723.0141287 , 8778 , 1508.7
2550 , 800.5469547 , 10468.5 , 2075.8
2800 , 913.4228898 , 12253.5 , 2461
3300 , 996.5379955 , 14070 , 3145.8
3550 , 1048.442907 , 15078 , 3755.7
Driving Cycles (.vdri)
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).
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.
Header: t, v, n_eng,n_fan, tq_left, tq_right, n_wh_left, n_wh_right, fc_, gear
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 “#”.
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 |
gear |
[-] |
The actual gear |
Example:
t [s] , v [km/h] , n_eng [rpm] , n_fan [rpm] , tq_left [Nm] , tq_right [Nm] , n_wh_left [rpm] , n_wh_right [rpm] , fc_Diesel CI [g/h] , gear
0 , 0 , 599.7 , 727.3 , 319.1 , 429.8 , 0.78 , 0.78 , 836 , 3
0.5 , 0 , 600.2 , 727.3 , 316.7 , 430.0 , 0.78 , 0.78 , 836 , 3
1 , 0 , 600.1 , 726.9 , 319.9 , 430.8 , 0.78 , 0.78 , 836 , 3
1.5 , 0 , 599.9 , 726.6 , 317.4 , 431.1 , 0.78 , 0.79 , 836 , 3
2 , 0 , 600.1 , 726.2 , 319.5 , 421.7 , 0.78 , 0.78 , 836 , 3
2.5 , 0 , 599.7 , 726 , 319.0 , 434.1 , 0.78 , 0.78 , 836 , 3
3 , 0 , 600.2 , 725.4 , 322.2 , 428.5 , 0.78 , 0.78 , 836 , 3
3.5 , 0 , 599.9 , 724.7 , 317.3 , 430.4 , 0.78 , 0.78 , 836 , 3
4 , 0 , 599.5 , 724.0 , 320.9 , 428.0 , 0.78 , 0.78 , 836 , 3
4.5 , 0 , 599.9 , 723.4 , 187.0 , 247.6 , 0.78 , 0.78 , 836 , 3
5 , 0 , 598.7 , 722.5 , 156.9 , 171.5 , 0.78 , 0.78 , 1003.2 , 3
Engineering Mode: Target-Speed, Distance-Based Cycle
This driving cycle defines the target speed over distance. Vecto tries to achieve and maintain this target speed.
Header: s, v, stop[, Padd][, grad][, PTO][, vair_res, vair_beta]
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.
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) |
Example:
s [m] , v [km/h] , stop [s] , grad [%] , Padd [kW] |
0 , 10 , 10 , 2.95 , 1.5
1 , 20 , 0 , 2.97 , 1.3
2 , 35 , 0 , 3.03 , 1.3
3 , 50 , 0 , 2.99 , 1.3
Engineering Mode: Measured-Speed, Time-Based 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.
Header: t, v[, grad][, Padd][, vair_res, vair_beta]
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 “#”.
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. |
Example:
t [s] v [km/h] , grad [%] , Padd [kW]
0 0 , 2.95 , 1.5
1 0.6 , 2.97 , 1.3
2 1.2 , 3.03 , 1.3
3 2.4 , 2.99 , 1.3
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.
Header: t, v, gear[, tc_active, grad][, Padd][, vair_res, vair_beta][, Aux_ID]
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 “#”.
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. |
Example:
t [s] , v [km/h] , gear [-] , grad [%] , Padd [kW]
0 , 0 , 0 , 2.95 , 1.5
1 , 0.6 , 3 , 2.97 , 1.3
2 , 1.2 , 3 , 3.03 , 1.3
3 , 2.4 , 3 , 2.99 , 1.3
Engineering Mode: Pwheel (SiCo), Time-Based
This driving cycle defines the power measured at the wheels over time. Vecto tries to simulate the vehicle with this power requirement.
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 “#”.
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. 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. |
Example:
t [s] , Pwheel [kW] , gear [-] , n [rpm] , Padd [kW]
0 , 0 , 0 , 600 , 1.5
1 , 4.003 , 3 , 950 , 1.3
2 , 15.333 , 3 , 1200 , 1.3
3 , 50.56 , 3 , 1400 , 1.3
Engine Only Mode: Engine Only Driving Cycle
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 “#”.
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. |
Example:
t [s] , n [rpm] , Pe [kW] , Padd [kW]
0 , 600 , 0 , 1.5
1 , 950 , 25.3 , 1.3
2 , 1200 , 65.344 , 1.3
3 , 1400 , 110.1 , 1.3
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
.
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).
time |
[s] |
Absolute time. Timestamp at the middle of the current simulation interval [time - dt/2, time + dt/2] |
dt |
[s] |
Length of the current simulation interval |
dist |
[m] |
Distance the vehicle traveled at the end of the current simulation interval |
v_act |
[km/h] |
Average vehicle speed in the current simulation interval |
v_targ |
[km/h] |
Target speed |
acc |
[m/s^2] |
Vehicle’s acceleration, constant during the current simulation interval |
grad |
[%] |
Road gradient |
Gear |
[-] |
Gear. “0” = clutch opened / neutral |
TC locked |
0/1 |
For AT-Gearboxes: if the torque converter is locked or not |
n_ice_avg |
[1/min] |
Average engine speed in the current simulation interval. Used for interpolation of the engine’s fuel consumption |
T_ice_fcmap |
[Nm] |
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 |
Tq_full |
[Nm] |
Engine’s transient maximum torque (see transient full load) |
Tq_drag |
[Nm] |
Engine’s drag torque, interpolated from the full-load curve |
P_ice_fcmap |
[kW] |
Total power the engine has to provide, computed from n_eng_avg and T_eng_fcmap |
P_ice_full |
[kW] |
Engine’s transient maximum power (see transient full load) |
P_ice_full_stat |
[kW] |
Engine’s stationary maximum power |
P_ice_drag |
[kW] |
Engine’s drag power |
P_ice_inertia |
[kW] |
Power loss/gain due to the engine’s inertia |
P_ice_out |
[kW] |
Power provided at the engine’s output shaft |
P_REESS_T |
[kW] |
Electric power provided at the battery’s connector |
P_REESS_int |
[kW] |
Internal battery power |
P_REESS_loss |
[kW] |
Losses of the battery due to its internal resistance. |
P_REESS_charge_max |
[kW] |
Maximum power the battery can be charged with |
P_REESS_discharge_max |
[kW] |
Maximum power the battery can provide |
REESS SOC |
[%] |
The battery’s current state of charge |
U_REESS_T |
[V] |
Voltage at the battery’s connector |
U_0_REESS |
[V] |
Battery’s internal voltage |
I_REESS |
[A] |
Current charging/discharging the battery. |
i_<POS>-em |
[-] |
Ratio between drivetrain and electric motor shaft |
P_<POS>_out |
[kW] |
Power at the electric machine’s output shaft (drivetrain) |
P_<POS>_mech |
[kW] |
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] |
Power at the electric machine’s input shaft (drivetrain) |
P_<POS>_transm_loss |
[kW] |
Losses of the transmission stage inside the electric motor component |
P_<POS>-em_mech |
[kW] |
Power at the shaft of the electric motor at position POS |
P_<POS>-em_inertia_loss |
[kW] |
Inertia loses of the electric machine |
P_<POS>-em_mech_map |
[kW] |
Mechanical powerthe electric motor at position POS applies for driving or recuperation, including the electric motor’s inertia |
P_<POS>-em_loss |
[kW] |
Losses in the electric machine due to converting electric power to mechanical power |
P_<POS>-em_el |
[kW] |
Electric power generated or consumed by the elctric machine |
P_<POS>_loss |
[kW] |
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] |
Angular speed of the electric motor at position POS |
T_<POS>-em |
[Nm] |
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] |
Torque internal torque of the electric motor at posision 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] |
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] |
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] |
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] |
Maximum power the electric machine can generate. This already considers the maximum charge power the battery can handle. |
EM_OVL-<POS>-em |
[%] |
Used capacity of the thermal overload buffer of the thermal derating model |
EM_<POS>_off |
[-] |
Indicates if the electric motor at position POS is energized or not. |
P_clutch_loss |
[kW] |
Power loss in the clutch due to slipping when driving off |
P_clutch_out |
[kW] |
Power at the clutch’s out shaft. P_clutch_out = P_eng_out - P_clutch_loss |
P_TC_out |
[kW] |
Power at the torque converter’s out shaft. P_TC_out = P_eng_out - P_TC_loss |
P_TC_loss |
[kW] |
Power loss in the torque converter |
P_aux_mech |
[kW] |
Total power demand from the mechanical auxiliaries |
P_aux_el |
[kW] |
Total power demand from the electric auxiliaries connected to the REESS |
P_gbx_in |
[kW] |
Power at the gearbox’ input shaft |
P_gbx_loss |
[kW] |
Power loss at the gearbox, interpolated from the loss-map + shift losses + inertia losses |
P_gbx_shift |
[kW] |
Power loss due to gearshifts (AT gearbox) |
P_gbx_inertia |
[kW] |
Power loss due to the gearbox’ inertia |
P_ret_in |
[kW] |
Power at the retarder’s input shaft. P_ret_in = P_gbx_in - P_gbx_loss - P_gbx_inertia |
P_ret_loss |
[kW] |
Power loss at the retarder, interpolated from the loss-map. |
P_angle_in |
[kW] |
Power at the anglegear’s input shaft. Empty if no Anglegear is used. |
P_angle_loss |
[kW] |
Power loss at the anglegear, interpolated from the loss-map. Empty if no Anglegear is used. |
P_axle_in |
[kW] |
Power at the axle-gear input shaft. P_axle_in = P_ret_in - P_ret_loss ( - P_angle_loss if an Angulargear is used). |
P_axle_loss |
[kW] |
Power loss at the axle gear, interpolated from the loss-map. |
P_brake_in |
[kW] |
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] |
Power loss due to braking. |
P_wheel_in |
[kW] |
Power at the driven wheels. P_wheel_in = P_brake_in - P_brake_loss |
P_wheel_inertia |
[kW] |
Power loss due to the wheels’ inertia |
P_trac |
[kW] |
Vehicle’s traction power. P_trac = P_wheel_in - P_wheel_inertia |
P_slope |
[kW] |
Power loss/gain due to the road’s slope |
P_air |
[kW] |
Power loss due to air drag. |
P_roll |
[kW] |
Rolling resistance power loss. |
P_veh_inertia |
[kW] |
Power loss due to the vehicle’s inertia |
n_gbx_out_avg |
[rpm] |
Average angular speed at gearbox out shaft |
T_gbx_out |
[Nm] |
Torque at gearbox out shaft |
T_gbx_in |
[Nm] |
Torque at gearbox in shaft |
P_busAux_ES_HVAC |
[kW] |
(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] |
(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] |
(Average) total electric power demand of all electric consumers (only in .vmod file if bus auxiliaries are used) |
P_busAux_ES_mech |
[kW] |
(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] |
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 |
[%] |
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] |
(Average) mechanical power demand for the HVAC system. (only in .vmod file if bus auxiliaries are used) |
P_busAux_HVACmech_gen |
[kW] |
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] |
(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] |
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] |
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] |
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] |
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] |
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] |
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] |
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] |
Electrical power the DC/DC converter could not provide to the low-voltage auxiliaries becuase the REESS was already at its minimum SoC. This column is used in post-processing. |
P_aux_ |
[kW] |
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] |
Maximum allowed propulsion torque at gearbox input shaft |
P_WHR_el |
[kW] |
Power generated by an electric WHR system, interpolated from WHR map. |
P_WHR_el_corr |
[kW] |
Power generated by an electric WHR system after applying |
P_WHR_mech |
[kW] |
Power generated by an mechanical WHR system, interpolated from WHR map. |
P_WHR_mech_corr |
[kW] |
Power generated by an mechanical WHR system after applying |
P_aux_ESS_mech_ICE_off |
[kW] |
Power demand of the auxiliaries ‘missing’ if the ICE is off.T he final fuel consumption (.vsum) is correctedd 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] |
Power demand of the auxiliaries ‘missing’ in case the ICE would be on during actual ICE off periods. The final fuel consumption (.vsum) is correctedd for this power demand in a post-processing step. This power demand has no influence on FC-Map. |
P_ice_start |
[kW] |
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] |
Power demand from the PTO consumer. Only if the vehicle has a PTO consumer. |
P_PTO_transmission |
[kW] |
Power demand from the PTO transmission. Only if the vehicle has a PTO consumer. |
P_PTO_RoadSweeping |
[kW] |
Power demand from the PTO in PTO mode 2. Only in engineering mode if PTO mode 2 is activated. |
P_PTO_DuringDrive |
[kW] |
Power demand from the PTO cycle in PTO mode 3. Only in engineering mode if PTO mode 3 is activated. |
TCnu |
[-] |
Torque converter operating point: speed ratio |
TCmu |
[-] |
Torque converter operating point: torque ratio |
T_TC_out |
[Nm] |
Torque converter operating point: output torque |
n_TC_out |
[rpm] |
Torque converter operating point: output speed |
T_TC_in |
[Nm] |
Torque converter operating point: input torque |
n_TC_in |
[rpm] |
Torque converter operating point: input speed |
FC-Map<_FuelName> |
[g/h] |
Fuel consumption interpolated from FC map. Note: The fuel name is only stated in case of duel fuel engines. |
FC-NCVc<_FuelName> |
[g/h] |
Fuel consumption corrected for different NCV values in VECTO and VECTO Engine (FC-NCVc = FC-Map * LowerHeatingValueVectoEngine(fuel) / LowerHeatingValueVecto(fuel) ) |
FC-WHTCc<_FuelName> |
[g/h] |
Fuel consumption after WHTC Correction (FC-WHTCc = FC-NCVc * WHTCCorrectionFactor(cycle, fuel) ) |
FC-Final_mod<_FuelName> |
[g/h] |
Instantaneous final fuel consumption value after all applicable corrections. (FC-Final_mod = FC-ESS) |
EcoRollConditionsMet |
|
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 |
|
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 |
|
0: not inside PCC segment, 1: inside PCC segment, 2: PCC use-case 1 active, 3: PCC use-case 2 active |
ICE On |
|
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.
P_eng_FCmap = T_eng_fcmap * n_eng_avg
P_eng_fcmap = P_eng_out + P_AUX + P_eng_inertia ( + P_PTO_Transm + P_PTO_Consumer ) = P_loss_total + P_AUX + P_eng_inertia
P_loss_total = P_clutch_loss + P_gbx_loss + P_ret_loss + P_gbx_inertia + P_angle_loss + P_axle_loss + P_brake_loss + P_wheel_inertia + P_air + P_roll + P_grad + P_veh_inertia (+ P_PTOconsumer + P_PTO_transm)
P_trac = P_veh_inertia + P_roll + P_air + P_slope
Summary Results (.vsum)
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).
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 (Corected Actual Curb Mass Vehicle + Curb Mass Extra Trailer/Body, see Vehicle Editor) |
Loading |
[kg] |
Vehicle loading (see Vehicle Editor) |
Cargo Volume |
[m^3] |
Vehicle cargo volume (Declaration Mode only!) |
time |
[s] |
Total simulation time |
distance |
[km] |
Total traveled distance |
speed |
[km/h] |
Average vehicle speed |
altitudeDelta |
[m] |
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 mathces 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 additionalheater. 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 consumptioncorrected for the aux heater fuel demand |
FC-Final<_FuelName> |
[g/h], [g/km], [l/100km], [l/100tkm], [l/100m^3km] |
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 |
k_engline |
[g/kWh] |
Slope of the regression line used for the fuel consumption correction |
CO2 |
[g/km], [g/tkm], [g/m^3km] |
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, torqueconverter, 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 auxiliaires. |
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 axlegear |
E_brake |
[kWh] |
Total work dissipated in mechanical braking (sum of service brakes, retader 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 |
E_BusAux_PS_corr |
[kWh] |
Mechanical energy of the pneumatic system that needs to be considered in the post-processing to correct the total fuel consumption |
E_BusAux_ES_mech_corr |
[kWh] |
Mechanical energy of the electric system that needs to be considered in the post-processing to correct the total fuel consumption |
E_BusAux_HVAC_mech |
[kWh] |
Mechancial energy demand of the HVAC system |
E_BusAux_HVAC_el |
[kWh] |
Electrical energy demand of the HVAC system |
E_BusAux_AuxhHeater |
[kWh] |
Energy demand of an additional aux heater. |
E_WHR_el |
[kWh] |
Energy from the electric WHR system |
E_WHR_mech |
[kWh] |
Energy from the mechanical WHR system |
E_ice_start |
[kWh] |
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 acitvation 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:
- E_fcmap_pos = E_fcmap_neg + E_powertrain_inertia + E_aux_xxx E_clutch_loss + E_tc_loss + E_gbx_loss + E_ret_loss + E_angle_loss + E_axl_loss + E_brake + E_vehicle_inertia + E_air + E_roll + E_grad + E_PTO_CONSUM + E_PTO_TRANSM
- E_fcmap_pos = P_fcmap_pos * time
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)
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-3.3.9
Build 2175 (2020-12-15) OFFICIAL RELEASE
- Bugfixes (compared to 3.3.9.2147)
- [VECTO-1374] - VECTO VTP error - regression update
Build 2147 (2020-11-17) RELEASE CANDIDATE
- Bugfixes
- [VECTO-1331] - VTP Mode does not function for vehicles of group 3
- [VECTO-1355] - VTP Simulation Abort
- [VECTO-1356] - PTO Losses not considered in VTP simulation
- [VECTO-1361] - Torque Converter in use for the First and Second Gear VTP file does not allow for this
- [VECTO-1372] - Deviation of CdxA Input vs. Output for HDV16
- [VECTO-1374] - VECTO VTP error
- Improvements
- [VECTO-1360] - make unit tests execute in parallel
VECTO-3.3.8
Build 2052 (2020-08-14) OFFICIAL RELEASE
- Bugfixes (compared to 3.3.8.2024)
Build 2024 (2020-07-17) RELEASE CANDIDATE
- Bugfixes
- [VECTO-1288] - Simulation Abort UD RL
- [VECTO-1327] - Simulation abort Construction RefLoad: unexpected response ResponseOverload
- [VECTO-1266] - Gear 4 Loss-Map was extrapolated
VECTO 3.3.7
Build 1964 (2020-05-18) OFFICIAL RELEASE
- Bugfixes
- [VECTO-1254] - Hashing method does not ignore certain XML attributes
- [VECTO-1259] - Mission profile weighting factors for vehicles of group 16 are not correct
VECTO 3.3.6
Build 1916 (2020-03-31) OFFICIAL RELEASE
- Bugfixes
- [VECTO-1250] - Error creating new gearbox file from scratch
Build 1898 (2020-03-13) RELEASE CANDIDATE
- Improvement
- [VECTO-1239] - Adaptation of Mission Profile Weighting Factors
- [VECTO-1241] - Engineering mode: Adding support for additional PTO activations
- Bugfixes
- [VECTO-1243] - Bug in VTP mode for heavy lorries
- [VECTO-1234] - urban cycle at reference load not running for bug when find braking operating point
VECTO 3.3.5
Build 1812 (2019-12-18) OFFICIAL RELEASE
- Bugfixes
- [VECTO-1220] - Simulation Abort Urban Delivery RefLoad
Build 1783 (2019-11-19) RELEASE CANDIDATE
- Improvement
- [VECTO-1194] - Handling input parameter ‘vocational’ for groups other than 4, 5, 9, 10
- [VECTO-1147] - Updating declaration mode cycles values in user manual
- [VECTO-1207] - run VECTO in 64bit mode by default
- Bugfixes
- [VECTO-1074] - Vecto Calculation Aborts with Interpolation Error
- [VECTO-1159] - Simulation Abort in UrbanDelivery LowLoading
- [VECTO-1189] - Error in delaunay triangulation invariant violated
- [VECTO-1209] - Unexpected Response Response Overload
- [VECTO-1211] - Simulation Abort Urban Delivery Ref Load
- [VECTO-1214] - Validation of input data fails when gearbox speed limits are applied
VECTO 3.3.4
Build 1716 (2019-09-13) OFFICIAL RELEASE
- Bugfixes
- [VECTO-1074] - Vecto Calculation Aborts with Interpolation Error ([VECTO-1046])
- [VECTO-1111] - Simulation Abort in Municipal Reference Load
Build 1686 (2019-08-14) RELEASE CANDIDATE
- Improvement
- [VECTO-1042] - Add option to write results into a certain directory
- [VECTO-1064] - add weighting factors for vehicle groups 1, 2, 3, 11, 12, 16
- Bugfixes
- [VECTO-1030] - Exceeded max iterations when searching for operating point! Failed to find operating point!
- [VECTO-1032] - Gear 5 LossMap data was extrapolated in Declaration Mode: range for loss map is not sufficient
- [VECTO-1067] - Vair and Beta correction for Aerodynamics
- [VECTO-1000] - Error Loss-Map extrapolation in Declaration Mode
- [VECTO-1040] - Gear 6 LossMap data was extrapolated in Declaration Mode
- [VECTO-1047] - Failed to find operating point on construction cycle, ref load, AT gearbox
VECTO 3.3.3
Build 1639 (2019-06-27) OFFICIAL RELEASE
- Bugfixes (compared to VECTO 3.3.3.1609-RC)
- [VECTO-1003] - Vecto Error: Loss-Map extrapolation in declaration mode required (issue VECTO-991)
- [VECTO-1006] - Failed to find torque converter operating point on UD cycle (issue VECTO-996)
- [VECTO-1010] - Unexpected Response: ResponseOverload in UD cycle (issue VECTO-996)
- [VECTO-1015] - XML Schema not correctly identified
- [VECTO-1019] - Error opening job in case a file is missing
- [VECTO-1020] - HashingTool Crashes
- [VECTO-1021] - Invalid hash of job data
Build 1609 (2019-05-29) RELEASE CANDIDATE
- Improvement
- [VECTO-916] - Adding new tyre sizes
- [VECTO-946] - Refactoring XML reading
- [VECTO-965] - Add input fields for ADAS into VECTO GUI
- [VECTO-966] - Allow selecting Tank System for NG engines in GUI
- [VECTO-932] - Consistency in NA values in the vsum file
- Bugfixes
- [VECTO-954] - Failed to find operating point for braking power (Fix for Notification Art. 10(2) - [VECTO-952])
- [VECTO-979] - VECTO Simulation abort with 8-speed MT transmission (Fix for Notification Art. 10(2) - [VECTO-978])
- [VECTO-931] - AT error in VECTO version 3.3.2.1519
- [VECTO-950] - Error when loading Engine Full-load curve
- [VECTO-967] - Engine-Only mode: Engine Torque reported in .vmod does not match the provided cycle
- [VECTO-980] - Error during simulation run
VECTO 3.3.2
Build 1548 (2019-03-29) OFFICIAL RELEASE
- Bugfixes
- [VECTO-861] - 3.3.1: Torque converter not working correctly
- [VECTO-904] - Range for gear loss map not sufficient.
- [VECTO-909] - 3.3.2.1519: Problems running more than one input .xml
- [VECTO-917] - TargetVelocity (0.0000) and VehicleVelocity (>0) must be zero when vehicle is halting
- [VECTO-918] - RegionalDeliveryEMS LowLoading - ResponseSpeedLimitExceeded
- [VECTO-920] - Urban Delivery: Simulation Run Aborted, TargetVelocity and VehicleVelocity must be zero when vehicle is halting!
Build 1519 (2019-03-01) RELEASE CANDIDATE
Release Notes - VECTO: Vehicle Energy Calculation Tool - Version 3.3.2.1519-RC
- Improvement
- [VECTO-869] - change new vehicle input fields (ADAS, sleeper cab, etc.) to be mandatory
- [VECTO-784] - Configuration file for VECTO log files
- [VECTO-865] - Extend Sum-Data
- [VECTO-873] - Add digest value to SumData
- Bugfixes
- [VECTO-729] - Bugs APT submodel
- [VECTO-787] - APT: DrivingAction Accelerate after Overload
- [VECTO-789] - APT: ResponseUnderload
- [VECTO-797] - VECTO abort with AT transmission and TC table value
- [VECTO-798] - VECTO abort with certified AT transmission data and certified TC data
- [VECTO-807] - VECTO errors in vehicle class 1/2/3
- [VECTO-827] - Torque converter inertia
- [VECTO-838] - APT: ResponseOverload
- [VECTO-843] - AT Transmissions problem on VECTO 3.3.1.1463
- [VECTO-844] - Error with AT gearbox model
- [VECTO-847] - Simulation abort due to error in NLog?
- [VECTO-848] - AT Gearbox Simulation abort (was: Problem related to Tyres?)
- [VECTO-858] - Urban Delivery Abort - with APT-S Transmission and TC
- [VECTO-861] - 3.3.1: Torque converter not working correctly
- [VECTO-872] - MRF/CIF: Torque Converter certification method and certification number not correctly set
- [VECTO-879] - SIMULATION RUN ABORTED DistanceRun got an unexpected response
- [VECTO-883] - Traction interruption may be too long
- [VECTO-815] - Unexpected Response: SpeedLimitExceeded
- [VECTO-816] - object reference not set to an instance of an object
- [VECTO-817] - TargetVelocity and VehicleVelocity must not be 0
- [VECTO-820] - DistanceRun got an unexpected response: ResponseSpeedLimitExceeded
- [VECTO-864] - Prevent VECTO loss-map extension to result in negative torque loss
VECTO 3.3.1
Build 1492 (2019-02-01) OFFICIAL RELEASE
- Bugfixes (compared to 3.3.1.1463)
- [VECTO-845] - Fixing bug for VECTO-840
- [VECTO-826] - DistanceRun got an unexpected response: ResponseSpeedLimitExceeded
- [VECTO-837] - VECTO GUI displays incorrect cycles prior to simulation
- [VECTO-831] - Addition of indication to be added in Help and Release notes for simulations with LNG
Build 1463 (2019-01-03) RELEASE CANDIDATE
- Changes according to 2017/2400 amendments
- [VECTO-761] - Adaptation of input XML Schema
- [VECTO-762] - Extension of Input Interfaces
- [VECTO-763] - Extension of Segmentation Table
- [VECTO-764] - ADAS benefits
- [VECTO-766] - Update Powerdemand Auxiliaires
- [VECTO-767] - Report for exempted vehicles
- [VECTO-768] - VTP mode
- [VECTO-770] - Fuel Types
- [VECTO-771] - Handling of exempted vehicles
- [VECTO-824] - Throw exception for certain combinations of exempted vehicle parameters
- [VECTO-773] - Correction Factor for Reference Fuel
- [VECTO-790] - Adapt generic data for construction/municipal utility
- [VECTO-493] - Implementation of generic body weights and air drag values for construction cycle
- [VECTO-565] - Consideration of LNG as possible fuel is missing
- Changes/Improvements
- [VECTO-799] - Remove TUG Logos from Simulation Tool, Hashing Tool
- [VECTO-808] - Add Moitoring Report
- [VECTO-754] - Extending Loss-Maps in case of AT gearbox for each gear, axlegear, gearbox
- [VECTO-757] - Correct contact mail address in Hashing Tool
- [VECTO-779] - Update Construction Cycle - shorter stop times
- [VECTO-783] - Rename columns in segmentation table and GUI
- [VECTO-709] - VTP editor from user manual not matching new VECTO one: updated documentation
- [VECTO-785] - Handling of Vehicles that cannot reach the cycle’s target speed: Limit max speed in driver model
- [VECTO-716] - Validate data in Settings Tab: update documentation
- [VECTO-793] - Inconsistency between GUI, Help and Regulation: update wording in GUI and user manual
- [VECTO-796] - Adaptation of FuelProperties
- [VECTO-806] - extend loss-maps (gbx, axl, angl) for MT and AMT transmissions
- [VECTO-750] - Simulation error DrivingAction: adapt downshift rules for AT to drive over hill with 6% inclination
- Bugfixes
- [VECTO-819] - object reference not set to an instance of an object
- [VECTO-818] - SearchOperatingPoint: Unknown response type. ResponseOverload
- [VECTO-813] - Error “Infinity [] is not allowed for SI-Value”
- [VECTO-769] - DrivingAction Brake: request failed after braking power was found.ResponseEngineSpeedTooHigh
- [VECTO-804] - Error on simulation with VECTO 3.3.0.1433
- [VECTO-805] - Total vehicle mass exceeds TPMLM
- [VECTO-811] - AMT: ResponseGearShift
- [VECTO-812] - AMT: ResponseOverload
- [VECTO-822] - SIMULATION RUN ABORTED by Infinity
- [VECTO-792] - Vecto Hashing Tool - error object reference not set to an instance of an object (overwriting Date element)
- [VECTO-696] - Problem with Primary Retarder: regression update, set torque loss to 0 for 0 speed and engaged gear
- [VECTO-776] - Decision Factor (DF) field is emptied after each simulation
- [VECTO-814] - Error: DistanceRun got an unexpected response: ResponseGearshift
VECTO 3.3.0
Build 1433 (2018-12-03) OFFICIAL RELEASE
- Bugfixes (compared to 3.3.0.1250)
- [VECTO-723] - Simulation aborts with engine speed too high in RD cycle
- [VECTO-724] - Simulation aborts with error ‘EngineSpeedTooHigh’ - duplicate of VECTO-744
- [VECTO-728] - Simulation aborts when vehicle’s max speed (n95h) is below the target speed
- [VECTO-730] - Simulation Aborts with ResponseOverload
- [VECTO-744] - ResponseEngineSpeedTooHigh (due to torque limits in gearbox)
- [VECTO-731] - Case Mismatch - Torque Converter
- [VECTO-711] - Elements without types in CIF and MRF
- [VECTO-757] - Correct contact mail address in Hashing Tool
- [VECTO-703] - PTO output in MRF file
- [VECTO-713] - Manufacturer Information File in the legislation is not compatible with the Simulation results
- [VECTO-704] - Allow VTP-simulations for AT gearboxes
- Changes (compared to 3.3.0.1398)
- [VECTO-795] - VECTO Hashing Tool crashes
- [VECTO-802] - Error in XML schema for manufacturer’s record file
Build 1398 (2018-10-30) RELEASE CANDIDATE
- Bugfixes (since 3.3.0.1250)
- [VECTO-723] - Simulation aborts with engine speed too high in RD cycle
- [VECTO-724] - Simulation aborts with error ‘EngineSpeedTooHigh’ - duplicate of VECTO-744
- [VECTO-728] - Simulation aborts when vehicle’s max speed (n95h) is below the target speed
- [VECTO-730] - Simulation Aborts with ResponseOverload
- [VECTO-744] - ResponseEngineSpeedTooHigh (due to torque limits in gearbox)
- [VECTO-731] - Case Mismatch - Torque Converter
- [VECTO-711] - Elements without types in CIF and MRF
- [VECTO-757] - Correct contact mail address in Hashing Tool
- [VECTO-703] - PTO output in MRF file
- [VECTO-713] - Manufacturer Information File in the legislation is not compatible with the Simulation results
- [VECTO-704] - Allow VTP-simulations for AT gearboxes
Build 1250 (2018-06-04)
- Improvement
- [VECTO-665] - Adding style information to XML Reports
- [VECTO-669] - Group 1 vehicle comprises vehicles with gross vehicle weight > 7.5t
- [VECTO-672] - Keep manual choice for “Validate data”
- [VECTO-682] - VTP Simulation in declaration mode
- [VECTO-652] - VTP: Check Cycle matches simulation mode
- [VECTO-683] - VTP: Quality and plausibility checks for recorded data from VTP
- [VECTO-685] - VTP Programming of standard VECTO VTP report
- [VECTO-689] - Additional Tyre sizes
- [VECTO-702] - Hashing tool: adapt warnings
- [VECTO-667] - Removing NCV Correction Factor
- [VECTO-679] - Engine n95h computation gives wrong (too high) engine speed (above measured FLD, n70h)
- [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-624] - Crash w/o comment: Infinite recursion
- [VECTO-627] - Cannot open Engine-Only Job
- [VECTO-629] - Vecto crashes without errror message (same issue as VECTO-624)
- [VECTO-639] - Failed to find operating point for braking power: cycle with low target speed (3km/h). allow driving with slipping clutch
- [VECTO-640] - Exceeded max. iterations: driving fully-loaded vehicle steep uphill. fixed by allowing full-stop and drive off again
- [VECTO-633] - unable to start VTP Mode simulation
- [VECTO-645] - Encountered error while validating Vecto output (generated by API) through Hashing tool for vehicle without retarder
Build 1079 (2017-12-15)
- Improvements
- [VECTO-618] - Add Hash value of tyres to manufacturer’s record file
- [VECTO-590] - Handling of hash values: customer’s record contains hash of manufacturer’s record
- [VECTO-612] - Continuously changing hashes: Info in GUI of HashingTool
- [VECTO-560] - Change Mail-Address of general VECTO contact
- [VECTO-616] - SI-Unit - display derived unit instead of base units
- Bugfixes
- [VECTO-608] - Power balance in EPT-mode not closed
- [VECTO-611] - Invalid input. Cannot cast Newtonsoft.Json.Linq.JObject to Newtonsoft.Json.Linq.JToken
- [VECTO-610] - TyreCertificationNumber missing in Manufacturer Report
- [VECTO-613] - Incomplete description of allowed values of LegislativeClass (p251) in VECTO parameter documentation
- [VECTO-625] - Update XML Schema: Tyre dimensions according to Technicall Annex, trailing spaces in enums
- Support
- [VECTO-615] - Error torque interpolation in declaration jobs exported to XML
Build 1054 (2017-11-20)
- Improvements
- [VECTO-592] - NEW VTP Simulation Mode
- [VECTO-605] - Improve simulation speed
- Bugfixes
- [VECTO-602] - Error in simulation without airdrag component
- [VECTO-589] - Scheme .xml error
VECTO 3.2.0
Build 1022 (2017-10-19)
- Bugfixes
- [VECTO-585, VECTO-587] – VECTO Simulation aborts when run as WCF Service
- [VECTO-586] – Gearshiftcout in reports too high
- [VECTO-573] – Use of old library references .net framework 2.0
Build 1005 (2017-10-01)
- Improvements
- Release of VECTO Hashing Tool
- Bugfixes
- [VECTO-569] - ‘Engine Retarder’ not correctly recognized as input
- [VECTO-571] - Customer Report – wrong output format of average RRC
- [VECTO-573] - Correction of displayed units in graph window
- [VECTO-575] - Correction of simulation aborts (due to gearbox inertia, engineering mode)
- [VECTO-577] - Correction of XML export functionality
- [VECTO-579] - Bug fix GUI crashes on invalid input
- [VECTO-558] - Correction of output in .vsum file – BFColdHot always 0
- [VECTO-564] - Bug fix: correct output of vehicle group in XML report
- [VECTO-566] - Vehicle height not correctly read (engineering mode)
- [VECTO-545] - Update documentation on Settings dialog
Build 940 (2017-07-28)
- Bugfixes:
- [VECTO-546] - GearboxCertificationOptionType Option 2 not accepted by VECTO
- [VECTO-547] - Engine Manufacturer and Engine Model are empty in .vsum
- [VECTO-548] - online user manual
- [VECTO-549] - Inconsistent (and wrong) decimal separator in XML output (manufacturer report)
- [VECTO-551] - Average Tyre RRC not in Customer Information File output
- [VECTO-536] - GUI: improvements vehicle dialog (add missing pictures for vehicle categories)
- [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
- Improvements:
- [VECTO-355] User Manual updated (Screenshots, Descriptions, File Formats, Vecto V2 Comments removed).
- [VECTO-317] Declaration data for Wheel sizes updated
- [VECTO-359] Simplified code regarding PT1 behavior.
- [VECTO-323] PTO-Cycle may now be left empty when not used in driving cycle.
Build 652 (2016-10-14)
- Main Updates
- Removed VECTO Core 2.2
- Refactoring of the User-Interface Backend: loading, saving files and validating user input uses Vecto 3 models
- AT-Gearbox Model: differentiate between AT gearbox with serial torque converter and AT gearbox using powersplit
- Numbering of gears with AT gearbox corresponds to mechanical gears, new column TC_locked in .vmod file to indicate if torque converter is active
- Torque converter gear no longer allowed in input (added by Vecto depending on the AT model)
- New implementation of torque converter model (analytic solutions)
- Added PTO option for municipal utility vehicles: PTO idle losses, separate PTO cycle during standstill
- Added Angledrive Component
- Option for constant Auxiliary Power Demand in Job-File
- Normalize x/y values before triangulating Delaunay map (transmission loss-maps, fuel consumption loss map)
- Additional fuel consumption correction factor in declaration mode: cold/hot balancing factor
- Added fuel consumption correction factor (WHTC, Cold/Hot balancing, …) in engineering mode
- Update auxiliaries power demand according to latest whitebook
- Allow multiple steered axles
- Adapted engine idle controller (during declutch) – engine speed decreases faster
- SUM-File: split E_axl_gbx into two columns, E_axl and E_gbx
- New columns in mod-file: PTO, torque converter
- Removed full-load curve per gear, only single value MaxTorque
- Removed rims (dynamic wheel radius depends on wheel type)
- Fixes in AAUX module: open correct file-browser, save selected files
VECTO 3.0.4
Build 565 (2016-07-19)
- Bugfixes
- AAUX HVAC Dialog does not store path to ActuationsMap and SSMSource
- GUI: check for axle loads in declaration mode renders editing dialog useless
- Vecto 2.2: Simulation aborts (Vecto terminates) when simulating EngineOnly cycles
- Vecto 3: Building SimulationRun EngineOnly simulation failed
Build 544 (2016-06-28)
- Main Updates
- New gear shift strategy according to White Book 2016
- New coasting strategy according to White Book 2016
- New input parameters (enineering mode) for coasting and gear shift behavior
- Use SI units in Advanced Auxiliaries Module and compile with strict compiler settings (no implicit casts, etc.)
- Allow efficiency for transmission losses (in engineering mode)
- Bugfixes
- Auxiliary TechList not read from JSON input data
- Improvements in driver strategy
- Bugfixes in MeasuredSpeed mode
VECTO 3.0.3
Build 537 (2016-06-21)
- Main Updates
- Support for Advanced Auxiliaries (Ricardo) in Vecto 3.0.3 and Vecto 2.2
- Performance improvements
- Gearshift polygons according to WB 2016
- Revision of SUM-data file, changed order of columns, changed column headers
- Bugfixes
- Delaunay Maps: additional check for duplicate input points
- Creation of PDF Report when running multiple jobs at once
- Sanity checks for gear shift lines
- Improvements DriverStrategy: handling special cases
Build 495 (2016-05-10)
- Main Updates
- Support for Advanced Auxiliaries (Ricardo) in Vecto 3.0.3 and Vecto 2.2
- Performance improvements
- Gearshift polygons according to WB 2016
- Revision of SUM-data file, changed order of columns, changed column headers
- Bugfixes
- Delaunay Maps: additional check for duplicate input points
- Creation of PDF Report when running multiple jobs at once
- Sanity checks for gear shift lines
- Improvements DriverStrategy: handling special cases
VECTO 3.0.2
Build 466 (2016-04-11)
- Bugfix: calculation of CO2 consumption based on FC-Final (instead of FC-map)
- Bugfix: acceleration in .vmod was 0 in certain cases (error in output)
- Bugfix: syncronized access to cycle cache (declaration)
Build 448 (2016-03-24)
- Bugfix: set WHTC factors to a valid default value in engineering mode
- Bugfix: first page of declaration report was missing
- fixed inconsistencies in user manual
- Bugfix: better error message roll resistance calculation could not be calculated
- Bugfix: measured speed now calculates distance correctly
- Bugfix: measured speed fills missing moddata columns (acc, dist, grad)
- 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)
- Speed dependent cross-wind correction (vcdv) and v_air/beta cross-wind correction (vcdb) impemented
- For all calculations the averaged values of the current simulation step are used for interpolations in loss-maps.
- Allow extrapolation of loss maps in engineering mode (warnings)
- Refactoring of input data handling: separate InputDataProvider interfaces for model data
- Refactoring of result handling: separate result container and output writer
- New Long-Haul driving cycle included
- User Manual updated for VECTO V3.x
- Fix: sparse representation of declaration cycles had some missing entries
- Bugfix: error in computation of engine’s preferred speed
- Bugfix: wrong vehicle class lookup
- Bugfix: duplicate entries in intersected full-load curves
- Bugfix: retarder takes the retarder ratio into account for lossmap lookup
- Bugfix: use unique identifier for jobs in job list
- Bugfix: error in triagulation of fuel consumption map