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Commit 1fcf9952 authored by Michael KRISPER's avatar Michael KRISPER
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Merge branch 'develop' into feature/VECTO-1460-apt-n-gearbox

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Documentation/User Manual/1-user-interface/0_start.md
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......@@ -12,7 +12,7 @@ Software Requirements
##Installation Options
VECTO is distributed as a portable application. This means you can simply unzip the archive and directly execute it. This, however, requires write and execute permissions for the VECTO application directory.
VECTO is distributed as a portable application. This means you can simply unzip the archive and directly start VECTO.exe. This, however, requires write and execute permissions for the VECTO application directory.
In case you do not have execute permissions, please ask your system administrator to install VECTO into an appropriate directory (e.g. under `C:\Program Files`). Installing VECTO requires the following two steps:
......@@ -21,7 +21,7 @@ In case you do not have execute permissions, please ask your system administrato
If the ExecutionMode is set to `install` (this is also possible when running VECTO from an arbitrary directory), VECTO does not write its configuration files and log files to the application directory but to the directories `%APPDATA%` and `%LOCALAPPDATA%` (usually `C:\Users\<username>\AppData\Roaming` and `C:\Users\<username>\AppData\Local`).
**Important:** If the ExecutionMode is set to `install` it is necessary that you copy the generic VECTO models distributed with VECTO to a location where you have write permissions as VECTO writes the results to the same directory as the job file.
**Important:** If VECTO is run from a directory without write permissions it is necessary that you copy the generic VECTO models distributed with VECTO to a location where you have write permissions or set the output path to a directory with write permissions (see the [Options in the main window](#main-form)).
User Manual
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Documentation/User Manual/1-user-interface/A_index.md
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......@@ -6,9 +6,14 @@ When VECTO starts the [Main Form](#main-form) is loaded. Closing this form will
- [Main Form](#main-form)
- [Settings](#settings)
- [Job Editor](#job-editor)
- [Vehicle Editor](#vehicle-editor-general-tab)
- [Vehicle Editor](#vehicle-editor-powertrain-tab)
- [Vehicle Editor](#vehicle-editor-electric-components-tab)
- [Vehicle Editor](#vehicle-editor-torque-limits-tab)
- [Vehicle Editor](#vehicle-editor-adas-tab)
- [Vehicle Editor](#vehicle-editor-pto-tab)
- [Aux Dialog](#auxiliary-dialog)
- [Advanced Auxiliary Dialog](#advanced-auxiliary-dialog)
- [Vehicle Editor](#vehicle-editor)
- [BusAux Dialog](#busauxiliary-dialog)
- [Engine Editor](#engine-editor)
- [Gearbox Editor](#gearbox-editor)
- [Graph Window](#graph-window)
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Documentation/User Manual/1-user-interface/B_mainform.md
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......@@ -81,12 +81,12 @@ In this tab the global calculation settings can be changed.
**MISC**
Validate Data
: Enables or disables internal checks if the model parameters are within a reasonable range. When simulating a new vehicle model it is good to have this option enabled. If the model parameters are from certified components or the model data has been modified slightly this check may be disabled. The VECTO simulation will abort anyways if there is an error in the model parameters. Enabling this option increases the simulation time by a few seconds.
: Enables or disables internal checks if the model parameters are within a reasonable range. When simulating a new vehicle model it is good to have this option enabled. If the model parameters are from certified components or the model data has only been modified slightly this check may be disabled. The VECTO simulation will abort anyways if there is an error in the model parameters. Enabling this option increases the simulation time by a few seconds.
Output values in vmod at beginning and end of simulation iterval
: By defaul VECTO writes the simulation results at the middle of every simulation interval. If this option is enabled, the .vmod file will contain two entries for every simulation interval, one at the beginning and one at the end of the simulation interval. Enabling this option may be helpful for analysing the trace of certain signals but can not be used for quantitative analyses of the fuel consumption, average power losses, etc. The generated modal result file has the suffix '_sim'. The picture below shows the difference in the output (top: conventional, bottom: if this option is checked)
: By default VECTO writes the simulation results at the middle of every simulation interval. If this option is enabled, the .vmod file will contain two entries for every simulation interval, one at the beginning and one at the end of the simulation interval. Enabling this option may be helpful for analysing the trace of certain signals but can not be used for quantitative analyses of the fuel consumption, average power losses, etc. The generated modal result file has the suffix '_sim'. The picture below shows the difference in the output (top: conventional, bottom: if this option is checked)
![](pics/VECTO_vmod_vgl.png)
![Regular VECTO .vmod output (top) vs. beginning and end of simulation interval (bottom)](pics/VECTO_vmod_vgl.png)
###Controls
......@@ -101,7 +101,7 @@ Output values in vmod at beginning and end of simulation iterval
![tools](pics/Misc-Tools-icon.png) ***Tools***
- **[Job](#job-editor), [Vehicle](#vehicle-editor), [Engine](#engine-editor), [Gearbox](#gearbox-editor) Editor**
- **[Job](#job-editor), [Vehicle](#vehicle-editor-general-tab), [Engine](#engine-editor), [Gearbox](#gearbox-editor) Editor**
- Opens the respective Editor
- **Graph**
- Open a new [Graph Window](#graph-window)
......@@ -139,4 +139,4 @@ Note that the [message log](#application-files) can be opened in the ![](pics/Mi
In addition to the log messages shown in the message list, Vecto writes more elaborate messages in the subdirectory logs. If multiple simulations are run in parallel (e.g., in declartion mode a vehicle is simulated on different cycles with different loadings) a separate log-file is created for every simulation run.
Statusbar
: Displays current status and progress of active simulations. When no simulation is executed the current mode is displayed (Standard, Batch or Declaration Mode).
: Displays current status and progress of active simulations. When no simulation is executed the current mode is displayed (Engineering or Declaration Mode).
Documentation/User Manual/1-user-interface/C_settings.md
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<div class="engineering">
Air Density \[kg/m³\]
: The Air Density is needed to calculate the air resistance together with the **Drag Coefficient** and the **Cross Sectional Area** (see [Vehicle Editor](#vehicle-editor)).
: The Air Density is needed to calculate the air resistance together with the **Drag Coefficient** and the **Cross Sectional Area** (see [Vehicle Editor](#vehicle-editor-general-tab)).
This setting is only used in Engineering mode. In Declaration mode the default value of 1.188 \[kg/m³\] is used.
</div>
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Documentation/User Manual/1-user-interface/D1_VECTO-Job-Editor.md
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The [job file (.vecto)](#job-file) includes all informations to run a VECTO calculation. It defines the vehicle and the driving cycle(s) to be used for calculation. In summary it defines:
- Filepath to the [Vehicle File (.vveh)](#vehicle-editor) which defines the not-engine/gearbox-related vehicle parameters
- Filepath to the [Vehicle File (.vveh)](#vehicle-editor-general-tab) which defines the not-engine/gearbox-related vehicle parameters
- Filepath to the [Engine File (.veng)](#engine-editor) which includes full load curve(s) and the fuel consumption map
- Filepath to the [Gearbox File (.vgbx)](#gearbox-editor) which defines gear ratios and transmission losses
- Filepath to the [Gearshift Parameters File (.vtcu)](#gearshift-parameters-file) which allows to override parameters of the [Effshift Gearshift Strategy](#gear-shift-model). The gearshift parameters cannot be edited via the graphical user interface. In case the default parameters shall be used either an empty .vtcu file ([see .vtcy](#gearshift-parameters-file)) or the gearbox file (.vgbx) can be provided. An example .vtcu file is provided [here](#gearshift-parameters-file)
- Filepath to the [Gearshift Parameters File (.vtcu)](#gearshift-parameters-file-.vtcu) which allows to override parameters of the [Effshift Gearshift Strategy](#gear-shift-model). The gearshift parameters cannot be edited via the graphical user interface. In case the default parameters shall be used either an empty .vtcu file ([see .vtcu](#gearshift-parameters-file-.vtcu)) or the gearbox file (.vgbx) can be provided. An example .vtcu file is provided [here](#gearshift-parameters-file-.vtcu)
- Auxiliaries
- Driver Assist parameters
- Driving Cycles (only in Engineering Mode)
......@@ -35,7 +35,7 @@ VECTO automatically uses relative paths if the input file (e.g. Vehicle File) is
Filepath to the Vehicle File (.vveh)
: Files can be created and edited using the [Vehicle Editor](#vehicle-editor).
: Files can be created and edited using the [Vehicle Editor](#vehicle-editor-general-tab).
Filepath to the Engine File (.veng)
: Files can be created and edited using the [Engine Editor](#engine-editor).
......@@ -55,29 +55,24 @@ Filepath ot the Hybrid Strategy Parameters File(.vhctl)
<div class="declaration">
Auxiliaries
: This group contains input elements to define the vehicle's load from the auxiliaries.
In Declaration Mode only the pre-defined auxiliaries are available and their power-demand is also pre-defined, depending on the vehicle category and driving cycle. This means the Auxiliary Type is set to 'Classic: Vecto Auxiliary' and no 'Constant Aux Load' can be specified.
The following list contains the pre-defined auxiliaries where the concrete technology for each auxiliary can be configured using the [Auxiliary Dialog](#auxiliary-dialog).
**Double-click** entries to edit with the [Auxiliary Dialog](#auxiliary-dialog).
: This group contains input elements to define the engine's load from the auxiliaries.
In Declaration Mode only the pre-defined auxiliaries are available and their power-demand is also pre-defined, depending on the vehicle category and driving cycle.
The list contains the pre-defined auxiliaries where the concrete technology for each auxiliary can be configured using the [Auxiliary Dialog](#auxiliary-dialog).
**Double-click** entries to edit with the [Auxiliary Dialog](#auxiliary-dialog). No other types of auxiliaries can be used in declaration mode.
</div>
<div class="engineering">
Auxiliaries
: In Engineering Mode the set of auxiliaries can be freely defined.
First, the Auxiliary Type can be selected. If the Bus Auxiliaries are selected a configuration file for the Advanced Auxiliaries has to be specified. When using the Bus Auxiliaries, the standard auxiliaries can be added as well in the list below to take into account the steering pump, etc.
The 'Constant Aux Load' can be used to define a constant power demand from the auxiliaries (similar to P_add in the driving cycle, but constant over the whole cycle).
The following list can be used to define the auxiliary load in more detail via a separate input file. The auxiliaries are configured using the [Auxiliary Dialog](#auxiliary-dialog).
For each auxiliary an [Auxiliary Input File (.vaux)](#auxiliary-input-file-.vaux) must be provided and the [driving cycle](#driving-cycles-.vdri) must include the corresponding supply power.
**Double-click** entries to edit with the [Auxiliary Dialog](#auxiliary-dialog).
: ![addaux](pics/plus-circle-icon.png) Add new Auxiliary
: ![remaux](pics/minus-circle-icon.png) Remove the selected Auxiliary from the list
</div>
: In Engineering Mode the auxiliary power demand can be defined in three ways.
<div class="engineering">
Electric Auxiliaries
: In Engineering mode it is possible to add electric auxiliaires. These auxiliaries are connected to the high-voltage battery.
The first option is to define the power demand directly in the driving cycle in the column "Padd" (see [Driving Cycles](#driving-cycles-.vdri). This allows to vary the auxiliary load over distance (or time, for time-based driving cycles).
The second option is to define a constant power demand over the whole cycle. The auxiliary power demand can be specified depending on whether the combustion engine is on or off and the vehicle is driving. The auxiliary power demand during engine-off phase is corrected in the [post-processing](#engine-fuel-consumption-correction).
The third option is to use the bus-auxiliaries model. For details see the [Bus Auxiliaries model](#bus-auxiliaries).
</div>
See [Auxiliaries](#auxiliaries) for details.
......@@ -87,9 +82,18 @@ See [Auxiliaries](#auxiliaries) for details.
Cycles
: List of cycles used for calculation. The .vdri format is described [here](#driving-cycles-.vdri).
<div class="declaration">
In Declaration Mode, the cycles to be simulated depend on the vehicle group. The cycles are listed in this window for reference.
</div>
<div class="engineering">
In Engineering Mode the cycles can be freely selected. All declaration cycles are provided in the Folder "Mission Profiles" and can be used or a custom cycle can be created and used.
</div>
**Double-click** an entry to open the file (see [File Open Command](#settings)).
**Click** selected items to edit file paths.
**Click** selected items to edit file paths.
: ![addcycle](pics/plus-circle-icon.png) Add cycle (.vdri)
: ![remcycle](pics/minus-circle-icon.png) Remove the selected cycle from the list
......@@ -99,10 +103,10 @@ Cycles
![](pics/JobForm_DriverModel.png)
In this tab the driver assistance functions are enabled and parameterised.
In this tab the driver assistance functions are enabled and parameterised. The parameters for overspeed, look-ahead coasting and driver acceleration can only be modified in Engineering Mode.
Overspeed
: See [Overspeed](#overspeed) for details.
: See [Overspeed](#driver-overspeed) for details.
Look-Ahead Coasting
: See [Look-Ahead Coasting](#driver-look-ahead-coasting) for details.
......@@ -117,9 +121,11 @@ Acceleration Limiting
In this tab certain general parameters for the advanced driver assistant system model can be set. Which ADAS feature is available can be selected in the vehicle itself, in Engineering Mode parameters like minimum activation speed, activation delay, or allowed overspeed can be adjusted. In Declaration Mode all parameters are fixed.
For details on the individual parameters see the corresponding section [Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart), [Eco-Roll](#advanced-driver-assistant-systems-eco-roll), [Predictive Cruise Control](#advanced-driver-assistant-systems-predictive-cruise-control)
###Chart Area
If a valid [Vehicle File](#vehicle-editor), [Engine File](#engine-file-.veng) and [Gearbox File](#gearbox-file-.vgbx) is loaded into the Editor the main vehicle parameters like HDV group and axle configuration are shown here. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
The chart area on the right shows the main vehicle parameters like HDV group and axle configuration if a valid [Vehicle File](#vehicle-editor-general-tab), [Engine File](#engine-file-.veng) and [Gearbox File](#gearbox-file-.vgbx) is loaded into the Editor. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
###Controls
......@@ -136,7 +142,7 @@ If a valid [Vehicle File](#vehicle-editor), [Engine File](#engine-file-.veng) an
![sendto](pics/export-icon.png) Send current file to Job List in [Main Form](#main-form)
: **Note:** The file will be sent to the Job List automatically when saved.
![veh](pics/Veh.png) ***Open [Vehicle Editor](#vehicle-editor)***
![veh](pics/Veh.png) ***Open [Vehicle Editor](#vehicle-editor-general-tab)***
![eng](pics/Eng.png) ***Open [Engine Editor](#engine-editor)***
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Documentation/User Manual/1-user-interface/D2_VTP-Job-Editor.md
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###Description
A VTP-Job is intended to verify the declared data of a vehicle through an on-road test. VTP-Jobs can be either simulated in engineering mode or declaration mode. For a VTP simulation the measured driving cycle along with the VECTO job-file is required. The driving cycle has to contain the vehicle's velocity, rotational speed of the driven wheels, torque of the driven wheels, and fuel consumption in a temporal resolution of 2Hz.
VECTO computes the best matching gear based on the vehicle parameters, the actual vehicle speed and the engine speed.
Next, VECTO re-computes the fuel consumption based for the given driving cycle. For a VTP-test the re-computed fuel consumption has to be within certain limits of the real fuel consumption.
The [VTP job file (.vecto)](#vtp-job-file) includes all informations to run a VECTO calculation. It defines the vehicle and the driving cycle(s) to be used for calculation. In summary it defines:
- Filepath to the Vehicle File (.xml)](#vehicle-editor which defines all relevant parameters, including all components
- Filepath to the Vehicle File ([.xml](#xml-job-file-declaration-mode)) which defines all relevant parameters, including all components
- Driving Cycles
<div class="engineering">
In engineering mode multiple driving cycles can be specified
In engineering mode multiple driving cycles can be specified
</div>
<div class="declaration">
In declaration mode only the first given driving cycle is simulated as the results are further compared with the re-simulated Long-Haul results.
In declaration mode only the first given driving cycle is simulated as the results are further compared with the re-simulated results of the reference cycle. The reference cycle is the first driving cycle applicable for the actual vehicle group as listed in the Job Window and provided in the reports (i.e., LongHaul for most heavy lorries).
In declaration mode the manufacturer's record file needs to be provided. Furthermore, declaration mode simulations consider correction factors for the net calorific value of the used fuel and the vehicle's mileage. In engineering mode the according input fields are not shown.
</div>
......@@ -45,7 +47,7 @@ Cycles
###Chart Area
If a valid Vehicle File is loaded into the Editor the main vehicle parameters like HDV group and axle configuration are shown here. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
The chart area on the right shows the main vehicle parameters like HDV group and axle configuration if a valid Vehicle File is loaded into the Editor. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
###Controls
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Documentation/User Manual/1-user-interface/E_VECTO-Editor_Aux.md
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##Auxiliary Dialog
<div class="declaration">
![Auxiliary Dialog (Declaration Mode)](pics/VECTO-Editor_Aux_DECL.jpg)
</div>
<div class="engineering">
![Auxiliary Dialog (Engineering Mode)](pics/VECTO-Editor_Aux_ENG.jpg)
</div>
###Description
The Auxiliary Dialog is used to configure auxiliaries. In [Declaration Mode](#declaration-mode) the set of auxiliaries and their power demand is pre-defined. For every auxiliary the user has to select the technology from a given list. In [Engineering Mode](#engineering-mode) the set of auxiliaries can be specified by the user. Auxiliary efficieny is defined using an [Auxiliary Input File (.vaux)](#auxiliary-input-file-.vaux). See [Auxiliaries](#auxiliaries) for details on how the power demand for each auxiliary is calculated.
The Auxiliary Dialog is used to configure auxiliaries. In [Declaration Mode](#declaration-mode) the set of auxiliaries and their power demand is pre-defined. For every auxiliary the user has to select the technology from a given list.
###Settings
<div class="declaration">
Technology
: List of available technology for the auxiliary type
For the steering pump multiple technologies can be defined, one for each steered axle.
###Controls
![ok](pics/OK.png) ***Save and close***
![cancel](pics/Cancel.png) ***Close without saving***
</div>
<div class="engineering">
Type
: String defining type of auxiliary. Click the arrow to load from a predefined list, however It is not required to use a type from the list.
In Engineering Mode the auxiliary power demand can either be specified in the driving cycle over distance (or time), specified as constant load, or via the bus auxiliaires. For more details see [the Auxiliaries tab in the Job editor](#job-editor).
</div>
ID
: The ID string is required to link the auxiliary to the corresponding supply power definition in the driving cycle. The ID must contain characters and numbers only (A-Z, a-z, 0-9). The ID is not case sensitive (e.g. "ALT" will link to "Alt" or "alt", etc.)
***Example*** *: Auxiliary "ALT" is linked to the column "&lt;Aux\_ALT&gt;" in the driving cylce.*
See [Auxiliaries](#auxiliaries) for details.
Input File
: Path to the [Auxiliary File (.vaux)](#auxiliary-input-file-.vaux).
</div>
##BusAuxiliary Dialog
<div class="engineering">
![](pics/BusAux_Engineering.png)
###Controls
In Engineering Mode the electrical and mechanical power demand for the electric system, the pneumatic system and the HVAC can be provided.
####Electric System
![ok](pics/OK.png) ***Save and close***
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.
![cancel](pics/Cancel.png) ***Close without saving***
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](#advanced-compressor-map-.acmp) defining the mechanical power demand and the air flow depending on the compressor speed.
Average Air Demand
: Defines the average demand of copressed air througout the cycle.
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](#engine-fuel-consumption-correction).
####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](#engine-fuel-consumption-correction).
</div>
Documentation/User Manual/1-user-interface/F_VEH-Editor.md
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##Vehicle Editor
##Vehicle Editor -- General Tab
![](pics/VEH-Editor.PNG)
......@@ -6,7 +6,7 @@
The [Vehicle File (.vveh)](#vehicle-file-.vveh) defines the main vehicle/chassis parameters like axles including [RRC](#vehicle-rolling-resistance-coefficient)s, air resistance and masses.
The Vehicle Editor contains 3 tabs to edit all vehicle-related parameters. The 'General' tab allows to input mass, loading, air resistance, vehicle axles, etc. The 'Powertrain' allows to define the retarder, an optional angle drive, or PTO consumer. In the third tab the engine torque can be limited to a maximum for individual gears.
The Vehicle Editor contains up to 6 tabs, depending on the powertrain architecture and simulation mode, to edit all vehicle-related parameters. The 'General' tab allows to input mass, loading, air resistance, vehicle axles, etc. The 'Powertrain' tab allows to define the retarder, an optional angle drive. The third tab is dedicated to all electric components in case of hybrid electric and battery electric vehicles. In the fourth tab the torque limitations for the combustion engine, the electric motor and the whole vehicle can be specified. The fifth tab allows to enable or disable certain advanced driver assistant systems to be considered in the vehicle. The last tab is dedicated to PTOs, either as a basic component or to simulate municipal vehicles such as refuse trucks or road sweepers with dedicated PTO activation either during driving or during standstill.
###Relative File Paths
......@@ -23,7 +23,7 @@ Vehicle Category
Axle Configuration
: Needed for [Declaration Mode](#declaration-mode) to identify the HDV Group.
Technically Permissible Maximum Laden Mass [t]
Technically Permissible Maximum Laden Mass [t] (TPMLM)
: Needed for [Declaration Mode](#declaration-mode) to identify the HDV Group.
HDV Group
......@@ -59,9 +59,9 @@ The product of Drag Coefficient [-] and Cross Sectional Area [m²] (**c~d~ x A**
If the vehicle has attached a trailer for simulating certain missions the given **c~d~ x A** value is increased by a fixed amount depending on the trailer used for the given vehicle category.
</div>
For cross wind correction four different options are available:
For cross wind correction four different options are available (see [Cross Wind Correction](#vehicle-cross-wind-correction) for details):
: - No Correction: The specified CdxA value is used to compute the air drag, no cross-wind correction is applied
- Speed dependent (User-defined): The specified CdxA value is corrected depending on the vehicle's speed.
- Speed dependent (User-defined): The specified CdxA value is corrected depending on the vehicle's speed.
- Speed dependent (Declaration Mode): A uniformly distributed cross-wind is assumed and used for correcting the air-drag depending on the vehicle's speed
- Vair & Beta Input: Correction mode if the actual wind speed and wind angle relative to the vehicle have been measured.
......@@ -91,15 +91,44 @@ Use the ![](pics/plus-circle-icon.png) and ![](pics/minus-circle-icon.png) butto
<div class="declaration">
In [Declaration mode](#declaration-mode) only the axles of the truck have to be given (e.g., 2 axles for a 4x2 truck).
The dynamic tyre radius is derived from the second axle as it is assumed this is the driven axle.
For missions with a trailer predefined wheels and load-shares are added by Vecto automatically.
For missions with a trailer, predefined wheels and load-shares are added by Vecto automatically.
</div>
Doubleclick entries to edit existing axle configurations.
###Powertrain Tab
###Controls
![](pics/blue-document-icon.png) New file
: Create a new empty .vveh file
![](pics/Open-icon.png) Open existing file
: Open an existing .vveh file
![](pics/Actions-document-save-icon.png) ***Save current file***
![](pics/Actions-document-save-as-icon.png) ***Save file as...***
![](pics/export-icon.png) Send current file to the [VECTO Editor](#job-editor)
: **Note:** If the current file was opened via the [VECTO Editor](#job-editor) the file will be sent automatically when saved.
![](pics/OK.png) Save and close file
: If necessary the file path in the [VECTO Editor](#job-editor) will be updated.
![](pics/Cancel.png) ***Cancel without saving***
##Vehicle Editor -- Powertrain Tab
![](pics/VehicleForm_Powertrain.png)
###Vehicle Idling Speed
The idling speed of the combustion engine can be increased in the vehicle settings. This may be necessary due to certain auxiliaries or for other technical reasons. This value is only considered if it is higher than the idling speed defined in the combustion engine.
###Retarder Losses
If a separate retarder is used in the vehicle a **Retarder Torque Loss Map** can be defined here to consider idling losses caused by the retarder.
......@@ -124,60 +153,96 @@ Three options are available:
- Included in transmission: Use this if the gearbox already includes the transmission losses for the angledrive in the respective transmission loss maps.
###PTO Transmission
If the vehicle has an PTO consumer, a pto transmission and consumer can be defined here. (Only in [Engineering Mode](#engineering-mode))
Three settings can be set:
- PTO Transmission: Here a transmission type can be chosen (adds constant load at all times).
- PTO Consumer Loss Map (.vptol): Here the [PTO Idle Loss Map](#pto-idle-consumption-map-.vptoi) of the pto consumer can be defined (adds power demand when the pto cycle is not active).
- PTO Cycle (.vptoc): Defines the [PTO Cycle](#pto-cycle-.vptoc) which is used when the pto-cycle is activated (when the PTO-Flag in the driving cycle is set).
###Electric Components
##Vehicle Editor -- Electric Components Tab
![](pics/VECTO_VehicleEditor_ParHyb_El.png)
For hybrid vehicles and battery electric vehicles the input elements on the *electric components* tab are enabled. Here the component file for the eletric motor and battery pack can be loaded or created (see [Electric Motor Editor](#electric-motor-editor), [Electric Energy Storage Editor](#electric-energy-storage-editor))
For hybrid vehicles and battery electric vehicles the input elements on the *electric components* tab are enabled. Here the component file for the eletric motor and battery pack can be loaded or created (see [Electric Motor Editor](#electric-motor-editor), [Electric Energy Storage Editor](#rechargeable-electric-energy-storage-editor))
The position where the electric machine is positioned in the powertrain can be selected. It is possible that the electric machine is connected to the powertrain via a fixed gear ratio.
At the moment electric machines are supported to be present at a single position only. It is not possible to have an electric motor at position P2 and another at position P4!
However, it is possible that more than one electric machine is used at a certain position.
The *Efficiency EM to Drivetrain* can be used to consider the efficiency of a transmission step between drivetrain and electric machine or to consider losses of a summation gear.
For the electric energy storage multiple battery packs can be configured and the initial state of charge can be defined.
The *Loss map EM ADC* can be used to consider the losses of a transmission step between drivetrain and electric machine or to consider losses of a summation gear. The loss map has the same format as for all other transmission components (see [Transmission Loss Map (.vtlm)](#transmission-loss-map-.vtlm)). For simplicity or if no such transmission step is used it is possible to enter the efficiency directly (i.e., "1" if no transmission step is used).
In case of a P2.5 configuration (the electric motor is connected to an internal shaft of the tranmission) the transmission ratio for every single gear of the transmission has to be specified in the list to the right of the electric motor parameters. The ratio is defeined as $n_\textrm{GBX,in} / n_\textrm{EM}$ in case of EM without additional ADC or $n_\textrm{GBX,in} / n_\textrm{ADC,out}$ in case of EM with additional ADC.
The maximum power of a hybrid drivetrain can be limited to a certain power. This limit has to be at least the maximum power of the combustion engine.
For the electric energy storage multiple battery packs can be configured either in series or in parallel and the initial state of charge of the whole battery system can be defined. For every entry of a battery pack the number of packs (count) in series and a stream identifier need to be specified. Battery packs on the same stream are connected in series (e.g., two different battery packs on stream number 1 are in series) while all streams are then connected in parallel (see [Battery Model](#ress) for details). This is only supported for batteries and **not** for SuperCaps.
###Torque Limits
**Double-click** an entry to edit.
**Click** selected item.
: ![addcycle](pics/plus-circle-icon.png) Add REESS (.vbat)
: ![remcycle](pics/minus-circle-icon.png) Remove the selected REESS from the list
In the REESS Dialog the battery file itself and how it is connected to the electric system (i.e, the stream identifier and number of packs used) can be modified.
![](pics/BatteryPackDialog.png)
##Vehicle Editor -- Torque Limits Tab
![](pics/VehicleForm_TorqueLimits.png)
In case that the gearbox' maximum torque is lower than the engine's maximum torque or to model certain features like Top-Torque (where in the highest gear more torque is available) it is possible to limit the engine's maximum torque depending on the engaged gear. This can be entered in the torque limits tab.
On this tab different torque limits can be applied at the vehicle level. For details which limits are applicable and who the limits are applied in the simulation [see here](#torque-and-speed-limitations).
###ADAS
First, the maximum torque of the ICE may be limited for certain gears (see [Engine Torque Limitations](#torque-and-speed-limitations)).
In case that the gearbox' maximum torque is lower than the engine's maximum torque or to model certain features like Top-Torque (where in the highest gear more torque is available) it is possible to limit the engine's maximum torque depending on the engaged gear.
![](pics/VehicleForm_ADAS.png))
Next, the maximum available torque for the electric machine can be reduced at the vehicle level, both for propulsion and recuperation. The input file is the same as the maximum drive and maximum recuperation curve (see [Electric Motor Max Torque File](#electric-motor-max-torque-file-.vemp))
On the ADAS tab, the options for advanced driver assistant systems can be selected. See [ADAS: Overspeed](#driver-overspeed) and [ADAS Technologies](#vehicle-adas-technologies)
Last, the overall propulsion of the vehicle (i.e., HEV Px, electric motor plus combustion engine) can be limited. The "Propulsion Torque Limit" curve limits the maximum effective torque at the gearbox input shaft over the input speed. This curve is added to the combustion engine's maximum torque curve (only positive values are allowed!). For details on the file format see [Vehicle Boosting Limits](#vehcle-boosing-limits-.vemp). The propulsion torque limit has to be provided from 0 rpm to the maximum speed of the combustion engine. In case of P3 or P4 configuration, the torque at the gearbox input shaft is calculated assuming that the electric motor does not contribute to propelling the vehicle, considering the increased losses in the transmission components inbetween. For P2.5 powertrain configurations no special calculations are necessary as this architecture is internally anyhow modelled as P2 architecture.
###Controls
##Vehicle Editor -- ADAS Tab
![](pics/VehicleForm_ADAS.png)
![](pics/blue-document-icon.png) New file
: Create a new empty .vveh file
On the ADAS tab, the advanced driver assistant systems present in the vehicle can be selected. See [ADAS - Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart), [ADAS - EcoRoll](#advanced-driver-assistant-systems-eco-roll), and [ADAS - Predictive Cruise Control](#advanced-driver-assistant-systems-predictive-cruise-control)
![](pics/Open-icon.png) Open existing file
: Open an existing .vveh file
The following table describes which ADAS technology can be used and is supported for different powertrain architectures (X: supported, O: optional, -: not supported):
![](pics/Actions-document-save-icon.png) ***Save current file***
| ADAS Technology \ Powertrain Architecture | Conventional | HEV | PEV |
| ------------------------------------------ | -------------- | ----- | ----- |
| Engine Stop/Start | X | X | - |
| EcoRoll Without Engine Stop | X | - | - |
| EcoRoll with Engine Stop | X | - | - |
| Predictive Cruise Control | X | X | X |
| APT Gearbox EcoRoll Release Lockup Clutch | O | - | - |
![](pics/Actions-document-save-as-icon.png) ***Save file as...***
* Engine Stop/Start not allowed for PEV
* EcoRoll for HEV always with ICE off
* For PEV no clutch for disconnecting the EM present, thus no EcoRoll foreseen (very low drag of EM in any case)
* Inputs for EcoRoll possible in GUI, but no effect in simulation
![](pics/export-icon.png) Send current file to the [VECTO Editor](#job-editor)
: **Note:** If the current file was opened via the [VECTO Editor](#job-editor) the file will be sent automatically when saved.
![](pics/OK.png) Save and close file
: If necessary the file path in the [VECTO Editor](#job-editor) will be updated.
##Vehicle Editor -- PTO Tab
![](pics/Vehicleform_PTO.png)
###PTO Transmission
If the vehicle has an PTO consumer, a pto transmission and consumer can be defined here. (Only in [Engineering Mode](#engineering-mode))
Three settings can be set:
- PTO Transmission: Here a transmission type can be chosen (adds constant load at all times).
- PTO Consumer Loss Map (.vptol): Here the [PTO Idle Loss Map](#pto-idle-consumption-map-.vptoi) of the pto consumer can be defined (adds power demand when the pto cycle is not active).
- PTO Cycle (.vptoc): Defines the [PTO Cycle](#pto-cycle-.vptoc) which is used when the pto-cycle is activated (when the PTO-Flag in the driving cycle is set).
<div class="engineering">
In engineering mode additional PTO activations are available to simulate different types of municipal vehicles. It is possible to add a certain PTO load during driving while the engine speed and gear is fixed (to simulate for example roadsweepers), or to add PTO activation while driving (to simulate side loader refuse trucks for example). In both cases the PTO activation is indicated in the [driving cycle](#driving-cycles-.vdri) (column "PTO").
###Roadsweeper operation
PTO activation mode 2 simulates PTO activation while driving at a fixed engine speed and gear. The minimum engine speed and working gear is entered in the PTO tab. For details see [PTO](#pto).
###Sideloader operation
PTO activation mode 3 simulates a time-based PTO activation while driving. Therefore, a separate PTO cycle ([.vptor]()) containing the PTO power over time has to be provided. The start of PTO activation is indicated with a '3' in the 'PTO' column of the [driving cycle](#driving-cycles-.vdri). For details see [PTO](#pto).
</div>
![](pics/Cancel.png) ***Cancel without saving***
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......@@ -24,25 +24,35 @@ Idling Engine Speed \[rpm\]
Displacement \[ccm\]
: Used in [Declaration Mode](#declaration-mode) to calculate inertia.
Fuel Type
: Used to compute derived results such as fuel consumption in liters and CO2 values. This parameter influences the CO2-to-fuel ratio and fuel density. The actual values can be looked up in [FuelTypes.csv](../Declaration/FuelTypes.csv).
Inertia including Flywheel \[kgm²\]
: Inertia for rotating parts including engine flywheel. In [Declaration Mode](#declaration-mode) the inertia is calculated depending on the engine's displacement and also accounts for the clutch's inertia.
###Full Load and Drag Curves
Rated Speed \[rpm\]
: This value represents the characteristic rated speed of the engine. It is not used in the simulation as the rated speed is derived from the full-load curve
Rated Power \[rpm\]
: This value represents the characteristic rated power of the engine. It is not used in the simulation as the rated power is derived from the full-load curve
The [Engine's Full Load and Drag Curves (.vfld)](#full-load-and-drag-curves-.vfld) limits the engine's maximum torque and drag torque respectively The full-load curve must at least cover the engine-speed range from idling speed up to the speed where the power goes down to 70% of the maximum power. The input file (.vfld) file format is described [here](#full-load-and-drag-curves-.vfld).
Max Torque \[rpm\]
: This value represents the characteristic maximum torque of the engine. It is not used in the simulation as the maximum torque is derived from the full-load curve
###Fuel Consumption Map
Dual Fuel
: If enabled, a secondary fuel can be specified.
###Primary/Secondary Fuel
Fuel Type
: Used to compute derived results such as fuel consumption in liters and CO2 values. This parameter influences the CO2-to-fuel ratio and fuel density. The actual values can be looked up in [FuelTypes.csv](../Declaration/FuelTypes.csv).
The [Fuel Consumption Map](#fuel-consumption-map-.vmap) is used to calculate the base FC value. See [Fuel Consumption Calculation](#engine-fuel-consumption-calculation) for details.
Full Load and Drag Curves
: The [Engine's Full Load and Drag Curves (.vfld)](#full-load-and-drag-curves-.vfld) limits the engine's maximum torque and drag torque respectively The full-load curve must at least cover the engine-speed range from idling speed up to the speed where the power goes down to 70% of the maximum power. The input file (.vfld) file format is described [here](#full-load-and-drag-curves-.vfld).
Fuel Consumption Map
: The [Fuel Consumption Map](#fuel-consumption-map-.vmap) is used to calculate the base FC value. See [Fuel Consumption Calculation](#engine-fuel-consumption-calculation) for details.
The input file (.vmap) file format is described [here](#fuel-consumption-map-.vmap).
###WHTC Correction Factors
WHTC Correction Factors
:
<div class="declaration">
The WHTC Correction Factors are required in [Declaration Mode](#declaration-mode) for the [WHTC FC Correction](#engine-fuel-consumption-calculation).
......@@ -62,9 +72,12 @@ If the engine is operated in dual-fuel mode, enabling the checkbox "Dual Fuel En
![](pics/EngineForm_WHR.png)
In case the engine is equipped with a waste heat recovery system (WHR) the WHR type can be selected in the lower right part of the window. For WHR systems that generate mechanlical power that is directly delivered to the engine's crankshaft no further input is required - the WHR shall be considered in the fuel consumption map already.
In case the engine is equipped with a waste heat recovery system (WHR) the WHR type can be selected in the lower right part of the window. For WHR systems that generate mechanical power that is directly delivered to the engine's crankshaft no further input is required - the WHR shall be considered in the fuel consumption map already.
For WHR systems with electrical power output the generated electrical power needs to be provided in the [Fuel Consumption Map](#fuel-consumption-map-.vmap) of the primary fuel.
For WHR systems with mechanical power output to the drivetrain the generated mechanical power needs to be provided in the [Fuel Consumption Map](#fuel-consumption-map-.vmap) of the primary fuel.
The final fuel consumption is at the end corrected for the electric and mechanical energy generated by the WHR system (see [fuel consumption correction](#engine-fuel-consumption-correction))
Similar correction factors as applied for the fuel consumption (WHR Correction factors) have to be provided for the WHR system. The weighting of these correction factors is the same as for the WHTC correction factors.
......@@ -99,3 +112,4 @@ The Chart Area shows the fuel consumption map and the selected full load curve.
: If necessary the file path in the [VECTO Editor](#job-editor) will be updated.
![Cancel](pics/Cancel.png)***Cancel without saving***
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##Hybrid Strategy Parameters Editor
![](pics/HybridStrategyParams.png)
###Description
The [Hybrid Strategy Parameters File (.vhctl)](#hybrid-strategy-parameters-file-.vhctl) defines all parameters used by the [Hybrid Control Strategy](#hybrid-control-strategy) to evaluate the best option for splitting the demanded torque between electric motor and combustion engine.
###Strategy Parameters
The hybrid control strategy evaluates different allocations of torque to the electric motor and different gears and calculates the following cost function:
$C = \sum_{i \in \textrm{Fuels}}{FC_{i} \cdot NCV_{i} \cdot dt} + f_{\textrm{equiv}} \cdot (P_\textrm{Bat} \cdot dt + C_{\textrm{Pen1}}) \cdot f_{SoC} + C_{\textrm{Pen2}}$
$f_\textrm{SoC} = 1 - \left(\frac{\textrm{SoC} - \textrm{TargetSoC}}{0.5 \cdot (\textrm{SoC}_\textrm{max} - \textrm{SoC}_{min}} \right)^e + C_\textrm{SoC}$
The parameters for the cost function can be defined in the hybrid strategy file.
Evquivalence Factor Discharge
: $f_{\textrm{equiv}}$ in case the battery is discharged
Evquivalence Factor Charge
: $f_{\textrm{equiv}}$ in case the battery is charged
Min SoC
: $\textrm{SoC}_\textrm{min}$
Max SoC
: $\textrm{SoC}_\textrm{max}$
Target SoC
: $\textrm{TargetSoC}$
Min ICE On Time
: In case the ICE was turned on, it cannot be turned of for this period of time
Aux Buffer Time
: In case electric auxiliaries are connected to the high-voltage system, reserve a certain amount of energy in the battery to supply the auxiliaries for this period of time.
Aux Buffer Charge Time
: In case electric auxiliaries are connected to the high-voltage system and the reserved energy for the auxiliaries is used, re-charge the "auxiliaries buffer" in within this period of time.
ICE Start penalty factor
: Penalty added to the cost function in case the ICE needs to be turned on
Cost Factor SoC Exponent
: Exponent $e$ in the cost function
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##Gearbox Editor
![](pics/GearboxForm.png)
###Description
The [Gearbox File (.vgbx)](#gearbox-file-.vgbx) defines all gearbox-related input parameters like gear ratios and transmission loss maps. See [Gear Shift Model](#gearbox-gear-shift-model) for details.
The [Gearbox File (.vgbx)](#gearbox-file-.vgbx) defines all gearbox-related input parameters like gear ratios and transmission loss maps.
Furthermore, certain parameters for the gearshift strategy such as the gearshift lines can be provided (see [Gear Shift Model](#gear-shift-model) for details).
###Relative File Paths
......@@ -30,12 +26,11 @@ Transmission Type
: Depending on the transmission type some options below are not available. The following types are available:
: - **MT**: Manual Transmission
- **AMT**: Automated Manual Transmission
- **AT-S**: Automatic Transmission - Serial
- **AT-P** : Automatic Transmission - Power Split
: Note: The types AT and Custom are not available in [Declaration Mode](#declaration-mode).
- **APT-S**: Automatic Transmission with torque converter - Serial configuration
- **APT-P**: Automatic Transmission with torque converter - Power Split configuration
- **APT-N**: Automatic Transmission without torque converter, only applicable for pure electric vehicles
For more details on the automatic transmission please see the [AT-Model](#gearbox-at-gearbox-model)
For more details on the automatic transmission please see the [APT-Model](#gearbox-at-gearbox-model)
Inertia \[kgm²\]
: Rotational inertia of the gearbox (constant for all gears). (Engineering mode only)
......@@ -50,49 +45,64 @@ Traction Interruption \[s\]
Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.png) buttons to add or remove gears from the vehicle. Doubleclick entries to edit existing gears.
- Gear **"Axle"** defines the ratio of the axle transmission / differential.
- **"Ratio"** defines the ratio between the output speed and input speed for the current gear. Must be greater than 0.
- **"Ratio"** defines the ratio between the input speed and output speed for the current gear. Must be greater than 0.
- **"Loss Map or Efficiency"** allows to define either a constant efficiency value or a [loss map (.vtlm)](#transmission-loss-map-.vtlm). <span class="engineering">Note: efficiency values are only allowed in engineering mode</span>
- **"Shift polygons"** defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) for each gear. Not allowed in [Declaration Mode](#declaration-mode). See [GearShift Model](#gearbox-gear-shift-model) for details.
- **"Max Torque"** defines the maximum allowed torque (if applicable) for ah gear. It is used for limiting the engine's torque in certain gear. Note: in Declaration mode the [generic shift polygons](#gearbox-gear-shift-model) are computed from the engine's full-load curve. If the maximum torque is limited by the gearbox, the minimum of the gearbox and engine maximum torque will be used to compute the [generic shift polygons](#gearbox-gear-shift-model)!
- **"Shift polygons"** defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) for each gear. Not allowed in [Declaration Mode](#declaration-mode). See [GearShift Model](#gear-shift-model) for details.
- **"Max Torque"** defines the maximum allowed torque (if applicable) for a gear. It is used for limiting the engine's torque in certain gears. Note: in Declaration mode the [generic shift polygons](#gear-shift-model) are computed from the engine's full-load curve. If the maximum torque is limited by the gearbox, the minimum of the gearbox and engine maximum torque will be used to compute the [generic shift polygons](#gear-shift-model)!
###Gear shift strategy parameters
Since version Vecto 3.0.3 the gearshift polygon calculation according to the ACEA White Book 2016 is implemented and since Vecto 3.0.4 the ACEA White Book 2016 shift strategy for AMT and MT is implemented. The AT-S and AT-P strategies are implemented since Version 3.1.0. For details on this topic please see the ACEA White Book 2016.
![](pics/Vecto_ShiftStrategyParameters.svg)
Some parameters influencing the gearshift behavior can be defined in the gearbox file. Therefore, the gearbox file has to be provided as input for the shift strategy parameters as well. See [Gearbox-TCU](#gearshift-parameters-file-.vtcu) for more details.
<div class="engineering">
The user interface contains input fields for the following parameters:
: - **Downshift after upshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks downshifts for a certain period after an upshift
- **Upshift after downshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks upshifts for a certain period after a downshift
- **Min acceleration after upshift**: after an upshift the vehicle must be able to accelerate with at least the given acceleration. The achievable acceleration after an upshift is estimated on the current driving condition and powertrain state.
In addition, the gearshift polygon affects the gearshift behavior to a certain degree. The gearshift polygon can be defined individually for each gear. If no shift polygon is provided the declaration mode shift polygons for the selected transmission type are used.
Torque Reserve \[%\]
: This parameter is required for the **Allow shift-up inside polygons** and **Skip Gears** options.
The gearshift strategy depends on the transmission type:
Minimum shift time \[s\]
: Limits the time between two gear shifts. This rule will be ignored if rpms are too high or too low.
Manual Transmission
: Shiftline based approach. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-mt-gearshift-rules)
Automated Manual Transmission - Conventional vehicle
: Efficiency shift. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-amt-gearshift-rules)
###Shift Strategy Parameters
Automated Manual Transmission - Hybrid Electric vehicle
: Gearshift is handled by the hybrid controller. Shift lines (calculated in the same way as for conventional vehicles) are used as upper and lower boundary for allowed ICE operating points.
Downshift after upshift delay \[s\]
: Minimal duration between an upshift and a consecutive downshift.
Automated Manual Transmission - Pure Electric vehicle
: Efficiency shift based strategy. The calculation of gearshift lines and the gearshift rules are [described here](#FFOOO)
Upshift after downshift delay \[s\]
: Minimal duration between an downshift and a consecutive upshift.
Automatic Transmission - Conventional vehicle
: Efficiency shift. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-apt-gearshift-rules)
Min. acceleration after upshift \[m/s²\]
: Limit for the minimal achievable acceleration to test if an upshift is reasonable.
Automatic Transmission - Hybrid Electric vehicle
: Gearshift is handled by the hybrid controller. Shift lines (calculated in the same way as for conventional vehicles) are used as upper and lower boundary for allowed ICE operating points.
###Start Gear
Automatic Transmission (APT-N) - Pure Electric vehicle
: Efficiency shift based strategy. The calculation of gearshift lines and the gearshift rules are [described here](#FFOOO)
In order to calculate an appropriate gear for vehicle start (first gear after vehicle standstill) a fictional load case is calculated using a specified **reference vehicle speed** and **reference acceleration** together with the actual road gradient, transmission losses and auxiliary power demand. This way the start gear is independent from the target speed. VECTO uses the highest possible gear which provides the defined **torque reserve**.
<div class="engineering">
####Gearshift Parameters
Torque reserve
: The minimal torque reserve which has to be provided.
: The minimal torque reserve which has to be provided after a gearshift. Only used for MT transmissions.
Minimum time between gearshifts
: Defines the time interval between two consecutive gearshifts. Has to be greater than 0. This time interval is ignored if the engine speed gets too high or too low.
####Shift Strategy Parameters
The user interface contains input fields for the following parameters:
: - **Downshift after upshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks downshifts for a certain period after an upshift
- **Upshift after downshift delay**: to prevent frequent (oscilating) up-/down shifts this parameter blocks upshifts for a certain period after a downshift
- **Min acceleration after upshift**: after an upshift the vehicle must be able to accelerate with at least the given acceleration. The achievable acceleration after an upshift is estimated on the current driving condition and powertrain state.
####Start Gear
In order to calculate an appropriate gear for vehicle start (first gear after vehicle standstill) a fictional load case is calculated using a specified **reference vehicle speed** and **reference acceleration** together with the actual road gradient, transmission losses and auxiliary power demand. This way the start gear is independent from the target speed. VECTO uses the highest possible gear which provides the defined **torque reserve**.
Reference vehicle speed at clutch-in
: The reference vehicle speed
......@@ -118,7 +128,7 @@ Max. Speed
: Defines the maximum input speed the torque converter can handle.
Torque converter shift polygon
: Defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) separately for the torque converter. For details on shifting from/to the torque converter gear please see [AT Gear Shift Strategy](#gearbox-at-gearshift-rules).
: Defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) separately for the torque converter. For details on shifting from/to the torque converter gear please see [AT Gear Shift Strategy](#shift-strategy-apt-gearshift-rules).
###Torque Converter: Minimal acceleration after upshift
......@@ -137,13 +147,9 @@ Acc. for C->C \[m/s²\]
Shift time \[s\]
: The shift time for powershift losses.
Inertia factor \[-\]
: The inertia factor for powershift losses.
###Chart Area
The Chart Area displays the [Shift Polygons Input File(.vgbs)](#shift-polygons-input-file-.vgbs) as well as the declaration mode shift polygons (dashed lines) for the selected gear.
The Chart Area displays the [Shift Polygons Input File(.vgbs)](#shift-polygons-input-file-.vgbs) as well as the declaration mode shift polygons (dashed lines) for the selected gear together with the engine's full-load curve.
###Controls
......
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##Advanced Auxiliary Dialog
<div class="engineering">
![](pics/VECTO-Editor_AAUX.png)
###Description
In the VECTO Job Editor dialog you need to select "BusAuxiliaries" in the drop down list on the left to configure the advanced auxiliaries.
The Advance Auxiliaries Editor File (.aaux) defines all the auxiliary related parameters and input files like Alternator and Compressor Maps and HVAC steady state model outputs.
The Advance Auxiliaries Editor contains four tabs/sub-modules where the different advanced auxiliary types can be configured:
- General
: Currently empty – reserved for potential future expansion.
- [Electrics](#electrical-auxiliaries-editor)
: The "Electrics" tab defines various parameters for electric auxiliaries used on the vehicle.
- [Pneumatics](#pneumatic-auxiliaries-editor)
: The "Pneumatic" tab defines various pneumatic auxiliaries data and pneumatic variables
- [HVAC](#hvac-auxiliaries-editor)
: The "HVAC" tab defines the steady state output values, which can also be loaded via the Steady State Model File (.AHSM)
###Important notes
Note that the cycle file name used should ideally respect the following syntax to be correctly associated with the pneumatic actuations map (.apac), otherwise the number of actuations will be set to 0 by default:
- "AnyOtherText _X_Bus.vdri", with "X" = "Urban", "Heavy urban", “Suburban", or "Interurban"
- "AnyOtherText_Coach.vdri"
Some flexibility in syntax is allowable (the model looks for 'Bus', 'Coach', 'Urban', etc. in the file name), meaning that the standard default cycles are fully/correctly supported. However, for newly created cycles (i.e. for use in Engineering Mode) it is recommended to follow the above convention to guarantee correct functionality.
###File Format
The file uses the VECTO JSON format.
The new file types have also defined to support the new Advanced Auxiliaries module in VECTO include:
| File EXT NAME | Storage Type | Description |
|---------------|--------------|-------------|
| .AAUX | JSON | Overall configuration information for Electrical, Pneumatic and HVAC. Top of the tree for Advanced Auxiliaries |
| .AALT | CSV | Advanced Combined Alternators: Contains combined map plus source maps. |
| .ACMP | CSV | Advanced Compressor Map. |
| .APAC | CSV | Pneumatic Actuations Map: Stores number of actuations per cycle |
| .AHSM | JSON | Stores Steady State Model results, and also the configuration which resulted in the final result. UI to calculate various heat/cool/ventilate properties resulting in Electrical and Mechanical Power as well as cooling based on environmental conditions. |
| .ABDB | CSV | Bus Parameter Database: Contains a list of the default parameters for different buses. |
| .AENV | CSV | Stores a number of environmental conditions to be used by HVAC model when in batch-mode. |
</div>
\ No newline at end of file
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##Electrical Auxiliaries Editor
![](pics/AA_Electrics.jpg)
###Description
The "Electrics" tab defines various parameters for electric auxiliaries used on the vehicle:
- Powernet Voltage [locked field/fixed value]
- Alternator Map, including filepath to the new Combined Alternator Map (.AALT) file
: Files can be imported (blank field)/the [Combined Alternator Map editor](#combined-alternator-map-file-.aalt) opened (file present) by clicking on the ‘browse’ button adjacent to the “Alternator Map” text box.
- Alternator Pulley Efficiency [locked field/fixed value]
- Door Actuation Time(S) [locked field/fixed value]
- Stored Energy Efficiency [locked field/fixed value]
- Smart Electrics [On/Off]
: Smart electrics are enabled by checking the "Smart Electrics" box
- Electrical Consumables
: The "Electrical Consumables" table contains a list electrical equipment that place demand on the engine. Check boxes enable the user to select whether the energy demanded by each consumable is included in the calculation of the base vehicle. The user can modify only the number of consumables of each type installed on the vehicle*. The Nominal Consumption (amps) for each consumer, and the percentage of time each consumer is active during the cycle are locked default values as agreed with the project steering group.
* Note: for certain fields the allowable values are also controlled/prescribed according to the requirements of the project steering group.
###Results Cards
Upon activation of Smart Electrics using the check box, the user may enter Result Card values according to the methodology proposed by the steering group. Until the certification procedure to determine the correct values is agreed, it is recommended to use the following default values:
Example Default Results Card values
| Amps | SmartAmps |
|------|-------------|
| 40 | 0 |
| 50 | 0 |
| 60 | 54 |
| 70 | 64 |
| 80 | 30 |
: Result Card: Idle
| Amps | SmartAmps |
|-------|-----------------|
| 40 | 0 |
| 50 | 0 |
| 60 | 83 |
| 70 | 94 |
| 80 | 45 |
: Result Card: TractionON
| Amps | SmartAmps |
|-------|--------------|
| 40 | 0 |
| 50 | 0 |
| 60 | 172 |
| 70 | 182 |
| 80 | 90 |
: Result Card: Overrun
###Default Values
The following table provides a summary of the default values that are populated whenever a new advanced auxiliaries (.AAUX) file is created from scratch (nominal consumption and % active are always fixed defaults, so are not shown). The table also indicates the editable/default status of the relevant parameters in the VECTO UI in Engineering mode, and the recommended status in Declaration mode (not currently implemented). The default values / parameter status has been agreed with the project steering group.
*Default parameter values and editable status for the Electrical module*
*General Inputs*
| Category | Name | Default value | Engineering | Declaration |
|------------------------------|------------------------------|------------------|----------------|----------------|
| Powernet Voltage | Powernet Voltage | 28.3 | Locked default | Locked default |
| Alternator Map | Alternator Map | blank | Open/editable | Open/OEM data |
| Alternator Pulley Efficiency | Alternator Pulley Efficiency | 0.92 | Locked default | Locked default |
| Door Actuation Time (s) | Door Actuation Time (s) | 4.0 | Locked default | Locked default |
| Smart Electrics | Smart Electrics | No (/Yes) | Open/editable | Open/OEM data |
*List of Electrical Consumables*
| Category | Name | No. in Vehicle, Default Value | Engineering | Declaration |
|------------------------------|-----------------------------------------------------------|------------------|----------------|----------------|
| Doors | Doors per vehicle | 3 | Open/editable | Open/OEM data |
| Veh Electronics &Engine | Controllers, Valves, etc | 1 | Locked default | Locked default |
| Vehicle basic equipment | Radio City | 1 | Open/editable | Open/OEM data |
| Vehicle basic equipment | Radio Intercity | 0 | Open/editable | Open/OEM data |
| Vehicle basic equipment | Radio/Audio Tourism | 0 | Open/editable | Open/OEM data |
| Vehicle basic equipment | Fridge | 0 | Open/editable | Open/OEM data |
| Vehicle basic equipment | Kitchen Standard | 0 | Open/editable | Open/OEM data |
| Vehicle basic equipment | Interior lights City/ Intercity + Doorlights [1/m] | 12 | Open/editable | Locked default |
| Vehicle basic equipment | LED Interior lights ceiling city/ontercity + door [1/m] | 0 | Open/editable | Locked default |
| Vehicle basic equipment | Interior lights Tourism + reading [1/m] | 0 | Open/editable | Locked default |
| Vehicle basic equipment | LED Interior lights ceiling Tourism + LED reading [1/m] | 0 | Open/editable | Locked default |
| Customer Specific Equipment | External Displays Font/Side/Rear | 4 | Open/editable | Open/OEM data |
| Customer Specific Equipment | Internal display per unit ( front side rear) | 1 | Open/editable | Open/OEM data |
| Customer Specific Equipment | CityBus Ref EBSF Table4 Devices ITS No Displays | 1 | Open/editable | Open/OEM data |
| Lights | Exterior Lights BULB | 1 | Locked default | Locked default |
| Lights | Day running lights LED bonus | 1 | Open/editable | Open/OEM data |
| Lights | Antifog rear lights LED bonus | 1 | Open/editable | Open/OEM data |
| Lights | Position lights LED bonus | 1 | Open/editable | Open/OEM data |
| Lights | Direction lights LED bonus | 1 | Open/editable | Open/OEM data |
| Lights | Brake Lights LED bonus | 1 | Open/editable | Open/OEM data |
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##Combined Alternator Map File (.aalt)
The Combined Alternator Map (.AALT) file contains data relating to the efficiency of the alternator at various engine speeds and current demand. The .AALT file is a CSV file containing three fields: “Amp”, “RPM” (engine speed), and “Efficiency”. It can be created via the select file button, or an existing map directly imported into VECTO via the File Browser.
![](pics/AA_Open-Create AALT.jpg)
A new combined alternator map can be created or an existing one edited using the Combined Alternators editor module (see below). This module enables the creation of a combined average alternator efficiency map by the advanced auxiliaries module, using input data for one or more alternators (Pully Ratio, Efficiency at different RPM/AMP combinations):
![](pics/AA_Electrics_RC.jpg)
Alternators may be added/deleted from the list. Data for existing alternators can be loaded into the form by double-clicking on the relevant alternator, and the data may then be updated and saved back down.
The 'Diagnostics' tab provides a summary of the input data that is fed into combined alternator map calculations:
![](pics/AALT-Editor_Diagnostics.png)
The methodology for calculating the combined efficiency map is summarised below (and also included in the full schematics file included with the User Manual). Note: A simplified calculation is performed using the average of the user input efficiency values in the model pre-run only, to keep total run-time to a minimum (with negligible impact on the final result). :
![](pics/CombAltSchem.png)
###File Format
The file uses the VECTO CSV format.
Several example default alternator maps are provided for use until a finalised certification procedure is in place for OEM-specific data.
*Example Default Alternator Configuration for Advanced Alternator Map*
---------------------
Pulley Ratio: 3.6
---------------------
| | | | | | | |
|---------|------|------------|------|------------|------|----------|
| *RPM* | *2000* | *2000* | *4000* | *4000* | *6000* | *6000* |
| | **Amps** | **Efficiency** | **Amps** | **Efficiency** | **Amps** | **Efficiency** |
| | **10.00** | 62.00 | **10.00** | 64.00 | **10.00** | 53.00 |
| I_max/2 | 27.00 | 70.00 | 63.00 | 74.00 | 68.00 | 70.00 |
| I_max | 53.00 | 30.00 | 125.00 | 68.00 | 136.00 | 62.00 |
Notes: Bold values are locked/fixed values; I_max = the maximum current in Amps.
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##Pneumatic Auxiliaries Editor
![](pics/AA_Pneumatics.jpg)
###Description
The "Pneumatics" tab defines various parameters for pneumatic auxiliaries used on the vehicle:
- Pneumatic Auxiliaries Data/Variables
: Data for various pneumatic auxiliaries and the relevant pneumatic variables can be edited in the adjacent text boxes.
- Filepath to the Compressor Map (.ACMP) file
: Files can be imported by clicking the browse button adjacent to the “Compressor Map” text box.
- Filepath to the Actuations Map (.APAC) file
: Files can be imported by clicking the browse button adjacent to the “Actuations Map” text box.
- The “Retarder Brake”, “Smart Pneumatics” and “Smart Regeneration” and enable via check boxes.
###Default Values
The following table provides a summary of the default values that are populated whenever a new advanced auxiliaries (.AAUX) file is created from scratch. The table also indicates the editable/default status of the relevant parameters in the VECTO UI in Engineering mode, and the recommended status in Declaration mode (not currently implemented). The default values / parameter status has been agreed with the project steering group.
**Default parameter values and editable status for the Pneumatic module**
*Pneumatic Auxiliaries Data*
| Category | Default value | Engineering | Declaration | Comments |
|----------|---------------|-------------|-------------|----------|
| AdBlue NI per minute | 21.25 | Open/editable | Locked default | Only relevant for Pneumatic AdBlue Dosing, also needs drive cycle duration |
| Air Controlled Suspension NI/Minute | 15 | Open/editable | Locked default | Only relevant for Pneumatic Air Suspension Control, also needs drive cycle duration |
| Breaking No Retarder NI/KG | 0.00081 | Open/editable | Locked default | also needs vehicle weight |
| Braking with Retarder NI/KG | 0.0006 | Open/editable | Locked default | Also needs vehicle weight |
| Air demand per Kneeling NI/Kg mm | 0.000066 | Open/editable | Locked default | Also needs vehicle weight and kneeling height |
| Dead Vol Blowouts/L/Hour | 24 | Open/editable | Locked default | |
| Dead Volume Litres | 30 | Open/editable | Locked default | |
| Non Smart Regen Fraction Total Air Demand | 0.26 | Open/editable | Locked default | |
| Overrun Utilisation for Compression Fraction | 0.97 | Open/editable | Locked default | Taken directly from White Book |
| Per Door Opening NI | 12.7 | Open/editable | Locked default | Only relevant for Pneumatic Door Operation, also needs number of door openings |
| Per Stop Brake Actuation NI/KG | 0.00064 | Open/editable | Locked default | Also needs vehicle weight |
| Smart Regen Fraction Total Air Demand | 0.12 | Open/editable | Locked default |
*Pneumatic Variables*
| Category | Default value | Engineering | Declaration | Comments |
|----------|---------------|-------------|-------------|----------|
| Compressor Map | <blank> | Open/editable | Locked default | A number of pre-set defaults will be provided; later value from test procedure. |
| Compressor Gear Ratio | 1.00 | Open/editable | Open/OEM data | Related compressor shaft speed to engine shaft speed |
| Compressor Gear Efficiency | 0.97 | Open/editable | Locked default | |
| AdBlue Dosing | Pneumatic | Open/editable | Open/OEM data | Pneumatic (/Electric) |
| Air Suspension Control | Mechanically | Open/editable | Open/OEM data | Mechanically (/Electrically) |
| Door Operation | Pneumatic | Open/editable | Open/OEM data | Pneumatic (/Electric) |
| Kneeling height millimeters | 70 | Open/editable | Open/OEM data | Used with air demand per kneeling |
| Actuations Map | testPneumatic | ActuationsMap | Open/editable | Locked default | Determined by passenger stops |
| Retarder brake | Yes | Open/editable | Open/OEM data | Yes (/No) |
| Smart Pneumatics | No | Open/editable | Open/OEM data | No (/Yes) |
| Smart Regeneration | No | Open/editable | Open/OEM data | No (/Yes) |
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##HVAC Auxiliaries Editor
![](pics/AA_HVAC.jpg)
###Description
The "HVAC" tab defines various parameters for heating, ventilation and air conditioning (HVAC) auxiliaries used on the vehicle, calculated from the HVAC Steady State Model (HVAC SSM):
- Disable HVAC Module [tickbox]
- Filepath to the Steady State Model File (.AHSM)
: Files can be imported by clicking the browse button adjacent to the HVAC "Steady State Model File (.AHSM)" text box.
- Filepath to the Bus Parameter Database (.ABDB)
" Files can be imported by clicking the browse button adjacent to the HVAC SSM bus parameters database file (.ABDB) text box. The bus parameter database contains a list of default parameters for a number of pre-existing/defined buses that can be quickly switched between within the HVAC SSM Editor module.
Outputs from the HVAC SSM include:
- Electrical Load Power Watts
- Mechanical Load Power Watts
- Fuelling Litres Per Hour
###HVAC Steady-State Model Editor
The HVAC Steady-State Model (HVAC SSM) Editor defines various data and parameters for calculation of HVAC auxiliary demands (electrical, mechanical and fuelling) from the vehicle, replicating the key inputs/functionality from the HVAC CO2SIM model developed for ACEA:
- Bus Parameters
- Boundary Conditions
- Other
- Tech List Input
- Diagnostics
At the top of the window, two sets of outputs are presented for electrical, mechanical and fuelling demand:
- 'Base' values: These are the calculated resulting demands from the inputs on the 'Bus Parameters', 'Boundary Conditions' and 'Other' tabs.
- 'Adjusted' values: these are the final values output from the model, which additionally factor in the HVAC technologies included in the 'Tech List Input' tab.
###Bus Parameters
![](pics/HVAC_BusParameters.jpg)
Input bus parameters can be edited directly or imported/calculated from the Bus Parameter Database (.abdb) file via the '\<Select\>' drop-down box at the top of the page. Parameters in the accompanying database file (.abdb) include:
- Bus Model Name (free text)
- Registered passengers
- Type (i.e. 'raised floor' = Class III, 'semi low floor' = Class II, or 'low floor' = Class I)
- Is Double Decker [tick box]
- Length in m,
- Wide in m,
- Height in m,
- \[Engine Type (only 'diesel' is currently supported), only when creating a 'New' entry\]
- Other fields, that are greyed out, are locked and not editable, containing fixed default values or calculations.
###Boundary Conditions
![](pics/HVAC_BoundaryConditions.jpg)
On this tab the various boundary conditions for the HVAC SSM calculations can be set. Certain fields (greyed out) are locked and not editable, containing fixed default values or calculations.
###Other
![](pics/HVAC_Other.jpg)
On this tab a number of other parameters for the HVAC SSM calculations can be set:
- Environmental conditions: when in 'Batch Mode' a climatic conditions dataset (.aenv) file must be used containing a series of environmental conditions. Otherwise single values for temperature and solar load may be input (these fields are locked/not used when in batch mode).
- AC System specifications/type: the AC-Compressor Type selection determines the COP value used, according to the specification of the project steering group.
- Ventilation settings
- Auxiliary Heater parameters: the power of the fuel fired heater may be included, other fields are provided for information only and are locked. The 'Engine Waste Heat' values are calculated during the actual model runs, which are determined via a pre-run of the model over the selected drive-cycle.
###TechList Input
![](pics/HVAC_TechList.jpg)
To determine energy consumption of a certain bus-HVAC system combination, a customisable list of technologies may be added/edited on this tab to allow to take special features into account which have a reducing or increasing influence. Because several technologies are only available for certain bus types, the list has to be bus type-specific. The technologies list and the default values has been populated according to the steering group recommendations, however these may be deleted, edited or added to as required on this tab in Engineering mode.
**Diagnostics**
The final 'Diagnostics' tab provides a summary of the resulting outputs from the HVAC Tech List tab.
###Default Values
The following table provides a summary of the default values that are populated whenever a new advanced auxiliaries (.AAUX) file is created from scratch. The table also indicates the editable/default status of the relevant parameters in the VECTO UI in Engineering mode, and the recommended status in Declaration mode (not currently implemented). The default values / parameter status has been agreed with the project steering group.
**Default parameter values and editable status for the HVAC module**
**INP - BusParameters tab**
*Bus Parameterisation*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Select | \<Select\> | | |
| Bus Model | <ABDB or input> | Open/editable | Locked default |
| Number of Passengers | \<ABDB or input\> | Open/editable | Locked default |
| Bus Type | <ABDB or input> | Open/editable | Locked default |
| Double Decker? | No | Open/editable | Open/OEM data |
| Bus Length (m) | \<ABDB or input\> | Open/editable | Locked default |
| Bus Width (m) | \<ABDB or input\> | Open/editable | Locked default |
| Bus Height (m) | \<ABDB or input\> | Open/editable | Locked Calc |
| Bus Floor Surface Area (m^2) | Calculation | Locked Calc | Locked Calc |
| Bus Window Surface (m^2) | Calculation | Locked Calc | Locked Calc |
| Bus Surface Area (m^2) | Calculation | Locked Calc | Locked Calc |
| Bus Volume (m^3) | Calculation | Locked Calc | Locked Calc |
**INP - Boundary Conditions tab**
*Boundary Conditions*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| G-Factor ** | 0.95 | Open/editable | Open/editable |
| Solar Clouding | 0.8 | Locked Calc | Locked Calc |
| Heat per Passenger into Cabin (W) | 80 | Locked Calc | Locked Calc |
| Passenger Boundary Temperature (oC) | 12 | Open/editable | Locked default |
| Passenger Density: Low Floor (Pass/m^2) | 3 | Locked Calc | Locked default |
| Passenger Density: Semi Low Floor (Pass/m^2) | 2.2 | Locked Calc | Locked default |
| Passenger Density: Raised Floor (Pass/m^2) | 1.4 | Locked Calc | Locked default |
| Calculated Passenger Number | Calculation | Locked Calc | Locked Calc |
| U-Values W/(K\*m^3) | Calculation | Locked Calc | Locked Calc |
| Heating Boundary Temperature (oC) | 18 | Open/editable | Locked default |
| Cooling Boundary Temperature (oC) | 23 | Open/editable | Locked default |
| Temperature at which cooling turns OFF | 17 | Locked default | |
| High Ventilation (l/h) | 20 | Open/editable | Locked default |
| How Ventilation (l/h) | 7 | Open/editable | Locked default |
| High (m^3/h) | Calculation | Locked Calc | Locked Calc |
| low (m^3/h) | Calculation | Locked Calc | Locked Calc |
| High Vent Power (W) | Calculation | Locked Calc | Locked Calc |
| Low Vent Power (W) | Calculation | Locked Calc | Locked Calc |
| Specific Ventilation Power (Wh/m3) | 0.56 | Open/editable | Locked default |
| Aux. Heater Efficiency | 0.84 | Open/editable | Locked default |
| GCV (Diesel / Heating oil) (kwh/kg) | 11.8 | Open/editable | Locked default |
| Window Area per Unit Bus Length (m^2/m) | Calculation | Locked Calc | Locked Calc |
| Front + Rear Window Area (m^2) | Calculation | Locked Calc | Locked Calc |
| Max Temperature Delta for low Floor Busses (K) | 3 | Open/editable | Locked default |
| Max Possible Benefit from Technology List (Fraction) | 0.5 | Open/editable | Locked default |
**INP - Other**
*Enviromental Conditions*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Enviromental Temperature (oC) | 25 | Open/editable | Locked default |
| Solar (W/m²) | 400 | Open/editable | Locked default |
| Batch-mode | ON | Open/editable | Locked default |
| Environmental Conditions Database | TBC Default | Open/editable | Locked default |
*AC-system*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| AC-compressor type | 2-stage (0/100) | Open/editable | Open/OEM data |
| AC-compressor type (Mechanical / Electrical) | Calculation | Locked Calc | Locked Calc |
| AC-compressor capacity (kW) | 18 | Open/editable | Locked default |
| COPCool | 3.50 | Locked Calc | Locked Calc |
*Ventilation*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Ventilation during heating | Yes | Open/editable | Locked default |
| Ventilation when both Heating and AC are inactive | Yes | Open/editable | Locked default |
| Ventilation during AC | Yes | Open/editable | Locked default |
| Ventilation flow setting when both Heating and AC are inactive | High | Open/editable | Locked default*** |
| Ventilation during Heating | High | Open/editable | Locked default*** |
| Ventilation during Cooling | High | Open/editable | Locked default*** |
*Aux. Heater*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Fuel Fired Heater (kW) | 30 | Open/editable | Open/OEM data |
*TechList Input**
*Insulation*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Double-glazing | TF5 table* | Open/editable | Tick box only |
| Tinted windows | TF5 table* | Open/editable | Tick box only |
*Ventilation*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Fan controll strategy | TF5 table* | Open/editable | Tick box only |
*Heating*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Heat pump systems | TF5 table* | Open/editable | Tick box only |
| Adjustable coolant thermostat | TF5 table* | Open/editable | Tick box only |
| Adjustable auxiliary heater | TF5 table* | Open/editable | Tick box only |
| Engine waste-gas heat exchanger | TF5 table* | Open/editable | Tick box only |
*Cooling*
| Category/Input | Default value | Engineering | Declaration |
|----------------|---------------|-------------|-------------|
| Separate air distribution ducts | TF5 table* | Open/editable | Tick box only |
**Notes: **
\* Default parameter values for Technology List from ACEA TF5 proposal
![](pics/TechnologyListDefaults.jpg)
** Tinted Window: G-Factor/g-value (= "solar factor" = "total solar energy transmittance") according ISO 9050. ISO 9050 defines wind speed at the outside surface of 14 km/h.
Definition of bins for transmission rates according to ACEA TF5 recommendation:
| g-value | bonus |
|---------|-------|
| < 0,1 | To be simulated with g = 0,05 |
| 0,11 – 0,20 | To be simulated with g = 0,15 |
| 0,21 – 0,30 | To be simulated with g = 0,25 |
| 0,31 – 0,40 | To be simulated with g = 0,35 |
| 0,41 – 0,50 | To be simulated with g = 0,45 |
| 0,51 – 0,60 | To be simulated with g = 0,55 |
| 0,61 – 0,70 | To be simulated with g = 0,65 |
| 0,71 – 0,80 | To be simulated with g = 0,75 |
| 0,81 – 0,90 | To be simulated with g = 0,85 |
| 0,91 - 1 | To be simulated with g = 0,95 |
*** Air Flow Rate: recommended for future implementation in Declaration mode by ACEA TF5:
| Phase | With thermal comfort roof mounted system | Without thermal comfort roof mounted system |
|-------|------------------------------------------|---------------------------------------------|
| **Cooling** | High (20x internal volume / h) | Low (7x internal volume / h) |
| **Ventilation** | High (20x internal volume / h) | Low (7x internal volume / h) |
| **Heating** | High (10x internal volume / h) | Low (7x internal volume / h)
###File Format
The HVAC SSM (.ahsm) and Bus Parameter Database (.abdb) files use the VECTO CSV format.
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......@@ -22,26 +22,35 @@ Make and Model
Inertia \[kgm²\]
: Rotational inertia of the gearbox (constant for all gears). (Engineering mode only)
Continuous Power \[W\]
: The nominal power the electric machine can provide continuously
Continuous Torque \[Nm\]
: The nominal torque the electric machine can provide continuously
Rated Speed (cont. Pwr) \[rpm\]
: Speed applied when determining the continuous power. Used for determining the continuous losses in the overload model
Test Speed Continous Torque \[rpm\]
: Angular speed at which the continouos torque can be provided
Peak Performance Time \[s\]
Overload Torque \[Nm\]
: Maximum torque above the continuous torque the electric motor can provide for a certain time
Test Speed Overload Torque \[rpm\]
: Angular speed at which the overload torque was measured
Overload Duration \[s\]
: The time interval the electric machine can operate at its peak performance
Thermal Overload Recovery Factor
: The accumulated overload energy has to be below the max. overload capacity multiplied by this factor so that the peak power is available again.
Max. Drive and Max. Generation Torque Curve
: Torque over engine speed the electric motor can apply on its output shaft. (see [Electric Motor Max Torque File (.vemp)](#electric-motor-max-torque-file-.vemp))
Drag Torque Curve
: The motor's drag torque over engine speed when the motor is not energized. The torque values in the drag curve have to be negative. (see [Electric Motor Drag Curve File (.vemd)](#electric-motor-drag-curve-file-.vemd))
Max. Drive and Max. Generation Torque Curve
: Torque over engine speed the electric motor can apply on its output shaft. (see [Electric Motor Max Torque File (.vemp)](#electric-motor-max-torque-file-.vemp)). The max drive and max generation torque have to be provided for two different voltage levels.
Electric Power Consumption Map
: Defines the electric power that is required to provide a certain mechanical power (torque and angular speed) at the motor's shaft. This map is used to calculate the electric power demand. The electric power consumption map shall cover a torque range exceeding the max. drive and max. generation torque and shall cover the speed range from 0 up to the maximum speed. (see [Electric Motor Map (.vemo)](#electric-motor-map-.vemo))
: Defines the electric power that is required to provide a certain mechanical power (torque and angular speed) at the motor's shaft. This map is used to calculate the electric power demand. The electric power consumption map shall cover a torque range exceeding the max. drive and max. generation torque and shall cover the speed range from 0 up to the maximum speed. (see [Electric Motor Map (.vemo)](#electric-motor-map-.vemo)). The power map has to be provided for two different voltage levels.
Voltage Level Low/High
: Applicable voltage level for the electric power consumption map and max drive/generation torque curve
......
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##Rechargeable Electric Energy Storage Editor
Two types of rechargeable electric energy storage can be configured in VECTO: either a battery pack or a super capacitor.
......@@ -38,7 +39,7 @@ SoC Curve
: Battery internal voltage depending on the battery's state of charge (see [Battery Internal Voltage File (.vbatv)](#battery-internal-voltage-file-.vbatv))
Internal Resistance Curve
: Defines the battery's internal resistance depending on its state of charge. The file must cover the SOC range from 0 to 100%! (see [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatv))
: Defines the battery's internal resistance depending on its state of charge. The file must cover the SOC range from 0 to 100%! (see [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatr))
####Chart Area
......@@ -55,7 +56,7 @@ The Chart Area displays the battery's internal voltage (blue) and the internal r
Make and Model
: Free text defining the model, type, etc.
Capacity \[F\]
Capacitance \[F\]
: Nominal capacity of the capacitor
Min Voltage \[V\]
......
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##Verification Test Mode
The purpose of the verification test is to simulate a vehicle defined in declaration mode on a measured real-driving cycle. This simulation mode uses its own [cyle format](#verification-test-cycle), requiring mainly vehicle speed, wheel speed, wheel torque, engine-fan speed, and engine speed. VECTO then calculates the appropriate gear and simulates the cycle. Auxiliary power is according to the technologies defined in the vehicle. However, the engine fan auxiliary is ignored and the power demand for the engine fan is calcuated based on the engine-fan speed. The power demand for the other auxiliaries depends on the vehicle's actual speed. The fuel consumption is calculated using the engine speed from the driving cycle and the torque demand as given in the cycle, adding the losses of all powertrain components.
The purpose of the verification test is to simulate a vehicle defined in declaration mode on a measured real-driving cycle. This simulation mode uses its own [cycle format](#verification-test-cycle), requiring mainly vehicle speed, wheel speed, wheel torque, engine-fan speed, and engine speed. VECTO then calculates the appropriate gear and simulates the cycle. Auxiliary power is according to the technologies defined in the vehicle. However, the engine fan auxiliary is ignored and the power demand for the engine fan is calcuated based on the engine-fan speed. The power demand for the other auxiliaries depends on the vehicle's actual speed. The fuel consumption is calculated using the engine speed from the driving cycle and the torque demand as given in the cycle, adding the losses of all powertrain components.
<div class="engineering">
###Requirements
......@@ -21,7 +21,7 @@ The purpose of the verification test is to simulate a vehicle defined in declara
- One or more checked job files in the Job List
- Each job must include a vehicle in declaration mode (XML)
- Each job must include the manufacturer report (XML) of the vehicle as generated for the vehicle delcaration
- Each job must include the manufacturer report (XML) of the vehicle as generated for the vehicle declaration
- Each job file must include exactly one driving cycle (in case multiple driving cycles are provided, only the first cycle is simulated!)
###Results
......@@ -37,7 +37,7 @@ The purpose of the verification test is to simulate a vehicle defined in declara
* The cycle is provided in 2Hz
* The ratio of wheel speeds (left/right) should be lower than 1.4 for wheel speeds above 0.1rpm
* The absolute difference of wheel speeds (left/right) should be lower than 1rpm for wheel speeds below 0.1rpm
* The torque ratio (left/right) should be lower than 3 and the absoulte difference should be lower than 200Nm.
* The torque ratio (left/right) should be lower than 3 and the absolute difference should be lower than 200Nm.
* The fan speed shall be between 20 and 4000rpm, unless the vehicle is equipped with an electric fan
* The fuel consumption within a window off 10min should be between 180 and 600 g/kWh_(PWheel_pos)
......
Documentation/User Manual/3-simulation-models/ADAS_EcoRoll.md
+ 19
− 14
View file @ 1fcf9952
##Driver: Overspeed
Both functions control the vehicle's behaviour on uneven road sections (slope ≠ 0) and can be configured in the [Job File](#job-file)'s Driver Assist Tab. Overspeed is designed to model an average driver's behaviour without the aid of driver assistance systems. Eco-Roll represents an optional driver assistance feature. For this reason vehicles without Eco-Roll should always have the Overspeed function enabled.
###Overspeed
Overspeed controls the vehicle's behaviour on uneven road sections (slope ≠ 0) and can be configured in the [Job File](#job-file)'s Driver Assist Tab. Overspeed is designed to model an average driver's behaviour without the aid of driver assistance systems. Eco-Roll represents an optional driver assistance feature. For this reason vehicles without Eco-Roll should always have the Overspeed function enabled.
Overspeed 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.
......@@ -67,9 +62,9 @@ In Declaration Mode the energy demand of all auxiliaries except the engine cooli
**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
- ICE on
- ICE off, vehicle standstill
- ICE off, vehicle driving
</div>
......@@ -92,7 +87,12 @@ In Declaration Mode the energy demand of all auxiliaries is applied in the fuel
<div class="engineering">
**Auxiliary energy demand**
In Engineering Mode the energy demand of all auxiliaries is assumed to be drawn also during engine-off periods and the fuel consumption is corrected in a post-processing step.
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](#engine-fuel-consumption-correction).
</div>
......@@ -184,8 +184,9 @@ If the vehicle enters a potential PCC section, the following calculations are pe
1. Current vehicle position: $x$
2. Position in the cycle where the PCC event shall be finished: $x_{end} = min(x + d_{preview}, x_{end, max})$
3. Estimation of coasting resistance force:
$F_{coast}(x) = \frac{P_{roll}(x) + P_{aero}(x, v_{target}) + P_{ice, drag}}{v_{target}}$
$P_{ice, drag}$ is set to 0 in case the vehicle is equipped with eco-roll
$F_{coast}(x) = \frac{P_{roll}(x) + P_{aero}(x, v_{target}) + P_{ice, drag} + P_{em, drag}}{v_{target}}$
$P_{ice, drag}$ is set to 0 in case the vehicle is equipped with eco-roll and pure electric vehicles.
$P_{em,drag}$ is set to 0 for conventional vehicles.
4. Energy demand/gain for coasting from the vehicle's current position to the point with the minimum velocity $x_{v_{low}}$:
$E_{coast, v_{low}} = F_{coast} \cdot (x_{v_{low}} - x)$
5. Energy demand/gain for coasting from the vehicle's current position to the end of the PCC event $x_{end}$:
......@@ -197,9 +198,13 @@ $E(x_{end}) = m \cdot g \cdot h(x_{end}) + \frac{m \cdot v_{target}(x_{end})^2}{
**PCC State Diagram**
The following state diagram depicts when a PCC event is activated during the simulation.
The following state diagram depicts when a PCC event is activated during the simulation for conventional vehicles.
![](pics/PredictiveCruiseControl_Conventional.png)
The following state diagram depicts the activation of a PCC event during the simulation for xEV vehicles.
![](pics/PredictiveCruiseControlActivation.svg)
![](pics/PredictiveCruiseControl_xEV.png)
The fuel consumption of vehicles equipped with PCC option 1 & 2 and eco-roll with engine stop/start will be corrected for engine stop/start as described in [engine stop/start correction](#engine-fuel-consumption-correction).
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