update user manual

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

 
 ##Engine Torque and Engine Speed Limitations
 
-The engine's maximum speed and maximum torque may be limited by either the gearbox (due to mechanical constraints) or the vehicle configuration.
-Engine torque limitations are modeled by limiting the engine full-load curve to the defined maximum torque, i.e., the orignial engine full-load curve is cropped at the defined maximum torque for a certain gear. Limits regarding the gearbox' maximum input speed are modeled by intersecting (and limiting) the upshift line with the max. input speed. In the last gear, where no upshifts are possible, the engine speed is limited to the gearbox' maximum input speed.
+The engine's maximum speed and maximum torque may be limited by either the gearbox (due to mechanical constraints) or the vehicle control.
+Engine torque limitations are modeled by limiting the engine full-load curve to the defined maximum torque, i.e., the original engine full-load curve is cropped at the defined maximum torque for a certain gear. Limits regarding the gearbox' maximum input speed are modeled by intersecting (and limiting) the upshift line with the max. input speed. In the last gear, where no upshifts are possible, the engine speed is limited to the gearbox' maximum input speed.
+
+Gear shift polygons are calculated by VECTO based on the overall (i.e. from gearbox and vehicle control) cropped engine fullload curve.
 
 
 <div class="engineering">

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

-##Engine: WHTC Correction
+##Engine: Correction Factors
 
 <div class="declaration">
 In declaration mode the fuel consumption is corrected as follows:
@@ -26,9 +26,9 @@ with the correction factor CF~urb~, CF~rur~, CF~mot~ coming from the [Engine](#e
 | Interurban bus     | 45%     | 36%     | 19%     |
 | Coach              | 0%      | 22%     | 78%     |
 
-In order to balance the trade-off between emissions and fuel consumption during cold and hot starting conditions an additional balancing factor $CF_{C/H}$ is determined from the overall specific fuel consumption over the cold start and hot start WHTC test. This value is part of the output from the engine component tool.
+In order to balance the trade-off between emissions and fuel consumption during cold and hot starting conditions an additional balancing factor $CF_{C/H}$ is determined from the overall specific fuel consumption over the cold start and hot start WHTC test. Additional correction factors considered are regarding the net calorific value of the fuel ($CF_{NCV}$) and exhaust after-treatment systems ($CF_{RegPer}$). This values are part of the output from the engine component tool.
 
-The WHTC-corrected fuel consumption is then calculated with: $FC_{whtc} = FC \cdot CF_{total} \cdot CF_{C/H}$
+The WHTC-corrected fuel consumption is then calculated with: $FC_{whtc} = FC \cdot CF_{total} \cdot CF_{C/H} \cdot CF_{RegPer} \cdot CF_{NCV}$
 </div>
 
 <div class="engineering">

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

@@ -7,6 +7,8 @@ For AT gearboxes neither Skip Gears nor Early upshift (see [Gearbox: Gear Shift
 
 ###Shift Polygons in Declaration Mode
 
+The shift lines in Declaration Mode only apply for trucks and gearboxes with serial torque converter (AT-S).
+
 * Downshift line: 700 rpm (torque independent, vertical line)
 * Upshift line: 900 rpm for torque <= 0; 1150 rpm @ Engine's maximum torque
 

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

@@ -2,20 +2,64 @@
 
 
 VECTO offers three different modes to consider cross wind influence on the drag coefficient. It is configured in the [Vehicle File](#vehicle-file).
+The aerodymanic force is calculated according to the following equation:
 
+$F_{aero}=1/2 \rho_{air}(C_{d,v}A(v_{veh})) v_{veh}^2$
+
+The speed dependecy of the $C_dA$ value allows for consideration of average cross widn conditions.
 
 ###Speed dependent correction (Declaration Mode)
 
 
-This is the mode which is used in [Declaration Mode](#declaration-mode). The speed dependent C~d~A curve (see below) is calculated based on generic parameters for each vehicle class and the C~d~A value from the [Vehicle File](#vehicle-file).
+This is the mode which is used in [Declaration Mode](#declaration-mode).
+
+The crossind correction is based on the following boundary conditions:
+
+1 Average wind conditions: The typical conditions are defined with 3m/s of wind at a height of 4m above ground level, blowin uniformly distributed from all directions.
+2 Dependency of $C_dA$ value on yaw angle: The dependency of the $CdA$ value on yaw angle is described by generic $3^{rd}$ order polynomial functions of the form: 
+
+$C_dA(\beta) - C_dA(0) = a_1\beta + a_2\beta^2 + a_3\beta^3$ 
+
+The following table gives the coefficients per vehicle type:
+
+|                        |  a1       | 	a2       | 	a3        |
+|------------------------|-----------|-----------|------------|
+| rigid solo	         | 0.013526  | 	0.017746 | 	-0.000666 |
+| rigid trailer, EMS     | 0.017125  | 	0.072275 | 	-0.004148 |
+| tractor semitrailer	 | 0.030042  | 	0.040817 | 	-0.002130 |
+| bus, coach	         | -0.000794 | 	0.021090 |  -0.001090 |
+
+
+In a pre-processing step VECTO calculates the function for $C_dA$ value as a function of vehicle speed. This is done by integration of all possible directions of the ambient wind from ground level to maximum vehicle height considering the boundary layer effect based on the following formulas: 
+
+$C_{d,v}A(v_{veh}) = \frac{1}{2 \pi v_{veh}^2 h_{veh}}\int_{\alpha = 0°}^{\alpha = 360°}{\int_{h=0}^{h=h_{veh}}{C_dA(\beta)\cdot v_{air}(h, \alpha)^2} \text{d}h\ \text{d}\alpha}$
+
+$v_{air}(h) = \sqrt{(v_{wind}(h)\cdot\cos\alpha + v_{veh})^2 + (v_{wind}(h)\cdot\sin\alpha)^2}$
 
+$v_{wind}(h) = v_{wind}(h_{ref})\cdot \left(\frac{h}{h_{ref}}\right)^{0.2}$
+
+with
+
+$\alpha \ldots \text{direction of ambient wind relative to the vehicle x-axis}$
+
+$h \ldots \text{height above ground}$
+
+$h_{ref} \ldots \text{reference heigth, 4m, for 3m/s average ambient wind}$
+
+$v_{air} \ldots \text{resulting air flow velocity from vehicle speed and ambient wind}$
+
+$v_{veh} \ldots \text{vehicle speed}$
+
+$v_{wind} \ldots \text{velocity of ambient wind}$
+
+The generation of the $C_{d,v}A(v_{veh})$ curve is demonstrated in [this Excel sheet](Cdv_Generator_VECTO3.2.xlsx)
 
 ###Speed dependent correction (User-defined)
 The base C~d~A value (see [Vehicle File](#vehicle-file)) is corrected with a user-defined speed dependent scaling function. A [vcdv-File](#speed-dependent-cross-wind-correction-input-file-.vcdv) is needed for this calculation.
 
 The C~d~A value given in the vehicle configuration is corrected depending on the vehicle's speed and the C~d~ scaling factor from the input file as follows:
 
-$C_dA_{effective} = C_dA * C_d(v_{veh})$
+$C_dA(v_{veh}) = C_dA * F_C_d(v_{veh})$
 
  ![](pics/VCDV.png)
 
@@ -26,6 +70,8 @@ The actual (measured) air speed and direction can be used to correct cross-wid i
 
 The C~d~A value given in the vehicle configuration is corrected depending on the wind speed and wind angle (given in the driving cycle) using the input file as follows:
 
-$C_dA_{effective} = C_dA + {\Delta}C_d(\beta)$
+$C_dA(v_veh) = C_dA + {\Delta}C_d(\beta)$
+
+
 
  ![](pics/VCDB.png)

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

@@ -11,7 +11,7 @@ In this chapter the used component models for the simulation are described.
 * [Engine Start/Stop](#engine-startstop)
 * [Engine: Fuel Consumption Calculation](#engine-fuel-consumption-calculation)
 * [Engine: Transient Full Load](#engine-transient-full-load)
-* [Engine: WHTC Correction](#engine-wthc-correction)
+* [Engine: WHTC Correction Factors](#engine-correction-factors)
 * [Engine Torque and Engine Speed Limitations](#engine-torque-and-engine-speed-limitations)
 * [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)
 * [Gearbox: MT and AMT Gearshift Rules](#gearbox-mt-and-amt-gear-shift-rules)