diff --git a/Documentation/User Manual/3-simulation-models/Electric_Motor.md b/Documentation/User Manual/3-simulation-models/Electric_Motor.md
index f25125590156013cad510748e0f7d06658202369..7b6b05a0ab3493f655f105ab498f58186d2d9b5e 100644
--- a/Documentation/User Manual/3-simulation-models/Electric_Motor.md
+++ b/Documentation/User Manual/3-simulation-models/Electric_Motor.md
@@ -9,3 +9,7 @@ The electric motor is modeled by basically 4 map files:
The first two curves are read from a single .vemp file (see [Electric Motor Max Torque File (.vemp)](#electric-motor-max-torque-file-.vemp)). The drag curve is provided in a .vemd file (see [Electric Motor Drag Curve File (.vemd)](#electric-motor-drag-curve-file-.vemd)) and the electric power map in a .vemo file (see [Electric Motor Map (.vemo)](#electric-motor-map-.vemo)).
The convention for all input files is that positive torque values drive the vehicle while negative torque values apply additional drag and generate electric power.
+
+
+
+
diff --git a/Documentation/User Manual/3-simulation-models/Electric_Storage.md b/Documentation/User Manual/3-simulation-models/Electric_Storage.md
index 5b94bf4a69879a00a16de2ccb91d19c59c6f4aad..fd9a574ee02b3177d3c3efda1519f40795063921 100644
--- a/Documentation/User Manual/3-simulation-models/Electric_Storage.md
+++ b/Documentation/User Manual/3-simulation-models/Electric_Storage.md
@@ -1 +1,23 @@
##RESS
+
+The rechargable electrictric energy storage system uses the following model parameters:
+
+- Capacity of the battery pack
+- C-Factor (limits the max. current for charging/discharging)
+- Minimum state of charge
+- Maximum state of charge
+- Voltage of the battery pack over state of charge
+- Internal resistance of the battery pack over state of charge
+
+The C-Factor determins the maximum current as follows: $I_\textrm{max} = \textrm{C-Factor} * \textrm{Capacity [Ah]}$.
+
+The voltage curve over state of charge is described in [Battery Internal Voltage File (.vbatv)](#battery-internal-voltage-file-.vbatv) and the internal resistance curve over state of charge is described in [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatr).
+
+During the simulation the battery's state of charge must always be between the minimum and maximum SoC threshold.
+
+
+
+The maximum discharge current is further limited by the battery's internal resistance:
+
+$I_\textrm{disch,max} = \frac{U(\textrm{SoC})}{4 * R_i(\textrm{SoC})}$
+
diff --git a/Documentation/User Manual/3-simulation-models/HybridControlStrategy.md b/Documentation/User Manual/3-simulation-models/HybridControlStrategy.md
index eedf03e377f9d155ff142521d978a31d574041f2..1c68bc0cbf1012845369f9563ef63e884375eae6 100644
--- a/Documentation/User Manual/3-simulation-models/HybridControlStrategy.md
+++ b/Documentation/User Manual/3-simulation-models/HybridControlStrategy.md
@@ -90,24 +90,30 @@ $C = \sum_{i \in \textrm{Fuels}}{FC_{i} \cdot NCV_{i} \cdot dt} + f_{\textrm{eq
* $P_\textrm{Bat}$ is the power drawn from the battery. Positive values denote the battery is discharged
* $f_\textrm{equiv}$ is the equivalence factor to compare energy from the ICE and energy from the electric system. Typically in the range of 2.5
* $f_\textrm{SoC}$ is a cost factor that depends on the battery's state of charge.
-* $P_\textrm{Pen1}$ is a penalty for starting the combustion engine. It is set to 0.1 times the energy required to ramp up the combustion engine. The ramp-up energy is calculated the same way as for the engine stop/start correction - see [Advanced Driver Assistant Systems: Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart).
+* $C_\textrm{Pen1}$ is a penalty for starting the combustion engine. It is set to 0.1 times the energy required to ramp up the combustion engine. The ramp-up energy is calculated the same way as for the engine stop/start correction - see [Advanced Driver Assistant Systems: Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart).
If the combustion engine is currently off and is off in the considered configuration $P_\textrm{Pen1}$ is set to 0.
If the battery's SoC is below the lower SoC threshold $\textrm{SoC}_{low}$ then $P_\textrm{Pen1}$ is set to 0.
-* $P_\textrm{Pen2} is a penalty considering idling costs of the combustion engine, currently set to 0.
+* $C_\textrm{Pen2}$ is a penalty considering idling costs of the combustion engine, currently set to 0.
$f_\textrm{SoC} = 1 - \left(\frac{\textrm{SoC} - \textrm{TargetSoC}}{0.5 \cdot (\textrm{SoC}_\textrm{max} - \textrm{SoC}_{min}} \right)^5 + C_\textrm{SoC}$
$C_\textrm{SoC} = \left\{
\begin{array}{ll}
- \frac{p_\textrm{minSoC}}{\textrm{SoC}_\textrm{min} - \textrm{SoC}_{low}} \cdot \textrm{SoC} + p_\textrm{minSoC} - \frac{p_\textrm{minSoC}}{\textrm{SoC}_\textrm{min} - \textrm{SoC}_{low}} \cdot \textrm{SoC}_{min} : \textrm{SoC} < \textrm{SoC}_{low}\\
+ \frac{C_\textrm{minSoC}}{\textrm{SoC}_\textrm{min} - \textrm{SoC}_{low}} \cdot \textrm{SoC} + p_\textrm{minSoC} - \frac{C_\textrm{minSoC}}{\textrm{SoC}_\textrm{min} - \textrm{SoC}_{low}} \cdot \textrm{SoC}_{min} : \textrm{SoC} < \textrm{SoC}_{low}\\
0 : \textrm{otherwise}
\end{array}
\right.$
$\textrm{SoC}_\textrm{low} = \textrm{SoC}_{min} + 0.1 \cdot \left(\textrm{SoC}_{max} - \textrm{SoC}_{min}\right)$
+$C_\textrm{minSoC} = 10$
+
+The following graph depicts the shape of $f_\textrm{SoC}$ (red line) and both summands separately (blue: polynomial function, orange: C_\textrm{SoC}) for a minimum SoC of 20%, maximum SoC of 80% and a target SoC of 50%;
+
+
+
####Flags for ignoring a evaluated hybrid configuration
- *EngineSpeedTooLow*: the engine speed is below the engine idle speed
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