updating user manual

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

@@ -20,7 +20,190 @@ Parameters in [Job File](#job-file):
 -   **Max. Overspeed \[km/h\]** (relative to target speed)
 
 
-###Advanced Driver Assistant Systems and Eco-Roll
+##Advanced Driver Assistant Systems: Engine Stop/Start
 
-Advanced Driver Assistant Systems (ADAS) and Eco-Roll are considred only in Declaration mode. Depending on the vehicle group and mission profiile a benefit is applied to the fuel consumption calculated by VECTO (see [ADAS Technologies](#vehicle-adas-technologies)). The ADAS technology and Eco-Roll option can be selected in the Vehicle editor.
+###Description
+
+If engine stop/start is enabled in the Vehicle, the engine is turned off during vehicle stops to reduce the fuel consumption. During vehicle stops the energy demand for certain auxiliaires and for starting the engine is accumulated. In a post-processing step the final [fuel consumption is corrected](#engine-fuel-consumption-correction) to consider the energy demand for the auxiliaries and engine start.
+
+###Model Parameters
+
+   - **Delay engine-off:** if the vehicle stops, the engine is switched off after this timespan
+   - **Max engine-off timespan:** if the enine is switched off at a vehicle stand, the engine is turned on again after this timespan. This basically limits the max. time the engine is switched off at a single engine-off event.
+   - **Engine stop/start utility factor:** In practice, the engine is not switched off at every vehicle stop. This is considered with this utility factor (0...1). Further details are provided below.
+
+<div class="declaration">
+   - delay engine-off: 2 s
+   - Max engine-off timespan: 120 s
+   - Engine stop/start utility factor: 0.8
+</div>
+
+###Engine Start-Up Energy Demand
+
+The energy demand to ramp-up the engine depends on the engine's inertia and the engine's drag torque and is computed according to the following equation:
+
+$E_{ICE,rampUp} = 0.5 * I_{ICE} * n_{idle}^2 + T_{drag}(n_{idle}) * n_{idle} / 2 * t_{ICE,start}$
+
+$E_{ICE,start} = E_{ICE,rampUp} / \eta_{alternator}^2$
+
+
+$E_{ICE,start}$ is the amount of energy the combustion engine needs to provide to compensate the start up is the ramp-up energy multiplied by the efficiency of the alternator.  $t_{ICE,start}$ is assumed to be 1 second and $\eta_{alternator}$ is 0.7.
+
+###Auxiliaries and Utility Factor
+
+During ICE-off phases the ICE is fully shut of in the simulation (.vmod data). However, in reality the ICE is not always switched off due to certain
+boundary conditions (e.g. power demand from an auxiliary, temperature, etc.). This is considered in the [post-processing](#engine-fuel-consumption-correction). 
+Therefore, the demand for different auxiliaries is balanced in separate columns in the [.vmod](#modal-results-.vmod) file for the two cases a) ICE is really off, and b) ICE would be on. 
+This is done for the mechanical auxiliaries, bus-aux electric demand (all different cases like ES connected to the REESS, smart ES, conventional ES, and combinations thereof), bus-aux pneumatic system. A detailed description which auxiliary power demand is balanced in which columns can be found in [this spreadsheet](BusAuxCases with ESS_Formatted.xlsx) for all combinations of conventional vehicles, bus auxiliaries, and hybrid vehicles.
+
+<div class="declaration">
+**Auxiliary energy demand**
+
+In Declaration Mode the energy demand of all auxiliaries except the engine cooling fan and the steering pump is considered during vehicle stops.
+
+</div>
+
+<div class="engineering">
+**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
+
+
+</div>
+
+
+##Advanced Driver Assistant Systems: Eco-Roll
+
+###Description
+
+Eco-roll is a driver assistant system that automatically decouples the internal combustion engine from the power train during specific downhill driving conditions with low negative slopes. The aim is to save fuel during such phases. VECTO supports eco-roll without engine stop/start and eco-roll with engine stop/start. In the former case, the combustion engine is idling during eco-roll phases while in the latter case the combustion engine is turned off during eco-roll events. For vehicles having eco-roll with engine stop/start the fuel consumption is corrected for the engine stop/start events and the auxiliary power demand during engine-off phases.
+
+In case of AT gearboxes eco-roll can either be performed by shifting to neutral, i.e., disengaging the gearbox, or opening the torque converter lockup clutch. Which option is supported by the transmission needs to be specified in the vehicle configuration.
+
+<div class="declaration">
+**Auxiliary energy demand**
+
+In Declaration Mode the energy demand of all auxiliaries is applied in the fuel consumption correction during engine-off periods
+</div>
+
+<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.
+</div>
+
+
+###Model Parameters
+
+  - **Minimum speed:** minimum vehicle speed to allow eco-roll to be activated
+  - **Activation delay:** delay between the point in time when all conditions for an eco-roll event are fulfilled until eco-roll is activated
+  - **Underspeed threshold:** Threshold below the target speed to disable eco-roll 
+  - **AT EcoRoll Release Lockup Clutch:** Required only for AT transmissions. If set to true, the lockup clutch is released during eco-roll events and the gear is engaged. If set to false, the gearbox switches to neutral.
+
+<div class="declaration">
+  - Minimum speed: 60 km/h
+  - Activation delay: 2s
+  - Underspeed threshold: 0 km/h
+</div>
+
+###Eco-Roll Model
+
+**Calulations during simulation**
+
+$a_{veh,est} = \frac{F_{grad}(x) + F_{roll}(x) + F_{aero}(v_{veh})}{m_{veh}}$
+
+**Eco-Roll State Diagram**
+
+The following state diagram depicts when eco-roll is activated during the simulation.
+
+![](pics/EcoRollActivation.svg)
+
+##Advanced Driver Assistant Systems: Predictive Cruise Control
+
+###Description
+
+Predictive cruise control (PCC): systems which optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1000 meters and cover all following use cases:
+
+**Use Case 1: Crest Coasting**
+
+Approaching a crest the vehicle velocity is reduced before the point where the vehicle starts accelerating by gravity alone compared to the set speed of the cruise control so that the braking during the following downhill phase can be reduced.
+
+**Use Case 2: Accelerating without Engine Power**
+
+During downhill driving with a low vehicle velocity and a high negative slope the vehicle acceleration is performed without any engine power usage so that the downhill braking can be reduced.
+
+**Use Case 3: Dip Coasting**
+
+During downhill driving when the vehicle is braking at the overspeed velocity, PCC increases the overspeed for a short period of time to end the downhill event with a higher vehicle velocity. Overspeed is a higher vehicle speed than the set speed of the cruise control system.
+
+In VECTO a vehicle may either support use cases 1 and 2 or all three use cases.
+
+Predictive cruise control is only considered on highway sections of the simulated driving cycle (see [sistance-based driving cycle](#engineering-mode-target-speed-distance-based-cycle).
+
+<div class="declaration">
+In declaration mode, the whole long-haul cycle is considered as highway. Moreover, the section from 29760m to 96753m of the regional delivery cycle is considered as highway.
+</div>
+
+###Model Parameters
+
+   - **Allowed underspeed:** Threshold below the target speed the vehicle's velocity may be reduced to during a PCC event (use-case 1 & 2, $v_{neg}$)
+   - **Allowed overspeed:** Threshold above the target speed the vehicle's velocity may reach during a PCC event (use-cae 3)
+   - **PCC enabling velocity:** Only highway sections of the driving cycle with a target velocity greater than or equal to the enabling velocity are considered for PCC events.
+   - **Minimum speed:** Minimum vehicle speed for allowing PCC use-case 2
+   - **Preview distance use case 1:** Preview distance for use-case 1 PCC events. After this distance (estimated) after starting the PCC event the vehicle shall reach the target speed again.
+   - **Preview distance use case 2:** Preview distance for use-case 2 PCC events. After this distance (estimated) after starting the PCC event the vehicle shall reach the target speed again. This distance is typically shorter than the preview distance for use-case 1 as only the acceleration phase is considered.
+
+<div class="declaration">
+   - Allowed underspeed: 8 km/h
+   - Allowed overspeed: 5 km/h
+   - PCC enabling velocity: 80 km/h
+   - Minimum speed: 50 km/h
+   - Preview distance use case 1: 1500 m
+   - Preview distance use case 2: 1000 m
+</div>
+
+###Predictive Cruise Control Model Use-cases 1 and 2
+
+**Pre-Processing**
+
+1. In a preprocessing step the road gradient where the vehicle would accelerate on its own is computed for certain velocities. If the vehicle is equipped with eco-roll the powertrain is declutched, otherwise the engine is in full drag. The slope is calculated for every simulated cycle as this values vary with the vehicle's payload, rolling resistance and air drag.
+2. All positions in the driving cycle where the slope is lower than the road gradient required that the vehicle accelerates on its own are marked as potential candidates for PCC events. At this distance the vehicle's velocity shall be a minimum. Denoted as $x_{v_{low}}$.
+3. For every potential PCC event, the end position is marked in the driving cycle. This is the first position in the driving cycle after $x_{v_{low}}$ where the slope is greater than the road gradient required that the vehicle accelerates on its own. Latest at this position the vehicle shall reach the target velocity again. Denoted as $x_{end, max}$
+4. For every potential PCC event, the earliest start position is marked. This is calculated as $x_{start} = x_{v_{low}} - d_{preview}$.
+5. For every potential PCC event, the vehicle's energy is calculated:
+$E(x_{v_{low}}) = m \cdot g \cdot h(x_{v{low}}) + \frac{m \cdot (v_{target}(x_{v_{low}}) - v_{neg})^2}{2}$
+$E(x_{end, max}) = m \cdot g \cdot h(x_{end, max}) + \frac{m \cdot v_{target}(x_{end, max})^2}{2}$
+
+**Calulations during simulation**
+
+If the vehicle enters a potential PCC section, the following calculations are performed to decide on starting a PCC event:
+
+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
+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 $x_{end}$:  
+$E_{coast, x_{end}} = F_{coast} \cdot (x_{end} - x)$
+6. Vehicle's current energy:  
+$E_{veh}(x) = m \cdot g \cdot h(x) + \frac{m \cdot v_{veh}^2}{2}$
+7. Vehicle's energy at the end of a PCC event:  
+$E(x_{end}) = m \cdot g \cdot h(x_{end}) + \frac{m \cdot v_{target}(x_{end})^2}{2}$
+
+**PCC State Diagram**
+
+The following state diagram depicts when a PCC event is activated during the simulation.
+
+![](pics/PredictiveCruiseControlActivation.svg)
+
+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).
+
+###Predictive Cruise Control Model Use-case 3
+
+To consider predictive cruise control use-case 3, the driver model's allowed overspeed is set to the model parameter *allowed overspeed* in highway sections if the vehicle supports PCC use-case 3.
 

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

+##Dual Fuel Engine
+
+<div class="engineering">
+VECTO supports to simulate vehicles equipped with dual-fuel engines, i.e. two different fuels are used simulateously. Therefore, the engine model contains a second fuel comsumption map and VECTO interpolates the fuel consumtion from both consumption maps. In the .vmod and .vsum files the consumption of every fuel is reported. The CO2 emissions are te sum of CO2 emissions from both fuels.
+
+In case a WHR system is used with a dual-fuel vehicle the WHR map shall be provided in the fuel consumption map of the primary fuel.
+</div>
\ No newline at end of file

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

+##Engine Fuel Consumption Correction
+
+The final fuel consumption is corrected in a post-processing to reflect systems not directly modeled in VECTO (e.g. electric waste heat recovery sysmtes) or to account for systems not active all the time for different reasons (e.g., engine stop-start).
+
+###Engine Stop/Start Correction
+
+As the energy demand of auxiliaries is modeled as an average power demand over the whole simulated cycle, the demand of certain auxiliaries during engine-off periods needs to be compensated during engine-on periods. This is done using the [Engine-Line approach](#engine-line-approach).
+
+During the simulation the combustion engine is allways off. In this phases the "missing" auxiliary demand is balanced in separate colums for the cases a) the ICE is really off, and b) the ICE would be on. This allows for an accurate correction of the fuel consumption taking into account that ESS is in reality not active in all possible cases due to e.g. auxiliary power demand, environmental conditions, etc.
+
+A general goal is that the actual auxiliary demand matches the target auxiliary demand over the cycle. So in case the ICE is off, some systems still consume electric energy but no electric energy is created during ICE-off phases. Or in case of bus auxiliaries the total air demand is pre-calculated and thus leading to an average air demand over the cycle. During ICE-off phases, however, no compressed air is generated. This 'missing' compressed air is corrected in the post-processing.
+
+A utility factor (UF) considers that the ICE is not off in all cases. Therefore the fuel consumption for compensating the missing auxiliary demand consists of two parts. The first part considers the fuel consumption required for the 'missing' auxiliary demand if the ICE is really off. Here the according auxiliary energy demand is multiplied by the utility factor and the engine line. The second part considers the fuel consumption in case the ICE would not be switched off. Here the 'missing' auxiliary energy demand is multiplied by (1 - utility factor) and the engine line and the idle fuel consumption is added for time periods the ICE would be on.
+
+For the post-processing two different utility factors are considered. One for ICE-off phases during vehicle standstill and one for ICE-off phases during driving.
+
+####ICE Start
+
+$\textrm{E\_ICE\_start} = \sum{\textrm{P\_ICE\_start} \cdot dt}$
+
+$\textrm{FC\_ICE\_start} = \textrm{E\_ICE\_start} \cdot k_\textrm{engline}$
+
+####Mechanical Auxiliaries
+
+$\textrm{E\_aux\_ESS\_mech\_ICEoff\_standstill} = \sum_{\forall \textrm{v\_act}_i = 0}{\textrm{P\_aux\_ESS\_mech\_ICE\_off} \cdot dt}$
+
+$\textrm{E\_aux\_ESS\_mech\_ICEoff\_driving} = \sum_{\forall \textrm{v\_act}_i > 0}{\textrm{P\_aux\_ESS\_mech\_ICE\_off} \cdot dt}$
+
+
+$\textrm{E\_aux\_ESS\_mech\_ICEon\_standstill} = \sum_{\forall \textrm{v\_act}_i = 0}{\textrm{P\_aux\_ESS\_mech\_ICE\_on} \cdot dt}$
+
+$\textrm{E\_aux\_ESS\_mech\_ICEon\_driving} = \sum_{\forall \textrm{v\_act}_i > 0}{\textrm{P\_aux\_ESS\_mech\_ICE\_on} \cdot dt}$
+
+
+$$
+\begin{align*}
+\textbf{\textrm{FC\_ESS}} =\, &  \textrm{FC\_ICE\_start} + \\
+     &  \textrm{E\_aux\_ESS\_mech\_ICEoff\_standstill} \cdot k_\textrm{engline} \cdot \textrm{UF}_\textrm{standstill}  + \\
+     &  (\textrm{E\_aux\_ESS\_mech\_ICEon\_standstill} \cdot k_\textrm{engline} + \textrm{FC}(n_\textrm{idle}, 0) \cdot \textrm{t\_ICEoff\_standstill}) \cdot (1 - \textrm{UF}_\textrm{standstill}) \\
+     &   \textrm{E\_aux\_ESS\_mech\_ICEoff\_driving} \cdot k_\textrm{engline} \cdot \textrm{UF}_\textrm{driving} + \\
+     &  (\textrm{E\_aux\_ESS\_mech\_ICEon\_driving} \cdot k_\textrm{engline} + \textrm{FC}(n_\textrm{idle}, 0) \cdot \textrm{t\_ICEoff\_driving}) \cdot (1 - \textrm{UF}_\textrm{driving})
+\end{align*}
+$$
+
+
+####Bus Auxiliaries Correction -- Electric System
+
+The bus auxiliaries electric system correction is used for conventional vehicles with ESS and buses with smart electric system in the same way. 
+
+$\textrm{E\_BusAux\_ES\_consumed} = \sum{\textrm{P\_BusAux\_ES\_consumed} \cdot dt}$
+
+$\textrm{E\_BusAux\_ES\_gen} =  \sum{\textrm{P\_BusAux\_ES\_gen} \cdot dt}$
+
+$\Delta\textrm{E\_BusAux\_ES\_mech} = (\textrm{E\_BusAux\_ES\_consumed} - \textrm{E\_BusAux\_ES\_gen}) / \textrm{AlternatorEfficiency} / \textrm{AlternatorGearEfficiency}$
+
+$\textbf{\textrm{FC\_BusAux\_ES}} = \textrm{E\_BusAux\_ES} \cdot k_\textrm{engline}$
+
+####Bus Auxiliaries Correction -- Electric System Supply from REESS
+
+$\textrm{E\_DCDC\_missing} =  \textrm{P\_DCDC\_missing} \cdot dt$
+
+$\textrm{E\_DCDC\_missing\_mech} = \textrm{E\_DCDC\_missing} / \textrm{DCDC\_ConverterEfficiency} / \eta_{\textrm{EM}_\textrm{chg}}$
+
+$\textbf{\textrm{FC\_DCDCMissing}} = \textrm{E\_DCDC\_missing\_mech} \cdot k_\textrm{engline}$
+
+
+####Bus Auxiliaries Correction -- Pneumatic System
+
+For the pneumatic system the goal of the post-processing correction is that the correct amount of compressed air is generated, even when the ICE is off. As the average
+air demand is calculated with an estimated cycle driving time, the first step is to correct the air demand using the actual cycle driving time.
+The missing (or excessive) amout of air is transferred into mechanical energy demand using $k_\textrm{Air}$. This value depicts the delta energy demand for a certain delta compressed air.
+$k_\textrm{Air}$ is derived from two points. on the one hand the compressor runs in idle mode, applying only the drag load and producing no compressed air and the second point is that the compressor 
+is always on, applying the always-on mechanical power demand and generating the maximum possible amount of compressed air.
+The mechanical energy is then corrected using the engineline.
+
+$\textrm{E\_busAux\_PS\_drag} = \sum_{\textrm{Nl\_busAux\_consumed}_i = \textrm{Nl\_busAux\_gen}_i}{\textrm{P\_busAux\_PS\_drag}\cdot dt}$
+
+$\textrm{E\_busAux\_PS\_alwaysOn} =  \sum_{\textrm{Nl\_busAux\_consumed}_i = \textrm{Nl\_busAux\_gen}_i}{\textrm{P\_busAux\_PS\_alwaysOn} \cdot dt}$
+
+$\textrm{Nl\_alwaysOn} =  \sum_{\textrm{Nl\_busAux\_consumed}_i = \textrm{Nl\_busAux\_gen}_i}{\textrm{Nl\_busAux\_gen\_max}}$
+
+$k_\textrm{Air} = \frac{\textrm{E\_busAux\_PS\_alwaysOn} - \textrm{E\_busAuxPS\_drag}}{\textrm{Nl\_alwaysOn} - 0}$
+
+
+![](pics/BusAux_PS_kAir.png)
+
+$\textrm{CorrectedAirDemand} = \textrm{[Calculate Air demand with actual cycle time]}$
+
+$\textrm{AirGenerated} =  \sum{\textrm{Nl\_busAux\_PS\_gen}}$
+
+$\Delta\textrm{Air} = \textrm{CorrectedAirDemand} - \textrm{AirGenerated}$
+
+$\textrm{E\_busAux\_PS\_corr} = \Delta\textrm{Air} \cdot k_\textrm{Air}$
+
+$\textrm{FC\_BusAux\_PS\_AirDemand} = \textrm{E\_busAux\_PS\_corr} \cdot k_\textrm{engline}$
+
+$\textrm{FC\_BusAux\_PS\_Drag\_ICEoff\_driving} = \textrm{P\_PS\_drag}(n_\textrm{idle}) \cdot k_\textrm{engline} \cdot \textrm{t\_ICEoff\_driving} \cdot (1 - \textrm{UF}_\textrm{driving})$
+
+$\textrm{FC\_BusAux\_PS\_Drag\_ICEoff\_standstill} = \textrm{P\_PS\_drag}(n_\textrm{idle}) \cdot k_\textrm{engline} \cdot \textrm{t\_ICEoff\_standstill} \cdot (1 - \textrm{UF}_\textrm{standstill})$
+
+
+$$
+\begin{align*}
+\textbf{\textrm{FC\_BusAux\_PS}} =\, &   \textrm{FC\_BusAux\_PS\_AirDemand}  + \\
+ & \textrm{FC\_BusAux\_PS\_Drag\_ICEoff\_driving} + \\
+ & \textrm{FC\_busAux\_PS\_Drag\_ICEoff\_standstill} \\
+\end{align*}
+$$
+
+
+####Bus Auxiliaries Correction -- Aux Heater
+
+The power demand for an additional fuel-fired heater is calculated in the post-processing. The HVAC steaty state model calculates the heating demand (weighted sum of different climatic conditions) and based on the engine's average waste heat over the cycle the power demand for the aux heater is calculated. The fuel consumption for the aux heater is only added for the main fuel:
+
+
+$E_\textrm{ice,waste heat} = \sum_\textrm{fuels} FC_\textrm{final,sum}(fuel) * NCV_\textrm{fuel}$
+
+$\overline{P}_\textrm{ice,waste heat} = E_\textrm{ice, waste heat} / t_\textrm{cycle}$
+
+$\textrm{E\_auxHeater} = \textrm{HVACSSM}_\textrm{AuxHtr}(\overline{P}_\textrm{ice,waste heat}) * t_\textrm{cycle}$
+
+$\textbf{\textrm{FC\_BusAux\_AuxHeater}} = \textrm{E\_auxHeater} \cdot \textrm{NCV}_\textrm{main fuel}$
+
+####Waste Heat Recovery Systems
+
+$\textrm{E\_WHR\_mech} = \sum{\textrm{P\_WHR\_mech} \cdot dt}$
+
+$\textrm{E\_WHR\_el} = \sum{\textrm{P\_WHR\_el} \cdot dt}$
+
+$$
+\textrm{E\_WHR\_el\_mech} = \begin{cases}
+\textrm{E\_WHR\_el} / \textrm{AlternatorEfficiency} & if conventional truck \\
+\textrm{E\_WHR\_el} / \eta_{\textrm{EM}_\textrm{chg}} & if bus with ES connected to REES and smart alternator \\
+\textrm{E\_WHR\_el} / \textrm{BusAlternatorEfficiency} & otherwise
+\end{cases}
+$$
+
+$\textbf{\textrm{FC\_WHR}} = - (\textrm{E\_WHR\_mech} + \textrm{E\_WHR\_el\_mech}) \cdot k_\textrm{engline}$
+
+
+####Hybrid Vehicles: REESS SoC Correction
+
+If the REESS Soc at the end of the simulation is higher than the initial SoC the correction is done according to:
+
+$$
+\textbf{\textrm{FC\_SoC}} = -\frac{\Delta\textrm{E\_REESS} \cdot k_\textrm{engline}}{\eta_{\textrm{EM}_\textrm{chg}} \cdot \eta_{\textrm{REESS}_\textrm{chg}}} 
+$$
+
+
+If the REESS Soc at the end of the simulation is lower than the initial SoC the correction is done according to:
+
+$$
+\textbf{\textrm{FC\_SoC}} = - \Delta\textrm{E\_REESS} \cdot k_\textrm{engline} \cdot \eta_{\textrm{EM}_\textrm{dischg}} \cdot \eta_{\textrm{REESS}_\textrm{dischg}} 
+$$
+
+
+$\eta_{\textrm{REESS}_\textrm{chg}} = \frac{\textrm{E\_REESS\_INT\_CHG}}{\textrm{E\_REEES\_T\_CHG}}$
+
+$\eta_{\textrm{REESS}_\textrm{dischg}} = \frac{\textrm{E\_REESS\_INT\_DISCHG}}{\textrm{E\_REEES\_T\_DISCHG}}$
+
+
+###Corrected Total Fuel Consumption
+
+The final fuel consumption after all corrections are applied is calcualted as follows:
+
+$$
+\begin{align*} 
+\textrm{FC\_FINAL} =\;&  \textrm{FC\_ModSum} \;+ \\
+                      &  \textrm{FC\_ESS} \;+ \\
+                      &  \textrm{FC\_DCDCMissing} \;+ \\
+                      &  \textrm{FC\_BusAux\_PS} \;+ \\
+                      &  \textrm{FC\_BusAux\_ES} \;+ \\
+                      &  \textrm{FC\_WHR} \;+ \\
+                      &  \textrm{FC\_BusAux\_AuxHeater} \;+ \\
+                      &  \textrm{FC\_SoC} \\
+\end{align*}
+$$
+
+
+###Engine-Line Approach
+
+The total fuel consumption is corrected in a post-processing step according to the *engine-line* approach. Therefore, for every engine operating point where the engine is  on and has a positive fuel consumption the fuel consumption is plotted over the engine power. The slope (k) of the linear regression of the fuel consumption is used to compute the additional fuel that is needed for the energy demand during engine-off periods and engine starts.
+
+![](pics/FC_Correction.PNG)

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

-##Engine Start/Stop
-
-Engine Stop/Start is not implemented in Vecto 3.1.
-

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

-##Gearbox: MT and AMT Gearshift Rules
+##Shift Strategy: AMT Gearshift Rules
 
-This section describes the gearshift rules for manual and automatic manual transmission models. When a gearshift is triggered, gears may be skipped for both MT and AMT gearboxes (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)). Early Upshift (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)) is only enabled for AMT gearboxes.
+This section describes the gearshift rules for automatic manual transmission models. When a gearshift is triggered, gears may be skipped.
 
-###Shift Polygons in Declaration Mode (According to ACEA Whitebook 2016)
 
-####1. Computation of Characteristic Points
-![](pics/shiftlines_1.PNG)
+The Effshift control algorithm differentiates between the shift rules:
 
-####2. Definition of Shift Lines
-![](pics/shiftlines_2.PNG)
+  * emergency shifts, 
+  * polygon shifts, and
+  * efficiency gear shifts. 
 
-####3. Exception 1: Margin to Max-Torque line (Downshift)
-![](pics/shiftlines_3.PNG)
+For the EffShift model general shift conditions apply regardless of the shift rule, with exception of emergency shifts, these have always priority. 
 
-Note: Line L1 is shiftet parallel so that it satisfies the max-torque margin condition, not intersected.
+The general gearshift conditions for downshifting are:
 
-####4. Exception 2: Minimal Distance between Downshift and Upshift Lines
-![](pics/shiftlines_4.PNG)
+  * $t_{lastshift} + t_{between shifts} < t_{act}$ 
+  * $t_{lastUpshift} + Downshift delay < t_{act}$
 
-####5. Final Gearshift Lines (Example)
-![](pics/shiftlines_5.PNG)
+The general gearshift conditions for upshifting are:
 
-If the gearbox defines a maximum input speed for certain gears the upshift line may further be intersected 
-and limited to the gear's maximum input speed.
+  * Driver behaviour is accelerating or driving 
+  * $t_{lastshift} + t_{between shifts} < t_{act}$ 
+  * $t_{lastDownshift} + Upshift delay < t_{act}$
 
-###Upshift rules
+The general shift conditions are checked first in the shift algorithm. The following table lists the generic values for the parameters used in the declaration mode settings of current version of the AMT Effshift model.
 
-* If the engine speed is higher than the gearbox maximum input speed or engine n_{95h} speed (whichever is lower)
-* If all of the following conditions are met:
-    - The vehicle is not decelerating AND
-    - Engine operation point (speed and torque) is above (right of) the upshift line AND
-    - The acceleration in the next gear is above a certain threshold if the driver is accelerating, i.e., acceleration_nextGear > min(Min. acceleration   threshold, Driver acceleration) AND
-    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
-    - The last downshift was longer than a certain threshold (Declaration Mode: 10s) ago
 
-###Upshift rules for Early Upshift (AMT only)
+| **Parameter**          | **Value** |
+|--------------------|-------|
+| $t_{between shifts}$ | 2 [s] |
+| Downshift delay    | 6 [s] |
+| Upshift delay      | 6 [s] |
+| Allowed gear range | 2 |
+| RatioEarlyDownshift, RatioEarlyUpshift | 24 |
+| Rating current gear | 0.97 |
+| $T_{reserve}$          |  0 |
 
-* If the engine speed is higher than the gearbox maximum input speed or engine n_{95h} speed (whichever is lower)
-* If all of the following conditions are met:
-    - The vehicle is not decelerating AND
-    - The engine's operating point (speed and torque) is above the downshift line with a certain margin to the max. torque (torque reserve) AND
-    - The acceleration in the next gear is above a certain threshold if the driver is accelerating, i.e., acceleration_nextGear > min(Min. acceleration   threshold, Driver acceleration) AND
-    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
-    - The last downshift was longer than a certain threshold (Declaration Mode: 10s) ago
+###Emergency shifts
 
+Emergency shifts depend on the current gear and the engine speed. The shifting rules for emergency shifts have been adopted from the "Classic" gearshift strategy in VECTO. In case of application of emergency rule no skipping of gears is applied. 
 
-###Downshift
+Shift to neutral, if: 
 
-* If the engine speed is lower than the engine's idle speed
-* If all of the following conditions are met:
-    - Engine operation point (speed and torque) is below (left of) the downshift line AND
-    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
-    - The last upshift was longer than a certain threshold (Declaration Mode: 10s) ago
+  *  Current gear = 1 and
+  *  $n_{eng} < n_{idle}$
 
+Downshift conditions:
 
-###Shift parameters
+   * Current gear > 1 and
+   * $n_{eng} < n_{idle}$
 
-- Gearshift lines
-- Engine idle speed
-- Gearbox max. input speed
-- Engien n_{95h} speed
-- Min. time between two consecutive gearshifts.
-- Min. time for upshift after a downshift
-- Min. time for downshift after an upshift
-- Min. acceleration in next gear
+Upshift conditions:
 
-For Skip Gears and Early Upshift the following additional parameters are required:
+   * Current gear < highest gear
+   * $n_{eng} < n_{95h}$
 
-- Torque reserve
+###Polygon shifts
+
+The second level of the gearshift algorithm is the polygon shift rule. If the current operating point is outside of the shift polygons, the polygon shift rule applies:
+
+Downshift behaviour: 
+
+  * If the operating point (Teng, neng) is left the downshift line, shift to the next lower gear
+
+Upshift behaviour:
+
+  * If the operating point (Teng, neng) is right to the upshift line, shift to the highest gear which is right to the downshift line and below the full load torque considering similar engine power output.
+
+It should be noted, that there is no skip gears at downshifting in the polygon shift mode.
+
+###Efficiency shifts
+
+The efficiency shift rule is added on top of the polygon shift rule. The EffShift strategy allows gear shifts if the current engine operating point is inbetween the gearshift lines and a certain threshold above the engine's drag curve and the combined fuel efficiency considering engine and gearbox characteristics in the candidate gear is better than in the current gear. Therefore the fuel consumption of the current gear and the gears within an allowed gear shift range (parameter allowed +/- gears) is calculated. For AMT transmissions, the current operating point is used for this efficiency evaluation. Since, the velocity drop due to traction interruption is not relevant for this evaluation as this operating point only occurs for a short period of time. Efficiency shifts are only allowed below a certain gear ratio (gearbox + axle) to prevent frequent gear changes in the very lowest gears. 
+
+$FC_{gear}=min⁡(FC_{gear + i})   \forall i \in \textrm{Allowed gear range}$
+
+Additionally the following boundary conditions must be fulfilled for an efficiency upshift to happen:  
+
+   * $i_{gear + axle} \leq \textrm{RatioEarlyUpshift}$
+   * Not left to downshift line
+   * $1-P_{eng}(candidate gear) / P_{eng,max}⁡(candidate gear) > T_reserve$      ($T_{reserve}$  is set to 0 for efficiency shifts)
+   * $P_{eng,act } \leq P_{eng,post_shift}$    This condition is based on the assumption that sufficient power for the current acceleration is available in the next gear. The check for sufficient power in a candidate gear considers the velocity drop during traction interruption. 
+   * $FC_{gear} < FC_{current gear} * \textrm{RatingFactor}$
+
+For an efficiency downshift following conditions are met:
+
+   * $i_{gear + axle} \leq \textrm{RatioEarlyDownshift}$
+   * Not right upshift line
+   * $1-P_{eng}(next gear) / P_{eng,max} > T_{reserve}$      ($T_{reserve}$  is set to 0 for efficiency shifts)
+   * $FC_{gear} < FC_{current gear} * \textrm{RatingFactor}$
 

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

+##Gearbox: MT and AMT Gearshift Rules
+
+This section describes the gearshift rules for manual and automatic manual transmission models. When a gearshift is triggered, gears may be skipped for both MT and AMT gearboxes (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)). Early Upshift (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)) is only enabled for AMT gearboxes.
+
+###Shift Polygons in Declaration Mode (According to ACEA Whitebook 2016)
+
+####1. Computation of Characteristic Points
+![](pics/shiftlines_1.PNG)
+
+####2. Definition of Shift Lines
+![](pics/shiftlines_2.PNG)
+
+####3. Exception 1: Margin to Max-Torque line (Downshift)
+![](pics/shiftlines_3.PNG)
+
+Note: Line L1 is shiftet parallel so that it satisfies the max-torque margin condition, not intersected.
+
+####4. Exception 2: Minimal Distance between Downshift and Upshift Lines
+![](pics/shiftlines_4.PNG)
+
+####5. Final Gearshift Lines (Example)
+![](pics/shiftlines_5.PNG)
+
+If the gearbox defines a maximum input speed for certain gears the upshift line may further be intersected 
+and limited to the gear's maximum input speed.
+
+###Upshift rules
+
+* If the engine speed is higher than the gearbox maximum input speed or engine n_{95h} speed (whichever is lower)
+* If all of the following conditions are met:
+    - The vehicle is not decelerating AND
+    - Engine operation point (speed and torque) is above (right of) the upshift line AND
+    - The acceleration in the next gear is above a certain threshold if the driver is accelerating, i.e., acceleration_nextGear > min(Min. acceleration   threshold, Driver acceleration) AND
+    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
+    - The last downshift was longer than a certain threshold (Declaration Mode: 10s) ago
+
+###Upshift rules for Early Upshift (AMT only)
+
+* If the engine speed is higher than the gearbox maximum input speed or engine n_{95h} speed (whichever is lower)
+* If all of the following conditions are met:
+    - The vehicle is not decelerating AND
+    - The engine's operating point (speed and torque) is above the downshift line with a certain margin to the max. torque (torque reserve) AND
+    - The acceleration in the next gear is above a certain threshold if the driver is accelerating, i.e., acceleration_nextGear > min(Min. acceleration   threshold, Driver acceleration) AND
+    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
+    - The last downshift was longer than a certain threshold (Declaration Mode: 10s) ago
+
+
+###Downshift
+
+* If the engine speed is lower than the engine's idle speed
+* If all of the following conditions are met:
+    - Engine operation point (speed and torque) is below (left of) the downshift line AND
+    - The last gearshift was longer than a certain threshold (Declaration Mode: 2s) ago AND
+    - The last upshift was longer than a certain threshold (Declaration Mode: 10s) ago
+
+
+###Shift parameters
+
+- Gearshift lines
+- Engine idle speed
+- Gearbox max. input speed
+- Engien n_{95h} speed
+- Min. time between two consecutive gearshifts.
+- Min. time for upshift after a downshift
+- Min. time for downshift after an upshift
+- Min. acceleration in next gear
+
+For Skip Gears and Early Upshift the following additional parameters are required:
+
+- Torque reserve
+

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

+##Engine Waste Heat Recovery Systems
+
+VECTO is able to consider energy recovered from the combustion engine's waste heat either as mechanical power or as electrical power. The following options for waste-heat recovery system are availabel:
+
+  * Mechanical WHR system included in the FC measurements
+  * Mechanical WHR system not connected to the crankshaft
+  * Electrical WHR system
+
+The first type of WHR systems do not require a dedicated simulation as this is already covered in the combustion engine's fuel consumption map. The output power at the crankshaft is usually higher when such a WHR system is active, or for a certain measurement setpoint (torque and engine speed) the fuel consumption is lower compared to an engine without waste-heat recovery system.
+
+For the other two types of WHR systems where the recovered energy is not directly connected to the engine's crankshaft the generated power needs to be provided in the combustion engine's fuel consumption map (see [.vmap file](#fuel-consumption-map-.vmap). The final fuel consumption is corrected for the latter two WHR systems via the [vehicle-line approach](#engine-fuel-consumption-correction), taking into account  the accumulated power generated by the WHR system During the cycle. In case of an electrical WHR system the electric energy is converted to the equivalent mechanical energy that the combustion engine "does not need to provide" considering the alternator's efficiency.
+
+The power generated by a WHR system is interpolated from the engine's WHR map (part of the fuel consumption map) multiplied by a correction factor similar to the WHTC correction for the fuel consumption.

Documentation/User Manual/files.txt

@@ -31,13 +31,17 @@
 3-simulation-models/Engine_FC.md
 3-simulation-models/Engine_DynamicFullLoad.md
 3-simulation-models/Engine_WHTC.md
+3-simulation-models/Engine_DualFuel.md
 3-simulation-models/Engine_Speed_Torque_limitations.md
+3-simulation-models/Engine_FC_Correction.md
+3-simulation-models/whr_system.md
 3-simulation-models/FuelProperties.md
 3-simulation-models/Transmission_Losses.md
 3-simulation-models/Gearbox_AT.md
 3-simulation-models/GearShift.md
 3-simulation-models/Gearshift_AMT.md
 3-simulation-models/Gearshift_AT.md
+3-simulation-models/Gearshift_MT.md
 3-simulation-models/TC.md
 3-simulation-models/Auxiliaries.md
 3-simulation-models/PwheelInput.md