Documentation/User Manual/1-user-interface/F_VEH-Editor.md

-##Vehicle Editor
+## Vehicle Editor
 
 ![](pics/VEH-Editor.PNG)
 
-###Description
+### Description
 
 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.
 
-###Relative File Paths
+### Relative File Paths
 
 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths.
 Example: "Demo\\RT1.vrlm" points to the "Demo" subdirectory of the Vehicle File's directoy.
 
 VECTO automatically uses relative paths if the input file (e.g. Retarder Losses File) is in the same directory as the Vehicle File. (*Note:* The Vehicle File must be saved before browsing for input files.)
 
-###General vehicle parameters
+### General vehicle parameters
 
 Vehicle Category
 : Needed for [Declaration Mode](#declaration-mode) to identify the HDV Group.
@@ -29,7 +29,7 @@ Technically Permissible Maximum Laden Mass [t]
 HDV Group
 : Displays the automatically selected HDV Group depending on the settings above.
 
-###Masses/Loading
+### Masses/Loading
 
 Corrected Actual Curb Mass Vehicle
 : Specifies the vehicle's mass without loading
@@ -50,7 +50,7 @@ Loading
 In Declaration Mode only the vehicle itself needs to be specified. Depending on the vehicle category and mission the simulation adds a standard trailer for certain missions.
 </div>
 
-###Air Resistance and Corss Wind Correction Options
+### Air Resistance and Corss Wind Correction Options
 
 The product of Drag Coefficient [-] and Cross Sectional Area [m²] (**c~d~ x A**) and **Air Density** [kg/m³] (see [Settings](#settings)) together with the vehicle speed defines the Air Resistance. Vecto uses the combined value **c~d x A** as input. 
 **Note that the Air Drag depends on the chosen [**Cross Wind Correction**](#vehicle-cross-wind-correction).**
@@ -71,12 +71,15 @@ In delcaration mode the 'Speed dependent (Declaration Mode)' cross-wind correcti
 
 Depending on the chosen mode either a [Speed Dependent Cross Wind Correction Input File (.vcdv)](#speed-dependent-cross-wind-correction-input-file-.vcdv) or a [Vair & Beta Cross Wind Correction Input File (.vcdb)](#speed-dependent-cross-wind-correction-input-file-.vcdv) must be defined. For details see [Cross Wind Correction](#vehicle-cross-wind-correction).
 
-###Dynamic Tyre Radius
+### Dynamic Tyre Radius
 
 In [Engineering Mode](#engineering-mode) this defines the effective (dynamic) wheel radius (in [mm]) used to calculate engine speed. In [Declaration Mode](#declaration-mode) the radius calculated automatically using tyres of the powered axle.
 
+### Vehicle Idling Speed
 
-###Axles/Wheels
+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.
+
+### Axles/Wheels
 
 For each axle the parameters **Relative axle load, RRC~ISO~** and **F~zISO~** have to be given in order to calculate the total [Rolling Resistance Coefficient](#vehicle-rolling-resistance-coefficient).
 
@@ -97,21 +100,50 @@ For missions with a trailer predefined wheels and load-shares are added by Vecto
 Doubleclick entries to edit existing axle configurations.
 
 
-###Retarder Losses
+### 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)
+
+
+### 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.
 
-Four options are available:
+The following options are available:
 : -   No retarder
 -	Included in Transmission Loss Maps: Use this if the [Transmission Loss Maps](#transmission-loss-map-.vtlm) already include retarder losses.
--   Primary Retarder (before gearbox): The rpm ratio is relative to the engine speed
--   Secondary Retarder (after gearbox): The rpm ratio is relative to the cardan shaft speed
-
-Both, primary and secondary retarders, require an [Retarder Torque Loss Input File (.vrlm)](#retarder-loss-torque-input-file-.vrlm).
+-   Primary Retarder (before gearbox, transmission input retarder): The rpm ratio is relative to the engine speed.
+-   Secondary Retarder (after gearbox, transmission output retarder): The rpm ratio is relative to the cardan shaft speed.
+-   Engine Retarder: Used this if the engine already includes the retarder losses.
+-   Axlegear Input Retarder (after axlegear): The rpm ratio is relative to the axlegear input shaft speed. Only available for battery electric vehicles with E3 motor, serial hybrid with S3 motor, S-IEPC, and E-IEPC.
 
-The Retarder Ratio defines the ratio between the engine speed/cardan shaft speed and the retarder.
+Primary, secondary and axlegear input retarder require an [Retarder Torque Loss Input File (.vrlm)](#retarder-loss-torque-input-file-.vrlm).
+The retarder ratio defines the ratio between the engine speed/cardan shaft speed and the retarder.
 
-###Angledrive
+### Angledrive
 
 If an angledrive is used in the vehicle, it can be defined here.
 Three options are available:
@@ -121,41 +153,63 @@ 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
+## Vehicle Editor -- Torque Limits Tab
 
-If the vehicle has an PTO consumer, a pto transmission and consumer can be defined here. (Only in [Engineering Mode](#engineering-mode))
+![](pics/VehicleForm_TorqueLimits.png)
 
-Three settings can be set:
+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).
 
-- 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).
+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. 
 
-<div class="declaration">
 
-###ADAS
+## Vehicle Editor -- ADAS Tab
 
-On the ADAS tab, the options for advanced driver assistant systems can be selected. This is only supported in declaration mode. Depending on the mission cycle, vehicle group, and payload a certain benefit is applied to the calcualated fuel consumption. See [ADAS: Overspeed](#driver-overspeed) and [ADAS Technologies](#vehicle-adas-technologies)
+![](pics/VehicleForm_ADAS.png)
 
-</div>
+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)
 
-###Controls
+The following table describes which ADAS technology can be used and is supported for different powertrain architectures (X: supported, O: optional, -: not supported):
 
+| 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/blue-document-icon.png) New file
-: Create a new empty .vveh file
+* 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/Open-icon.png) Open existing file
-: Open an existing .vveh file
 
-![](pics/Actions-document-save-icon.png) ***Save current file***
+## Vehicle Editor -- PTO Tab
 
-![](pics/Actions-document-save-as-icon.png) ***Save file as...***
+![](pics/Vehicleform_PTO.png)
 
-![](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.
+### PTO Transmission
 
-![](pics/OK.png) Save and close file
-: If necessary the file path in the [VECTO Editor](#job-editor) will be updated.
+If the vehicle has an PTO consumer, a pto transmission and consumer can be defined here. (Only in [Engineering Mode](#engineering-mode))
 
-![](pics/Cancel.png) ***Cancel without saving***
+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>
\ No newline at end of file

Documentation/User Manual/1-user-interface/G_ENG-Editor.md

-##Engine Editor
+## Engine Editor
 
 ![](pics/ENG-Editor.PNG)
 
-###Description
+### Description
 
 The [Engine File (.veng)](#engine-file-.veng) defines all engine-related parameters and input files like Fuel Consumption Map and Full Load Curve.
 
-###Relative File Paths
+### Relative File Paths
 
 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths.
 Example: "Demo\\FLD1.vfld" points to the "Demo" subdirectory of the Engine File's directory.
 
 VECTO automatically uses relative paths if the input file (e.g. FC Map) is in the same directory as the Engine File. *Note:* The Engine File must be saved before browsing for input files.)
 
-###Main Engine Parameters
+### Main Engine Parameters
 
 Make and Model \[text]\
 :   Free text defining the engine model, type, etc.
@@ -30,19 +30,19 @@ Fuel Type
 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
+### 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
+### 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).
@@ -55,12 +55,12 @@ In engineering a single correction factor for correcting WHTC, Cold/Hot Balancin
 </div>
 
 
-###Chart Area
+### Chart Area
 
 
 The Chart Area shows the fuel consumption map and the selected full load curve.
 
-###Controls
+### Controls
 
 
 ![new](pics/blue-document-icon.png)New file

Documentation/User Manual/1-user-interface/H_GBX-Editor.md

-##Gearbox Editor
+## Gearbox Editor
 
 
 
 ![](pics/GBX-Editor.PNG)
 
 
-###Description
+### Description
 
 
 
 The [Gearbox File (.vgbx)](#gearbox-file-.vgbx) defines alls gearbox-related input parameters like gear ratios and transmission loss maps. See [Gear Shift Model](#gearbox-gear-shift-model) for details.
 
 
-###Relative File Paths
+### Relative File Paths
 
 It is recommended to use relative filepaths. This way the Job File and all input files can be moved without having to update the paths. \
 Example: "Gears\\Gear1.vtlm" points to the "Gears" subdirectory of the Gearbox File's directoy.
@@ -20,7 +20,7 @@ Example: "Gears\\Gear1.vtlm" points to the "Gears" subdirectory of the Gearbox F
 VECTO automatically uses relative paths if the input file (e.g. Shift Polygons File) is in the same directory as the Gearbox File. (The Gearbox File must be saved before browsing for input files.)
 
 
-###Main Gearbox Parameters
+### Main Gearbox Parameters
 
 Make and Model
 :   Free text defining the gearbox model, type, etc.
@@ -45,7 +45,7 @@ Traction Interruption \[s\]
 :   Interruption during gear shift event. (Engineering mode only)
 
 
-###Gears
+### Gears
 
 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.
 
@@ -56,7 +56,7 @@ Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.p
 -	 **"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)!
 
 
-###Gear shift strategy parameters
+### 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.
 
@@ -76,7 +76,7 @@ Minimum shift time \[s\]
 :   Limits the time between two gear shifts. This rule will be ignored if rpms are too high or too low.
 
 
-###Shift Strategy Parameters
+### Shift Strategy Parameters
 
 Downshift after upshift delay \[s\]
 :   Minimal duration between an upshift and a consecutive downshift.
@@ -87,7 +87,7 @@ Upshift after downshift delay \[s\]
 Min. acceleration after upshift \[m/s²\]
 :   Limit for the minimal achievable acceleration to test if an upshift is reasonable.
 
-###Start Gear
+### 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**.
 
@@ -102,7 +102,7 @@ Reference acceleration at clutch-in
 
 </div>
 
-###Torque Converter
+### Torque Converter
 
 Torque converter characteristics file
 :   Defines the [Torque converter characteristics file](#torque-converter-characteristics-.vtcc) containing the torque ratio and reference torque over the speed ratio.
@@ -121,7 +121,7 @@ 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).
 
 
-###Torque Converter: Minimal acceleration after upshift
+### Torque Converter: Minimal acceleration after upshift
 
 Here the minimal achievable accelerations before upshifts can be defined.
 
@@ -132,7 +132,7 @@ Acc. for C->C \[m/s²\]
 :   The minimal achievable acceleration for shifts from first torque converter gear to second torque converter gear (1C->2C)
 
 
-###Power shift losses
+### Power shift losses
 
 Shift time \[s\]
 :   The shift time for powershift losses.
@@ -141,12 +141,12 @@ Inertia factor \[-\]
 :   The inertia factor for powershift losses.
 
 
-###Chart Area
+### 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.
 
 
-###Controls
+### Controls
 
 
 

Documentation/User Manual/1-user-interface/I_Graph.md

-##Graph Window
+## Graph Window
 
 
 ![](pics/Graph.svg)
 
 
-###Description
+### Description
 
 
 The Graph Window allows to visualise [modal results files (.vmod)](#modal-results-.vmod). Multiple windows can be open at the same time to display different files.
@@ -12,7 +12,7 @@ The Graph Window allows to visualise [modal results files (.vmod)](#modal-result
 Note that the graph does **not** update automatically if the results file has changed.
 
 
-###Channels
+### Channels
 
 
 Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.png) buttons to add or remove channels. Doubleclick entries to edit existing channels.
@@ -20,7 +20,7 @@ Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.p
 Each channel can be plotted either on the left or on the right Y Axis. Use the checkbox to disable channels in the graph.
 
 
-###X Axis Controls
+### X Axis Controls
 
 
 The X Axis can either show distance or time.
@@ -38,7 +38,7 @@ Reset button
 :   Move the x axis range left/right.
 
 
-###Controls
+### Controls
 
 ![open](pics/Open-icon.png) ***Open a .vmod file***
 

Documentation/User Manual/1-user-interface/K0_VECTO-AdvancedAux.md

-##Advanced Auxiliary Dialog
+## Advanced Auxiliary Dialog
 
 <div class="engineering">
 
 
 ![](pics/VECTO-Editor_AAUX.png)
 
-###Description
+### 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.
 
@@ -26,7 +26,7 @@ The Advance Auxiliaries Editor contains four tabs/sub-modules where the differen
     : The "HVAC" tab defines the steady state output values, which can also be loaded via the Steady State Model File (.AHSM)
 
 
-###Important notes
+### 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:
 
@@ -35,7 +35,7 @@ Note that the cycle file name used should ideally respect the following syntax t
  
 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
+### File Format
 
 The file uses the VECTO JSON format.
 

Documentation/User Manual/1-user-interface/K1_VECTO-AdvancedAux_EL.md

-##Electrical Auxiliaries Editor
+## Electrical Auxiliaries Editor
  
 ![](pics/AA_Electrics.jpg)
  
-###Description
+### Description
 
 The "Electrics" tab defines various parameters for electric auxiliaries used on the vehicle:
 
@@ -19,7 +19,7 @@ The "Electrics" tab defines various parameters for electric auxiliaries used on
 
 * Note: for certain fields the allowable values are also controlled/prescribed according to the requirements of the project steering group.
 
-###Results Cards
+### 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:
 
@@ -57,7 +57,7 @@ Example Default Results Card values
 
   : Result Card: Overrun
 
-###Default Values
+### 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.
 

Documentation/User Manual/1-user-interface/K2_VECTO-AdvancedAux_EL-ALT.md

-##Combined Alternator Map File (.aalt)
+## 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.
 
@@ -20,7 +20,7 @@ The methodology for calculating the combined efficiency map is summarised below
 ![](pics/CombAltSchem.png)
 
 
-###File Format
+### File Format
 
 The file uses the VECTO CSV format.
 

Documentation/User Manual/1-user-interface/K3_VECTO-AdvancedAux_PNEU.md

-##Pneumatic Auxiliaries Editor
+## Pneumatic Auxiliaries Editor
  
 
 ![](pics/AA_Pneumatics.jpg)
  
-###Description
+### Description
 
 The "Pneumatics" tab defines various parameters for pneumatic auxiliaries used on the vehicle:
 
@@ -16,7 +16,7 @@ The "Pneumatics" tab defines various parameters for pneumatic auxiliaries used o
 -   The “Retarder Brake”, “Smart Pneumatics” and “Smart Regeneration” and enable via check boxes.
 
 
-###Default Values
+### 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.
 

Documentation/User Manual/1-user-interface/K4_VECTO-AdvancedAux_HVAC.md

-##HVAC Auxiliaries Editor
+## HVAC Auxiliaries Editor
  
 ![](pics/AA_HVAC.jpg)
 
-###Description
+### 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]
@@ -17,7 +17,7 @@ Outputs from the HVAC SSM include:
 -   Fuelling Litres Per Hour
 
 
-###HVAC Steady-State Model Editor
+### 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:
 
@@ -32,7 +32,7 @@ At the top of the window, two sets of outputs are presented for electrical, mech
 -   '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
+### Bus Parameters
 
 ![](pics/HVAC_BusParameters.jpg)
 
@@ -49,13 +49,13 @@ Input bus parameters can be edited directly or imported/calculated from the Bus
 -   Other fields, that are greyed out, are locked and not editable, containing fixed default values or calculations.
  
 
-###Boundary Conditions
+### 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
+### Other
 
 ![](pics/HVAC_Other.jpg)
 
@@ -65,7 +65,7 @@ On this tab a number of other parameters for the HVAC SSM calculations can be se
 -   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
+### TechList Input
 
 ![](pics/HVAC_TechList.jpg)
 
@@ -76,7 +76,7 @@ To determine energy consumption of a certain bus-HVAC system combination, a cust
 The final 'Diagnostics' tab provides a summary of the resulting outputs from the HVAC Tech List tab.
 
 
-###Default Values
+### 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.
 
@@ -231,7 +231,7 @@ Definition of bins for transmission rates according to ACEA TF5 recommendation:
 | **Ventilation** | High (20x internal volume / h) | Low (7x internal volume / h) | 
 | **Heating** | High (10x internal volume / h) | Low (7x internal volume / h) 
 
-###File Format
+### File Format
 
 The HVAC SSM (.ahsm) and Bus Parameter Database (.abdb) files use the VECTO CSV format.
 

Documentation/User Manual/2-calculation-modes/calculation-modes.md

-#Calculation Modes
+# Calculation Modes
 
 VECTO supports different calculation modes for declaring a vehicle, validation of test-results, or experimenting with different parameters and components. These modes are described here.
 

Documentation/User Manual/2-calculation-modes/declaration.md

-##Declaration Mode
+## Declaration Mode
 
 In Declaration Mode many input parameters are predefined for the official certification. They are locked in the user interface and will automatically be set by VECTO during calculation. Calculations will be performed for each mission profile (of the corresponding HDV class) with two different loadings: low loading and reference loading. 
 
 Declaration Mode can be activated in the [Options Tab](#main-form).
 
 
-###Requirements
+### Requirements
 
 -   One or more checked job files in the Job List
 -   The job files don't need to include driving cycles. These are automatically assigned.
 
-###Results
+### Results
 
 -   Modal results (.vmod). One file for each vehicle/cycle/loading combination. Modal results are only written if the modal output is enabled in the 'Options' tab on the [Main Window](#main-form)
 -   Sum results (.vsum). One file for each invocation of VECTO.

Documentation/User Manual/2-calculation-modes/engine-only.md

-##Engine-Only Mode
+## Engine-Only Mode
 
 When this mode is enabled in the Job File then VECTO only calculates the fuel consumption based on a load cycle (engine speed and torque). In the [Job File](#job-file) only the following parameters are needed:
 

Documentation/User Manual/2-calculation-modes/engineering.md

-##Engineering Mode
+## Engineering Mode
 
 The Engineering Mode lets the user define every aspect in the component models of the vehicle and the driving cycle. This is for experimenting and validation purposes.
 
 In this mode the given list of job files is simulated with the respective driving cycles. Each job file defines a separate vehicle.
 
 
-###Requirements
+### Requirements
 
 -   One or more checked job files in the Job List
 -   Each job file must include at least one driving cycle
 
-###Results
+### Results
 
 -   Modal results (.vmod). One file for each vehicle/cycle combination. Modal results are only written if the modal output is enabled in the 'Options' tab on the [Main Window](#main-form)
 -   Sum results (.vsum). One file for each invocation of VECTO.
 
 
-###Options
+### Options
 The Driving Cycle determines the simulation method in engineering mode. The option depends directly on the driving cycle input and cannot be set explicitely. For more information about the formats see [Driving Cycles](#driving-cycles-.vdri).
 
 * [Target speed, distance-based](#engineering-mode-target-speed-distance-based-cycle)

Documentation/User Manual/2-calculation-modes/verification-test.md

-##Verification Test Mode
+## 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.
 
 <div class="engineering">
-###Requirements
+### Requirements
 
 -   One or more checked job files in the Job List
 -   Each job must include a vehicle in declaration mode (XML)
 -   Each job file must include at least one driving cycle
 
-###Results
+### Results
 
 -   Modal results (.vmod). One file for each vehicle/cycle combination. Modal results are only written if the modal output is enabled in the 'Options' tab on the [Main Window](#main-form)
 -   Sum results (.vsum). One file for each invocation of VECTO.
@@ -17,21 +17,21 @@ The purpose of the verification test is to simulate a vehicle defined in declara
 
 
 <div class="declaration">
-###Requirements
+### Requirements
 
 -   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 file must include exactly one driving cycle (in case multiple driving cycles are provided, only the first cycle is simulated!)
 
-###Results
+### Results
 
 -   VTP Report (.xml). Contains a description of the vehicle and its components, the verification test analysis according to the draft legislation, and a validation of the input data digest values
 -   Modal results (.vmod). One file for each vehicle/cycle combination. Modal results are only written if the modal output is enabled in the 'Options' tab on the [Main Window](#main-form)
 -   Sum results (.vsum). One file for each invocation of VECTO.
 
 
-###Validations
+### Validations
 
 -   Before the simulation of the measured VTP cycle starts, the provided cycle data is passed through some sanity checks:
    * The cycle is provided in 2Hz

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

-##Driver: Overspeed
+## Driver: 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.
 
-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
 
 
 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.
@@ -20,7 +19,190 @@ 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
+
+### 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 [distance-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
 
-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.
+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/Auxiliaries.md

-##Auxiliaries
+## Auxiliaries
 
 <div class="declaration">
 In Declaration mode the auxiliaries are pre-defined and the power demand is defined based on the vehicle category and mission. For every type of auxiliary (fan, steering pump, HVAC, electrig system, pneumatic system) the user can select a technology from a given list.
 </div>
 
 <div class="engineering">
-In Engineering mode VECTO uses a generic map-based approach to consider all types of auxiliaries. The supply power demand for each single auxiliary is defined in the driving cycle. Hence a time/distance-dependent power demand can be defined. Based on the supply power and a pre-defined efficiency map the auxiliary input power is calculated. A constant efficiency determines the losses between auxiliary and engine.
+In Engineering mode the auxiliary power demand for the following states of the vehicle can be defined:
 
-For each auxiliary the power demand is calculated using the following steps:
+   - ICE On
+   - Vehicle driving, ICE off
+   - Vehicle standstill, ICE off
 
-![](pics/AuxModel.svg)
-
-1.  Auxiliary speed: **n~aux~ = n~Eng~ \* TransRatio**
-
-2.  Auxiliary output power: **P~auxOut~ = P~supply~/EffToSply**
-
-3.  Auxiliary input power: **P~auxIn~ = EffMap(n~Aux~, P~AuxOut~)**
-
-4.  Auxiliary power consumption: **P~aux~ = P~auxIn~/EffToEng**
-
-5.  **P~aux~ is added to the engine's power demand**
-
-6.  **P~supply~ is defined in the driving cycle
-
-
-|            |                                                                                                       |                                 |  
-| ---------- | ----------------------------------------------------------------------------------------------------- | --------------------------------|  
-| n~Eng~     | Calculated engine speed.                                                                            | \[1/min\]                       |  
-| TransRatio | Speed ratio between auxiliary and engine. [Defined in the Auxiliary File](#auxiliary-input-file-.vaux). | \[-\]                           |  
-| n~aux~     | Auxiliary speed                                                                                     | \[1/min\]                       |  
-| P~supply~  | Effective supply power demand. [Defined in the driving cycle](#driving-cycles-.vdri).             | \[kW\]                          |  
-| EffToSply  | Consumer efficiency. [Defined in the Auxiliary File](#auxiliary-input-file-.vaux).                      | \[-\]                           |  
-| P~auxOut~  | Auxiliary output power                                                                              | \[kW\]                          |  
-| EffMap     | Auxiliary efficiency map. [Defined in the Auxiliary File](#auxiliary-input-file-.vaux).                 | \[kW\] = f( \[1/min\], \[kW\] ) |  
-| P~auxIn~   | Auxiliary input power                                                                               | \[kW\]                          |  
-| EffToEng   | Efficiency of auxiliary (belt/gear) drive. [Defined in the Auxiliary File](#auxiliary-input-file-.vaux).| \[-\]                           |  
-| P~aux~     | Mechanical auxiliary power demand at the crank shaft                                                | \[kW\]                          |  
-
-
-
-
-
-Each auxiliary must be defined in the [Job File](#job-file) and each [driving cycle](#driving-cycles-.vdri) used with this vehicle/auxiliary must include supply power for each auxiliary. To link the supply power in the driving cycle to the correct auxiliary in the Job File an ID is used. The corresponding supply power is then named *"&lt;Aux\_ID&gt;"*.
-
-
-***Example:*** *The Auxiliary with the ID "ALT" (in the Job File) is linked to the supply power in the column "&lt;Aux\_ALT&gt;" in the driving cylce.*
-
-In addition to the generic map-based auxiliaries approach it is also possible to specify a constant load applied to the engine during the whole mission.
+If the ICE is on, the auxiliary power demand is directly applied to the combustion engine. In case the ICE is off, the according power demand is balanced in the modal data and the fuel consumption is [corrected in post processing](#engine-fuel-consumption-correction).
 
 </div>
\ No newline at end of file

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

+## Bus Auxiliaries
+
+<div class="engineering">
+
+![](pics/BusAux_Engineering.png)
+
+In Engineering Mode the electrical and mechanical power demand for the electric system, the pneumatic system and the HVAC can be provided.
+
+#### Electric System
+
+Current Demand Engine On
+:   Demand of the electric system when the ICE is on. The current is multiplied with the nominal voltage of 28.3V.
+
+Current Demand Engine Off Driving
+:   Demand of the electric system when the ICE is off and the vehicle is driving. The current is multiplied with the nominal voltage of 28.3V.
+
+Current Demand Engine Off Standstill
+:   Demand of the electric system when the ICE is off and the vehicle is at standstill. The current is multiplied with the nominal voltage of 28.3V.
+
+Alternator Efficiency
+:   The electric power demand is divided by the alternator efficiency to get the mechanical power demand at the crank shaft
+
+Alternator Technology
+:   The "conventional alternator" generated exactly the electric power as demanded by the auxiliaries. The "smart alternator" may generate more electric power than needed during braking phases. The exessive electric power is stored in a battery. In case "no alternator" is selected (only available for xEV vehicles) the electric system is supplied from the high voltage REESS via a DC/DC converter.
+
+Max Recuperation Power
+:   In case of a smart alternator, defines the maximum electric power the alternator can generate during braking phases.
+
+Useable Electric Storage Capacity
+:   In case of a smart alternator, defines the storage capacity of the battery. In case the battery is not empty, the electric auxiliaries are supplied from the battery. Excessive electric energy from the smart alternator during braking phases is stored in the battery.
+
+Electric Storage Efficiency
+:   This efficiency is applied when storing electric energy from the alternator in the battery.
+
+ESS supply from HEV REESS
+:   If selected, the low-voltage electric auxiliaries can be supplied from the high voltage REESS via the DC/DC converter. Needs to be selected in case "no alternator" is chosen as alternator technology. In case of a smart alternator, the low-voltage battery is used first and if empty the energy is drawn from the high voltage system.
+
+#### Pneumatic System
+
+Compressor Map
+:   [Compressor map file](#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>
\ No newline at end of file

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

-##Driver: Acceleration Limiting
+## Driver: Acceleration Limiting
 
 VECTO limits the vehicle acceleration and deceleration depending on current vehicle speed, to model a realistic driver behavior. These limits are defined in the [Acceleration Limiting Input File (.vacc)](#acceleration-limiting-input-file-.vacc), which can be set in the [Job File](#job-file). In Declaration mode this is already predefined.
 

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

-##Driver: Look-Ahead Coasting
+## Driver: Look-Ahead Coasting
 
 Look-Ahead Coasting is a function that aims on modelling real driver behaviour. It is a forward-looking function that detects forthcoming reductions in target speed in the mission profile (e.g. speed limit, etc.) and induces an early deceleration using engine braking before applying mechanical brakes according to the [deceleration limit](#driver-acceleration-limiting).
 
@@ -36,7 +36,7 @@ In engineering mode the parameters can be freely chosen while in declaration mod
 
 ![](pics/Vecto-UI_LAC.svg)
 
-####Decision Factor for target velocity lookup (DF~vel~)
+#### Decision Factor for target velocity lookup (DF~vel~)
 
 ![](pics/Vecto_LAC-DF.png)
 
@@ -50,7 +50,7 @@ v_target [km/h], decision_factor [-]
 100            , 1
 ~~~
 
-####Decision Factor for velocity drop lookup (DF~vdrop~)
+#### Decision Factor for velocity drop lookup (DF~vdrop~)
 
 Example (default values):
 

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

+## Dual Fuel Engine
+
+VECTO supports to simulate vehicles equipped with dual-fuel engines, i.e. two different fuels are used simulateously. Therefore, the engine model contains a second fuel comsumption map and VECTO interpolates the fuel consumtion from both consumption maps. In the .vmod and .vsum files the consumption of every fuel is reported. The CO2 emissions are te sum of CO2 emissions from both fuels.
+
+In case a WHR system is used with a dual-fuel vehicle the WHR map shall be provided in the fuel consumption map of the primary fuel.
+