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

-##Engine: Transient Full Load
+## Engine: Transient Full Load
 
 The engine implements a PT1 behaviour to model transient torque build up:
 

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

-##Engine: Fuel Consumption Calculation
+## Engine: Fuel Consumption Calculation
 
 
 The base FC value is interpolated from the stationary [FC map](#fuel-consumption-map-.vmap). If necessary the base value is corrected to compensate for unconsidered auxiliary energy consumption for vehicles with Start/Stop. In Declaration Mode [additional correction factors are applied](#engine-correction-factors).
@@ -6,7 +6,7 @@ The base FC value is interpolated from the stationary [FC map](#fuel-consumption
 The CO~2~ result for the actual mission profile is directly derived from the fuel consumption using a gravimetric [CO~2~/FC factor](#settings).
 
 
-###Fuel Map Interpolation
+### Fuel Map Interpolation
 
 
 The interpolation is based on [Delaunay Triangulation ![](pics/external-icon%2012x12.png)](http://en.wikipedia.org/wiki/Delaunay_triangulation) and works as follows:

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_Speed_Torque_limitations.md

 
-##Engine Torque and Engine Speed Limitations
+## Torque and Speed Limitations
 
 The engine's maximum speed and maximum torque may be limited by either the gearbox (due to mechanical constraints) or the vehicle control.
 Engine torque limitations are modeled by limiting the engine full-load curve to the defined maximum torque, i.e., the original engine full-load curve is cropped at the defined maximum torque for a certain gear. Limits regarding the gearbox' maximum input speed are modeled by intersecting (and limiting) the upshift line with the max. input speed. In the last gear, where no upshifts are possible, the engine speed is limited to the gearbox' maximum input speed.
@@ -14,11 +14,11 @@ In Engineering Mode, speed and torque limits can be defined and will be effectiv
 <div class="declaration">
 In Declaration Mode, the following rules restrict the limitations of engine torque:
 
-###Transmission Input-Speed Limitations
+### Transmission Input-Speed Limitations
 
 * Applicable for every gear
 
-###Transmission Torque Limitations
+### Transmission Torque Limitations
 
 * For higher 50% of gears (i.e., gears 7 to 12 for a 12-gear transmission):
     - Transmissions max torque > 90% of engine max torque: max. torque limitation *not* applicable (VECTO extrapolates loss-maps)
@@ -26,11 +26,11 @@ In Declaration Mode, the following rules restrict the limitations of engine torq
 * For lower 50% of gears (i.e., gears 1 to 6 for a 12-gear transmission):
     - Transmission torque limit is always applicable
 
-###Vehicle defined Torque Limitations
+### Vehicle defined Torque Limitations
 
 * For higher 50% of gears (i.e., gears 7 to 12 for a 12-gear transmission):
-    - Torque limit > 95% of engine max torque: max. torque limitation *not* applicable (VECTO extrapolates loss-maps)
-    - Torque limit <= 90% of engine max torque: max. torque limitation applicable
+    - Torque limit > 95% of engine max torque: max. torque limitation *not* applicable
+    - Torque limit <= 95% of engine max torque: max. torque limitation applicable
 * For lower 50% of gears (i.e., gears 1 to 6 for a 12-gear transmission):
     - Torque limit is *not* applicable
 

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/Engine_WHTC.md

-##Engine: Correction Factors
+## Engine: Correction Factors
 
 <div class="declaration">
 In declaration mode the fuel consumption is corrected as follows:

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

-##Fuel Properties
+## Fuel Properties
 
 | FuelType     | Tanksystem   | FuelDensity [kg/m3]   | CO2 per FuelWeight [kgCo2/kgFuel]   | NCV_stdEngine [kJ/kg]   | NCV_stdVecto [kJ/kg]   | Note             |
 | ------------ | ------------ | --------------------- | ----------------------------------- | ----------------------- | ---------------------- | -------          |
@@ -13,6 +13,6 @@
 Specifications are based on a recent analysis (2018) performed by CONCAWE/EUCAR and shall reflect typical fuel on the European market. The data is scheduled to be published in March 2019 in the context of the study:
 Well-To-Wheels Analysis Of Future Automotive Fuels And Powertrains in the European Context – Heavy Duty vehicles
 
-###VECTO Input for CNG/LNG Vehicles
+### VECTO Input for CNG/LNG Vehicles
 
 Currently only the fuel type 'NG PI' for the engine certification is allowed according to Regulation (EU) 2017/2400. For LNG vehicles, therefore, the engine fuel type has to be set to 'NG PI' and at the vehicle level NgTankSystem has to be set to 'liquefied'. For CNG vehicles the same engine fuel type is provided but NgTankSystem has to be set to 'compressed'.

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

-##Gearbox: Gear Shift Model
+## Gearbox: Gear Shift Model
 
 
 The Gear Shift Model is based on shift curves that define the engine speed for up- and down- shifting as a function of engine torque. As soon as the engine operation point passes one of the shift curves a gear change is initiated.
@@ -30,7 +30,7 @@ In the Gearbox File two additional parameters are defined:
 -   **Minimum shift time** \[s\] - Limits the time between two gear shifts in whole seconds. This rule will be ignored if rpms are too high or too low. Note that high values may cause high rpms during acceleration.
 
 
-###Gear Skipping
+### Gear Skipping
 
 
 Gear Skipping  is active for AMT and MT. Whenever a gear change is initiated (by crossing the up- or down-shift line) VECTO may skip one or several gears as long as the required torque reserve is provided.
@@ -38,7 +38,7 @@ Gear Skipping  is active for AMT and MT. Whenever a gear change is initiated (by
 ![](pics/GBX-Editor-shift3.svg)
 
 
-###Early Upshift
+### Early Upshift
 Early Upshift (allow upshifts inside the shift polygons) is enabled for AMT only. If the next higher gear provides the required torque reserve and it's rpm is still above down-shift-rpm VECTO will shift up.
 
 

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_AT.md

-##Gearbox: AT Gearshift Rules
+## Gearbox: AT Gearshift Rules
 
 For AT gearboxes neither Skip Gears nor Early upshift (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)) are enabled. Moreover, the gears are shifted strictly sequentially:
 
 - 1C -> 1L -> 2L -> ...  (torque converter only in 1st gear)
 - 1C -> 2C -> 2L -> ...  (torque converter in 1st and 2nd gear)
 
-###Shift Polygons in Declaration Mode
+### Shift Polygons in Declaration Mode
 
 The shift lines in Declaration Mode only apply for trucks and gearboxes with serial torque converter (AT-S).
 
@@ -14,14 +14,14 @@ The shift lines in Declaration Mode only apply for trucks and gearboxes with ser
 
 ![](pics/at_gearbox_shiftlines.PNG)
 
-###Upshift rules
+### Upshift rules
 
 + If engine speed and engine torque in the *next gear* (see shift sequence) is above 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)
 
 The user interface allows to enter two acceleration thresholds, one for locked gear to locked gear shifts and another vor converter to locked gear shifts. For converter to converter shifts the latter threshold applies.
 
-###Downshift
+### Downshift
 
 * If the engine speed falls below the downshift curve
 
@@ -30,7 +30,7 @@ The user interface allows to enter two acceleration thresholds, one for locked g
     - OR during deceleration phase when the torque converter is active and the engine speed would fall below idle speed
 
 
-###Shift parameters
+### Shift parameters
 
 - Min. time between two consecutive gearshifts.
 - Min. acceleration after gearshift for L to L gear shifts

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/Gearbox_AT.md

-##Gearbox: AT Gearbox Model
+## Gearbox: AT Gearbox Model
 
 Vecto supports both, AT gearboxes with serial torque converter and AT gearboxes with power split. Internally, both gearbox types are simulated using a power train architecture with the torque converter in series.
 
@@ -14,18 +14,18 @@ For AT gearboxes using power split the torque converter characteristics already
 
 The .vmod file for vehicles with AT gearboxes contains an additional column that indicates if the torque converter is locked or not.
 
-###Gearshift losses for AT Gearboxes
+### Gearshift losses for AT Gearboxes
 
 For AT gearboxes the losses during a power-shift are modeled according to the following equations
 
-####Basic assumptions
+#### Basic assumptions
 
 + Only power-shifts with positive power at gearbox output side are considered. 
 + Both upshifts and downshifts with positive power at gearbox output side have to be considered.
 + The power at gearbox output side is assumed to be constant during a power-shift
 
 
-####Power-shift loss computation
+#### Power-shift loss computation
 
 Model parameters: shift time ($t_s$), inertia factor ($f_I$)
 

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

-##PTO
+## PTO
 
 VECTO supports the simulation of PTO related components and losses in the powertrain. Structurally this consists of 2 components (PTO transmission, PTO consumer) and 3 different kind of losses (transmission, idling, cycle).
 
@@ -53,7 +53,7 @@ The following image shows the behavior of running PTO cycles during a normal dri
 
 <div class="engineering">
 
-###Additional PTO activations in Engineering mode
+### Additional PTO activations in Engineering mode
 
 In engineering mode additonal 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.
 

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

-##P~wheel~-Input (SiCo Mode)
+## P~wheel~-Input (SiCo Mode)
 
 For verification tasks it is possible to manually input the power at wheels (P~wheel~) which is normally calculated via longitudinal dynamics. In this case VECTO only calculates the losses between wheels and engine and adds auxiliary power demand. This mode is active as soon as P~wheel~, Gear and Engine Speed are defined in the driving cycle.
 
-###Requirements
+### Requirements
 
 - Driving Cycle must include t, P~wheel~ (Pwheel), Gear (Gear) and Engine Speed (n), see [Driving Cycle (.vdri) format](#driving-cycles-.vdri).
 - The driving cycle must be time-based.

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

-##Torque Converter Model
+## Torque Converter Model
 
 The torque converter is defined as (virtual) separate gear. Independent of the chosen AT gearbox type (serial or power split), Vecto uses a powertrain architecture with a serial torque converter. The mechanical gear ratios and gears with torque converter are created by Vecto depending on the gearbox type and gear configuration.
 
@@ -7,7 +7,7 @@ While the torque converter is active engine torque and speed are computed based
  ![](pics/GBX-TC.svg)
 
 
-###Torque converter characteristics file (.vtcc)
+### Torque converter characteristics file (.vtcc)
 
 The file is described [here](#torque-converter-characteristics-.vtcc).
 

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

-##Transmission Losses
+## Transmission Losses
 
 Every transmission component (gearbox, angledrive, axlegear, ...) uses the following formula for calculating the torques at input and output side of the component:
 

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

-##Vehicle: ADAS Technologies
+## Vehicle: ADAS Technologies
 
-<div class="declaration">
-Advanced Driver Assistant Systems are considered in Declaration Mode via a technology dependent and vehicle group specific bonus on the fuel cosumption as described in the followin.
-</div>		
 
-In Declaration mode VECTO applies a correction factor to take into account certain Advanced Driver Assistant System technologies. The following Technologies are currently considered:
+VECTO simulates certain Advanced Driver Assistant System technologies in-the-loop (see [Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart), [Eco-Roll](#advanced-driver-assistant-systems-eco-roll), [Predictive Cruise Control](#advanced-driver-assistant-systems-predictive-cruise-control). The following Technologies are currently considered:
 
 - Engine stop start
 - EcoRoll without engine stop
@@ -19,9 +16,7 @@ For predictive cruise control three different options are considered:
 
 A PCC system can be declared as input to the simulation tool if either the functionalities set out in points 1) and 2) or points 1), 2) and 3) are covered.
 
-Out of this four technologies as listed above only 11 combinations are valid. For every valid ADAS technology combination VECTO reduces the final fuel consumtion by a certain percentage depending on the vehicle group, driving cycle, and payload.
-
-The following table maps the valid combinations of ADAS systems to a so-called "ADAS Combination".
+Out of this four technologies as listed above only 11 combinations are valid. The following table maps the valid combinations of ADAS systems to a so-called "ADAS Combination".
 
 | Engine Stop Start   | EcoRoll without Engine Stop   | EcoRoll with Engine Stop   | Predictive Cruise Control   | ADAS Combination  |
 | ------------------- | ----------------------------- | -------------------------- | --------------------------- | ----------------- |
@@ -44,93 +39,3 @@ The following table maps the valid combinations of ADAS systems to a so-called "
 | true                | false                         | true                       | Option 1 & 2                | 11/1              |
 | true                | false                         | true                       | Option 1 & 2 & 3            | 11/2              |
 
-
-For the vehicle groups 4, 5, 9, and 10 the following reduction in fuel consumption is applied for the different cycle and payload combinations and ADAS Combination. The first value is applied for low-loading and the second value is applied for reference load.
-
-### Vehicle Group 4
-
-| ADAS Combination   | LongHaul      | LongHaul EMS   | Regional Delivery   | Regional Delivery EMS   | Urban Delivery   |
-| ------------------ | ------------- | -------------- | ------------------- | ----------------------- | ---------------- |
-| 1                  | -0.1% / 0.0%  |                | -0.5% / -0.5%       |                         | -1.5% / -1.2%    |
-| 2                  | 0.0% / 0.0%   |                | -0.1% / -0.1%       |                         | 0.0% / 0.0%      |
-| 3                  | 0.0% / -0.1%  |                | -0.1% / -0.2%       |                         | 0.0% / 0.0%      |
-| 4/1                | -0.1% / -0.4% |                | 0.0% / -0.1%        |                         | 0.0% / 0.0%      |
-| 4/2                | -0.1% / -0.5% |                | -0.1% / -0.2%       |                         | 0.0% / 0.0%      |
-| 5                  | -0.1% / -0.1% |                | -0.6% / -0.6%       |                         | -1.5% / -1.2%    |
-| 6                  | -0.1% / -0.1% |                | -0.6% / -0.7%       |                         | -1.5% / -1.2%    |
-| 7/1                | -0.1% / -0.4% |                | -0.5% / -0.6%       |                         | -1.5% / -1.2%    |
-| 7/2                | -0.1% / -0.6% |                | -0.6% / -0.7%       |                         | -1.5% / -1.2%    |
-| 8/1                | -0.1% / -0.4% |                | -0.1% / -0.2%       |                         | 0.0% / 0.0%      |
-| 8/2                | -0.1% / -0.5% |                | -0.1% / -0.3%       |                         | 0.0% / 0.0%      |
-| 9/1                | -0.1% / -0.4% |                | -0.2% / -0.3%       |                         | 0.0% / 0.0%      |
-| 9/2                | -0.1% / -0.5% |                | -0.2% / -0.4%       |                         | 0.0% / 0.0%      |
-| 10/1               | -0.2% / -0.4% |                | -0.6% / -0.7%       |                         | -1.5% / -1.2%    |
-| 10/2               | -0.2% / -0.6% |                | -0.6% / -0.7%       |                         | -1.5% / -1.2%    |
-| 11/1               | -0.2% / -0.4% |                | -0.7% / -0.8%       |                         | -1.5% / -1.2%    |
-| 11/2               | -0.2% / -0.6% |                | -0.7% / -0.8%       |                         | -1.5% / -1.2%    |
-
-### Vehicle Group 5
-
-| ADAS Combination   | LongHaul      | LongHaul EMS   | Regional Delivery   | Regional Delivery EMS   | Urban Delivery   |
-| ------------------ | ------------- | -------------- | ------------------- | ----------------------- | ---------------- |
-| 1                  | -0.1% / 0.0%  | 0.0% / 0.0%    | -0.4% / -0.3%       | -0.3% / -0.2%           | -1.8% / -1.3%    |
-| 2                  | 0.0% / -0.1%  | 0.0% / -0.1%   | -0.1% / -0.1%       | -0.2% / 0.0%            | 0.0% / 0.0%      |
-| 3                  | -0.1% / -0.2% | 0.0% / -0.1%   | -0.2% / -0.2%       | -0.3% / -0.1%           | 0.0% / 0.0%      |
-| 4/1                | -0.2% / -0.5% | -0.2% / -0.1%  | -0.2% / -0.6%       | -0.3% / -0.5%           | 0.0% / 0.0%      |
-| 4/2                | -0.2% / -0.7% | -0.3% / -0.3%  | -0.4% / -0.9%       | -0.5% / -0.8%           | 0.0% / 0.0%      |
-| 5                  | -0.1% / -0.1% | 0.0% / -0.1%   | -0.5% / -0.4%       | -0.5% / -0.3%           | -1.8% / -1.3%    |
-| 6                  | -0.1% / -0.2% | -0.1% / -0.2%  | -0.6% / -0.5%       | -0.6% / -0.4%           | -1.8% / -1.3%    |
-| 7/1                | -0.2% / -0.5% | -0.3% / -0.1%  | -0.6% / -0.9%       | -0.7% / -0.8%           | -1.8% / -1.3%    |
-| 7/2                | -0.3% / -0.7% | -0.3% / -0.4%  | -0.8% / -1.3%       | -0.8% / -1.1%           | -1.8% / -1.3%    |
-| 8/1                | -0.2% / -0.6% | -0.2% / -0.1%  | -0.3% / -0.7%       | -0.5% / -0.5%           | 0.0% / 0.0%      |
-| 8/2                | -0.2% / -0.7% | -0.3% / -0.4%  | -0.4% / -1.0%       | -0.7% / -0.8%           | 0.0% / 0.0%      |
-| 9/1                | -0.2% / -0.6% | -0.3% / -0.2%  | -0.4% / -0.8%       | -0.6% / -0.6%           | 0.0% / 0.0%      |
-| 9/2                | -0.2% / -0.8% | -0.3% / -0.4%  | -0.5% / -1.1%       | -0.7% / -0.9%           | 0.0% / 0.0%      |
-| 10/1               | -0.2% / -0.6% | -0.3% / -0.2%  | -0.7% / -1.0%       | -0.8% / -0.8%           | -1.8% / -1.3%    |
-| 10/2               | -0.3% / -0.8% | -0.3% / -0.4%  | -0.8% / -1.3%       | -1.0% / -1.1%           | -1.8% / -1.3%    |
-| 11/1               | -0.3% / -0.7% | -0.3% / -0.2%  | -0.8% / -1.1%       | -0.9% / -0.9%           | -1.8% / -1.3%    |
-| 11/2               | -0.3% / -0.8% | -0.4% / -0.5%  | -0.9% / -1.4%       | -1.0% / -1.2%           | -1.8% / -1.3%    |
-
-### Vehicle Group 9
-
-| ADAS Combination   | LongHaul      | LongHaul EMS   | Regional Delivery   | Regional Delivery EMS   | Urban Delivery   |
-| ------------------ | ------------- | -------------- | ------------------- | ----------------------- | ---------------- |
-| 1                  | -0.1% / 0.0%  | 0.0% / 0.0%    | -0.5% / -0.4%       | -0.3% / -0.2%           |                  |
-| 2                  | 0.0% / -0.1%  | 0.0% / 0.0%    | -0.1% / -0.1%       | 0.0% / 0.0%             |                  |
-| 3                  | 0.0% / -0.2%  | 0.0% / -0.1%   | -0.2% / -0.2%       | -0.2% / -0.2%           |                  |
-| 4/1                | -0.1% / -0.4% | -0.2% / -0.1%  | -0.1% / -0.3%       | -0.3% / -0.6%           |                  |
-| 4/2                | -0.1% / -0.6% | -0.3% / -0.3%  | -0.2% / -0.5%       | -0.5% / -0.9%           |                  |
-| 5                  | -0.1% / -0.1% | -0.1% / -0.1%  | -0.6% / -0.5%       | -0.3% / -0.3%           |                  |
-| 6                  | -0.1% / -0.2% | -0.1% / -0.2%  | -0.7% / -0.6%       | -0.5% / -0.4%           |                  |
-| 7/1                | -0.2% / -0.5% | -0.3% / -0.1%  | -0.6% / -0.7%       | -0.6% / -0.8%           |                  |
-| 7/2                | -0.2% / -0.6% | -0.3% / -0.4%  | -0.7% / -0.9%       | -0.8% / -1.1%           |                  |
-| 8/1                | -0.1% / -0.5% | -0.2% / -0.1%  | -0.2% / -0.4%       | -0.3% / -0.6%           |                  |
-| 8/2                | -0.1% / -0.7% | -0.3% / -0.4%  | -0.2% / -0.5%       | -0.5% / -0.9%           |                  |
-| 9/1                | -0.1% / -0.6% | -0.3% / -0.2%  | -0.3% / -0.5%       | -0.4% / -0.7%           |                  |
-| 9/2                | -0.2% / -0.7% | -0.3% / -0.4%  | -0.3% / -0.6%       | -0.6% / -1.0%           |                  |
-| 10/1               | -0.2% / -0.5% | -0.3% / -0.2%  | -0.6% / -0.8%       | -0.6% / -0.8%           |                  |
-| 10/2               | -0.2% / -0.7% | -0.3% / -0.4%  | -0.7% / -0.9%       | -0.8% / -1.1%           |                  |
-| 11/1               | -0.2% / -0.6% | -0.3% / -0.2%  | -0.7% / -0.9%       | -0.7% / -0.9%           |                  |
-| 11/2               | -0.2% / -0.8% | -0.3% / -0.4%  | -0.8% / -1.0%       | -0.9% / -1.2%           |                  |
-
-### Vehicle Group 10
-
-| ADAS Combination   | LongHaul      | LongHaul EMS   | Regional Delivery   | Regional Delivery EMS   | Urban Delivery   |
-| ------------------ | ------------- | -------------- | ------------------- | ----------------------- | ---------------- |
-| 1                  | -0.1% / 0.0%  | 0.0% / 0.0%    | -0.4% / -0.3%       | -0.3% / -0.2%           |                  |
-| 2                  | 0.0% / -0.1%  | 0.0% / 0.0%    | -0.1% / -0.1%       | 0.0% / 0.0%             |                  |
-| 3                  | -0.1% / -0.2% | 0.0% / -0.1%   | -0.2% / -0.2%       | -0.2% / -0.1%           |                  |
-| 4/1                | -0.2% / -0.5% | -0.2% / -0.1%  | -0.3% / -0.6%       | -0.4% / -0.6%           |                  |
-| 4/2                | -0.2% / -0.7% | -0.3% / -0.4%  | -0.4% / -0.9%       | -0.6% / -0.9%           |                  |
-| 5                  | -0.1% / -0.1% | 0.0% / -0.1%   | -0.5% / -0.4%       | -0.4% / -0.2%           |                  |
-| 6                  | -0.1% / -0.2% | -0.1% / -0.2%  | -0.6% / -0.5%       | -0.5% / -0.3%           |                  |
-| 7/1                | -0.2% / -0.5% | -0.3% / -0.1%  | -0.6% / -1.0%       | -0.7% / -0.8%           |                  |
-| 7/2                | -0.3% / -0.7% | -0.4% / -0.4%  | -0.8% / -1.3%       | -0.9% / -1.1%           |                  |
-| 8/1                | -0.2% / -0.5% | -0.2% / -0.1%  | -0.3% / -0.7%       | -0.4% / -0.6%           |                  |
-| 8/2                | -0.2% / -0.7% | -0.3% / -0.4%  | -0.4% / -1.0%       | -0.6% / -0.9%           |                  |
-| 9/1                | -0.2% / -0.6% | -0.3% / -0.2%  | -0.4% / -0.8%       | -0.5% / -0.7%           |                  |
-| 9/2                | -0.3% / -0.8% | -0.3% / -0.4%  | -0.5% / -1.1%       | -0.7% / -1.0%           |                  |
-| 10/1               | -0.3% / -0.6% | -0.3% / -0.2%  | -0.7% / -1.0%       | -0.7% / -0.8%           |                  |
-| 10/2               | -0.3% / -0.8% | -0.4% / -0.4%  | -0.8% / -1.3%       | -0.9% / -1.1%           |                  |
-| 11/1               | -0.3% / -0.6% | -0.3% / -0.2%  | -0.8% / -1.1%       | -0.8% / -0.9%           |                  |
-| 11/2               | -0.3% / -0.8% | -0.4% / -0.5%  | -0.9% / -1.4%       | -1.0% / -1.2%           |                  |
\ No newline at end of file

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

-##Vehicle: Cross Wind Correction
+## Vehicle: Cross Wind Correction
 
 
 VECTO offers three different modes to consider cross wind influence on the drag coefficient. It is configured in the [Vehicle File](#vehicle-file-.vveh).
@@ -8,7 +8,7 @@ $F_{aero}=1/2 \rho_{air}(C_{d,v}A(v_{veh})) v_{veh}^2$
 
 The speed dependecy of the $C_dA$ value allows for consideration of average cross widn conditions.
 
-###Speed dependent correction (Declaration Mode)
+### Speed dependent correction (Declaration Mode)
 
 
 This is the mode which is used in [Declaration Mode](#declaration-mode).
@@ -32,7 +32,7 @@ The following table gives the coefficients per vehicle type:
 
 In a pre-processing step VECTO calculates the function for $C_dA$ value as a function of vehicle speed. This is done by integration of all possible directions of the ambient wind from ground level to maximum vehicle height considering the boundary layer effect based on the following formulas: 
 
-$C_{d,v}A(v_{veh}) = \frac{1}{2 \pi v_{veh}^2 h_{veh}}\int_{\alpha = 0°}^{\alpha = 360°}{\int_{h=0}^{h=h_{veh}}{C_dA(\beta)\cdot v_{air}(h, \alpha)^2} \text{d}h\ \text{d}\alpha}$
+$C_{d,v}A(v_{veh}) = \frac{1}{2 \pi v_{veh}^2 h_{veh}}\int_{\alpha = 0^\circ}^{\alpha = 360^\circ}{\int_{h=0}^{h=h_{veh}}{C_dA(\beta)\cdot v_{air}(h, \alpha)^2} \text{d}h\ \text{d}\alpha}$
 
 $v_{air}(h) = \sqrt{(v_{wind}(h)\cdot\cos\alpha + v_{veh})^2 + (v_{wind}(h)\cdot\sin\alpha)^2}$
 
@@ -54,17 +54,17 @@ $v_{wind} \ldots \text{velocity of ambient wind}$
 
 The generation of the $C_{d,v}A(v_{veh})$ curve is demonstrated in [this Excel sheet](Cdv_Generator_VECTO3.2.xlsx)
 
-###Speed dependent correction (User-defined)
+### Speed dependent correction (User-defined)
 The base C~d~A value (see [Vehicle File](#vehicle-file-.vveh)) is corrected with a user-defined speed dependent scaling function. A [vcdv-File](#speed-dependent-cross-wind-correction-input-file-.vcdv) is needed for this calculation.
 
 The C~d~A value given in the vehicle configuration is corrected depending on the vehicle's speed and the C~d~ scaling factor from the input file as follows:
 
-$C_dA(v_{veh}) = C_dA * F_C_d(v_{veh})$
+$C_dA(v_{veh}) = C_dA * F_Cd(v_{veh})$
 
  ![](pics/VCDV.png)
 
 
-###Correction using Vair & Beta Input
+### Correction using Vair & Beta Input
 
 The actual (measured) air speed and direction can be used to correct cross-wid influence if available. A [vcdb-File](#vair-beta-cross-wind-correction-input-file-.vcdb) is needed for this calculation. This file defines a ΔC~d~A value in \[m²\] depending on the wind angle. The [driving cycle](#driving-cycles-.vdri) must include the air speed relative to the vehicle v~air~ (\<vair\_res\>) and the wind yaw angle (\<vair\_beta\>).
 

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

-##Vehicle: Rolling Resistance Coefficient
+## Vehicle: Rolling Resistance Coefficient
 
 
 The rolling resistance is calculated using a speed-independent rolling resistance coefficient (RRC).

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

-#Simulation Models
+# Simulation Models
 
 In this chapter the used component models for the simulation are described.
 
@@ -13,7 +13,7 @@ In this chapter the used component models for the simulation are described.
 * [Engine: Transient Full Load](#engine-transient-full-load)
 * [Engine: WHTC Correction Factors](#engine-correction-factors)
 * [Fuel properties](#fuel-properties)
-* [Engine Torque and Engine Speed Limitations](#engine-torque-and-engine-speed-limitations)
+* [Torque and Speed Limitations](#torque-and-speed-limitations)
 * [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)
 * [Gearbox: MT and AMT Gearshift Rules](#gearbox-mt-and-amt-gearshift-rules)
 * [Gearbox: AT Gearshift Rules](#gearbox-at-gearshift-rules)