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Commit 55036a35 authored by Markus Quaritsch's avatar Markus Quaritsch
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mainly correcting wrong links and incorrectly converted markdown

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Documentation/User Manual/1-user-interface/A_index.md
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......@@ -6,9 +6,14 @@ When VECTO starts the [Main Form](#main-form) is loaded. Closing this form will
- [Main Form](#main-form)
- [Settings](#settings)
- [Job Editor](#job-editor)
- [Vehicle Editor](#vehicle-editor-general-tab)
- [Vehicle Editor](#vehicle-editor-powertrain-tab)
- [Vehicle Editor](#vehicle-editor-electric-components-tab)
- [Vehicle Editor](#vehicle-editor-torque-limits-tab)
- [Vehicle Editor](#vehicle-editor-adas-tab)
- [Vehicle Editor](#vehicle-editor-pto-tab)
- [Aux Dialog](#auxiliary-dialog)
- [Advanced Auxiliary Dialog](#advanced-auxiliary-dialog)
- [Vehicle Editor](#vehicle-editor)
- [BusAux Dialog](#busauxiliary-dialog)
- [Engine Editor](#engine-editor)
- [Gearbox Editor](#gearbox-editor)
- [Graph Window](#graph-window)
......
Documentation/User Manual/1-user-interface/B_mainform.md
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......@@ -101,7 +101,7 @@ Output values in vmod at beginning and end of simulation iterval
![tools](pics/Misc-Tools-icon.png) ***Tools***
- **[Job](#job-editor), [Vehicle](#vehicle-editor), [Engine](#engine-editor), [Gearbox](#gearbox-editor) Editor**
- **[Job](#job-editor), [Vehicle](#vehicle-editor-general-tab), [Engine](#engine-editor), [Gearbox](#gearbox-editor) Editor**
- Opens the respective Editor
- **Graph**
- Open a new [Graph Window](#graph-window)
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Documentation/User Manual/1-user-interface/C_settings.md
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......@@ -22,7 +22,7 @@ File Open Command
<div class="engineering">
Air Density \[kg/m³\]
: The Air Density is needed to calculate the air resistance together with the **Drag Coefficient** and the **Cross Sectional Area** (see [Vehicle Editor](#vehicle-editor)).
: The Air Density is needed to calculate the air resistance together with the **Drag Coefficient** and the **Cross Sectional Area** (see [Vehicle Editor](#vehicle-editor-general-tab)).
This setting is only used in Engineering mode. In Declaration mode the default value of 1.188 \[kg/m³\] is used.
</div>
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Documentation/User Manual/1-user-interface/D1_VECTO-Job-Editor.md
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The [job file (.vecto)](#job-file) includes all informations to run a VECTO calculation. It defines the vehicle and the driving cycle(s) to be used for calculation. In summary it defines:
- Filepath to the [Vehicle File (.vveh)](#vehicle-editor) which defines the not-engine/gearbox-related vehicle parameters
- Filepath to the [Vehicle File (.vveh)](#vehicle-editor-general-tab) which defines the not-engine/gearbox-related vehicle parameters
- Filepath to the [Engine File (.veng)](#engine-editor) which includes full load curve(s) and the fuel consumption map
- Filepath to the [Gearbox File (.vgbx)](#gearbox-editor) which defines gear ratios and transmission losses
- Filepath to the [Gearshift Parameters File (.vtcu)](#gearshift-parameters-file) which allows to override parameters of the [Effshift Gearshift Strategy](#gear-shift-model). The gearshift parameters cannot be edited via the graphical user interface. In case the default parameters shall be used either an empty .vtcu file ([see .vtcu](#gearshift-parameters-file)) or the gearbox file (.vgbx) can be provided. An example .vtcu file is provided [here](#gearshift-parameters-file)
- Filepath to the [Gearshift Parameters File (.vtcu)](#gearshift-parameters-file-.vtcu) which allows to override parameters of the [Effshift Gearshift Strategy](#gear-shift-model). The gearshift parameters cannot be edited via the graphical user interface. In case the default parameters shall be used either an empty .vtcu file ([see .vtcu](#gearshift-parameters-file-.vtcu)) or the gearbox file (.vgbx) can be provided. An example .vtcu file is provided [here](#gearshift-parameters-file-.vtcu)
- Auxiliaries
- Driver Assist parameters
- Driving Cycles (only in Engineering Mode)
......@@ -35,7 +35,7 @@ VECTO automatically uses relative paths if the input file (e.g. Vehicle File) is
Filepath to the Vehicle File (.vveh)
: Files can be created and edited using the [Vehicle Editor](#vehicle-editor).
: Files can be created and edited using the [Vehicle Editor](#vehicle-editor-general-tab).
Filepath to the Engine File (.veng)
: Files can be created and edited using the [Engine Editor](#engine-editor).
......@@ -65,11 +65,11 @@ The list contains the pre-defined auxiliaries where the concrete technology for
Auxiliaries
: In Engineerin Mode the auxiliary power demand can be defined in three ways.
The first option is to define the power demand directly in the driving cycle in the column "Padd" (see (Driving Cycles)[#driving-cycles-.vdri]. This allows to vary the auxiliary load over distance (or time, for time-based driving cycles).
The first option is to define the power demand directly in the driving cycle in the column "Padd" (see [Driving Cycles](#driving-cycles-.vdri). This allows to vary the auxiliary load over distance (or time, for time-based driving cycles).
The second option is to define a constant power demand over the whole cycle. The auxiliary power demand can be specified depending on whether the combustion engine is on or off and the vehicle is driving. The auxiliary power demand during engine-off phase is corrected in the (post-processing)[#engine-fuel-consumption-correction].
The second option is to define a constant power demand over the whole cycle. The auxiliary power demand can be specified depending on whether the combustion engine is on or off and the vehicle is driving. The auxiliary power demand during engine-off phase is corrected in the [post-processing](#engine-fuel-consumption-correction).
The third option is to use the bus-auxiliaries model. For details see the (Bus Auxiliaries model)[#bus-auxiliaries].
The third option is to use the bus-auxiliaries model. For details see the [Bus Auxiliaries model](#bus-auxiliaries).
</div>
......@@ -92,8 +92,8 @@ Cycles
</div>
**Double-click** an entry to open the file (see [File Open Command](#settings)).
**Click** selected items to edit file paths.
**Click** selected items to edit file paths.
: ![addcycle](pics/plus-circle-icon.png) Add cycle (.vdri)
: ![remcycle](pics/minus-circle-icon.png) Remove the selected cycle from the list
......@@ -106,7 +106,7 @@ Cycles
In this tab the driver assistance functions are enabled and parameterised. The parameters for overspeed, look-ahead coasting and driver acceleration can only be modified in Engineering Mode.
Overspeed
: See [Overspeed](#overspeed) for details.
: See [Overspeed](#driver-overspeed) for details.
Look-Ahead Coasting
: See [Look-Ahead Coasting](#driver-look-ahead-coasting) for details.
......@@ -125,7 +125,7 @@ For details on the individual parameters see the corresponding section [Engine S
###Chart Area
The chart area on the right shows the main vehicle parameters like HDV group and axle configuration if a valid [Vehicle File](#vehicle-editor), [Engine File](#engine-file-.veng) and [Gearbox File](#gearbox-file-.vgbx) is loaded into the Editor. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
The chart area on the right shows the main vehicle parameters like HDV group and axle configuration if a valid [Vehicle File](#vehicle-editor-general-tab), [Engine File](#engine-file-.veng) and [Gearbox File](#gearbox-file-.vgbx) is loaded into the Editor. The plot shows the full load curve(s) and sampling points of the fuel consumption map.
###Controls
......@@ -142,7 +142,7 @@ The chart area on the right shows the main vehicle parameters like HDV group and
![sendto](pics/export-icon.png) Send current file to Job List in [Main Form](#main-form)
: **Note:** The file will be sent to the Job List automatically when saved.
![veh](pics/Veh.png) ***Open [Vehicle Editor](#vehicle-editor)***
![veh](pics/Veh.png) ***Open [Vehicle Editor](#vehicle-editor-general-tab)***
![eng](pics/Eng.png) ***Open [Engine Editor](#engine-editor)***
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Documentation/User Manual/1-user-interface/E_VECTO-Editor_Aux.md
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......@@ -28,4 +28,69 @@ In Engineering Mode the auxiliary power demand can either be specified in the dr
</div>
##BusAuxiliary Dialog
<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>
Documentation/User Manual/1-user-interface/F_VEH-Editor.md
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......@@ -158,7 +158,7 @@ Three options are available:
![](pics/VECTO_VehicleEditor_ParHyb_El.png)
For hybrid vehicles and battery electric vehicles the input elements on the *electric components* tab are enabled. Here the component file for the eletric motor and battery pack can be loaded or created (see [Electric Motor Editor](#electric-motor-editor), [Electric Energy Storage Editor](#electric-energy-storage-editor))
For hybrid vehicles and battery electric vehicles the input elements on the *electric components* tab are enabled. Here the component file for the eletric motor and battery pack can be loaded or created (see [Electric Motor Editor](#electric-motor-editor), [Electric Energy Storage Editor](#rechargeable-electric-energy-storage-editor))
The position where the electric machine is positioned in the powertrain can be selected. It is possible that the electric machine is connected to the powertrain via a fixed gear ratio.
At the moment electric machines are supported to be present at a single position only. It is not possible to have an electric motor at position P2 and another at position P4!
......@@ -171,6 +171,7 @@ In case of a P2.5 configuration (the electric motor is connected to an internal
For the electric energy storage multiple battery packs can be configured either in series or in parallel and the initial state of charge of the whole battery system can be defined. For every entry of a battery pack the number of packs (count) in series and a string identifier need to be specified. Battery packs on the same string are connected in series (e.g., two different battery packs on string nuber 1 are in series) while all strings are then connected in parallel (see [Battery Model](#foo) for details). This is only supported for batteries and **not** for SuperCaps.
**Double-click** an entry to edit.
**Click** selected item.
: ![addcycle](pics/plus-circle-icon.png) Add REESS (.vbat)
: ![remcycle](pics/minus-circle-icon.png) Remove the selected REESS from the list
......@@ -186,12 +187,12 @@ In the REESS Dialog the battery file itself and how it is connected to the elect
On this tab different torque limits can be applied at the vehicle level.
First, the maximum torque of the ICE may be limited for certain gears (see [Engine Torque Limitations](#engine-torque-and-engine-speed-limitations)).
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.
Next, the maximum available torque for the electric machine can be reduced at the vehicle level, both for propulsion and recuperation. The input file is the same as the maximum drive and maximum recuperation curve (see [Electric Motor Max Torque File](#electric-motor-max-torque-file-.vemp))
Last, the overall propulsion of the vehicle (i.e., electric motor plus combusion engine) can be limited. The "Propulsion Torque Limit" curve limits the maximum effective torque at the gearbox input shaft over the input speed. This curve is added to the combustion engine's maximum torque curve (only positive values are allowed!). For details on the file format see [Propulsion Torque Limit File](#propulsion-torque-limit-file-.vtqp). The propulsion torque limit has to be provided from 0 rpm to the maximum speed of the combustion engine. In case of P3 or P4 configuration, the torque at the gearbox input shaft is calculated assuming that the electric motor does not contribute to propelling the vehicle, considering the increased losses in the transmission components inbetween. For P2.5 powertrain configurations no special calculations are necessary as this architecture is internally anyhow modelled as P2 architecture.
Last, the overall propulsion of the vehicle (i.e., electric motor plus combusion engine) can be limited. The "Propulsion Torque Limit" curve limits the maximum effective torque at the gearbox input shaft over the input speed. This curve is added to the combustion engine's maximum torque curve (only positive values are allowed!). For details on the file format see [Vehicle Boosting Limits](#vehcle-boosing-limits-.vemp). The propulsion torque limit has to be provided from 0 rpm to the maximum speed of the combustion engine. In case of P3 or P4 configuration, the torque at the gearbox input shaft is calculated assuming that the electric motor does not contribute to propelling the vehicle, considering the increased losses in the transmission components inbetween. For P2.5 powertrain configurations no special calculations are necessary as this architecture is internally anyhow modelled as P2 architecture.
##Vehicle Editor -- ADAS Tab
......
Documentation/User Manual/1-user-interface/G_ENG-Editor.md
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......@@ -52,11 +52,14 @@ Fuel Consumption Map
The input file (.vmap) file format is described [here](#fuel-consumption-map-.vmap).
WHTC Correction Factors
: <div class="declaration">
:
<div class="declaration">
The WHTC Correction Factors are required in [Declaration Mode](#declaration-mode) for the [WHTC FC Correction](#engine-fuel-consumption-calculation).
The Cold/Hot Emission Balancing Factor is an additional correction factor that is used to correct the fuel consumption.
</div>
<div class="engineering">
In engineering a single correction factor for correcting WHTC, Cold/Hot Balancing, ... can be specified.
</div>
......@@ -109,3 +112,4 @@ The Chart Area shows the fuel consumption map and the selected full load curve.
: If necessary the file path in the [VECTO Editor](#job-editor) will be updated.
![Cancel](pics/Cancel.png)***Cancel without saving***
Documentation/User Manual/1-user-interface/H_GBX-Editor.md
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##Gearbox Editor
![](pics/GearboxForm.png)
###Description
The [Gearbox File (.vgbx)](#gearbox-file-.vgbx) defines all gearbox-related input parameters like gear ratios and transmission loss maps.
Furthermore, certain parameters for the gearshift strategy such as the gearshift lines can be provided (see [Gear Shift Model](#gearbox-gear-shift-model) for details).
Furthermore, certain parameters for the gearshift strategy such as the gearshift lines can be provided (see [Gear Shift Model](#gear-shift-model) for details).
###Relative File Paths
......@@ -52,22 +47,22 @@ Use the ![add](pics/plus-circle-icon.png) and ![remove](pics/minus-circle-icon.p
- Gear **"Axle"** defines the ratio of the axle transmission / differential.
- **"Ratio"** defines the ratio between the input speed and output speed for the current gear. Must be greater than 0.
- **"Loss Map or Efficiency"** allows to define either a constant efficiency value or a [loss map (.vtlm)](#transmission-loss-map-.vtlm). <span class="engineering">Note: efficiency values are only allowed in engineering mode</span>
- **"Shift polygons"** defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) for each gear. Not allowed in [Declaration Mode](#declaration-mode). See [GearShift Model](#gearbox-gear-shift-model) for details.
- **"Max Torque"** defines the maximum allowed torque (if applicable) for a gear. It is used for limiting the engine's torque in certain gears. 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)!
- **"Shift polygons"** defines the [Shift Polygons InputFile (.vgbs)](#shift-polygons-input-file-.vgbs) for each gear. Not allowed in [Declaration Mode](#declaration-mode). See [GearShift Model](#gear-shift-model) for details.
- **"Max Torque"** defines the maximum allowed torque (if applicable) for a gear. It is used for limiting the engine's torque in certain gears. Note: in Declaration mode the [generic shift polygons](#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](#gear-shift-model)!
###Gear shift strategy parameters
![](pics/Vecto_ShiftStrategyParameters.svg)
Some parameters influencing the gearshift behavior can be defined in the gearbox file. Therefore, the gearbox file has to be provided as input for the shift strategy parameters as well. See [Gearbox-TCU](#gearbox-tcu) for more details.
Some parameters influencing the gearshift behavior can be defined in the gearbox file. Therefore, the gearbox file has to be provided as input for the shift strategy parameters as well. See [Gearbox-TCU](#gearshift-parameters-file-.vtcu) for more details.
In addition, the gearshift polygon affects the gearshift behavior to a certain degree. The gearshift polygon can be defined individually for each gear. If no shift polygon is provided the declaration mode shift polygons for the selected transmission type are used.
The gearshift strategy depends on the transmission type:
Manual Transmission
: Shiftline based approach. The calculation of gearshift lines and the gearshift rules are [described here](#gearbox-mt-and-amt-gearshift-rules)
: Shiftline based approach. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-mt-gearshift-rules)
Automated Manual Transmission - Conventional vehicle
: Efficiency shift. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-amt-gearshift-rules)
......@@ -79,7 +74,7 @@ Automated Manual Transmission - Pure Electric vehicle
: Efficiency shift based strategy. The calculation of gearshift lines and the gearshift rules are [described here](#FFOOO)
Automatic Transmission - Conventional vehicle
: Efficiency shift. The calculation of gearshift lines and the gearshift rules are [described here](#gearbox-at-gearshift-rules)
: Efficiency shift. The calculation of gearshift lines and the gearshift rules are [described here](#shift-strategy-apt-gearshift-rules)
Automatic Transmission - Hybrid Electric vehicle
: Gearshift is handled by the hybrid controller. Shift lines (calculated in the same way as for conventional vehicles) are used as upper and lower boundary for allowed ICE operating points.
......@@ -133,7 +128,7 @@ Max. Speed
: Defines the maximum input speed the torque converter can handle.
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).
: 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](#shift-strategy-apt-gearshift-rules).
###Torque Converter: Minimal acceleration after upshift
......
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##Rechargeable Electric Energy Storage Editor
Two types of rechargeable electric energy storage can be configured in VECTO: either a battery pack or a super capacitor.
......@@ -38,7 +39,7 @@ SoC Curve
: Battery internal voltage depending on the battery's state of charge (see [Battery Internal Voltage File (.vbatv)](#battery-internal-voltage-file-.vbatv))
Internal Resistance Curve
: Defines the battery's internal resistance depending on its state of charge. The file must cover the SOC range from 0 to 100%! (see [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatv))
: Defines the battery's internal resistance depending on its state of charge. The file must cover the SOC range from 0 to 100%! (see [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatr))
####Chart Area
......
Documentation/User Manual/3-simulation-models/Electric_Storage.md
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......@@ -9,7 +9,7 @@ The battery model uses the following model parameters:
- Minimum state of charge
- Maximum state of charge
- Voltage of the battery pack over state of charge
- Internal resistance of the battery pack over state of charge. The internal resistance can either be constant over the pulse duration or depending on the length of the pulse duration
- Internal resistance of the battery pack over state of charge. The internal resistance can either be constant over the pulse duration or depending on the length of the pulse duration (see [.vbatr Battery Internal Resistance](#battery-internal-resistance-file-.vbatr))
The voltage curve over state of charge is described in [Battery Internal Voltage File (.vbatv)](#battery-internal-voltage-file-.vbatv) and the internal resistance curve over state of charge is described in [Battery Internal Resistance File (.vbatr)](#battery-internal-resistance-file-.vbatr). The file format of the maximum current map is described in [Battery Max Current Map (.vimax)](#battery-max-current-map-.vimax).
......
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##Shift Strategy: AT Gearshift Rules
##Shift Strategy: APT Gearshift Rules
For AT gearboxes gear skipping is only allowed for transmissions with more than 6 gears. Otherwise, the gears are shifted strictly sequentially:
For APT gearboxes gear skipping is only allowed for transmissions with more than 6 gears. Otherwise, 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)
The model structure for shifting between "locked" gears for AT does not differ from the AMT algorithm. That means that the shift logic also differentiates between emergency shifts, polygon gearshifts and efficiency shifts which are processed in the same sequence.
The model structure for shifting between "locked" gears for APT does not differ from the AMT algorithm. That means that the shift logic also differentiates between emergency shifts, polygon gearshifts and efficiency shifts which are processed in the same sequence.
In addition rules for shifting from torque converter (TC) to locked gears apply. These rules are described below. First step in the algorithm is the check of general conditions.
......@@ -18,7 +18,7 @@ General gearshift conditions for the upshift in a locked gear (1C -> 1L, 2C ->2L
* $t_{lastshift} + t_{between shifts} < t_{act}$
Parameters used in the AT Effshift model:
Parameters used in the APT Effshift model:
| **Parameter** | **Value** |
|-----------|--------|
......@@ -53,7 +53,7 @@ and
###Emergency shifts
The Emergency shift strategy for AT transmission looks as follows.
The Emergency shift strategy for APT transmission looks as follows.
Downshift:
......@@ -69,7 +69,7 @@ Upshift (all conditions are met):
###Polygon shifts
The Polygon shift rule for AT works on the same principle as for AMT. But, as already mentioned above the calculation of the upshift line is based on the post-shift engine speed. If the general requirements are fulfilled and it is not an emergency shift, the algorithm of the EffShift model uses the polygon shift rule. In this regard, two different cases related to a downshift are distinguished.
The Polygon shift rule for APT works on the same principle as for AMT. But, as already mentioned above the calculation of the upshift line is based on the post-shift engine speed. If the general requirements are fulfilled and it is not an emergency shift, the algorithm of the EffShift model uses the polygon shift rule. In this regard, two different cases related to a downshift are distinguished.
Conditions for downshift case 1:
......@@ -94,7 +94,7 @@ Conditions for an upshift:
###Efficiency shifts
The efficiency shift algorithm for AT works similar to the AMT algorithm in case of locked gears. In order to depict differences in gear selection which result from the different shifting sequences (AT: powershift, AMT: traction interruption) the operation points used for rating of fuel efficiency and for checking the power requirements in a candidate gear are calculated differently. More specifically, this assessment looks 0.8 seconds into the future, so that a relevant operating point after the shift is considered.
The efficiency shift algorithm for APT works similar to the AMT algorithm in case of locked gears. In order to depict differences in gear selection which result from the different shifting sequences (APT: powershift, AMT: traction interruption) the operation points used for rating of fuel efficiency and for checking the power requirements in a candidate gear are calculated differently. More specifically, this assessment looks 0.8 seconds into the future, so that a relevant operating point after the shift is considered.
For up-shifts from a torque converter gear ("C") to a locked gear ("L") the estimated engine speed in the locked gear has to be above a certain threshold. This threshold depends on the engine's load stage and the road gradient.
......
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##Shift Strategy: MT Gearshift Rules
This section describes the gearshift rules for manual transmission models. When a gearshift is triggered, gears may be skipped for (see [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)).
This section describes the gearshift rules for manual transmission models. When a gearshift is triggered, gears may be skipped for (see [Gearbox: Gear Shift Model](#gear-shift-model)).
###Shift Polygons in Declaration Mode (According to ACEA Whitebook 2016)
......
Documentation/User Manual/3-simulation-models/HybridControlStrategy.md
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......@@ -13,6 +13,7 @@ The hybrid control is located in the simulated power train right after the wheel
* MaxSoC
* TargetSoC
* EquivalenceFactor
* Cost Factor SoC Exponent $e$
* AuxReserveTime
* AuxReserveChargeTime
......@@ -97,7 +98,7 @@ $C = \sum_{i \in \textrm{Fuels}}{FC_{i} \cdot NCV_{i} \cdot dt} + f_{\textrm{eq
If the battery's SoC is below the lower SoC threshold $\textrm{SoC}_{low}$ then $P_\textrm{Pen1}$ is set to 0.
* $C_\textrm{Pen2}$ is a penalty considering idling costs of the combustion engine, currently set to 0.
$f_\textrm{SoC} = 1 - \left(\frac{\textrm{SoC} - \textrm{TargetSoC}}{0.5 \cdot (\textrm{SoC}_\textrm{max} - \textrm{SoC}_{min}} \right)^5 + C_\textrm{SoC}$
$f_\textrm{SoC} = 1 - \left(\frac{\textrm{SoC} - \textrm{TargetSoC}}{0.5 \cdot (\textrm{SoC}_\textrm{max} - \textrm{SoC}_{min}} \right)^e + C_\textrm{SoC}$
$C_\textrm{SoC} = \left\{
\begin{array}{ll}
......
Documentation/User Manual/3-simulation-models/PTO.md
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......@@ -7,7 +7,7 @@ VECTO supports the simulation of PTO related components and losses in the powert
#### Losses in the PTO "Transmission" part (blue)
This is considered by constant power consumption as a function of the PTO type. The power consumption is added in all vehicle operation conditions, due to VECTO not differentiating between clutch open/closed and gear engaged/disengaged. The PTO type is configurable in the [Vehicle Editor](#vehicle-editor). The exact values are shown in the following table:
This is considered by constant power consumption as a function of the PTO type. The power consumption is added in all vehicle operation conditions, due to VECTO not differentiating between clutch open/closed and gear engaged/disengaged. The PTO type is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab). The exact values are shown in the following table:
| Technology | Power Loss \[W] |
......@@ -25,14 +25,14 @@ This is considered by constant power consumption as a function of the PTO type.
#### Idling losses of the PTO "Consumer" (red)
The idling losses are a function of speed as determined by the DIN 30752-1 procedure. If the PTO transmission includes a shifting element (i.e. declutching of consumer part possible) the torque losses of the consumer in VECTO input shall be defined with zero. This is only used outside of PTO cycles, since the PTO cycles already include these losses. The idling losses are defined as a lossmap dependend on speed which is configurable in the [Vehicle Editor](#vehicle-editor). The file format is described in [PTO Idle Consumption Map](#pto-idle-consumption-map-.vptoi).
The idling losses are a function of speed as determined by the DIN 30752-1 procedure. If the PTO transmission includes a shifting element (i.e. declutching of consumer part possible) the torque losses of the consumer in VECTO input shall be defined with zero. This is only used outside of PTO cycles, since the PTO cycles already include these losses. The idling losses are defined as a lossmap dependend on speed which is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab). The file format is described in [PTO Idle Consumption Map](#pto-idle-consumption-map-.vptoi).
#### Cycle losses during the PTO cycle of the PTO "Consumer" (red)
A specific PTO cycle (time-based, engine speed and torque from PTO consumer as determined by the DIN 30752-1 procedure) is simulated during vehicle stops labelled as "with PTO activation". The execution of the driving cycle stops during this time and the pto cycle is executed. Afterwards the normal driving cycle continues.
Power consumption in the PTO transmission part added to power demand from the PTO cycle. The cycle is configurable in the [Vehicle Editor](#vehicle-editor) and follows the file format described in [PTO-Cycle (.vptoc)](#pto-cycle-.vptoc). The timings in the PTO cycle get shifted to start at 0.
Power consumption in the PTO transmission part added to power demand from the PTO cycle. The cycle is configurable in the [Vehicle Editor](#vehicle-editor-pto-tab) and follows the file format described in [PTO-Cycle (.vptoc)](#pto-cycle-.vptoc). The timings in the PTO cycle get shifted to start at 0.
### Behavior During PTO Driving Cycles
......
Documentation/User Manual/3-simulation-models/Transmission_Losses.md
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* [Gearbox](#gearbox-editor)
* Axle Gear (see [Gearbox](#gearbox-editor))
* Angledrive (see [Vehicle](#vehicle-editor))
* Angledrive (see [Vehicle](#vehicle-editor-powertrain-tab))
Documentation/User Manual/3-simulation-models/Vehicle_RRC.md
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......@@ -19,4 +19,4 @@ with:
| g | [m/s²] | Earth gravity acceleration (constant = 9.81, Vecto 3.x: 9.80665) | [constant model parameter] |
| β | [-] | Constant parameter = 0.9 | [constant model parameter] |
For each axle the parameters **Relative axle load, RRC~ISO~** and **F~zISO~** have to be defined. Axles with twin tyres have to be marked using the respective checkbox in the [Vehicle-Editor](#vehicle-editor).
For each axle the parameters **Relative axle load, RRC~ISO~** and **F~zISO~** have to be defined. Axles with twin tyres have to be marked using the respective checkbox in the [Vehicle-Editor](#vehicle-editor-general-tab).
Documentation/User Manual/3-simulation-models/simulation-models.md
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......@@ -6,18 +6,20 @@ In this chapter the used component models for the simulation are described.
* [Driver: Acceleration Limiting](#driver-acceleration-limiting)
* [Driver: Look-Ahead Coasting](#driver-look-ahead-coasting)
* [ADAS: Overspeed](#driver-overspeed)
* [ADAS Technologies](#vehicle-adas-technologies)
* [ADAS: Engine Stop/Start](#advanced-driver-assistant-systems-engine-stopstart)
* [ADAS: Eco Roll](#advanced-driver-assistant-systems-eco-roll)
* [ADAS: Predictive Cruise Control](#advanced-driver-assistant-systems-predictive-cruise-control)
* [Vehicle: Cross Wind Correction](#vehicle-cross-wind-correction)
* [Vehicle: Rolling Resistance Coefficient](#vehicle-rolling-resistance-coefficient)
* [Engine: Fuel Consumption Calculation](#engine-fuel-consumption-calculation)
* [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)
* [Gearbox: Gear Shift Model](#gearbox-gear-shift-model)
* [Gearbox: AMT Gearshift Rules](#gearbox-amt-gearshift-rules)
* [Gearbox: AT Gearshift Rules](#gearbox-at-gearshift-rules)
* [Gearbox: MT Gearshift Rules](#gearbox-mt-gearshift-rules)
* [Torque and Speed Limitations](#torque-and-speed-limitations)
* [Gear Shift Model](#gear-shift-model)
* [Gearbox: AMT Gearshift Rules](#shift-strategy-amt-gearshift-rules)
* [Gearbox: APT Gearshift Rules](#shift-strategy-apt-gearshift-rules)
* [Gearbox: MT Gearshift Rules](#shift-strategy-mt-gearshift-rules)
* [Torque Converter Model](#torque-converter-model)
* [Auxiliaries](#auxiliaries)
* [Engine Only Mode](#engine-only-mode)
......
Documentation/User Manual/5-input-and-output-files/CSV.md
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......@@ -32,17 +32,13 @@ Following files use the csv:
- [Shift Polygons Input File (.vgbs)](#shift-polygons-input-file-.vgbs)
- [Transmission Loss Map (.vtlm)](#transmission-loss-map-.vtlm)
- [Torque Converter Characteristics (.vtcc)](#torque-converter-characteristics-.vtcc)
- [Auxiliary Input File (.vaux)](#auxiliary-input-file-.vaux)
- [Driving Cycles (.vdri)](#driving-cycles-.vdri)
- [Acceleration Limiting Input File (.vacc)](#acceleration-limiting-input-file-.vacc)
- [Modal Results (.vmod)](#modal-results-.vmod)
- [Summary Results (.vsum)](#summary-results-.vsum)
**Notes:**
The [Auxiliary Input File (.vaux)](#auxiliary-input-file-.vaux) uses a modified csv format with some special headers.
###Examples###
####Exampl 1: Acceleration Limiting File####
~~~
v [km/h],acc [m/s^2] ,dec [m/s^2]
......
Documentation/User Manual/5-input-and-output-files/JSON.md
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......@@ -7,4 +7,4 @@ Following files use JSON:
* [Vehicle](#vehicle-file-.vveh)
* [Engine](#engine-file-.veng)
* [Gearbox](#gearbox-file-.vgbx)
* [Shift Parameters](#gearshift-parameters-file)
* [Shift Parameters](#gearshift-parameters-file-.vtcu)
Documentation/User Manual/5-input-and-output-files/VDRI.md
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......@@ -29,7 +29,7 @@ In Declaration Mode driving cycles are automatically chosen depending on vehicle
###Verification Test Cycle
This kind of cycle is used for simulating vehicles defined in declaration mode (xml) on a real driving cycle.
Header: **t>, v>, n\_eng>,n\_fan>, tq\_left>, tq\_right>, n\_wh\_left>, n\_wh\_right>***, fc>, gear>*
Header: **t, v, n\_eng,n\_fan, tq\_left, tq\_right, n\_wh\_left, n\_wh\_right***, fc_<Fuel Type>, gear*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......@@ -68,7 +68,7 @@ t [s] , v [km/h] , n_eng [rpm] , n_fan [rpm] , tq_left [Nm] , tq
###Engineering Mode: Target-Speed, Distance-Based Cycle
This driving cycle defines the target speed over distance. Vecto tries to achieve and maintain this target speed.
Header: **s>, v>, stop>***\[, Padd>]\[, grad>]\[, PTO>]\[, vair\_res>, vair\_beta>]*
Header: **s, v, stop***\[, Padd]\[, grad]\[, PTO]\[, vair\_res, vair\_beta]*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......@@ -80,11 +80,11 @@ Units are optional and are enclosed in [square-brackets] after the header-column
|-------------|--------|------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|
| **s** | [m] | Traveled distance. Must always be increasing. |
| **v** | [km/h] | The target vehicle velocity. Must be >= 0 km/h. |
| **stop** | [s] | Stopping Time. Defines the time span the vehicle is standing still (time the vehicle spending in a stop phase). After this time, the vehicle tries to accelerate to v>. If during a stop phase the PTO cycle is activated, it is recommended to use at least 2 seconds of stop time (which gets split up: first half before the PTO cycle, second half after the PTO cycle). |
| **stop** | [s] | Stopping Time. Defines the time span the vehicle is standing still (time the vehicle spending in a stop phase). After this time, the vehicle tries to accelerate to v. If during a stop phase the PTO cycle is activated, it is recommended to use at least 2 seconds of stop time (which gets split up: first half before the PTO cycle, second half after the PTO cycle). |
| *Padd* | [kW] | Additional auxiliary power demand. This power demand will be directly added to the engine power in addition to possible other auxiliaries. Must be >= 0 kW. |
| *grad* | [%] | The road gradient. |
| *HW* | [0/1] | Marks highway sections (1) of the driving cycle. Predictive cruise control is only enabled on highway parts of the cycle |
| *PTO* | [0/1/2/3] | "0"=disabled, "1"=PTO active during standstill, "2"=PTO active during driving with PTO power from driving cycle, "3"=PTO active during driving, separate time-based PTO cycle. If at a vehicle stop (defined by target velocity=0) "1" is specified, the PTO cycle as specified in the *.vptoc–File is simulated. This is described in the [PTO Simulation Model](#pto) The PTO activation is added to the simulation time in the middle of the stopping time as defined by the cycle parameter "stop". The PTO Cycle can be specified in the [**Vehicle Editor**](#vehicle-editor). When PTO is activated it is recommended to use at least 2 seconds as stop time. |
| *PTO* | [0/1/2/3] | "0"=disabled, "1"=PTO active during standstill, "2"=PTO active during driving with PTO power from driving cycle, "3"=PTO active during driving, separate time-based PTO cycle. If at a vehicle stop (defined by target velocity=0) "1" is specified, the PTO cycle as specified in the *.vptoc–File is simulated. This is described in the [PTO Simulation Model](#pto) The PTO activation is added to the simulation time in the middle of the stopping time as defined by the cycle parameter "stop". The PTO Cycle can be specified in the [**Vehicle Editor**](#vehicle-editor-pto-tab). When PTO is activated it is recommended to use at least 2 seconds as stop time. |
| *vair_res* | [km/h] | Air speed relative to vehicle for cross wind correction. Only required if [**Cross Wind Correction**](#vehicle-cross-wind-correction) is set to **Vair & Beta Input**. |
| *vair_beta* | [°] | Wind Yaw Angle for cross wind correction. Only required if [**Cross Wind Correction**](#vehicle-cross-wind-correction) is set to **Vair & Beta Input**. |
| *P_PTO* | [kW] | Auxiliary power applied for PTO activation mode 2 (PTO active during drive, PTO demand defined in cycle)
......@@ -103,7 +103,7 @@ s [m] , v [km/h] , stop [s] , grad [%] , Padd [kW] |
This driving cycle defines the actual measured speed over time. Vecto tries to simulate the vehicle model using this speed as the actual vehicle speed.
Due to differences in the real and simulated shift strategies a small difference in speed can occur, but Vecto immediately tries to catch up after the gear is engaged again.
Header: **t>, v>***\[, grad>]\[, Padd>]\[, vair\_res>, vair\_beta>\]*
Header: **t, v***\[, grad]\[, Padd]\[, vair\_res, vair\_beta\]*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......@@ -133,7 +133,7 @@ This driving cycle defines the actual measured speed of the vehicle, the gear, a
It overrides the shift strategy of Vecto and also directly sets the engine speed.
Header: **t>, v>, gear>***\[, tc\_active>, grad>]\[, Padd>]\[, vair\_res>, vair\_beta>]\[, Aux\_ID>\]*
Header: **t, v, gear***\[, tc\_active, grad]\[, Padd]\[, vair\_res, vair\_beta]\[, Aux\_ID\]*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......@@ -162,7 +162,7 @@ t [s] , v [km/h] , gear [-] , grad [%] , Padd [kW]
###Engineering Mode: Pwheel (SiCo), Time-Based
This driving cycle defines the power measured at the wheels over time. Vecto tries to simulate the vehicle with this power requirement.
Header: **t>, Pwheel>, gear>, n>***\[, Padd>]*
Header: **t, Pwheel, gear, n***\[, Padd]*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......@@ -189,7 +189,7 @@ t [s] , Pwheel [kW] , gear [-] , n [rpm] , Padd [kW]
This driving cycle directly defines the engine's power or torque at the output shaft over time. Vecto adds the engine's inertia to the given power demand and simulates the engine.
Header: **t>, n>, (Pe>|Me>)***\[, Padd>]*
Header: **t, n, (Pe|Me)***\[, Padd]*
**Bold columns** are mandatory. *Italic columns* are optional. Only the listed columns are allowed (no other columns!).<br />
Units are optional and are enclosed in [square-brackets] after the header-column. Comments may be written with a preceding hash-sign "#".
......
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