+$#>Data Module
Overview

The data module is designed for easy, rapid generation of vehicle system models. The 
The data module allows the user to enter data, read in or save models, create new models and adjust data in existing models.

Icons representing the various vehicle-powertrain subsystems allow the user to view the data for that section of the model and adjust, add or delete data from the model. Graphical features allow the user to view the results of changes to the specific data-set and adjust data as fit. 

The vehicle system model sub-components and relevant icons are:

Vehicle Data

Dyno Data

Tyre Data

Driveline Data

Gearbox Data

Engine Data

Hybrid Drive System Data

Driver Data

When an icon is selected the relevant data entry window is displayed with various vehicle and powertrain parameters available for editing. A more complete explanation of each of the model sub-sections is available, eg. See Vehicle Data.

When the user is satisfied with the model it can be saved using the save or save-as icons in the main window toolbar. This will write the model as a *.car file. 

Additional advanced data sections are also used as subsets of these major data sections.

+$#>The *.CAR File

The *.car file is an ASCII text format file which contains the complete model specification. It is arranged in a logical format with a section for each of the vehicle subsystems. The example below presents a typical *.car file, in this case a model of a Lotus Esprit racing car :

esprit cardat file
race esprit 400 hp
erace       206
VEHICLE
    1200.
    1.770       0.3700        1.900      -0.2530      -0.3030
    1.205
    2.438        1.533        1.624        1.414       0.4000
TYRE
   0.3146
    2    1.400       0.9500
    10.00       0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00
DRIVE
    2
   0.7385       0.7385
   0.0000E+00   0.0000E+00
    3.500       0.9700        2
GEARBOX
    5   0.2000       0.0000E+00    2
    3.363       0.9800       0.1000E-02
    2.059       0.9700       0.1000E-02
    1.387       0.9700       0.1000E-02
    1.037       0.9700       0.1000E-02
   0.8205       0.9700       0.1000E-02
GSHIFT
    1
acc
    1    0    1
    1.000
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
    2    0
CLUTCH
    1    1.000
PDRIVE
    1.000        1.000        2
ENGINE
    1
    102.0        102.2        10.00        4    4   0.0000E+00
    1000.        7500.
   10
    1000.        7.000
    2000.        12.40
    2500.        18.20
    3000.        18.90
    3900.        20.50
    5000.        18.80
    6000.        17.80
    6500.        16.78
    7000.        15.10
    7500.        13.20
DRIVER
   0.9000       0.8000       0.6000       0.0000E+00   0.0000E+00    0

This illustrates how the data is split into obvious sections eg.  VEHICLE, TYRE, DRIVE, ENGINE, GSHIFT (for shift-strategy), etc. A model is constructed using any of the file sub-sections listed here:

·	VEHICLE 			
·	DYNO
·	TYRE				
·	DRIVETRAIN			
·	GEARBOX			
·	GLOSS
·	GSHIFT
·	TORQUE CONVERTER
·	CLUTCH
·	ENGINE			
·	ENG_SCALE
·	MAP
·	OPTIMUM
·	CATALYST
·	WARM-UP
·	AUXILLARIES
·	PDRIVE
·	GRID
·	HYBRID
·	DRIVER
·	AERODYNAMICS
·	HYBPOWER
·	HYBLOSS
·	HYBBATTERY
·	HYBCONTROL
·	XTYRE

A working LOTUS VEHICLE SIMULATION model must include at least those sub-components marked with 
The user is able to create *.car files using the text editor available in the ‘File’ menu-bar, though the LOTUS VEHICLE SIMULATION user interface makes this approach relatively inefficient. In the following sections that explain the details of each data sub-section, reference is given to the correct format for the text components of that part of the *.car file.

+$#>How to Create a Model

To create a new model, select the file new icon at the far left of the main window tool-bar or File / New from the menu-bar. The user is prompted to confirm this action since any current data will be lost. If this is done a new untitled model is created and the user is free to begin entering data.

+$#>How to Load a Model

To load a previously created model or one of the supplied examples, select the file open icon from the main window tool-bar or the File/Open menu from the menu-bar. This brings up the standard windows file-browser.

+$#>How to Save a Model

To save a model, select the file save icon from the main window tool-bar or the menu-bar option File/Save. If no change has been made to the model, this automatically brings up the browser to add a new file-name. Otherwise the file is overwritten.

To save the current model unchanged or otherwise, select File/Save As from the menu-bar or the file save as from the main window tool-bar. This will automatically bring up the browser and prompt the user to enter a new filename. If the same or another used filename is entered the user is prompted to accept overwriting of that file.

+$#How to Change a Variable

To change a variable in any of the data windows, use the mouse or tab key to select the relevant value box, and type in the new number.

+$#>How to Change an Option

To change an option, for instance the type of drive layout (Data/Drive/Final Drive), use the mouse to select the arrow at the right of the display box. This presents the available options and allows selection from the list.

+$#>How to Use Spreadsheets

To manipulate data in a spreadsheet, for instance in an engine map (Data/Engine/Engine Maps), first ensure that a map is available. If not select  Option/On and enter the required number of loads and speeds. 

To copy a section of data, drag the pointer across the section and with the area highlighted, press the right button. This calls a pointer pop-down menu to access the copy option. Then moving to the desired cell, select it and repeat the menu selection procedure choosing paste. 

+$#>How to Create a Detailed Hybrid Model

Lotus Vehicle Simulation contains two levels to which a 'Hybrid' vehicle can be modelled. 

At the simple level it consists of a conventionally defined vehicle model with the hybrid portion providing a simple energy storage model. This simple model provides limited functionality acting as a 'range extender' with settings for its minimum and maximum storage capacity its charge / discharge efficiency and the maximum input and output torque's. Whilst this level provides an insight into the possible benefits of a hybrid vehicle the model detail is not adequate for a in-depth study of hybrid component matching.

The extended level allows the individual hybrid components to be defined in detail including, a thermal model, efficiency map and performance envelope. A control strategy is also defined that controls target levels of battery charge, auxiliary power unit (APU) shutdown, allowable rate of change in speed of the APU, the aggressiveness of the charging regime and a time history smoothing function. 

The components available within the extended hybrid model are;
		APU Generator
		Drive Motor
		Drive Regenerator
		Battery

To build an extended hybrid model a number of the conventional vehicle data modules are used as well as the unique hybrid data sections this provides for the greatest flexibility in defining a hybrid vehicle.

The engine data sections are used to define the IC engine that drives the APU generator, thus the data sections for performance, maps, catalyst, warm up, etc. are applicable and can be used in any hybrid simulation.

The 'primary drive' data section can also be used with hybrid models the output from which is taken as the input speed to the APU generator.

The 'Gearbox' should be defined as a single speed manual transmission, (normally 1:1 ratio), this does not provide a connection between the APU and the final drive, since the hybrid model is currently restricted to a 'Series Hybrid', but is required to pass the data checking routines and avoid the gear shift strategies being employed.

The final drive module is used, the drive motor and drive regenerator hybrid components being connected to the input of the final drive.

The hybrid components themselves are defined via the four data windows associated with the extended hybrid model that specifiy, the component performance, the component efficiencies, the battery charge/discharge voltage model and the hybrid control strategy. Some of the components are optional, (i.e. the drive regenerator), and some components have different levels of data definition, (i.e. from single fixed value to full 2D map).

+$#>Vehicle Data - Variables

This window is accessed using the Vehicle icon on the tool bar or through the Data/Vehicle option from the pull-down menus. This section is concerned with the *.car file titles, the calculation run number and the basic vehicle dimensions.

This data can also be entered directly into the *.car file through the available text editor.

Title Variables

Main Title (80 characters max.)
Secondary Title (80 characters max.)
Test Number (80 characters max.)
Results Counter (integer)

Vehicle Variables

Test Weight (kg) - Total weight including occupants
Wheelbase (m) - Vehicle wheelbase from front to rear wheels
Front Track (m) - Vehicle track for cornering calculations
Rear Track (m) - Vehicle track for cornering calculations
D.C.o.G (m) - Distance of centre of gravity from front wheels
H.C.o.G (m) - Height of centre of gravity above the ground
Frontal area (m2)  Vehicle frontal area
Drag coefficient - Vehicle drag coefficient
Plan area (m2) - required for aerodynamic pitching moments
Front lift Coeff - Vehicle aerodynamic front lift coefficient
Rear Lift Coeff - Vehicle aerodynamic rear lift coefficient
Air Density (kg/m3) -  Ambient air density

To view a diagrammatic representation of these variables, select the graphics icon at the top right of the vehicle window.

The vehicle data values for ‘drag coefficient’, ‘front lift coefficient’ and ‘rear lift coefficient’ can also be defined as non-linear functions using the extended aerodynamic data option.

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+$#>Dynamometer Data - Variables

This window is accessed using the Dyno icon on the tool bar or through the Data/Dynamometer option from the pull-down menus. The section is concerned with the load vs. vehicle speed relationship applied by a chassis dynamometer if the vehicle is to be simulated as running on this type of test-bed - useful for correlation between measured emissions testing and simulation. 

This data can also be entered directly into the *.car file through the available text editor.

To select a dynamometer model to be included in the simulation, select on from the options list in the dyno window. To remove select off. To derive a curve based on the input vehicle and tyre data, select derive. This will automatically calculation values for the variables described below, though the user is free to adjust these as desired.

Chassis Dyno Variables

Inertia Class - Dyno Effective Mass - Inertia (Kg)

Three curve fitting constants - Define the chassis dyno load at the roller periphery via the form - Brake Force = A + B.V + C.V2

A - Brake Constant (N)
B - Brake Constant (N/m/s) 
C - Brake Constant (N/(ms)2)

To view the calculated characteristic load vs. vehicle speed relationship based on the input variables, select the graphics icon at the top right of the dyno window. The graphics window pull down menu provides access to options such as autoscaling (To bring the axes scales within the boundaries of the curve), zoom functions and printing.

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+$#>Tyre Data - Variables

This window is accessed using the Tyre icon on the tool bar or through the Data/Tyre option from the pull-down menus. The tyre window is concerned with the load vs. vehicle speed relationship for tyre rolling resistance and the definition of tyre rolling radius and efficiency.

This data can also be entered directly into the *.car file through the available text editor.

The tyre model is a pre-requisite of the simulation and hence cannot be switched off. To select default Lotus values for the tyre rolling resistance curve coefficients select from the tyre data menubar the CopyData / Set Rolling Resistance to Default Values. 

The tyre data can be defined for both front and rear tyres separately or as a common tyre. Select the required setting from the options presented. Selecting common will display the data currently stored that will be used for both front and rear. Selecting either front or rear will display the data to be used for that particular tyre. With either front or rear selected this implies that the data stored for common is ignored, and the required data must be provided for both front and rear tyres.

The common tyre data values can be copied into the currently displayed 'front' or 'rear' tyre using the menu option CopyData / Tyre Data from Common.
     
The tyre data window menubar option Extended / Tyre opens the extended tyre model data window, that provides the option of a non-linear definition for the rolling radius.

The tyre rolling resistance coefficients can be edited using the spline list and edit function that is available through either the menu option List / Tyre Spline or the spline edit icon. This provides a tool for listing and editing the spline in different units, any changes can be saved back in to the tyre data window in the correct units.

Tyre Variables

Rolling Radius (m) - Note: using the tyre unloaded radius is an approximation - more sophisticated approaches are possible (eg. See European Tyre and Rim Technical Organisation documentation supplied). To define a non-linear rolling radius refer to the extended tyre model
Drive Efficiency (0-1) - Tyre transmission efficiency - typically ~ 0.95
Coefficient of Slip () -  Coefficient of friction between the tyre and the road. Typically in the range 0.8 - 1.15. Related to tyres resistance to wheel-spin/slip
Rolling Resistance Coefficient (N/1000N) - Three curve fitting constants - Define the tyre rolling resistance via a curve-fitted polynomial of the form - Tyre Rolling Resistance Coefficient = (Constant) + (V Coefficient).V + (V2 Coefficient).V2 + (V3 Coefficient).V3 + (V4 Coefficient).V4 + (V5 Coefficient).V5

Constant
V Coefficient 
V2 Coefficient
V3 Coefficient
V4 Coefficient
V5 Coefficient

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+$#>Driveline Data - Introduction

This window is accessed using the Driveline icon on the tool bar or through the Data/Driveline option from the pull-down menus. This action will call into view the driveline sub-menu which provides access to the various driveline data-windows as listed below :

Torque Converter/Clutch - Options for torque converters and clutches
Torque Converter Lock-up - Definition of torque converter lock-up characteristics
Torque Converter Idle - Definition of torque converter idle strategy
Final Drive - Specification of final drive system, system inertia’s, transmission efficiencies and drive ratio.

This data can also be entered directly into the *.car file through the available text editor.

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+$#>Torque Converter / Clutch

This window is accessed using the Driveline icon on the tool bar or through the Data/Driveline option from the pull-down menus, and then selected TC/Clutch from the Driveline sub-menu.
 
The TC/Clutch window provides the user with the facility to specify the type of drive coupling. Currently LOTUS VEHICLE SIMULATION supports models of common Clutches and Torque Converters. 

Selecting Coupling Type

To switch between clutch and torque converter, select ‘Options’ and choose between the two available options. Switching from clutch to torque converter will activate the Torque Converter spreadsheets and data boxes. Switching back to clutch will disable these features. 

Using a Clutch Model

To use a clutch, select ‘clutch’ from the ‘options’ menu. The clutch model has a single data variable, ‘Declutch Speed’ (km/h).

This data can also be entered directly into the *.car file through the available text editor.

Torque Converters, Fluid Coupling or Torque Multiplier

A torque converter is a standard coupling system for modern automatic transmissions. It is sometimes referred to as a ‘Fluid Coupling’ or Torque Multiplier.

Using a Torque Converter

To use a torque converter model, select ‘Torque Converter’ from the ‘Options’ pop-down menu. This activates the torque converter data entry boxes and spreadsheet.

Torque Converter Data

Various data entries are used to model the torque converter characteristics :

Number of Speed Ratios : The number of points over which the torque converter is modelled. (Up to 20 points)
Spreadsheet : A spreadsheet for data entry of speed ratios, torque ratios and input capacity.
Spreadsheet Data Variables :
	Speed Ratio = Output Speed / Input Speed
	Torque Ratio =  Output Torque / Input Torque
	Input Capacity (Rad/s/Torque) = Torque converter input capacity at this speed ratio

This data can also be entered directly into the *.car file through the available text editor.

Torque Converter Calculations

After adjustment of the variables the user must select ’Update’ to display the re-calculated estimates for stall speed and stall torque.

Graphical Display of Torque Converter Characteristics 

To display the torque converter characteristic curves, select the Graph Icon from the top right of the window. This includes functions for autoscaling, zoom, printing and data-picking accessed from the pull-down menu at the top right of the graph display window.

 Factoring a Torque Converter Characteristic Curve

The user is able to apply speed and load factors to the torque converter curve, by using the ‘Factor’ menu-bar pull down menu . Both speed factoring and load factors are available. The user is prompted to enter a factor as a ratio of 1. 

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+$#>Torque Converter Lock-up

The torque converter lock-up window is accessed from the Driveline menu selected by clicking the Driveline icon in the data icons tool-bar or selecting Driveline from the main window menu-bar pull down menu Data.

The window is used to create or modify and existing torque converter lock-up strategy. Lock-up does not have to be incorporated when using a torque converter but modern automatic transmission typically employ some lock-up strategy to improve efficiency.

This data can also be entered directly into the *.car file through the available text editor.

Using a Lock-Up Strategy

To activate the lock-up model, select ‘On’ from the ‘Options’ pop-down menu in the Lock-up window. This activates the data entry boxes and spreadsheet.

The lock-up strategy is defined as a set of lock-on and lock-off points defined in terms of any map variable vs. speed (Various speed variables are available) for a range or torque fractions (up to 10).

Lock-Up Data

The lock-up strategy is defined using the following variables :
 
Load Units : The units used to define the load fraction. This can simply load fraction, or alternatively, any of the map variables specified at the ’engine map data’ window. Note : If the load unit chosen relates to a map undefined, the system will not operate correctly.
Speed Units :The units used to define the speed variable. Four are presently available : 
1. Engine Speed (RPM)
2. Propshaft Speed (RPM)
3. Road Speed (MPH)
4. Road Speed (KMH)
Load Fraction : The load fraction for the currently displayed set of lock points. To add a fraction use the ‘Functions’ pull-down menu at the top right of the window.
Spreadsheet : A spreadsheet is used to define the lock points
Lock-Up : Speed at which lock-up occurs when load is equals load fraction displayed.
Lock-Off : Speed at which lock-off occurs when load is equals load fraction displayed.

Adding a Load Fraction in the Torque Converter Lock-Up Window

To initially add fractions or add a load fraction to an existing set of torque converter lock-up data, use the ‘Functions’ pull-down menu at the top left of the window.

Deleting a Load Fraction in the Torque Converter Lock-Up Window

To delete load fractions from an existing set of torque converter lock-up data, use the ‘Functions’ pull-down menu at the top left of the window.

Inserting an Extra Load Fraction in the Torque Converter Lock-Up Window

To insert a load fractions into an existing set of torque converter lock-up data, use the ‘Functions’ pull-down menu at the top left of the window. A new load fraction map is inserted ahead of the load fraction visible when the insertion is carried out.

Displaying the TC Lock-Up Data Graphically

To view the torque converter lock map graphically, select the Graphic Icon at the top-right of the torque converter Lock Up Window. The graphics window includes features for autoscaling, zoom, data-pick and printing, accessed using the pull-down menu at the top left of the graphics window.

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+$#>Torque Converter Idle

The ‘Torque Converter Idle’ window is accessed from the Driveline menu selected by clicking the Driveline icon in the data icons tool-bar or selecting Driveline from the main window menu-bar pull down menu Data.

This data can also be entered directly into the *.car file through the available text editor.

The window is used to set the torque idle strategy. This is concerned with the operation of the Torque Converter during periods of zero power transmission. There are three options accessed using the ‘Idle Mode’ pop-down menu in the window :

Normal Idle : Gearbox remains in drive
Full Neutral Idle : Gearbox in neutral and hence no drag torque on the engine 
Semi-Neutral Idle : Gearbox in a ‘semi-neutral’ mode where there exists some speed ratio between the engine and converter input and output speed. In this mode the user enters data in the ‘Speed Ratio’ data box.

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+$#>Final Drive

The ‘Final Drive Data’ window is accessed from the Driveline menu selected by clicking the Driveline icon in the data icons tool-bar or selecting Driveline from the main window menu-bar pull down menu Data.

The window is used to enter and modify the specification of the final drive/transmission system. The user is able to specify the drive layout, the inertia’s of the main rotating components and the transmission ratio and efficiencies.

This data can also be entered directly into the *.car file through the available text editor.

Final Drive Data Variables

The following data is available for editing by the user : 

Drive Type : The user may select between :
1. Front Wheel Drive
2. Rear Wheel Drive
3. Four Wheel Drive

Front and Rear Wheel Inertia (kg.m2) : The combined inertia of the wheel, tyre and rotating brakes etc. These are for a single wheel. Two wheels are assumed to be fitted.
Drive Shaft Inertia (kg.m2) : The rotary inertia of the axle/drive shaft. This is the total inertia if two drive shafts are fitted.
Prop Shaft Inertia (kg.m2) : Total rotary inertia of the prop shaft. If not fitted, set to zero.
Final Drive Ratio
Final Drive Efficiency (0-1) : Maximum efficiency of the final drive used by transmission efficiency calculations. 
Final Drive Efficiency Mode : The user may choose between two different efficiency models :
1. Efficiency fixed to maximum (entered value)
2. Efficiency modelled as a function of speed and load

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+$#>Gearbox Data - Introduction

The powertrain systems are connected to the vehicle final drive via the gearbox system. To enter or review data for the gearbox, select the Gearbox Icon from the icon panel. Alternatively, select Data / Gearbox from the main window menu bar or press F5. 

This brings up the gearbox menu from which the user can select from the following sub-window options:

Specification : where gearbox transmission type and ratios are entered
Gear Losses : to enter detailed information on the system efficiency
Shift Strategy : to enter information on the system operating strategy
Cascade : to display a graphical representation of the drive force vs. Vehicle speed and road load
Gradability : A calculation tool to assess the vehicle’s capabilities on inclines.
Max. Speed : A similar tool to assess the Vehicle system’s maximum speed

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+$#>Gearbox Specification

This display allows the user to review the gearbox ratios, efficiencies and inertia’s and other system variables.

To access the gearbox specification window, select Gearbox Specification from the Gearbox sub-menu assessed from the Icon panel or main window drop down menu.

This data can also be entered directly into the *.car file through the available text editor.

The window displays the following data entry sections:

Number of Ratios

This specifies the number of ratios in the transmission. To initially set the number change the number from zero to the required number of ratios. This activates the spreadsheet and allows entry of data for each ratio.

To increase the number increase the number of ratios in the data box. This will add the required number to the bottom of the spreadsheet. To reduce the number repeat the process with the new number and those ratios above this will be greyed out.

Maximum Gearbox Input Torque

This sets the maximum gearbox input torque. This is used by the gearbox efficiency calculations. If 0.0 is used, the calculation uses engine maximum torque.

Maximum Gearbox Input Speed

This sets the gearbox maximum input speed. This is used by the gearbox efficiency calculations. If 0.0 is used, the calculation uses engine maximum speed.

Gearbox Efficiency Model

This pop-down menu sets the model used to calculate the gearbox efficiency. Two options are presently available :

Fixed : using the specified efficiency for each ratio
Function : defining efficiency as a function of speed and load - using Lotus developed models.
 
System Data Spreadsheet

The spreadsheet is used to enter data for the characteristics of each gear ratio. The number of ratios in the model is set using the gearbox ‘number of ratios’ data box. 

The three variables for each gear are as follows:

Ratio : Specifies the ratio of input to output speed for each ratio.
Efficiency : Specifies the efficiency of each ratio as a fraction of 1.0.
Inertia : Specifies the rotational inertia of each ratio (kg.m2)

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+$#>Gear Losses

This window displays the specified gear loss curves if entered by the user. The losses are described as curves for torque loss in Nm vs. gearbox input speed (rpm) for each of up to 10 torque fractions (assumed to be the engine torque fraction) and for each gear specified in the model.

This data can also be entered directly into the *.car file through the available text editor.

The data variables are summarised below :

Gear Loss Map Title - Users notes
Number of Gear Loss Speeds - Maximum if 20
Number of Torque Fractions - Maximum of 10
Torque Fractions (0-1.0)- Up to the number of fractions specified. These are assumed to be the engine torque fraction
Gearbox input speeds (rpm) - for each gear at each torque fraction
Gearbox torque loss (Nm) - for each gear and speed at each torque fraction 

Switching On the Gear Losses System

To enter data for the gear losses, switch the spreadsheet and associated data entry boxes by selecting ‘on’ from the options pop-up menu (Note that the user must have already specified the gearbox specification).

Entering Gear Loss Data for the First Time in a Model

After switching the loss spreadsheet on, the user must first select a gear for which data is to be entered. This is done by pressing the right arrow in the ‘gear number’ window. The display should then display ‘1 of “N” ’ where “N” is the number of gears in the model.

The number of speeds for which the currently displayed gear is to have loss data entered for is then entered in the adjacent data window. This will then permit data to be entered for the loss fractions.

Adding Gear Loss Load Fractions

Add the first load fraction by selecting ‘Add Fraction’ from the pull-down menu in the top left. The user can modify the absolute value of this fraction by changing the displayed fraction in the data box at the bottom left of the window. To add additional fractions select this ‘Add Fraction’ until the required number of fractions is reached. 

Inserting Gear Loss Fractions

To insert additional fractions to a gear loss dataset, select ‘Insert Fraction’ from the pull-down menu. A fraction will be inserted before the currently displayed fraction and the other fractions shuffled as required.

Deleting Gear Loss Fractions

To delete fractions select ‘Delete Fraction’ from the pull-down menu. This will remove the currently displayed fraction.

Gear Loss Data 

Data should be entered as torque loss (Nm) vs. gearbox input speed (rpm). After entering data, selecting Update will convert all torque losses into power (kW). 

A text entry window is available to enter a label to describe the source of the data or other notes.

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+$#>Shift Strategy

This window is used to specify the user gear shift strategies. The user is able to specify up to a maximum of 10 different shift strategies, which can be selected at the calculation window.

A shift strategy map is entered as an array of change up and change down data for each gear ratio across a 2-D map of a speed variable vs. a load variable. 

This data can also be entered directly into the *.car file through the available text editor.

The variables are as follows :

Number of shift maps - must be equal or greater than 1 (Add a map using the top left pull-down menu functions).
Title of Shift Map - A user defined label eg. “FTP 75 Shift Schedule”
Number of Torque Fractions - Add using the pull-down menu functions, flip through using the arrows.
Torque Fraction - Change by selecting the data entry box and typing in required value.
Load Fraction Variable - Select from any of the map parameters for which data is detailed in the ‘Engine Map’ window.
Speed Variable - Select from the four speed variables available :
1. Engine Speed (RPM)
2. Propshaft Speed (RPM)
3. Vehicle Speed (KPH)
4. Vehicle Speed (MPH) 
Shift Mode - Specifies shifting mode from two options:
1. Forced mode - obeys shifting strategy detailed
2. Free- Pre-Optimum  - Sets shifting mode to minimise the map parameter set in the ‘Engine Optimum’ window using the pre-calculated curve.
3. Free – Inst-Optimum – Uses an instantaneous calculation to decide the optimum gear position using defined map.
Kickdown Mode - Sets whether the transmission kicks down under acceleration

Switching the Displayed Shift Maps and Adding, Deleting and Inserting Load Fractions

The method of switching between displayed shift maps and adding, deleting and inserting maps and load fractions matches the method described in ‘Gear Losses’.

Graphically Displaying the Gearbox Shift Strategy

To view the shift strategy at each load fraction select the ‘Graph Button’. This displays the map and provides functions such as zoom and autoscale, accessible from the pull down menu at the top left of the graph window.

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+$#>Gearbox Cascade Diagram

This window displays the tractive load diagram for the vehicle system at each drive ratio vs. the combined aerodynamic and tyre loads and vehicle speed. 

Cascade Graphing Functions

Functions such as zoom, autoscale and data pick are available from the pull-down menu at the top left of the display.

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+$#>Gradability Tool

The gearing gradability tool allows the user to view LOTUS VEHICLE SIMULATION calculations for the vehicle performance on inclines. Various tools are available to adjust the displayed ratios, increase the total vehicle mass (by adding towed mass), and the road gradient.

Setting the Gradability Optimised Gear Ratios to be the Model Gear Ratios

After adjusting ratios to the users satisfaction, the ratios may be transferred to become the main vehicle ratios by selecting ‘Set as Gears’.

To revert the changed ratios back to the initial values before adjustment select ‘Revert’.

Calculating Gradability with Locked or Unlocked Torque Converter

If using an automatic transmission, the user can lock or unlock the torque converter by toggling the ‘Locked / Unlocked’ button.

Calculating Gradability based on Road Gradient, Vehicle Speed or Gear Ratio

The user can decide which variable should remain fixed during on-screen calculation using the ‘Update’ pull-down menu at the top left of the window. The user may select from grade velocity, road gradient or gear ratio.

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+$#>Maximum Speed Tool

The user may view LOTUS VEHICLE SIMULATION basic theory calculations for maximum speed using the ‘Max. Speed’ tool from the Gearbox menu.

The user may change the ratios, vehicle speed and engine speed variables by manipulation of the spreadsheet data. To re-calculate the data select ‘Update’. 

Setting the User Modified Maximum Speed Ratios as the Model Ratios

To transfer the adjusted gear ratios to the main model select ‘Set as Gears’. To reset the gears to the values before adjustment select ‘Revert’.

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+$#>Engine Data

The engine data section forms the primary data screens for data entry to define the central powertrain unit. Currently facilities are primarily aimed at the modelling of I.C. engines. 

The user brings up the engine system menu by selecting the Engine icon on the main menu tool bar. This displays the following options :

Engine : Data for the I.C. Engine specification, inertia and full-load performance.
Engine Scaling : Advanced tool to adjust engine specification via scaling functions.
Engine Maps : Data window for full and part load fuel economy, emissions and engine operating condition.
Optimum : Tool to calculate optimum load-speed profile to minimise any selected map parameter - can then be used to drive shift strategy.
Catalyst : Data window for catalyst light-off characteristics and emissions after-treatment efficiency.
Warm-up : Data window for engine-out emissions and fuel economy during warm-up phase and engine acceleration.
Auxiliaries : Data window for specification and load characteristics of powertrain mounted auxiliary devices.
Grid Analysis : Data window for creation of a zone system for cumulative analysis of vehicle system operation across powertrain load-speed range.
Primary Drive : Data window for specification of engine primary drive, inertia and efficiency.
Units : Window for selection of preferred displayed units

+$#Engine

This window is selected from the ’Engine’ options menu accessed by selecting ‘Engine’ from the engine menu.

The window is used to review or adjust data for the following variables :

Engine Type : Currently restricted to I.C. engine.
Cycle Type : 2 or 4-stroke types supported. 
Compression Ratio : Only required for engine scaling functions.
Bore (mm) : Engine cylinder bore. Must be specified.
Stroke (mm) : Engine piston stroke. Must be specified.
No. of Cylinders : Total number of cylinders in engine. Must be specified.
Idle Speed (rpm) : Engine minimum speed. If not specified uses torque curve lowest speed.
Maximum Speed (rpm) : Engine maximum speed. If not specified uses torque curve highest speed. This can be set for each gear separately. See Extended options.
Engine Inertia (Kg.m2) : Rotating inertia of engine - May be set to zero. 
Number of Speeds : Specifies number of speeds over which torque curve is detailed.
Engine Speed (rpm) : At each data point.
BMEP or Torque (Nm) : Maximum BMEP or torque at each data/speed point. Alternative BMEP curves can be defined for each gear, select the ‘Limit in Each Gear’ option.

This data can also be entered directly into the *.car file through the available text editor.

Factoring the Engine Torque Curve

Features are also available to scale the torque curve in terms of speed and torque by using the ‘Factor’ tool selected from the pull-down menu in the top left of the window.

Displaying the Engine Torque Curve Graphically

The torque curve can be displayed graphically using the graph icon at the top right of the window. This includes features for zoom, autoscaling, data pick and printing accessed from the pull-down menu at the top right of the graph window.

Increasing/Reducing the Number of Engine Torque Curve Points

To increase the number of engine torque curve data points, increase the number of speeds entered in the data box. To reduce the number of engine torque curve data points, reduce the number of engine speeds in the data box.

Engine Over-run FMEP coefficients.

The coefficients used to calculate the engine friction during the overrun phase can be modified via the ‘advanced’ menu item. An additional torque ‘scalar’ can also be defined here.

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+$#>Engine Scaling

This window provides features to modify the entered engine performance and map data through a range of scaling functions related to changes from the base engine geometry to a new proposed specification.

The user is required to enter data for the new engine geometry and enter estimates for the relative effects on power, engine operating speed range and thermal efficiency based on empirical or judgement data. For instance current I.C. engines typically demonstrate an improvement in thermal efficiency of around 3% per increase in compression ratio (Though this is only a broad approximation!). The user can enter the new compression ratio, giving a factor of 1.03 for change in th with C.R. The scaling tool also includes models for engine friction, allowing the effect of engine design to be incorporated - this makes use user estimates of the Lotus subroutine ‘FRIC’ which draws on many engine studies and Lotus powertrain experience.

These scaling factors are then used in the calculation, thus allowing the analyst to rapidly assess the potential effects of changes in engine design. 

This data can also be entered directly into the *.car file through the available text editor.

Switching on the Engine Scaling System

To activate the engine scaling model, select ‘On’ from the ‘Option’ pop-down menu. To switch off engine scaling select ‘Off’ from the same menu.

The data variables are summarised below :

New Engine Bore (mm) 
New Engine Stroke (mm) 
New Engine Compression Ratio 
Sensitivity of thermal to Change in Bore (%/mm) : Typically negative.
Sensitivity of thermal to Change in Stroke (%/mm) : Typically close to zero.
Sensitivity of thermal to Change in Compression Ratio (%/C.R.) : Typically positive.
Sensitivity of engine speed range to Change in Bore (%/mm) : Typically close to zero.
Sensitivity of engine speed range to Change in Stroke (%/mm) : Typically positive.

The overall factor of each change is presented in the box at the far right of each sub-section. 

If engine speed range is scaled and the user wishes to change the maximum and minimum speed range of the engine, this must be entered directly into the model *.car file using the ‘Edit Data’ option from the main window ‘File’ pop-down menu.

Friction scaling

To display the window for engine friction changes select ‘Friction Scaling’. This sub-window displays options for model type. To select from the available options activate the ‘Options’ pop-down menu which provides options for :

1. User Defined : A spreadsheet of n data points with speed vs. current engine friction and the friction of the new engine (Friction in FMEP).
2. Single Model : A Lotus developed FRIC model which relates the engine design variables to empirical and developed models for friction.
3. Two Models : A Lotus developed FRIC model for the current and proposed engine specifications relating engine design variables to empirical and developed models for friction.

Friction Model Default Data

If data is not available for the modelled engine design, estimates for typical bearing sizes are available:

	Inline engines : Enter 9999.0 for bearing sizes
	V-engines with single cylinder per pin : Enter 9998.0 for bearing sizes
	V-engines with two cylinders per pin: Enter 9997.0 for bearing sizes
For cam bearings, enter 9999.0 for diameter and widths

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+$#>Engine Map Data

The engine map data entry window is accessed using the ‘Map Data’ option from the ‘Engine’ menu accessed by selecting the ‘Engine Icon’ from the data toolbar or man window pull-down menu.

The window is designed to permit easy entry of data for the engine fuel economy, emissions and operating characteristics over the load-speed range.

All maps used must share a common load-speed format.

The grid is specified first, and does not need to be regular, but a complete grid must be provided - hence extrapolation of data above the full load BMEP at each speed is necessary. This extrapolation does not affect the calculated results.

This data can also be entered directly into the *.car file through the available text editor.

Switching on the Engine Maps

To switch on the map system, the user selects ’On’ from the ‘Options’ pop-down menu. This activates the spreadsheets and map functions.

Adding, Deleting and Inserting Engine Maps

To add an engine map or delete and insert maps the user selects options from the ‘Functions’ pop-down menu.

Cycling through the Engine Maps

To cycle through the maps, use the arrows within the map number panel

Graphically displaying the Engine Maps, Zoom, Data-picking and Printing

To graphically display the map currently in the Engine map window, select the ‘Graph Icon’ in the top right of the window. This includes features for zoom, autoscaling, data-picking and printing. This is selected from the pull-down menu at the top-right of the graph window.

Engine Map Data Variables

The various data variables to be specified are as follows :

Map Number : Change map number using the arrows in the map number panel.
Map Type : Select map type from the following available :
1. Fuel Consumption
2. Air Consumption
3. Hydrocarbon Emissions
4. NOx Emissions
5. CO Emissions
6. CO2 Emissions
7. O2 Emissions
8. Particulate Emissions
9. User Flow
10. Spark Timing
11. Throttle Position
12. Manifold Air Pressure (Bar)
13. Air-Fuel Ratio	
14. Exhaust Temperature
15. Heat to Coolant (0-1)
16. Heat to Oil (0-1)

Map Units : For map types 1-9 the unit options are :
g/s - grams per second
g/h - grams per hour 
g/kW.h - grams per kilowatt hour
g/h/l - grams per hour per litre of engine capacity

Overrun : Overrun map option determines values of map at idle and zero load (coasting)
Lowest Load : uses the values at the lowest load point of the map
Zero : uses zero for map variable at idle and zero load
User Defined : uses user specified data entered in the Overrun column. For map types 1-9, the overrun units are g/s when map units are 1 or 2. For map units in specifics 3 or 4, overun units are g/s/l.   

Note : The overrun map value specified for the first map speed is used when the engine is at idle (unless auxiliaries or a torque converter are specified).

Fuel Specific Gravity (kg/l) : Typically 0.75-0.76 for gasoline, 0.84 for diesel.
Fuel Calorific Value (kJ/kg) : Typically 42000kJ/kg for gasoline.
Scale Factor : Used to make global changes to the data.
Number of Map Speeds : For all specified maps.
Number of Map Loads : For all specified maps.
Spreadsheet : Data entry area for speed-load data.

Increasing/Reducing the Number of Map Speed Points

To add, insert or delete map speed points, change the number of points in the data box. This adds or deletes speeds from the maximum speed end of the map.

Increasing/Reducing the Number of Map Load Points

To add, insert or delete map load points, change the number of points in the data box. This adds or deletes loads from the maximum load end of the map.

Using the Engine Map Spreadsheet Tools

By clicking with the left mouse button in the spreadsheet, the cell under the pointer is selected and the data for that point may be changed. By selecting a range of cells and clicking the right mouse button a range or cut,copy and paste functions are available. These operate in the same manner as common Windows spreadsheets.

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+$#>Optimum

The ‘optimum’ window is accessed using the Optimum option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The optimum window is used to define a strategy for the gearbox shift strategy as related to engine operating conditions.

This data can also be entered directly into the *.car file through the available text editor.

Switching on the Optimum Model

To switch on the Optimum model, select ‘On’ from the ‘Options’ pop-down menu. To switch off select ‘Off’.

Using the Optimum Model

To use the optimum model, the user must either specify a map parameter to be minimised (To work correctly, the map must have previously been defined in ‘Engine - Map Data’), or else specify a curve of optimum torque vs. engine speed.

Using a Pre-specified Engine Map for the Optimum Model

To use a map previously specified in the ‘Engine - Map Data’ window, select the ‘Optimum Type’ pop-down menu and enter the required map number in the ‘Map No.’ box. This will calculate the minimum level of the map parameter at each engine speed point and display the results in the spreadsheet. (The map No. should the map type identification No. and not the map order No.).

Using a User Defined Optimum Curve for the Optimum Model

To enter a user defined curve for the optimum model, select ‘User Specified’ in the ‘Optimum Type’ pop-down menu. The user then enters the number of points to be defined and enters the engine speed and power (kw) into the spreadsheet. To view the calculated Torque in Nm and BMEP after a change click the ‘Update’ button.

To Graphically Display the Optimum Curve

To view graphically the current ‘Optimum’ curve to be used by the model, press the Graphics Icon in the top right of the window. This displays the Graphics window and provides features for autoscaling, zoom, printing and data-picking, accessed using the pull-down menu in the top-left of the window.  

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+$#>Catalyst

The ‘Catalyst’ window is accessed using the Catalyst option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The window allows the user to enter and review information for the catalyst model. A catalyst if used, models a reduction in vehicle out-emissions and the transient ‘light-off’ phase after cold start during which emissions conversion efficiency is reduced. 

This data can also be entered directly into the *.car file through the available text editor.

Using the Catalyst Model

To model a catalyst in the vehicle, the user must switch it on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the model, similarly select ‘Off’.

Catalyst Data Variables

Three variables are used to model curves of catalyst light-off charactersitics and max conversion efficiency. These are :

1. Maximum Catalyst Efficiency (For HC, NOx and CO) : The conversion efficiency of the catalyst operating at optimum conditions.
2. Time to Maximum Efficiency (For HC, NOx and CO) : Time from start of cycle for catalyst to reach maximum efficiency.
3. Warming Time (s) (For HC, NOx and CO) : Time for catalyst to warm-up from ambient conditions to maximum efficiency operating temperature.

Displaying the Catalyst Characteristics Graphically

The user may view the catalyst operating strategy graphically by selecting the Graphics Icon at the top right of the window. This displays the Graphics window and provides features for autoscaling, zoom, printing and data-picking, accessed using the pull-down menu in the top-left of the window.  

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+$#>Warm Up

The ‘Warm-up’ window is accessed using the Warm-up option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The window allows the user to enter and review information for the warm-up model. This models a ramp down (or up) in engine-out emissions over a user specified time period after startup until the engine has reached it’s steady state operating condition. The model also allows the user to model the effect of engine transients (due to acceleration) on emissions. The same approach is also used to factor the fuel consumption during the warm-up phase.

This data can also be entered directly into the *.car file through the available text editor.

Using the Warm-up Model

To model the warm-up phase, the user must switch the model on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the model, similarly select ‘Off’.

Warm-up Data Variables

Three variables are used to model curves of the warm-up and transient engine characteristics. These are :

1. Warm-up Factor (For HC, NOx, CO and Fuel) : The engine out emissions factor at the start of the cycle (when engine is generally at it’s lowest temperature).  
2. Factor Time (s) (For HC, NOx, CO and Fuel) : Time from start of cycle for engine to reach normal operating temperatures and emissions to reach steady state values.
3. Acceleration Factor (s2/m) (For HC, NOx, CO and Fuel) : Emissions acceleration factor based on the following formula : Emissions = Steady State Emission + ABS(‘Accelfactor’ x acceleration x S.S.Emissions)

Displaying the Warm-up Characteristics Graphically

The user may view the warm-up characteristics graphically by selecting the Graphics Icon at the top right of the window. This displays the Graphics window and provides features for autoscaling, zoom, printing and data-picking, accessed using the pull-down menu in the top-left of the window.  

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+$#>Auxiliaries

The ‘Auxiliaries’ window is accessed using the Auxiliaries option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The window allows the user to enter and review information for any auxiliaries used in the powertrain system. These may be units such as Power-steering pumps, air-conditioning compressors or generators, mounted at some point in the system and being directly driven through some form of gearing.

This data can also be entered directly into the *.car file through the available text editor.

Using the Auxiliaries Model

To model auxiliaries, the user must switch the model on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the model, similarly select ‘Off’.

Auxiliaries Data Variables

An auxiliary is modelled as a power-taking devices driven directly from some point in the powertrain. To model a unit, the user must specify the mounting position, the drive ratio, relative to the rotational speed of the take-off point, the rotary inertia and a curve for the auxiliary rotary speed vs. the torque driving the unit after any drive speed conversion. The user can then view the calculated power by clicking the ‘Update’ button.

Note : There is no model available in the current version of LOTUS VEHICLE SIMULATION to reduce the absorbed power relative to engine load.

The variables for input are defined below :

Auxiliary Label : A note area for the user to define the modelled unit.
Mounting Position for Unit : The user may choose from the following options :
1. Engine Mounted (eg. From the drivebelts of flywheel)
2. Gearbox Input Shaft Mounted
3. Propshaft Mounted
4. Axle/Drive Shaft Mounted
Auxiliary Drive Ratio : The ratio between auxiliary and mounting point shaft speeds.
Auxiliary Rotary Inertia (kg.m2) : The inertia of the unit and associated transmission system (Not that of the mounted unit).
Number of Speeds : The number of speeds with which the characteristic curve is defined.
Spreadsheet : A spreadsheet is used to define the characteristics in terms of :
		Speed (rpm) : The auxiliary rotational speed
		Torque (Nm) : The auxiliary absorbed torque 
 
Adding, Deleting or Inserting Auxiliary Units

To add, delete or insert auxiliary units (assuming the system has previously been switched on), use the pull-down menu from the menu-bar at the top left of the window.

Displaying the Auxiliary Characteristics Graphically

The user may view the auxiliary characteristics graphically by selecting the Graphics Icon at the top right of the window. This displays the ‘Graphics’ window and provides features for autoscaling, zoom, printing and data-picking, accessed using the pull-down menu in the top-left of the window.   

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+$#>Grid Analysis

The ‘Grid Analysis’ window is accessed using the Grid Analysis option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The window allows the user to specify a network of engine loads and speeds with which the engine load-speed map is sub-divided. On running a cycle of any kind, the calculation system will log the total time, total and mean consumption within each zone of the map and provide analysis in the *.crs file for the utility of each zone. This is particularly useful for analyses relating engine operating condition and efficiencies to drive-cycle utility. 

This data can also be entered directly into the *.car file through the available text editor.

Using the Grid Analysis Model

To use the grid analysis feature, the user must switch the system on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the system, similarly select ‘Off’.

Specifying a Grid

To set up a grid, enter the number of speeds and loads with which the grid is to be formed and then detail each load and speed point in the appropriate spreadsheets provided in the window. 

Note that to obtain full information for the full load characteristics, the map must extend to the maximum full load torque level. The zones at this level which extend above the full load torque curve at other speeds will not affect the analysis. 

Displaying the Specified Grid Graphically

The user may view the specified grid graphically by selecting the Graphics Icon at the top right of the window. This displays the Graphics window and provides features for autoscaling, zoom, printing and data-picking, accessed using the pull-down menu in the top-left of the window.  

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+$#>Primary Drive

The ‘Primary Drive’ window is accessed using the Primary Drive option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

The window allows the user to specify a drive ratio for the primary drive take-off transmission from engine crank-shaft/flywheel to the gearbox input shaft.

This data can also be entered directly into the *.car file through the available text editor.

Using the Primary Drive Model

To enable the Primary Drive model, the user must switch the system on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the system, similarly select ‘Off’.

Primary Drive Data

The user must first switch the Primary Drive option ‘On’, then enter the drive ratio and efficiency of the primary drive transmission.

Drive Ratio : The transmission ratio between output shaft and crankshaft speed.
Drive Efficiency (0-1) : The efficiency of the drive transmission.
Efficiency Mode : There are presently two options available :
1. Flat Efficiency Mode : Efficiency is fixed at the entered value irrespective of engine load.
2. Function Efficiency Mode : The model uses a calculation to relate the entered maximum efficiency to efficiency as a function of engine speed and load.

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+$#>Units

The ‘Units’ window is accessed using the Units option on the Engines menu bar. This is accessed by selecting the Engine Icon or choosing Engine from the Data pull-down menu on the main window menu-bar.

This window allows the user to select preferred units for variables entry and display. The options are currently for load and speed :

1. Engine Speed (Rpm or Rps)
2. Engine Load (Nm or BMEP (Bar))

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+$#>Standard Hybrid Model Data Variables

The ‘Hybrid’ window is accessed using the Hybrid Icon on the data tool bar or choosing Hybrid \ Standard from the Data pull-down menu on the main window menu-bar.

The Hybrid model allows modelling of the standard hybrid vehicle. The model is capable of absorbing energy from and returning it to the drivetrain system. The program will always preferentially drive the vehicle with the hybrid motor, any excess energy requirements and or battery charging being provided by the main engine.

This data can also be entered directly into the *.car file through the available text editor.

Using the Standard Hybrid Model

To enable the Hybrid model, the user must switch the system on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the system, similarly select ‘Off’.

Standard Hybrid Data Variables

The hybrid system is modelled using the following variables :

System Mounting Point : The hybrid motor mounting point, from three available :
1. Engine Flywheel Mounted
2. Gearbox Mounted
3. Drive Shaft Mounted
Idle Charging Strategy : Options for the system when the engine is at idle :
1. No Charging
2. Storage system charges when engine at idle
Maximum Energy Storage Capacity (kW.h) : If the system reaches a maximum, no more charging is allowed, only power output.
Minimum Allowable Energy Level in Storage Device (kW.h) : If the system reaches a minimum, no power output is allowed, only charging.
Motor Maximum Output Torque (Nm) : The maximum output torque from the electric motor. If the requirement exceeds this, the extra is provided by the engine.
Maximum Input Torque (Nm) : The maximum torque for charging. The system can not exceed this value, hence charging rate is limited.
Output Efficiency (0-1) : The efficiency of the storage/motor output system.
Input Efficiency (0-1) : The efficiency of the storage/regeneration input system.
Capacity at Start (kW.h) : The energy held by the storage device at the start of the cycle.

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+$#>Extended Hybrid Component Performance

This extended ‘Hybrid’ data window is accessed from the 'extended' menu on the standard hybrid data window or choosing Hybrid \ Extended Hybrid Performance from the Data pull-down menu on the main window menu-bar.

The extended Hybrid model allows a more sophisticated model of a hybrid vehicle to be defined than that achievable with the 'standard' model. The model can include the following hybrid components, generator, drive motor, drive regenerator and battery. Each component has a performance curve for both peak and continuous operation, an operating temperature model, (except battery), to establish the maximum allowable operating performance between these two performance curves at a particular operating condition.

This data can also be entered directly into the *.car file through the available text editor.

Using the Extended Hybrid Model

To enable the extended Hybrid model, the user must switch the system on by selecting ‘On’ from the ‘Option’ pull-down menu in the window. To remove the system, similarly select ‘Off’. It should be noted that the extended hybrid model uses four data windows to fully define the hybrid vehicle and a number of these would need to switched 'on' and 'off' as required to correctly select or deselect an extended hybrid vehicle.

Extended Hybrid Component Performance Data Variables

The extended hybrid system performance is modelled for the following components :

1. APU Generator 
2. Drive motor 
3. Drive Regenerator 
4. Battery 

For components 1 - 3 the performance is defined by a peak torque, a continuous torque and a heat loss ratio against component speed. Whilst for the Battery, (component 4), the performance is defined by maximum charge rate and maximum discharge rate against State of Charge (SOC), (heat loss ratio is not used for the battery component).

Additional data variables are used to further define the component, these also being entered through the performance data window.

For components 1 - 3 the additional data variables are :

	Start Temperature (Co) Sets the initial temperature of the component at the start of the simulation run.
	Inertia (kg.m2) Defines the rotational inertia of the component.
	Time at Peak (s) Defines the time for which the peak performance can be held before the threshold temperature is reached and the allowable performance begins to deteriorate from the peak toards the continuous. This forms part of the component heat model derivation.
	Constant Temperature (Co) Defines the temperature which the component reaches under the maximum constant performance. This defines the heat convection capability of the component. 
	Threshold Temperature (Co) Sets the temperature at which the component performance starts to deteriorate from the peak towards the continuous.
	Maximum Speed (rpm) Sets the maximum allowable component speed.

Whilst for component 4 the additional data variables are :

	Start SOC ( 0 -1 ) Defines the state of charge setting for the battery at the start of the simulation.
	Start Voltage (V) Is used as the fixed battery voltage for hybrid systems that do not have the full voltage model defined. If a full voltage model is defined then this value is not used.
	Capacity (Ah) Defines the battery capacity.

Extended Hybrid Component Thermal Model

For components 1 - 3 a thermal model is used that calculates the allowable performance based on the current component temperature. The component temperature is continually updated through the cycle from its initial value by considering that time steps component performance and the heat rejection of the component at that particular speed, a portion is assumed to be radiated whilst the remainder, (should there be any), goes into heating up the component. Thus if at the current component temperature the radiated heat is greater than the amount rejected to the component the component temperature will drop. Thus through the cycle the component temperature will rise and fall with demand, which in turn defines the allowable component maximum performance which will lie between the peak performance and the continuous performance for that speed.

Thus component heat model is derived from the threshold temperature, the constant temperature, the time at peak and the maximum peak and continuous performances. These are used to calculate a specific heat capacity for convection and a coefficient for heat up of the component.

The transient response of the component can be reviewed by selecting from the hybrid performance window the View / Transient Response menu option. This opens a new window that allows the user to define a load cycle, that can be a constant load, two step load, repeat two step or a repeat saw tooth. The component temperature can be viewed for the defined load case.

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+$#>Extended Hybrid Component Efficiency

This extended ‘Hybrid’ data window is accessed from the 'extended' menu on the standard hybrid data window or choosing Hybrid \ Extended Hybrid Efficiencies from the Data pull-down menu on the main window menu-bar.

Extended Hybrid Component Efficiency Data Variables

The extended hybrid system efficiencies are modelled for the following components :

1. APU Generator 
2. Drive motor 
3. Drive Regenerator 
4. Battery, Charge
5. Battery, Discharge 

This data can also be entered directly into the *.car file through the available text editor.

For all components the efficiency can be defined as either a single value, or as a 2D map, for speed against performance. All efficiency values are between 0 and 1. 

If this option is switched 'off' for a component the efficiency is set to 1. All components can be switched 'on' and 'off' independent of each other.

To define a single fixed efficiency value for a component, set the 'option' to 'on', set the number of speeds and performance values to 0. This will 'grey' out the spread sheet and enable the 'fixed efficiency' entry box.

To define a 2D efficiency map for a component set the 'option' to 'on', set the number of speed and performance values to the required number, and enter the efficiency values (range 0-1) into the spread sheet. The graph icon allows the user to view the defined map.

+$#>Extended Hybrid Battery Model

This extended ‘Hybrid’ data window is accessed from the 'extended' menu on the standard hybrid data window or choosing Hybrid \ Extended Hybrid Battery Model from the Data pull-down menu on the main window menu-bar.

Extended Hybrid Battery Model Data Variables

The extended hybrid battery model defines the voltage model of the battery component under both charge and discharge at a range of charge rates and state of charges. This allows for a non constant voltage model to be implemented using interpolation of the defined curves.

This data can also be entered directly into the *.car file through the available text editor.

The battery voltage is defined for both charge and discharge as two separate sets of curves. When this option is set to 'on' it is assumed that both charge and discharge curves will be entered. 

To define a voltage model for the battery set the 'option' to 'on', select either 'charge' or 'discharge', set the number of charge or discharge curves and the number of State of Charge levels. Then enter for each charge rate the charge value (note +ve for both charge and discharge maps), and the values for SOC and voltage at this charge rate. Repeat for all charge rate value. The graph icon allows the user to view the defined curves.

To enable the voltage model to interpolate the curves correctly a voltage curve should be entered for a zero current in both the charge and discharge curves. This ensures suitable voltage values are identified for low rates of charge and discharge.

+$#>Extended Hybrid Control Strategy

This extended ‘Hybrid’ data window is accessed from the 'extended' menu on the standard hybrid data window or choosing Hybrid \ Extended Hybrid Control from the Data pull-down menu on the main window menu-bar.

Extended Hybrid Control Data Variables

	  1) Target for SOC minimum level (0-1)
	  2) Target for SOC maximum level (0-1)
	  3) Max APU speed acceleration allowable (rpm/s) (+ve number)
	  4) Max APU speed deceleration allowable (rpm/s) (-ve number)
	  5) Power value for target curve between min and max target SOC’s
	  6) History length for establishing mean power demand
	  7) APU start status, ‘off’ or ‘on’
	  8) Battery SOC level to switch APU ‘off’ (0-1)
	  9) Battery SOC level to switch APU ‘on’ (0-1)
	10) APU ratio of maximum APU available for switching ‘on’ (0-1)

This data can also be entered directly into the *.car file through the available text editor.

	Control Procedure Description:

1)	Find maximum APU power output available, varies as a function of component temperature. PMAXAPU

2)	Find minimum APU power output, based on idle speed. PMINAPU

3)	Establish demand from APU based on a mean value of ‘n’ history values, and a term based on current SOC when compared to the min/max targets. PDEMAND

	PDEMAND = PMEAN  +  ( 1 - SOCRATIO ) x PMAXAPU

	where;
		SOCRATIO =  ( SOC - SOCTARGET MIN )  /  ( SOCTARGET MAX - SOCTARGET MIN )

		SOCRATIO = SOCRATIO **POWER	

		( SOCRATIO limited to 0 - 1 )
		( PDEMAND limited to > PMINAPU and < PMAXAPU )

		PMEAN is based on the average of the last ‘n’ steps demand

		PMAXAPU is the maximum APU power output

4)	Match APU speed to match APU demand.

5)	Check change in APU speed does not exceed allowable speed change limits in either acceleration or deceleration, as appropriate.

6)	If battery SOC > SOCOFF and PDEMAND is less than PMINAPU then switch ‘off’

7)	If battery SOC < SOCON and PDEMAND is greater than PMINAPU then switch ‘on’
8)	If PDEMAND is greater than APURATIO ON x PMAXAPU then switch ‘on’ 

	Control Procedure Discussion:

Thus the battery charge rate at a particular time step can be ‘set’ or ‘controlled’ by a number of the control variables. 

Delay in response to demand can come from the speed change limitations or suppressed by the use of a large history number.

The setting for the target SOC values is more likely to control the battery charge rates particularly as the battery SOC approaches the target maximum SOC value since at this point the demand due to the SOC state will become 0.0, (since socratio tends to 0) such that the demand is based purely on the mean demand. After a number of steps the mean demand will drop and so if the shut down SOC value is greater than the target maximum SOC the charge rate from target max SOC to SOC shut down will just be the charge rate at idle of the APU.

Trying to increase the tendency of the control system to maintain the state of charge at its maximum target SOC by using the power term, whilst it increases the ‘aggressiveness’ of the charge regime it will not tend to increase the frequency of APU ‘shut downs’ if the SOC switch off setting is higher than the SOC maximum target.

Thus the probable control strategy that utilises APU shut down would have an APU shut of SOC slightly lower than the SOC target maximum, the frequency of APU shut down could then be controlled by a combination of the SOC charge power value and the SOC target minimum value. 

It is also probable that the SOC switch ‘on’ value would be greater than the target SOC minimum value in any APU shutdown based strategy.

+$#>Driver Data Variables

The ‘Driver’ window is accessed using the Driver Icon on the data tool bar or choosing ‘Driver’ from the ‘Data’ pull-down menu on the main window menu-bar.

The driver window provides access to the simple driver model. This window allows the user to determine the variables representing the driver braking, cornering, gear shifting and accuracy of cycle matching.

This data can also be entered directly into the *.car file through the available text editor.

Using the Driver Model

To enable the Driver model and allow the user to override the program default driver data, the user must switch the system on by selecting ‘On’ from the ‘Options’ pop-down menu in the window. To remove the user model and revert to defaults, similarly select ‘Off’.

Driver Data Variables

The following variables are available for editing by the user :

Cornering Efficiency : This defines the maximum cornering speed of the vehicle as a fraction of the maximum theoretical speed. This is used only for track/course simulations.
Braking Efficiency : The maximum braking force as a fraction of the maximum theoretical force. Used in track and course simulations.
Brake Balance (0-1) : Defined as fraction of braking force applied to front wheels.
Gear Shift Time (s) : The time to disengage the gearbox, select the new gear and re-engage drive. Default is 0.1s
Minimum Shift Interval (s) : This is the minimum time allowable between individual gear shifts.
Cycle Fit Type : This defines how accurately the drive cycle is driven, from two available options :
1. Exact
2. Smoothed

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+$#>Extended Aerodynamic Data Variables

The ‘Extended Aerodynamic’ window is accessed either from the menu option at the top of the vehicle data screen, or choosing ‘Vehicle / Extended Aerodynamics’ from the ‘Data’ pull-down menu on the main window menu-bar.

The extended aerodynamic window provides access to the enhanced aerodynamic model. This window allows the user to define the variables representing the drag and lift of the vehicle using coefficients or data splines. These values being represented by fixed values in the ‘simple’ model.

This data can also be entered directly into the *.car file through the available text editor.

Using the Aerodynamic Model

To use the Aerodynamic model and allow the user to define non-linear values for drag and lift, select from the top three buttons on the aerodynamic data screen the required variable, (i.e. ‘CD - Drag Coeff’, ‘CLF - Front Lift coeff’ or ‘CLR - Rear lift Coeff’). From the lower set of three buttons chose the required definition method for the selected variable.

The user can chose to define the aerodynamic variable as a constant, or a constant plus five polynomial coefficients, or a series of spline values.  Selecting the required button will thus set the definition method for that variable. The appropriate data values should then be entered and the process repeated for the other two aerodynamic variables.

Selecting a definition type to be other than ‘constant’ will disable the edit box for that variables constant value in the vehicle data screen.

The ‘constant’ definition type is exactly the same as the current ‘simple’ model, where CD, CLF and CLR are fixed with vehicle speed.

The ‘coefficients’ definition type allows a constant value plus five power  terms which when summed together produce a curve that varies with vehicle speed.

The ‘’value list’ definition type allows up to 40 points to be entered to define the variable’s variation with vehicle speed. The user specifies the number of points and then the speed and value of the variable at each speed point.

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+$#>Extended Tyre Data Variables

The ‘Extended Tyre’ window is accessed either from the menu option at the top of the tyre data screen, or choosing ‘Tyre / Extended Tyre’ from the ‘Data’ pull-down menu on the main window menu-bar.

The extended tyre window provides access to the enhanced tyre model. This window allows the user to define a variable representation for the rolling radius of the tyre using coefficients or data splines. This value being represented by a fixed value in the ‘simple’ model.

This data can also be entered directly into the *.car file through the available text editor.

The tyre rolling radius defined using either the coefficients or by list can be edited using the spline list and edit function that is available through the spline edit icon. This provides a tool for listing and editing the spline in different units, any changes can be saved back in to the tyre data window in the correct units.

{bmc bm0.shg}

Using the Extended Tyre Model

To use the extended tyre model and allow the user to define non-linear values for rolling radius, select from the top buttons on the extended tyre data screen the required variable, (currently only 'rolling radius'). From the lower set of three buttons chose the required definition method for the selected variable.

The user can chose to define the tyre variable as a constant, or a constant plus five polynomial coefficients, or a series of spline values.  Selecting the required button will thus set the definition method for that variable. The appropriate data values should then be entered.

Selecting a definition type to be other than ‘constant’ will disable the edit box for that variables constant value in the tyre data screen.

The ‘constant’ definition type is exactly the same as the current ‘simple’ model, where Rolling Radius is fixed with vehicle speed.

The ‘coefficients’ definition type allows a constant value plus five power  terms which when summed together produce a curve that varies with vehicle speed.

The ‘’value list’ definition type allows up to 40 points to be entered to define the variable’s variation with vehicle speed. The user specifies the number of points and then the speed and value of the variable at each speed point.

As with the standard tyre data the non-linear rolling radius can be defined as either 'common' or defined separately for 'front' and 'rear' tyres. Setting 'common', 'front' or 'rear' will display the current tyre data and options associated with that  tyre. It must be remembered that setting the option to have different tyre properties means that different tyre properties must also be entered for the 'standard tyre data', since this option is directly linked with the standard tyre data window, such that changing the setting in one window is automatically reflected in the other.

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+$#>Data Status Window
Overview

The data status window provides a single window that can be used to identify not only which data options are switched 'on' and any data errors associated with that data section, but also a method of switching individual data options 'on' and 'off', and a way of opening (or closing) the specific data option's window.

This window contains a scrollable list where each line identifies a particular data 'option', i.e. 'extended tyre'. The text describing the data option is coloured coded to identify it as being either; compulsory (in red), optional (in green) and a controller (in blue). (note that the controllers are also optional).

Adjacent to the text a number of icons are used to identify wether the option is 'off', 'on' and if 'on' whether any data errors have been identified.

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+$#Opening the Data Status Window

To display the data status window select the menu item Data / Status. When this window is opened it will be updated to display the current status of data settings and associated errors.

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+$#Closing the Data Status Window

To close the data status window select either the ‘close’ icon at the top right corner of the data status window, the data status window menu at the top left or alternatively select the menu item Functions / Close from the data status window menubar.

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+$#Using the Data Status Window

This window contains a scrollable list where each line identifies a particular data 'option', i.e. 'extended tyre'. The text describing the data option is coloured coded to identify it as being either; compulsory (in red), optional (in green) and a controller (in blue). (note that the controllers are also optional). The text description can be selected with the mouse to either 'open' or 'close' the relevant data window, (if already open it will be closed and if closed it will be opened).

A list of the individual data sections is given below;
		Vehicle
			Standard data		(compulsory)
			Extended Aerodynamics
			Extended Suspensions
		Dyno
			Standard data
		Tyre
			Standard data		(compulsory)
			Extended data
		Driveline
			Clutch
			Torque Converter
			TC lock-up
			TC idle
			Final Drive		(compulsory)
		Gearbox
			Specification		(compulsory)
			Gear Losses
			Shift strategy		(controller)
		Engine
			Engine data		(compulsory)
			Engine scaling
			Map data
			Optimum
			Catalyst
			Warm-up
			Auxiliaries
			Grid analysis
			Primary drive
		Hybrid
			Standard data
			Extended Hybrid Performance
				APU Generator
				Drive Motor
				Drive Regenerator
				Battery
			Extended Hybrid Efficiencies
				APU Generator
				Drive Motor
				Drive Regenerator
				Battery - Charge
				Battery - Discharge
			Extended Hybrid Battery Model
			Extended Hybrid Control 	(controller)
		Driver
			Standard Data		(controller) 

Adjacent to each options text up to two icons are displayed. They are used to identify whether the option is 'off', 'on' and if 'on' whether any data errors have been identified. The relevant icons are;

off   {bmc bm1.bmp}
on   {bmc bm2.bmp}
errors   {bmc bm3.bmp}

The 'off' or 'on' icon can be selected to turn that specific data section on and off. The icon displayed changing to indicate the new state. Should the 'errors' icon be displayed, selecting this will open the 'data checking' wizard.

On the menubar at the top of the data status window the menu option Functions / Update will allow the user to update the data status display, such that it reflects any data changes that may have been made. Some functions such as loading a new file automatically update the data status display.

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+$#>How to use the Spline List / Edit Tool

A number of data windows have data variables that are defined using coefficients or data lists. They are normally displayed in fixed units. The spline list / edit tool allows these variables to be edited in other relevant units, and a list of the variable over a user defined range in these units to be viewed. The data can be edited in these units and changes saved back to the original data window. 

The spline list function can be opened either through a List pull-down menu option on the data window, (if one exists), or through the spline edit icon. 

{bmc bm4.shg}

+$#>Direct Editing of the Data File
Overview

The LOTUS VEHICLE SIMULATION models are generated as a *.car file, which is simply an ASCII text file viewable through any word-processor or the available File Editor, accessible from the ‘File’ pull-down menu on the main window.

The user is free to enter and create model files directly through this approach. Typically when attempting to draw large sections of data together from many sources it would be inconvenient to complete all the data-processing through the graphical user interface. This section is designed to provide an insight into the structure of the *.car file and the arrangement of the variables which define a model.

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+$#>Data System in the *.car file

The "*.car" input file is structured in a way that allows the user to easily add new options to an existing model. A "keyword" data input format is used. An option is invoked by the inclusion of a "keyword" anywhere in the input file. Data required for that option are then read immediately following the "keyword".

   The "keywords" are;

   1.  VEHICLE			*
   2.  DYNO
   3.  TYRE			*
   4.  DRIVETRAIN		*
   5.  CLUTCH
   6.  TORQUE CONVERTER
   7.  GEARBOX
   8.  GSHIFT
   9.  GLOSS
   10. ENGINE			*
   11. ENG_SCALE
   12. MAP
   13. OPTIMUM
   14. CATALYST
   15. WARM-UP
   16. AUXILLARIES
   17. GRID
   18. PDRIVE
   19. HYBRID
   20. DRIVER
   21. AERODYNAMICS
   23. HYBPOWER
   22. HYBLOSS
   24. HYBBATTERY
   25. HYBCONTROL
   26. XTYRE

   The keywords marked by an * are the minimum required to run the model. 

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+$#>*.Car Format for the Model File Titles

The first three lines of the "*.car" file contain;

Line

 1.    MAIN TITLE (80 CHARACTERS MAXIMUM)

 2.    SUB TITLE (80 CHARACTERS MAXIMUM)

 3.    TEST NUMBER (80 CHARACTERS MAXIMUM), and DATA FILE VERSION No.  (currently 3.01)

The test number controls the naming of the input file and all results files

The data file version number is used by the reader to correctly interpret the file data

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+$#>*.Car Format for the Vehicle data

This option specifies basic vehicle dimensions.

*.Car file format;

 VEHICLE (keyword)
   WEIGHT
   FAREA, CD, PAREA, CLF, CLR, RHO
   WHBASE, TRACKF, TRACKR, DCOG, HCOG

 Where

 WEIGHT	Vehicle test weight (kg).This is the total weight including occupants.

 FAREA		Vehicle frontal area (m2).

 CD		Aerodynamic drag coefficient.

 PAREA	Vehicle plan area (m2).

 CLF		Aerodynamic lift coefficient at front wheels. A negative lift coefficient produces downforce.

 CLR		Aerodynamic lift coefficient at rear wheels. A negative lift coefficient produces downforce.

 RHO		Atmospheric air density (kg/m3). For example RHO = 1.205 kg/m3 at 20 C and 1013 kpa.

 WHBASE	Vehicle wheelbase (m)

 TRACKF	Front track (m). This is only used to calculate maximum cornering speed in track simulation.

 TRACKR	Rear track (m). This is only used to calculate maximum cornering speed in track simulation.

 DCOG		Distance behind the front wheels of the centre of gravity (m).

 HCOG		Height of centre of gravity above the ground (m).

 The following lines show an example of the VEHICLE option

  VEHICLE
  1205.
  1.950        .3800        2.000       -.1300       -.2000
  1.205
  2.450        1.000        1.000        .8860        .6000

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+$#>*.Car Format for the Dyno data

This option tells the program that the vehicle is mounted on a chassis dynomometer.

*.Car file format;

 DYNO (keyword)
  DYNM, ADYN , BDYN , CDYN

Where

 DYNM		Chassis dynomometer effective mass (inertia) (kg)

 ADYN		Brake constant (N).

 BDYN		Brake constant (N/m/s).

 CDYN		Brake constant (N/(m/s)2).

  Where the brake constants form the equation that describes the chassis dynamometer load at the roller periphery.

  Brake Force =  ADYN +
                         BDYN*( Velocity (m/s) ) +
                         CDYN*( Velocity (m/s) )2

The following lines show an example of the DYNO option

DYNO
   1250.        345.0        .0000E+00    .8000E-01

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+$#>*.Car Format for the Tyre Data

This option provides the rolling radius and rolling resistance curve for the tyres.

*.Car file format;

 TYRE (keyword)
    ITYREND

    IF(ITYREND.GT.1)THEN
        RTYRE(2), RTYRE(3)
        ITOPT
        COEFFS(2), TYDEF(2)
        COEFFS(3), TYDEF(3)
        IF ( ITOPT.EQ.2 ) THEN
            TYR1(2), TYR2(2), TYR3(2), TYR4(2), TYR5(2), TYR6(2)
            TYR1(3), TYR2(3), TYR3(3), TYR4(3), TYR5(3), TYR6(3)
            ENDIF

        ELSE

        RTYRE(1)
        ITOPT, COEFFS(1), TYDEF(1)
        IF ( ITOPT.EQ.2 ) THEN
            TYR1(1), TYR2(1), TYR3(1), TYR4(1), TYR5(1), TYR6(1)
            ENDIF

        ENDIF

 Where

 ITYREND	Flag to identify if common or separate tyre properties are to be used for front and rear tyres.
		1 = common tyre properties
	2 or 3 = different tyre properties for front and rear tyres
	( Bracketed indices (1), (2) and (3) imply, common, front and rear) 

 RTYRE	Tyre rolling radius (m). This can be obtained from the ETRTO tables

 ITOPT		Rolling resistance equation option
1 = use default rolling resistance curve
2 =  user specified rolling resistance curve

 COEFFS	Coefficient of friction between tyre and road.
Typically in range 0.8 to 1.05.

 TYDEF		Tyre transmission efficiency. Typically 0.95

 TYR1, TYR2, TYR3, TYR4, TYR5, TYR6
 Tyre rolling resistance curve coefficients

 Where

  COEFFR = ( TYR1 + ( TYR2 * UM )
 >                           + ( TYR3 * UM * UM )
 >                           + ( TYR4 * UM * UM * UM )
 >                           + ( TYR5 * UM * UM * UM * UM )
 >                           + ( TYR6 * UM * UM * UM * UM * UM ) )/1000.0

  UM - vehicle velocity m/s

COEFFR - coefficient of rolling resistance N/1000 N

The following lines show two examples of the TYRE option.

TYRE
 1
  .2810
  2    1.000   0.95
  10.00       -.6418E-01    .4274E-02    .000    .000    .000

TYRE
 2
  0.2810  0.320
  2    
  1.000   0.95
  1.000   0.96
  10.00       -.6418E-01    .4274E-02    .000    .000    .000
  12.00       -.5330E-01    .3461E-02    .000    .000    .000

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+$#>*.Car Format for the Drivetrain data

This option specifies the drive type, the inertia of the wheels, the inertia of the drive shafts and the final drive gear ratio and efficiency.

*.Car file format;

 DRIVETRAIN (keyword)
   IDOPT
   RIFWHL, RIBWHL
   RIPAXL, RIPROP
   GRFD,   EFFD,   IFDEFF

 Where

 IDOPT		Drivetrain type
1 = front wheel drive
2 = rear wheel drive
3 = four wheel drive

 RIFWHL 	Rotating inertia of a front wheel (kg.m2). Two front wheels are assumed to be fitted to the vehicle.

 RIBWHL	Rotating inertia of a rear wheel (kg.m2). Two rear wheels are assumed to be fitted to the vehicle.

 RIPAXL	Rotating inertia of axle/drive shaft (kg.m2). This is the total inertia if two drive shafts are fitted.

 RIPROP	Rotating inertia of prop shaft (kg.m2). If not fitted set equal to 0.0.

 GRFD		Final drive ratio

 EFFD		Maximum efficiency of final drive. This should in the range 0-1.

 IFDEFF	Final drive efficiency switch
		1 = Efficiency fixed at EFFD
		2 = Efficiency as function of speed and load

The following lines show an example of the DRIVETRAIN option.

DRIVE
  2
  .6770        .6770
  .0000E+00    .0000E+00
  3.742        .9600

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+$#>*.Car Format for the Clutch Data

`This option tells the program that a clutch is fitted between the engine and the gearbox input shaft. Note that a clutch and a torque converter cannot be specified in the same model.

*.Car file format

 CLUTCH (keyword)
   IUNIT, UDCLTCH

 where

   IUNIT		Flag that indicates the units of the declutch speed
1 = declutch speed entered in km/h
2 = declutch speed entered in mph

   UDCLTCH	Road speed at which the clutch is engaged.

Note - if the CLUTCH option is not set and the TORQUE CONVERTER option is also not set then the program will assume a clutch is fitted and will automatically set the clutch engagement speed to that produced by the engine idle speed in first gear.

The following lines show an example of the CLUTCH option

CLUTCH
  1    5.000

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+$#>*.Car Format for the Torque Converter Data

This option tells the program that a torque converter is fitted between the engine and the gearbox input shaft. Note that a clutch and a torque converter cannot be specified in the same model.

*.Car file format:

 TORQUE CONVERTER (keyword)
   NPTC
   ( SPRATIO(J), J = 1,NPTC )
   ( TORATIO(J), J = 1,NPTC )
   ( FCIN(J),    J = 1,NPTC )
   NTLOCK, ILOCKL, ILOCKS
   ----->
   ntlock   LPARAM, ( (SLOW(IG), SHIGH(IG)) IG = 1, NGRS)
   times
   <------
ILIDLE   (SRIDLE)

 Where

 NPTC		Number of point on torque converter characteristic curve (maximum = 20)

 SPRATIO 	Torque converter speed ratios at which the torque ratios and input capacity factors are provided. 
SPRATIO = OUTPUT SPEED/INPUT SPEED

 TORATIO	Torque ratio at this speed ratio
TORATIO = OUTPUT TORQUE/INPUT TORQUE

 FCIN		Torque converter input capacity factor at this speed ratio. (rad/s/sqrt(N.m))

 NTLOCK	Number of load parameters in torque converter lock-up map. Set NTLOCK=0 if torque converter lock-up is not available.

 ILOCKL	Load parameter used to define lock-up map (range 0-14)
0 = Torque fraction
1-14 = Map type No., i.e. 5 = CO emissions

 ILOCKS	Speed parameter used to define lock-up map. (range 1 - 4)
1 = shift speeds specified in ENGINE SPEED (RPM)
2 = shift speeds specified in PROPSHAFT SPEED (RPM)
3 = shift speeds specified in ROAD SPEED (KPH)
4 = shift speeds specified in ROAD SPEED (MPH)

 LPRAM	Torque fraction/map value for this set of lock-up speeds

 SLOW(IG)	Speed at which lock-up is engaged in this gear.

 SHIGH(IG)	Speed at which lock-up is released in this gear

 ILIDLE		torque converter mode at idle
		0 = Normal Idle, (i.e. gearbox remains in drive)
		1 = Full Neutral Idle, (i.e. gearbox placed in neutral and hence no drag torque on gearbox)
		3 = Semi-Neutral Idle, (i.e. gearbox placed in so called semi-neutral where ther remains a speed ratio between converter input and output speed)

 SRIDLE	Speed ratio to be used for semi-neutral idle (range 0 - 1). This data is only entered if ILIDLE = 2

The following lines show an example of the TORQUE CONVERTER option

TORQUE CONVERTER
 11
 .0000000E+00   .1000000       .2000000       .3000000       .4000000
 .5000000       .6000000       .7000000       .8000000       .9000000
 1.000000
 2.280000       2.120000       1.960000       1.800000       1.640000
 1.480000       1.320000       1.160000       1.000000       1.000000
 1.000000
 23.30000       23.40000       23.60000       23.80000       24.10000
 24.80000       25.80000       27.10000       29.30000       37.40000
 100.000
 1    0    1
 1.000        6000.        6000.        3200.        3200.
 2050.        2050.        1400.        1400.

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+$#>*.Car Format for the Gearbox Data

This option specifies the gearbox gear ratios.

 *.car file format;

 GEARBOX (keyword)
NGRS, UTMAXG, USMAXG, IGBEFF
      ------>
   NGRS    
GRATIO(J), GREFF(J), GEARIP(J)
   TIMES
      <-----

 Where

 NGRS		Number of gears (maximum = 10)

 UTMAXG	Maximum gearbox input torque (Nm). This is used by the gear efficiency equations. If UTMAXG is set equal to 0.0 then the maximum engine torque is used.

 USMAXG	Maximum gearbox input speed (rpm). This is used by the gear efficiency function equations. If USMAXG is set equal to 0.0 then the maximum engine speed is used.

 IGBEFF  	Gearbox efficiency switch
1 = Efficiency fixed at GREFF(J) for each gear
2 = Efficiency as function of speed and load

 GRATIO(J)	Gearbox gear ratio for gear J

 GREFF(J) 	Gearbox maximum transmission efficiency in gear J.

 GEARIP(J) 	Gearbox rotating inertia at gearbox input speed (kg.m2).

The following lines show an example of the GEARBOX option.

GEARBOX
  4  440.0  6500 2
  3.027        .9800        .4330E-01
  1.619        .9800        .4470E-01
  1.000        .9800        .7520E-01
  .6940        .9800        .7870E-01

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+$#>*.Car Format for the Gear Shift Data

This option specifies the user gear shift strategies.

 *.car file format;

 GSHIFT (keyword)

   NSHIFT
--------------->
    nshift 
    times|               TITSHFT(IS)
     |                      NTORS(IS), ISOPTL(IS), ISOPTS(IS)
     |                ---------------->
     |               ntors      LPARAM(IS), ( (SLOW(IG), SHIGH(IG)) IG = 1, NGRS)
     |               times
     |               ----------------<
     |     ISMODE, IKDOWN
     <------

Where

 NSHIFT 	Number of user shift maps (maximum = 10)

 TITSHIFT(IS)	Title of shift map IS. (maximum = 80 characters)

 NTORS(IS)	Number of load fractions in shift map (maximum = 15)

 ISOPTL(IS)	Load parameter used to define shift map (range 0-17)
0 = Torque fraction
1-17 = Map type No.(i.e. 5 = CO emissions)

 ISOPTS(IS) 	Speed parameter used to define shift map. (range 1 - 4)
1 = shift speeds specified in ENGINE SPEED (RPM)
2 = shift speeds specified in PROPSHAFT SPEED (RPM)
3 = shift speeds specified in ROAD SPEED (KM/H)
4 = shift speeds specified in ROAD SPEED (MPH)

 LPRAM(IS)	Torque fraction/map value for this set of shift speeds

 SLOW(IG)	Lowest speed allowed in this gear. This is the same as the shift down speed.

 SHIGH(IG)	Highest speed allowed in this gear. This is the same as the shift up speed.

 ISMODE(IS)	Shift mode
1 = FREE - gear shifts will be made to minimise the parameter specified in the OPTIMUM option.
2 = FORCED - gear shifts will only occur when a shift line is crossed.

 IKDOWN(IS)	Controls ‘kick down’ mode under acceleration
0 = OFF - Kick down disabled
1 = ON - kick down enabled

The following lines show an example of the GSHIFT option

GSHIFT
  1
Title - this shift map used the M.A.P. map
  6   12   1
  0.8000e-01
600.0      1367.
658.0      1505.
808.0      2250.
1451.0     6200.
.1000
600.0       1538.
658.0       1787.
1039.       2366.
1491.       6200.
.2000
600.0       1880.
658.0       2211.
1154.       2770.
1608.       6200.
.3000
600.0       2393.
658.0       2822.
1269.       4500.
1648.       6200.
.6000
600.0       3931.
658.0       4139.
1962.       6200.
3923.       6200.
1.000
600.0       6200.
2822.       6200.
3578.       6200.
4000.       6200.
 2   1

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+$#>*.Car Format for the Gear Loss Data

This option allows the user to specify the gearbox torque losses (spin losses).

 *.car file format;

 GLOSS (keyword)

   TITGLOS

----------------->
 ngrs
 times
 |              NGLOS(IG), NGLOT(IG)
 |
 |              GLSPD(IS)   IS = 1, NGLOS
 |              GLTFR(IT)   IT = 1, NGLOT
 |              --------------------->
 |              nglot              GLTOR(IS,IT)         IS = 1,  NGLOS
 |              times
 |              ---------------------<
  ---------<

Where

 TITGLOS	Gear loss data title. (maximum = 80 characters)

 NGLOS(IG)	Number of gearbox input speeds for gear loss curves in this gear (maximum 20)

 NGLOT(IG)	Number of torque fractions for which gear loss curves are supplied in this gear (maximum 10)

 GLSPD(IS)	Gearbox input speeds (rpm)

 GLTFR(IT)	Gearbox input torque fractions (0- 1.0). This is assumed to be the same as engine torque fraction

 GLTOR(IS,IT)	Gearbox torque loss (Nm) for input speed IS and torque fraction IT

The following lines show an example of the GLOSS option.

GLOSS
  Spin Loss Title
6  3
  600.   1000.   2000.   3000.   4500.   6500.
  .5000   .8000   1.000
	4.531   5.175   5.413   5.526   5.876   6.328
	5.876   7.345   9.831   12.20   13.33   14.80
	7.119   8.701   10.85   12.54   14.01   15.93
6  3
  600.   1000.   2000.   3000.   4500.   6500.
  .5000   .8000   1.000
	3.108   3.187   3.390   3.684   4.362   5.254
	4.859   5.424   5.311   6.215   7.684   9.639
	5.989   6.328   6.102   6.667   7.910   9.639
6  3
  600.   1000.   2000.   3000.   4500.   6500.
  .5000   .8000   1.000
	3.808   3.582   3.684   4.068   5.108   6.486
	5.537   5.989   5.424   5.876   7.684   10.09
	6.441   6.780   6.328   6.554   8.136   10.25
6  3
  600.   1000.   2000.   3000.   4500.   6500.
  .5000   .8000   1.000
	3.605   3.526   3.661   4.249   5.130   6.305
	6.215   6.441   6.215   7.232   11.19   11.19
	6.893   8.701   7.006   8.136   11.75   11.75

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+$#>*.Car Format for the Engine Specification Data

This option specifies the engine details and torque curve.

*.Car file format;

 ENGINE (keyword)
 IETYPE
 BORE, STROKE, CR, NCYL, ICYC, RIENG
 SPIDLE, SPEMAX
 NSPC
   ----->
   nspc    SPDPC(I), BMEPC(I)
   times
   <-----

 Where

 IETYPE	Engine type (must = 1)
1 = Internal combustion engine

 BORE		Engine bore (mm)

 STROKE	Engine stroke (mm)

 CR 		Compression Ratio, (only used in conjunction with engine scaling)

 NCYL		Number of cylinders

 ICYC		Cycle type
	2 = Two stroke
	4 = Four stroke

 RIENG		Rotating inertia of engine (kg.m2)

 SPIDLE	Engine idle speed (rpm)

 SPEMAX	Maximum engine speed (rpm)

 NSPC		Number of points used to define power curve ( maximum = 20 )

 SPDPC(I)	Engine speed at point I (rpm)

 BMEPC(I)	Maximum BMEP at this engine speed (bar).

The following lines show an example of the ENGINE option

 ENGINE
  1
  77.00        79.00     10       4    4    .1261
  850.       6500.
  16
  850.0        7.370
  1000.        7.620
  1400.        8.210
  1800.        8.800
  2200.        9.130
  2600.        9.880
  3000.        10.05
  3400.        9.800
  3800.        9.800
  4200.        10.14
  4600.        10.22
  5000.        9.800
  5400.        9.630
  5800.        9.130
  6200.        8.290
  6500.        7.120

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+$#>*.Car Format for the Engine Scaling Data

This option allows the user to scale the engine performance and consumption maps by factors which scale with bore and stroke.

*.Car file format;

 ENG_SCALE(keyword)

   BSCALE, SSCALE, CRSENS
   TEBORE, TESTROKE,TECR
   SPBORE, SPSTROKE
   ESSMIN, ESSMAX
   IFRIC

   IF ( IFRIC.EQ.1 ) THEN ENTER FRICTION CURVES 
             NFRIC
   nfric         ---------->
   times |            FRICSP(I), FMEPOLD(I), FMEPNEW(I)
                   -----------<
   ELSE IF ( IFRIC.EQ.2 ) READ FRICTION MODEL DATA 
        NMAIN 
        DMAIN,WMAIN
        DBIG,WBIG
        ICTYPE,IFTYPE,NVALVE,VLIFT
        DCAM,WCAM
   ELSE IF ( IFRIC.EQ.3 ) READ FRICTION MODEL FOR EACH ENGINE
        NMAIN
        DMAIN,WMAIN
        DBIG,WBIG
        ICTYPE,IFTYPE,NVALVE,VLIFT
        DCAM,WCAM
        NMAIN2
        DMAIN2,WMAIN2
        DBIG2,WBIG2
        ICTYPE2,IFTYPE2,NVALVE2,VLIFT2
        DCAM2,WCAM2

 Where

 BSCALE	Engine bore to which input data is to be scaled (mm)

 SSCALE	Engine stroke to which input data is to be scaled (mm)

 CRSENS	Compression ratio change per mm increase in bore (1/mm)

 TEBORE	% change in thermal efficiency per mm increase in bore (%/mm). This number is normally negative.

 TESTROKE	% change in thermal efficiency per mm increase in stroke (%/mm). This number is normally 0.0

 TECR	% change in thermal efficiency per unit increase in compression ratio.

 SPBORE	% change in speed data per mm increase in bore. The number is normally 0.0

 SPSTROKE	% change in speed data per mm increase in stroke. This number is usually -ve.

 ESSMIN	Minimum engine speed (i.e. idle speed) to be set after speed scaling. If ESSMIN is 9999.0 then the scaled minimum is used.

 ESSMAX	Maximum engine speed to be set after speed scaling. If ESSMAX is 9999.0 then the scaled maximum is used.

 IFRIC	Friction model option 
1 = enter mechanical friction data for original and scaled engine
2 = use friction model to estimate change in friction with changes in bore and  stroke
3 = use friction model to estimate change in friction with specified changes in bearings and valve train.

 FRICSP(I)	Engine speed at which mechanical friction data will be specified (rpm)

 FMEPOLD(I)	Mechanical friction in BAR of original engine

 FMEPNEW(I)	Mechanical friction in BAR of scaled engine

 NMAIN/NMAIN2		Number of main bearing

 DMAIN/DMAIN2		Diameter of main bearings (mm)
IF DMAIN = 9999.0 Estimate bearing sizes for an inline engine DMAIN = 0.68*BORE 
IF DMAIN = 9998.0 Estimate bearing sizes for an V cyl per pin engine DMAIN = 0.7*BORE 
IF DMAIN = 9997.0 Estimate bearing sizes for an V 2 cyl per pin engine DMAIN = 0.62*BORE 

 WMAIN/WMAIN2	Width of main bearings (mm)
IF WMAIN = 9999.0 Estimate bearing sizes for an inline engine WMAIN = 0.36*BORE 
IF WMAIN = 9998.0 Estimate bearing sizes for an V cyl per pin engine WMAIN = 0.35*BORE 
IF WMAIN = 9997.0 Estimate bearing sizes for an V 2 cyl per pin engine WMAIN = 0.40*BORE 

 DBIG /DDIG2		Diameter of big end bearings (mm)
IF DBIG = 9999.0 Estimate bearing sizes for an inline engine DBIG = 0.57*BORE 
IF DBIG = 9998.0 Estimate bearing sizes for an V cyl per pin engine DBIG = 0.6*BORE 
IF DBIG = 9997.0 Estimate bearing sizes for an V 2 cyl per pin engine DBIG = 0.57*BORE 

 WBIG/WBIG2		Width of big end bearings (mm)
IF WBIG = 9999.0 Estimate bearing sizes for an inline engine WBIG = 0.35*BORE 
IF WBIG = 9998.0 Estimate bearing sizes for an V cyl per pin engine WBIG = 0.36*BORE 
IF WBIG = 9997.0 Estimate bearing sizes for an V 2 cyl per pin engine WBIG = 0.39*BORE 

 ICTYPE/ICTYPE2	Valve train type
1 = OHV pushrod with rockers
2 = DOHC
3 = SOHC
4 = SOHC with rockers
5 = DOHC with rockers

 NVALVE/NVALVE2	Number of valves per cylinder

 VLIFT/VLIFT2		Maximum valve lift (mm)

 DCAM/DCAM2		Diameter of cam bearings (mm)
If DCAM = 9999.0 diameter set = 0.34*BORE

 WCAM/WCAM2		Width of cam bearing (mm)
If WCAM = 9999.0 width set = 0.66*DCAM
 
The following lines show three examples of the ENG_SCALE option

This example uses IFRIC=1 where the change in mechanical friction is specified

ENG_SCALE
    81.60        86.00        .0000E+00
    .0000E+00    .0000E+00    10.00    
    .0000E+00    .0000E+00
    600.0        6500.    
    1
   8
    600.0        .9016        .8964    
    1400.        .9665        .9553    
    2400.        1.175        1.156    
    3200.        1.369        1.342    
    4000.        1.575        1.541    
    4800.        1.791        1.749    
    5600.        2.016        1.965    
    6500.        2.278        2.217    

This example uses IFRIC=2 where the bearings are all scaled from the bore dimension

ENG_SCALE
    80.50        88.20        .0000E+00
    .8750E-01    .0000E+00    10.00    
    .0000E+00   -1.150    
    600.0        6500.    
    2
    5
    9999.        9999.    
    9999.        9999.    
    2    3    4    9.000    
    28.00        17.00    

This example shows how the effect of bearing dimensions can be examined

ENG_SCALE
    81.60        86.00        .0000E+00
    .0000E+00    .0000E+00    10.00    
    .0000E+00    .0000E+00
    600.0        6500.    
    3
    5
    58.        21.    
    49.        20.    
    2    3    4    9.000    
    28.00        17.00    
    5
    52.5       21.    
    47.        20.    
    2    3    4    9.000    
    28.00        17.00    

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+$#>*.Car Format for the Engine Map Data

This option specifies the engine economy, emission and operating maps as required. The maps are all specified on a common grid of speed and load points. This grid is first specified, followed by the map data. The grid does not have to be regular, but a complete grid must be provided. Thus some extrapolation of data above the full load BMEP is required to satisfy the input requirements. The accuracy of the extrapolated data will not effect the calculated results.

*.Car file format;

 MAP (keyword)
  NSPMAP
  SPDMAP(K),K = 1,NSPMAP
  NLDMAP
  BMEPMAP(J),J = 1,NLDMAP
  NMAP
   ----------------->
  nmap
  times
  |       IMAP, IMUNIT, (SG), (CALVAL), (FACT)
  |       ----------------->
  |       nspmap
  |       times               DATMAP(J,K),J = 1,NLDMAP
  |       -----------------<
  |       IORUN
  |      (DORUN(K), K = 1, NSPMAP)
  |
  ----------------<

 Where

 NSPMAP	Number of speeds used to define maps ( maximum = 40 )

 SPDMAP(J)	Engine speed at K map point (rpm).

 NLDMAP	Number of loads used to define maps ( maximum = 40 )

 BMEPMAP(J)	Engine BMEP at J map point (bar).

 NMAP		Number of maps to be defined ( maximum = 14 )

 IMAP		Map type. The map types available are;
                  	1 = Fuel consumption
                  	2 = Air consumption
                  	3 = Hydrocarbon emissions
                  	4 = NOx emissions
                  	5 = CO emissions
                  	6 = CO2 emissions
                  	7 = O2 emissions
                  	8 = Particulate emissions
                  	9 = user flow
                 	10 = spark timing
                 	11 = throttle position
                 	12 = manifold air pressure (bar)
                 	13 = air fuel ratio
                 	14 = Exhaust temp

 IMUNIT	Units flag
                     	For map type 1 - 9 the unit options are
                     	0 = GMS/S
                     	1 = GMS/HR
                     	2 = GMS/KW.HR
                     	3 = GMS/HR/LITRE

 SG		Specific gravity of fuel (0.75-gasoline 0.84-diesel).This should only be entered if IMAP=1

 CALVAL	Calorific value of fuel (kJ/kg). This should only be entered in IMAP=1

 FACT		Scaling factor for map data. This can be used to make global changes to the map data.

 DATMAP(J,K)	Map data at BMEP J and speed K

 IORUN		Overrun map option. This tells the program which map values to use when the engine is being motored by the vehicle inertia.
                    	0 = set overrun map value to lowest load value
                   	1 = set overrun map value to zero
                    	2 = user will specify overrun values

Note that the overrun map value specified for the first speed is that used when the engine is at idle (unless auxiliaries or a torque converter are specified).

 DORUN(K)	user specified overrun map values at speed K.
The units for DORUN are g/s for map type 1-9 when IMUNIT = 0 or 1 and g/s/l when IMUNIT = 2 or 3

The following lines show an example of the MAP option in which a fuel consumption map is entered.

MAPS
16
 850.0        1000.        1400.        1800.        2200.
 2600.        3000.        3400.        3800.        4200.
 4600.        5000.        5400.        5800.        6200.
 6500.
12
 .1000E-01    .8380        1.676        2.514        3.352
 4.190        5.028        5.866        6.704        7.542
 8.380        9.218
 1
 1    2    .7500        .4200E+05    1.00 FUEL  G/KW.H
 .6975E+05    1008.        572.9        504.1        406.7
 368.3        351.8        368.3        376.6        408.3
 440.1        471.9
 .5929E+05    816.2        462.1        381.1        340.1
 313.1        299.1        313.1        320.1        347.1
 374.1        401.1
 .4782E+05    747.9        461.9        374.0        313.0
 299.0        292.0        286.0        286.0        299.0
 326.0        353.0
 .3865E+05    680.0        449.0        367.0        313.0
 299.0        279.0        270.0        265.0        270.0
 299.0        312.0
 .3651E+05    653.1        435.1        353.0        299.0
 292.0        279.0        270.0        265.0        270.0
 286.0        300.0
 .3701E+05    748.0        476.0        367.0        306.0
 292.0        286.0        279.0        265.0        265.0
 279.0        299.0
 .3798E+05    748.0        476.0        353.0        313.0
 299.0        286.0        279.0        272.0        265.0
 286.0        313.0
 .3874E+05    680.1        449.0        367.0        319.0
 313.0        292.0        279.0        279.0        286.0
 313.0        313.0
 .3871E+05    653.0        449.0        381.0        340.0
 326.0        326.0        340.0        326.0        326.0
 313.0        313.0
 .3872E+05    748.0        517.0        408.0        394.0
 374.0        347.0        353.0        340.0        326.0
 319.0        313.0
 .5478E+05    789.1        639.0        544.0        476.0
 435.0        394.0        367.0        360.0        353.0
 340.0        333.0
 .6827E+05    952.0        789.0        585.0        489.0
 476.0        428.0        421.0        401.0        381.0
 367.0        381.0
 .7977E+05    1292.        816.0        639.0        530.0
 517.0        476.0        462.0        449.0        408.0
 394.0        408.0
 .9117E+05    1400.        856.1        666.0        612.0
 544.0        503.0        476.0        469.0        442.0
 428.0        442.0
 .9118E+05    1496.        952.0        693.0        666.0
 598.0        544.0        530.0        476.0        476.0
 476.0        496.0
 .9952E+05    1577.        982.9        710.9        672.7
 600.3        543.8        526.9        472.7        470.7
 469.0        486.7
 2
 .5661E-01    .5661E-01    .5661E-01    .5661E-01    .5661E-01
 .5661E-01    .5661E-01    .5661E-01    .5661E-01    .5661E-01
 .5661E-01    .5661E-01    .5661E-01    .5661E-01    .5661E-01
 .5661E-01

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+$#>*.Car Format for the Optimum Data

This option specifies the engine speed/power line that produces either optimum(maximum) performance or optimum(minimum) economy/emissions.

*.Car file format;

 OPTIMUM (keyword)
   IOPT
   IF ( IOPT.EQ.1 ) THEN
     NOPTU
     SPOPTU(J), PWOPTU(J), J = 1,NOPTU
   ELSE IF ( IOPT.EQ.2 )
     IMOPT
   ENDIF

 Where

 IOPT		Optimum line option
                 	1 = user specified optimum line
                 	2 = optimum line calculated to minimise map parameter

 NPOTU	Number of speeds in user specified speed/power line.( maximum = 20 )

 SPOPTU(J)	Engine speed at which optimum power is specified (rpm).

 PWOPTU(J)	Optimum engine power at this engine speed (kW).

 IMOPT	Map number for which the optimum line is calculated.
                  	IMOPT must be greater than 0 and less than or equal to 17 (i.e. 5 = CO emissions), (map type must be defined)

Note - If the optimum option is not specified then the optimum power line is set equal to the power curve.

The following lines show an example of the OPTIMUM option

OPTIMUM
  1
 12
  1000.        .1000
  1000.        4.000
  1200.        7.000
  1800.        11.00
  2000.        15.00
  2800.        25.00
  3000.        28.00
  3800.        42.00
  4600.        48.00
  5000.        52.00
  5400.        59.00
  5800.        65.80

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+$#>*.Car Format for the Catalyst Data

This option specifies the maximum conversion efficiency and warm-up times for a catalyst fitted to the vehicle.

*.Car file format;

 CATALYST (keyword)
   CATEF-HC,  CATT1-HC,  CATT2-HC
   CATEF-NOX, CATT1-NOX, CATT2-NOX
   CATEF-CO,  CATT1-CO,  CATT2-CO

 Where

 CATEF-HC
 CATEF-NOX	Maximum catalyst conversion efficiency for HC, NOX
 CATEF-CO	and CO emissions respectively. (range 0-1)

 CATT1-HC
 CATT1-NOX	Time from start of cycle to point at which catalyst
 CATT1-CO	starts to warm up (seconds).

 CATT2-HC
 CATT2-NOX	Time from start of cycle to point at which catalyst
 CATT2-CO	has reached its maximum conversion efficiency (seconds).

The following lines show an example of the CATALYST option

CATALYST
  .9500        100.0        20.00
  .9800        80.00        20.00
  .9600        120.0        20.00

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+$#>*.Car Format for the Warm-Up Data

This option allows the user to specify the increase in the 3 primary emissions at startup and how these ramp down to their steady state value with time. This option also allows the user to specify the transient increase in these emissions during accelerations and decelerations.

*.Car file format

 WARM-UP (keyword)
  WARMF-HC,  WARMT-HC,  WACFACT-HC
  WARMF-NOX, WARMT-NOX, WACFACT-NOX
  WARMF-CO,  WARMT-CO,  WACFACT-CO

 Where

 WARMF-HC
 WARMF-NOX	Engine out emissions factor for HC, NOX and CO
 WARMF-CO	at start of cycle. (typically between 1 and 5)
where  Emissions = (WARMF-* + 1 ) * Steady state emission

 WARMT-HC
 WARMT-NOX	Time during which the above emissions factors
 WARMT-CO	reduce to 1.0 (seconds). This could be interpreted
		as the warm-up time.

 WACFACT-HC
 WACFACT-NOX	Emissions acceleration factor.(s2/m)
 WACFACT-CO		Where  Emissions = Steady state emissions + ABS(WAFACT*acceleration*Steady state emissions)

The following lines show an example of the WARM-UP option.

WARM-UP
 4.000        80.00        .8000E-01
 .0000E+00    .0000E+00    .0000E+00
 1.000        80.00        .0000E+00

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+$#>*.Car Format for the Auxiliaries Data

This option allows the user to simulate the effect of power consumed by auxiliaries fitted to the engine, for example the air conditioning unit.

*.Car file format;

 AUXILIARIES (keyword) 

   NAUX
------------>
   naux
   times
   |
   |          TITAUX(IA)
   |          IPAUX(IA)	NPAUX(IA)	DRAUX(IA)	DIAUX(IA)
   |          ------->
   |          naux
   |          times		AUSPD(IP,IA)	AUTOR(IP,IA)
   |          --------<
    --------<

 Where

  NAUX     	Number of auxiliaries fitted to the vehicle (maximum 5)
  
  TITAUX  	Title for auxiliary IA (Maximum 30 characters)

  IPAUX(IA)	Mounting position of auxiliary (1-4)
		1 = Engine Mounted Auxiliary
		2 = Gearbox Input Mounted Auxiliary
		3 = Propshaft Mounted Auxiliary
		4 = Axle Mounted Auxiliary

 NPAUX(IA)	Number of Points on auxiliary loss curve

 DRAUX(IA)	Auxiliary Drive Ratio

 DIAUX(IA)	Auxiliary Rotating Inertia (kg.m2)

 AUSPD(IP,IA) 	Auxiliary Speed (rpm)

 AUTOR(IP,IA)	Auxiliary Torque (Nm)

The following lines show an example of the AUXILIARIES option

AUXILARIES
   1
PS PUMP
   1     5    1.170     .1000E-02
   1000.     1.358
   2000.     1.375
   3000.     1.455
   4000.     1.536
   5000.     1.569  

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+$#>*.Car Format for the Grid Analysis Data

This option provides the user with the facility to perform a grid analysis of the engines operation over the calculated cycle. This provides a summary of the time spent, fuel/emissions consumed, and mean map variables in user defined segments of the engines speed/load envelope.

*.Car file format;

 GRID (keyword)
  NSGRID, NBGRID
SGRID(I), I=1,NSGRID
BGRID(J), J=1,NBGRID

 Where

 NSGRID	Number of engine speeds used to define grid, (minimum = 2, maximum = 20)

 NBGRID	Number of BMEP's used to define grid,(minimum = 2, maximum = 20)

 SPGRID(I)	Engine speed for grid point I (rpm)

 BGRID(J)	Engine BMEP for grid point J (bar)

The following lines show an example of the GRID option

GRID
 7   12
 .0000E+00    1000.        2000.        3000.        4000.
 5000.        6000.
 .0000E+00    1.000        2.000        3.000        4.000
 5.000        6.000        7.000        8.000        9.000
 13.00        14.00

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+$#>*.Car Format for the Primary Drive Data

This option provides the user with the facility to define a drive ratio for the primary take-off transmission from engine crankshaft/flywheel to the gearbox input shaft.

*.Car file format;

 PRDIVE (keyword)
  GRPD, EFPD, IPDEFF

 Where

 GRPD		Drive ratio

 EFPD		Drive Efficiency (0 - 1)

 IPDEFF	Efficiency Mode
		1 = Fixed
		2 = Function of load and speed

The following lines show an example of the PDRIVE option

PDRIVE
 0.98   0.88    1

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+$#>*.Car Format for the Standard Hybrid Data

This option allows the user to model the standard HYBRID vehicle system. The HYBRID is capable of absorbing energy from, and returning energy to the drivetrain system. The program will always preferentially drive the vehicle with HYBRID motor, any excess energy requirements and or charging being provided by the engine.

*.Car file format

 HYBRID (keyword)
  IHOPT
  STSMAX, STSMIN
  STRIN,  STEFIN
  STROUT, STEFOUT
  STSENG, ISTIDLE

 Where

 IHOPT		Indicates the position of the HYBRID motor
1 = Engine Flywheel mounted
	2 = Gearbox mounted
	3 = Drive shaft mounted

 STSMAX	Maximum energy that can be stored by the HYBRID (kW.h). If the current energy stored in the HYBRID matches STSMAX then no more regeneration is permitted only power output is allowed.

 STSMIN	Minimum energy permitted for HYBRID (kW.h). If the current energy stored in the HYBRID matches STSMIN then no more energy can be taken from the HYBRID only regeneration is allowed.

 STRIN		Max HYBRID motor input torque (NM). This is when energy is removed from the drivetrain and stored in the HYBRID.

 STEFIN	Efficiency of HYBRID energy input (0-1).

 STROUT	Max HYBRID motor output torque (NM). This is when energy is provided to the drivetrain by the HYBRID motor.

 STEFOUT	Efficiency of HYBRID energy output (0-1).

 STSENG	Energy available in HYBRID at start of cycle (kW.h)

ISTIDLE	Hybrid charging at IDLE option.
                   	0 = No charging of the HYBRID at idle
                   	1 = Hybrid is charged when engine is at idle.

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+$#>*.Car Format for the Driver Data

This option provides a very simple driver model, that describes the gear shift times, braking efficiency and brake balance being employed by this driver.

*.Car file format

 DRIVER (keyword)
  DCEFFY, DBEFFY , DBBAL, TGSHIFT, TGSHIFTINT, CYCACC

 Where

 DCEFFY	Driver cornering efficiency (fraction 0-1). This defines the maximum cornering speed as a fraction of the maximum theoretical speed. This is only used in track simulations.

 DBEFFY	Driver braking efficiency (fraction 0-1). This defines the maximum braking force as a fraction of the maximum theoretical force. This is only used in the track simulations.

 DBBAL		Driver brake balance - defined as the fraction of the total braking effort on the front wheels (fraction 0-1).

 TGSHIFT	Gear shift time (seconds). If the DRIVER option is not specified then TGSHIFT is set to 0.1 seconds.

 TGSHIFTINT	Minimum Shift Interval (seconds). If no interval required then is set to zero.

  CYCACC	Accuracy with which cycle is driven.
                  	0 = Exact Fit
                  	1 = Smoothed

The following lines show an example of the DRIVER option

DRIVER
  0.900        0.800        .5000        .4000       .25     0

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+$#>*.Car Format for the Aerodynamic Data

This option provides the extended aerodynamic model, allowing non-linear coefficients to be used for vehicle drag and lift. The coefficients being functions of vehicle speed.

*.Car file format

 AERODYNAMICS (keyword)
  ICD, ICLF, ICLR

for ICD = 1
     COEFF_CD(I), I=1,6
for ICD = 2
     NCD
XCD(I),YCD(I), I=1,NCD

for ICLF = 1
     COEFF_CLF(I), I=1,6
for ICLF = 2
     NCLF
     XCLF(I),YCLF(I), I=1,NCLF

for ICLR = 1
     COEFF_CLR(I), I=1,6
for ICLR = 2
     NCLR
     XCLR(I),YCLR(I), I=1,NCLR

 Where

 ICD		Definition method for coefficient of drag.
 ICLF		Definition method for coefficient of front lift.
 ICLR		Definition method for coefficient of rear lift.
			0 = Constant
			1 = Constant + five power terms.
			2 = List of values.

 COEFF_CD	Vehicle drag curve coefficients

 Such that

                      CD = COEFF_CD(1) 
 >                           + ( COEFF_CD(2) * UM )
 >                           + ( COEFF_CD(3) * UM * UM )
 >                           + ( COEFF_CD(4) * UM * UM * UM )
 >                           + ( COEFF_CD(5) * UM * UM * UM * UM )
 >                           + ( COEFF_CD(6) * UM * UM * UM * UM * UM )

  UM - vehicle velocity m/s

 NCD	No of points used to define the variation of CD with vehicle speed.

 XCD	The list of vehicle speeds (m/s) used to define the CD curve.

 YCD	The list of Drag Coefficients used to define the CD curve.

 COEFF_CLF 	As for COEFF_CD above but for front lift coefficient.
 NCLF 		As for NCD above but for front lift coefficient.
 XCLF 		As for XCD above but for front lift coefficient.
 YCLF 		As for YCD above but for front lift coefficient.
 COEFF_CLR 	As for COEFF_CD above but for rear lift coefficient.
 NCLR 		As for NCD above but for rear lift coefficient.
 XCLR 		As for XCD above but for rear lift coefficient.
 YCLR 		As for YCD above but for rear lift coefficient.

The following lines show an example of the AERODYNAMICS option

AERODYNAMICS
  2  0  1
 9
    28.22       0.3100
    33.92       0.3095
    39.91       0.3080
    45.12       0.3085
    51.53       0.3075
    57.22       0.3070
    61.69       0.3055
    67.18       0.3060
    72.26       0.3070
    -0.1    0.02    0.0003    0.0    0.0    0.0

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+$#>*.Car Format for the Extended Hybrid Performance

This option provides an extension to the ‘simple’ hybrid model by allowing an extended component performance to be defined. The hybrid components catered for are the auxiliary power unit generator, the drive motor, the drive regenerator, the battery charge and the battery discharge. 

All component performances are optional, (i.e. the ‘simple’ hybrid model can be used), but once one component is selected as ‘on’ then to correctly run a hybrid model all relevant components should be switched on.

For each component the continuous and peak performances are defined through its speed range, together with data that define a simple heat rejection / heat build-up model to simulate the drop from peak to continuous performance.

*.Car file format

 HYBPOWER (keyword)
 NHYB
 NHYB3(1), NHYB3(2), NHYB3(3), NHYB3(4), NHYB3(5)
------------>
    nhyb
    times
IF NHYB3(J) = 1
       PTHYB3(J), TCHYB3(J), TTHYB3(J), TSHYB3(J), RIHYB3(J), SMXHYB3(J)
       NSPHYB3(J)
       ------------>
       nsphyb3(j)
        times
       SPDHYB3(J,I), AMP1HYB3(J,I), AMP2HYB3(J,I), PERCHYB3(J,I)
       --------<
--------<

 Where

 NHYB	Number of hybrid components defined, (at version 3.01e this is 5).Where 1 is the apu generator, 2 is the drive motor, 3 is the drive regenerator, 4 is the battery and 5 is not currently used.

 NHYB3	The on / off flags to control the inclusion of the hybrid components into the model. 0 = off 1 = on. Values are given in component order 1 to 5, see above. Component 5 is not used and should be set to 0

PTHYB3	Time at peak, (s). This defines the time for which the peak performance can be held before the threshold temperature is reached and the allowable performance begins to deteriorate from the peak toards the continuous. This forms part of the component heat model derivation. For the battery component no heat model is used and this value sets the total battery capacity, (Ah).

TCHYB3	Constant temperature of the component, (Co). This defines the temperature at which the component reaches under the maximum constant performance. This defines the heat convection capability of the component. (note not used for the battery component, enter dummy value 0.0)

TTHYB3	Threshold temperature of the component, (Co). This sets the temperature at which the component performance starts to deteriorate from the peak towards the continuous. (note not used for the battery component, enter dummy value 0.0)

TSHYB3	Start temperature of the component, (Co). For the battery component this value sets the initial state of charge (SOC), (0-1).

RIHYB3	Hybrid components rotational inertia, (kg.m2). For the battery component this value sets the start voltage of the system (V), but only applies when the detailed battery voltage model is not used.

SMXHYB3	Maximum allowable component speed (rpm). (note not used for the battery component, enter dummy value 0.0)

 NSPHYB3	Number of speed values for this components power curve.

 SPDHYB3	Speed values for this hybrid components performance curve (rpm). To minimise extrapolation errors these speed values should span the component operating range.

AMP1HYB3	Peak performance values for the hybrid component at each component speed. Units depend on component and are ‘Nm’ for the generator, motor and regenerator and for the battery the units are ‘A’ (amps). This curve defines maximum attainable performance of the component. For the battery component this defines the maximum charge rate.

AMP2HYB3	Continuous performance values for the hybrid component at each component speed. Units depend on component and are ‘Nm’ for the generator, motor and regenerator and for the battery the units are ‘A’ (amps). This curve defines the continuous performance that the component can achieve. The temperature model is used to define the actual allowable which would normally lie somewhere between the peak and the continuous performance. For the battery component this defines the maximum discharge rate.

PERCHYB3	The ratio of output power that goes to heat, (0 -1). Defines the heat energy going in to components heat-up model as a function of speed. The battery model does not have a heat model associated with it and these values should be set to 0.0 for that component.

The following lines show an example of the HYBPOWER option

HYBPOWER
  5
  1  1  1  1  0

    4.000        100.0        75.00       0.0000E+00   0.2000E-01   0.1600E+05
  16
    1000.        200.0        120.0       0.1000
    1500.        200.0        120.0       0.1000
    2000.        200.0        120.0       0.1000
    3000.        180.0        110.0       0.1000
    4000.        130.0        100.0       0.1000
    5000.        120.0        90.00       0.1000
    6000.        100.0        80.00       0.1000
    7000.        85.00        70.00       0.1000
    8000.        78.00        63.00       0.1000
    9000.        67.00        62.00       0.1000
   0.1000E+05    64.00        60.00       0.1000
   0.1100E+05    63.00        59.00       0.1000
   0.1200E+05    61.00        58.00       0.1000
   0.1300E+05    58.00        54.00       0.1000
   0.1400E+05    56.00        52.00       0.1000
   0.1600E+05    60.00        59.00       0.1000

    4.000        100.0        75.00       0.0000E+00   0.2000E-01    7500.
   8
    1000.        225.0        150.0       0.5000E-01
    1500.        225.0        150.0       0.5000E-01
    2500.        225.0        150.0       0.5000E-01
    3500.        150.0        82.00       0.5000E-01
    4500.        115.0        60.00       0.5000E-01
    5500.        90.00        53.00       0.5000E-01
    6500.        75.00        47.00       0.5000E-01
    7500.        75.00        46.00       0.5000E-01

    4.000        120.0        80.00       0.0000E+00   0.2000E-01    6000.
   2
    1000.        200.0        150.0       0.1000
    6000.        100.0        80.00       0.2000

    20.00       0.0000E+00   0.0000E+00   0.8500    230.0       0.0000E+00
   5
   0.0000E+00    300.0        150.0       0.0000E+00
   0.2500        295.0        280.0       0.0000E+00
   0.5000        290.0        290.0       0.0000E+00
   0.7500        280.0        295.0       0.0000E+00
    1.000        150.0        300.0       0.0000E+00

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+$#>*.Car Format for the Extended Hybrid Efficiencies

This option provides an extension to the ‘simple’ hybrid model by allowing a component efficiency map to be defined. The hybrid components catered for are the auxiliary power unit generator, the drive motor, the drive regenerator, the battery charge and the battery discharge.
All component efficiency maps are optional, with if required default values of 1.0 being used when no map is defined, alternatively a single efficiency value can be defined. Efficiency maps are defined as a series of efficiency values, (0 - 1), for a range of component speeds and loads. 

*.Car file format

 HYBLOSS (keyword)
 NHYB
 NHYB2(1), NHYB2(2), NHYB2(3), NHYB2(4), NHYB2(5)
    ------------>
    nhyb
    times
    IF NHYB2(J) = 1
       NSPHYB(J)
       SPDHYB(J,I), I=1,NSPHYB(J)
       NAMPHYB(J)
       AMBHYB(J,I), I=1,NAMPHYB(J)
       IF NSPHYB(J)=0 AND NAMPHYB(J)=0
         EFFHYB(1,1)
       ELSE
          ------------>
          nsphyb times
          EFFHYB(J,I), I=1,NAMPHYB(J)
          --------<
   --------<

 Where

 NHYB	Number of hybrid components defined, (at version 3.01e this is 5).Where 1 is the apu generator, 2 is the drive motor, 3 is the drive regenerator, 4 is the battery charging and 5 is the battery discharging.

 NHYB2	The on / off flags to control the inclusion of the hybrid components into the model. 0 = off 1 = on. Values are given in component order 1 to 5, see above.

 NSPHYB	Number of speed values for this components efficiency map. 0 is used in conjunction with Namhyb to force a single fixed efficiency value to be used.

 SPDHYB	Speed values for this hybrid components efficiency map (rpm). To minimise extrapolation errors these speed values should span the component operating range. This line is omitted if the number of speed values is 0

 NAMHYB	Number of load values for this components efficiency map. 0 is used in conjunction with Nsphyb to force a single fixed efficiency value to be used.

 AMPHYB	Load values for this hybrid components efficiency map (rpm). To minimise extrapolation errors these speed values should span the component operating range. This line is omitted if the number of load values is 0

 EFFHYB	Efficiency map values, (0 -1).

The following lines show an example of the HYBLOSS option

HYBLOSS
   5
   1  1  1  1  1
   8
    2000.    4000.    6000.     8000.   0.1000E+05   0.1200E+05   0.1400E+05   0.1600E+05
   7
    5.000        10.00        20.00        30.00        40.00    50.00        60.00
   0.4400       0.5500       0.6400       0.6300       0.5700   0.5200       0.4900
   0.3000       0.5000       0.6000       0.5800       0.5500   0.5000       0.4700
   0.1500       0.3800       0.4800       0.5000       0.4900   0.4800       0.4400
   0.1100       0.2000       0.4200       0.4500       0.4600   0.4500       0.4200
   0.1000       0.1600       0.3200       0.3900       0.4100   0.4100       0.3900
   0.8000       0.1400       0.2400       0.3100       0.3400   0.3600       0.3700
   0.6000       0.1200       0.1800       0.2500       0.2800   0.3000       0.3000
   0.5000       0.9000       0.1500       0.1900       0.2200   0.2600       0.2800
   8
    1000.        2000.        3000.        4000.        5000.    6000.        7000.        7500.
   7
    25.00        50.00        75.00        100.0        150.0    200.0        225.0
   0.8500       0.8850       0.8780       0.8600       0.8600   0.7800       0.7600
   0.8650       0.9000       0.9030       0.9000       0.8800   0.8400       0.8260
   0.9050       0.9250       0.9250       0.9250       0.9100   0.8650       0.8540
   0.9300       0.9400       0.9400       0.9320       0.9200   0.8800       0.8630
   0.8650       0.9120       0.9230       0.9150       0.9200   0.8820       0.8660
   0.8800       0.9100       0.9200       0.9200       0.9200   0.8840       0.8690
   0.8250       0.8950       0.9050       0.9000       0.9200   0.8860       0.8700
   0.8200       0.9000       0.9030       0.9100       0.9200   0.8880       0.8830
   0
   0
   0.8800
   0
   0
   0.8000
   0
   0

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+$#>*.Car Format for the Extended Hybrid Battery

This option provides an extension to the fixed voltage battery model that can be defined in the extended hybrid component performance. A voltage map is defined at a series of battery states of charge (SOC) and varying charge / discharge rates. Two maps are used one for charging and a second for discharging.

*.Car file format

 HYBBATTERY (keyword)
NCURHYB4(1), NSOCHYB4(1)
IF Ncurhyb4(1) is greater than 0 and Nsochyb4(1) is greater than 0 then
   DSOCHYB4(J,1)  J=1,NSOCHYB4(1)
    ------------>
    ncurhyb4(1)
    times
    DCURHYB4(J,1)
    DVOLHYB4(I,J,1), I=1,NSOCHYB4(1)
--------<

NCURHYB4(2), NSOCHYB4(2)
IF Ncurhyb4(2) is greater than 0 and Nsochyb4(2) is greater than 0 then
   DSOCHYB4(J,2)  J=1,NSOCHYB4(2)
    ------------>
    ncurhyb4(2)
    times
    DCURHYB4(J,1)
    DVOLHYB4(I,J,2), I=1,NSOCHYB4(2)
--------<

 Where

 NCURHYB4	Number of current charge levels the battery voltage map is defined for. The index 1 implies charging whilst the index 2 implies discharging.

 NSOCHYB4	Number of battery state of charge levels the battery voltage map is defined for. The index 1 implies charging whilst the index 2 implies discharging.

 DSOCHYB4	The battery state of charge values for the battery voltage map, (0-1). Again the index 1 implies charging whilst the index 2 implies discharging.

DCURHYB4	The charge values for the battery voltage map (Amps). Again the index 1 implies charging whilst the index 2 implies discharging.

 DVOLHYB4	The battery voltage map values, (Volts). The index 1 implies charging whilst the index 2 implies discharging.

The following lines show an example of the HYBBATTERY option

HYBBATTERY
     4  6
     0.0   0.2000       0.4000       0.6000   0.8000        1.000
     0.0
    190.0        200.0        210.0        220.0    230.0        240.0
    120.0
    180.0        190.0        200.0        210.0    220.0        230.0
    220.0
    170.0        180.0        190.0        200.0    210.0        220.0
    320.0
    135.0        165.0        175.0        185.0    195.0        205.0
    4  6
    0.0   0.2000       0.4000       0.6000   0.8000        1.000
    0.0
    190.0        200.0        210.0        220.0    230.0        240.0    
    120.0
    180.0        190.0        200.0        210.0    220.0        230.0
    220.0
    170.0        180.0        190.0        200.0    210.0        220.0
    320.0
    135.0        165.0        175.0        185.0    195.0        205.0

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+$#>*.Car Format for the Extended Hybrid Control Strategy

This option controls the manner in which the hybrid system operates. It controls the APU generator shut down, its rate of speed change and target minimum and maximum levels for the battery state of charge.

*.Car file format

 HYBCONTROL (keyword)
NHISTORY, RNPOWER
RMIN_RATE, RMAX_RATE
SOCMIN, SOCMAX
NSTHYB5
SOCON, SOCOFF, SOCRAT

 Where

 NHISTORY	Number of previous calculation steps to use in establishing the mean power demand from the APU. The larger this integer  number is the greater the delay of the APU to any sudden change in load demand. It can be thought of as a damping factor.

 RNPOWER	Sets the power value used in establishing the required APU demand that is added to the mean demand. This second term itself being a function of the current state of charge compared to the target minimum and maximum state of charge values. The greater the number the more aggressive is the battery charging philosophy.

 RMIN_RATE	Sets the allowable deceleration rate of the APU, (rad/s/s). It should be entered as a negative number. The greater this negative number is made the greater the tendency for the APU to decelerate in-line with demand.

 RMAX_RATE	Sets the allowable acceleration rate of the APU, (rad/s/s). It should be entered as a positive number. The greater this positive number is made the greater the tendency for the APU to accelerate in-line with demand.

SOCMIN	Defines the target minimum state of charge value for the battery. Together with Socmax and Rnpower they control the portion of the APU demand that is a function of battery state of charge.

SOCMAX	Defines the target maximum state of charge value for the battery. Together with Socmin and Rnpower they control the portion of the APU demand that is a function of battery state of charge.

 NSTHYB5	Sets the start condition of the APU generator as either 'on' or 'off'. For 'on' set Nsthyb5 to 1 whilst for 'off' set to 0.

 SOCON	Sets the battery state of charge value (0-1), at which the APU generator will be switched 'on' if it is currently 'off'. This together with Socoff and Socrat control the APU shutdown strategy. The APU generator will only switch 'on' if the current APU demand is greater than the demand available at the APU idle speed.

 SOCOFF	Sets the battery state of charge value (0-1), at which the APU generator will be switched 'off' if it is currently 'on'. This together with Socoff and Socrat control the APU shutdown strategy. The APU generator will only switch 'off' if the current APU demand is less than the demand available at the APU idle speed.

 SOCRAT	Sets the APU load ratio at which the APU will switch 'on' irrespective of the current battery state of charge, (0-1). If this value is set high then provided the battery state of charge is within acceptable limits, the APU would only switch 'on' under high demand conditions such as heavy accelerations and extended hill climbing.

The following lines show an example of the HYBBATTERY option

HYBCONTROL
 10    1.000
   -39.90        9.948
   0.4000       0.8000
 0
0.8 0.9 0.5

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+$#>*.Car Format for the Extended Tyre Data

This option provides the extended tyre model, allowing non-linear values to be used for tyre rolling radius. The value being a function of vehicle speed.

*.Car file format

 XTYRE (keyword)
  IRTYRE(1), IRTYRE(2), IRTYRE(3), ITYREND

for IRTYRE(1) = 1 and ITYREND = 1
     COEFF_RTYRE(I,1), I=1,6
for IRTYRE(1) = 2 and ITYREND = 1
     NRTYRE(1)
     XRTYRE(I,1), YRTYRE(I,1), I=1,NRTYRE(1)

for IRTYRE(2) = 1 and ITYREND > 1
     COEFF_RTYRE(I,2), I=1,6
for IRTYRE(2) = 2 and ITYREND > 1
     NRTYRE(2)
     XRTYRE(I,2), YRTYRE(I,2), I=1,NRTYRE(2)

for IRTYRE(3) = 1 and ITYREND > 1
     COEFF_RTYRE(I,3), I=1,6
for IRTYRE(3) = 2 and ITYREND > 1
     NRTYRE(3)
     XRTYRE(I,3), YRTYRE(I,3), I=1,NRTYRE(3)

 Where

ITYREND		Flag to identify if common or separate tyre properties are to be used for front and rear tyres. (note this should be set to the same value as used in the 'tyre' data block)
			1 = common tyre properties
			2 or 3 = different tyre properties for front and rear tyres
			( Bracketed indices (1), (2) and (3) imply, common, front and rear) 

 IRTYRE		Definition method for tyre rolling radius.
			0 = Constant
			1 = Constant + five power terms.
			2 = List of values.

 COEFF_RTYRE		Tyre rolling radius curve coefficients

 Such that

                  RTYRE  =  COEFF_RTYRE (1) 
 >                           + ( COEFF_RTYRE(2) * UM )
 >                           + ( COEFF_RTYRE (3) * UM * UM )
 >                           + ( COEFF_RTYRE(4) * UM * UM * UM )
 >                           + ( COEFF_RTYRE(5) * UM * UM * UM * UM )
 >                           + ( COEFF_RTYRE(6) * UM * UM * UM * UM * UM )

  UM - vehicle velocity m/s

 NRTYRE	No of points used to define the variation of rolling radius with vehicle speed.

 XRTYRE	The list of vehicle speeds (m/s) used to define the rolling radius curve.

 YRTYRE	The list of Drag Coefficients used to define the rolling radius curve.

The following lines show examples of the XTYRE option

 XTYRE
 2 0 0 1
 4
      0.0       0.2350
    20.0       0.2360
    40.0       0.2380
    80.0       0.2430

 XTYRE
 1 0 2 2
    0.32   0.02   0.0  0.0  0.0  0.0
 4
      0.0       0.2350
    20.0       0.2360
    40.0       0.2380
    80.0       0.2430

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+$#>Examples and Validation
Overview

The aim of this chapter is provide example input files that the new user can copy to quickly create new simulation models. With each input file the calculated results and the accompanying measured results are provided. Notes are given as to the acceptable range for some of the more difficult to define input variables such as gear efficiencies, tyre coefficient of friction and overrun fuelling.

Examples are provided for the 4 main calculation types

  1. Acceleration - for a naturally aspirated and turbocharged manual gearbox vehicle.

  2. Economy - for an automatic vehicle with auxiliaries on a rolling road.

  3. Emissions - for a naturally aspirated, manual, research vehicle

  4. Track - for a turbocharged manual vehicle

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+$#>Vehicle Acceleration - Example

Input files for the Lotus Elan when fitted with the naturally aspirated and turbocharged engines are available here :

Vehicle acceleration example data files  {bmct bm5.bmp}

The calculated results for a wide open throttle acceleration from rest, as provided by LOTUS VEHICLE SIMULATION are presented here :

Vehicle acceleration example results file  {bmct bm5.bmp}

A comparison of the measured and calculated accelerations are shown on the following table and graphically in the figure below :

SPEED RANGE	NATURALLY ASPIRATED	TURBOCHARGED	
        			MEASURED	CALCULATED	MEASURED	CALCULATED	
(MPH) 	(SEC)	(SEC)	(SEC)	(SEC)	
0 - 30	2.9	2.88	2.4	2.60	
0 - 40	4.4	4.43	3.7	3.79	
0 - 50	6.2	6.3	5.0	5.09	
0 - 60	8.3	8.36	6.5	6.54	
0 - 70	11.3	11.32	8.7	8.6	
0 - 80	14.8	14.77	10.9	10.84	
0 - 90	19.6	18.93	13.5	13.66	
0 - 100	26.5	25.98	17.5	17.4	
0 - 110			22.2	22.12	
0 - 120			29.6	29.89	

Vehicle acceleration correlation graph  {bmct bm6.bmp}

The following notes are provided for the users reference.

1. Gearbox transmission efficiencies typically lie in the range 0.95-0.99. If in doubt the user should use 0.97. These values can often be tuned to achieve good correlation between measured and predicted performance.

2. The coefficient of friction at the tyre contact patch is typically in the range 0.98 - 1.05. Obviously for wet conditions a lower value is appropriate.

3. Engine rotating inertia is often not readily available. Users can use the Engine Inertia curve provided for an appropriate value.

4. For vehicle accelerations the gear shift time is typically set to  0.1 seconds. This may appear small, but often these tests are performed by drivers who do not de-clutch during a gear shift. It should also be remembered that there is no engine inertia energy transfer during a gear change. A small shift time is therefore required to balance the effect of this assumption.

5. Lotus experience is that it is often difficult to achieve good acceleration correlation for vehicle speeds below 30 MPH. The reason for this is at present not understood, but believed to be in part attributable to the transfer of the engines rotational energy to the vehicle as the driver dumps the clutch.

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+$#>Vehicle Economy - Example

The input file for an 1.5L 4 door saloon fitted with an automatic transmission is provided here:

Vehicle economy example data file  {bmct bm5.bmp}

This model was created as part of a fuel economy improvement program where the load of the air conditioning unit was found to significantly deteriorate economy. The AUXILIARIES option is therefore included in this file.

Vehicle economy example results file  {bmct bm5.bmp}

The comparison of measured and calculated fuel consumption are shown on the following table and graphically in the figure below :

AIR CONDITIONING OFF  	MEASURED	CALCULATED	% ERROR	
IDLE    (g/h)         	950	936	-1.2	
40 km/h (km/l)      	14.78	14.74	-0.3	
60 km/h (km/l)                   	N/A	18.59	N/A	
80 km/h (km/l)      	18.56	18.25	-1.7	
100km/h (km/l)      	17.22	17.06	-0.9	
10 MODE (km/l)       	8.39	8.17	-2.6	

AIR CONDITIONING ON	MEASURED	CALCULATED	% ERROR	
IDLE    (g/h)       	1331	1332	+0.08	
40 km/h (km/l)      	11.71	11.45	-2.2	
60 km/h (km/l)      	15.33	15.08	-1.6	
80 km/h (km/l)      	15.91	15.12	-5.0	
100km/h (km/l)      	14.81	14.38	-2.9	
10 MODE (km/l)       	6.30	6.26	-0.6	

Vehicle Economy Correlation Graph  {bmct bm6.bmp}

The following notes are made for the users reference.

1. The most important part of emission cycle calculations is to ensure that the idle fuel flow rate is correct. If the user does not have measured data for the engine being used then the figure of 53 g/h/litre/100rpm can be used as a rough guide.

2.  Most modern engine management systems employ overrun fuel cut-off. This stops the flow of fuel when the engine undergoes a prolonged period of overrun. It is therefore tempting to specify no fuel flow in the overrun condition in the input data to the model. Lotus experience in using this model however, is that best results are obtained when some flow of fuel during overrun is specified. The reasons for this are twofold, (a) the period of time before cut-off is employed is often a significant part of a deceleration in an emission cycle and (b) fuel enrichment is often employed following an overrun to provide good drivability. Fuel enrichment is not catered for in the steady state maps. Thus overrun fuelling can be used to compensate for this simplification. Typically the overrun flow rate is half that of the lowest load.

3. The simulation in this section was performed on a chassis dynamometer. During the above study it was found that the loads experienced by the engine on the chassis dynamometer were significantly different to those found on the road. The reasons for this were twofold, (a) the load characteristic if the Clayton Dyno. did not replicate the road load curve of the vehicle through the speed range and (b) the rolling resistance of the tyres on the small rollers was significantly higher than that found on the road. The latter effect being caused by high tyre distortion on the small diameter rollers. The above problems/errors are removed/reduced by modern large diameter chassis dynamometers with programmable road load curves.

Often results of acceptable accuracy can be obtained by performing the emissions cycle calculations on the "ROAD" (i.e. without using the chassis dynamometer option).

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+$#>Vehicle Emissions - Example

The input file for an 1.6L 2 door saloon fitted with a manual transmission is provided.

 Vehicle emissions example data file  {bmct bm5.bmp}

This model was created as part of the Lotus funded LEV research project where calculations to determine the required catalyst light off time were performed. This file demonstrates the quantity of engine data required to perform these calculations.
 
The measured and calculated emissions over the FTP75 test are summarised in the following table, detailed in the results file and presented graphically in the three figures.

PRE CATALYST EMISSIONS
Test No.  113593 C Date 1 Sep 1993 Test type EPA 75

Vehicle emissions example results file  {bmct bm5.bmp}

EMISSION        	MEASURED	CALCULATED	% ERROR	
T.HC (g)          	33.8	33.27	-1.6	
(g/mile)     	3.08	3.13	+1.6	
CO (g)          	86.8	85.21	-1.8	
(g/mile)     	7.91	7.82	-1.1	
NOx (g) 	30.4	30.61	+0.7	
(g/mile)     	2.77	2.72	-1.8	
CO2 (g) 	2656	2832	+6.6	
 (2935 POST.CAT)	
(g/mile)	242	258.4	+6.8	

Vehicle emissions correlation graph - Cumulative emissions 		{bmct bm6.bmp}

Vehicle acceleration correlation graph - Engine out emissions 	{bmct bm6.bmp}

Vehicle acceleration correlation graph - Emissions error 		{bmct bm6.bmp}

Overall the correlation is generally good. The reason why the CO2 results are high are not fully understood at present, although it is worth noting that the post catalyst results are significantly higher than the pre catalyst levels.

The following notes are made for the users reference :

1. The largest discrepancies between the measured and calculated data when using the raw test bed emissions data were found with the hydrocarbon emissions. Both the warm-up and transient models were employed to achieve the above correlation. The input file shows the factors used in this simulation.

2. No corrections have been made to either the NOx or CO2 emissions.

3. Users wishing to repeat the above correlation should employ the following sequence to obtain best results.

   a. ensure that all emissions at hot idle are correct

   b. modify overrun levels to those observed during test

   c. tune transient factor for HC emissions

   d. apply warm-up corrections for cold start.

4. To date the above correlation has only been attempted on one vehicle. Further work is recommended to identify the level of correlation and transient factors required for other vehicles and/or calibrations.

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+$#>Track Performance - Example

The input file for a Lotus ESPRIT SE is provided.

Track performance example data file  {bmct bm5.bmp}

The results file from a simulation of the operation of this vehicle around the Lotus test track at maximum speed is provided here :

Track performance example results file  {bmct bm5.bmp}

The fastest lap for this vehicle is believed to be 85 seconds. This compares well with the calculated time of 84.5. 

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+$#LOTUS VEHICLE SIMULATION - Program Overview

LOTUS VEHICLE SIMULATION is a simulation program capable of predicting the complete performance of a vehicle system. The program can be used to calculate,

·	Straight line acceleration and top speed
·	Fuel economy and emissions (both in steady state or across any drive-cycle)
·	Track or course performance

0	LOTUS VEHICLE SIMULATION is designed to run on a desktop PC with Windows 95 but offers the speed of a UNIX based simulation. The user interface is based on the standard LOTUS software‘look-and-feel’ and offers the same intuitive approach as other popular Windows applications, assisting learning and speed of use.

1	Using the simulation program typically follows the procedure below, 

·	The user constructing the simulation model enters the vehicle specification. This includes data for :
·	Vehicle mass and centre of gravity
·	Vehicle dimensions, and aerodynamics
·	Tyre performance (grip and rolling resistance characteristics)
·	Final drive system
·	Gearbox or transmission system and shifting strategies
·	Prime-mover details eg. I.C. engine or hybrid powertrain
·	Performance (torque/power capabilities)
·	Fuel economy
·	System-out Emissions
·	Emissions after-treatment systems
·	Driver performance
·	The user selects the appropriate test for analysis. For instance, this often involves predicting the performance of the vehicle in terms of emissions and fuel economy over a government legislated drive-cycle.
·	The calculation cycle is carried out. The user can display the key information on the vehicle and powertrain operating condition during the cycle using the calculation screen.
·	Calculation results are available to the user both in the form of a report quality summary sheet and through a quick-to-use graph plotting system.

0	LOTUS VEHICLE SIMULATION has been applied extensively by world-wide clients and validated thoroughly at LOTUS over a wide range of vehicle types and conditions. The program is capable of simulating all existing and projected vehicle systems and is continually updated by LOTUS in co-operation with it’s partners.

+$#APROGRAM OVERVIEW                {bmct bm7.bmp}

0	LOTUS VEHICLE SIMULATION is split into three sub-sections:

·	Pre-processor - for data-entry and model generation
·	Calculation system - for solution of desired analysis
·	Post-processor - for analysis of calculated results

The three sections are only notionally split and all three modules run together as a single application.

The ‘front-end’ of the application is presented here, illustrating the features displayed on       start-up:

THE PRE-PROCESSOR

The pre-processing system allows the user to enter data, read in or save models, create new models and adjust data in existing models. {bmc bm8.bmp}

Icons representing the various vehicle-powertrain subsystems allow the user to view the data for that section of the model and adjust, add or delete data from the model. Graphical features allow the user to view the results of changes to the specific data-set and adjust data as fit. 

The following illustrate the typical appearance of the main screen

#Contact Details
Lotus Engineering
Hethel
Norwich
NR14 8EZ
Tel: (01953) 608000
Fax: (01953) 608157

#Results Text Viewer Icon

              {bmc bm9.bmp}

#Data Checking Wizard Icon

              {bmc bm10.bmp}

#Data Icons

         vehicle 	{bmc bm11.bmp} 
         dyno   	{bmc bm12.bmp} 
         tyre 	{bmc bm13.bmp} 
         driveline	{bmc bm14.bmp} 
         gearbox 	{bmc bm15.bmp} 
         engine	{bmc bm16.bmp} 
         hybrid	{bmc bm17.bmp} 
         driver	{bmc bm18.bmp}      

#Results Graph Viewer Icon

              {bmc bm19.bmp}

#Specify Graph Icon

              {bmc bm20.bmp}

#Axis Scales Icon

              {bmc bm21.bmp}

#Cross Plot Status Icon

              {bmc bm22.bmp}

#File Browser Icon

              {bmc bm23.bmp}

#Solve Set-up Icon

              {bmc bm24.bmp}

#Calculate Run Icon

              {bmc bm25.bmp}

#Calculate Stop Icon

              {bmc bm26.bmp}

#Calculate Display Icon

              {bmc bm27.bmp}

#Video Icons

         pause 	{bmc bm28.bmp} 
         play   	{bmc bm29.bmp} 
         scan	{bmc bm30.bmp} 
         ffwd 	{bmc bm31.bmp} 
         step 	{bmc bm32.bmp} 

#Display Setting Icons

         velocity large 	{bmc bm33.bmp} 
         bmep large 	{bmc bm34.bmp} 

#Vehicle Data Icon

                      {bmc bm11.bmp} 

#Dyno Data Icon

                       {bmc bm12.bmp} 

#Tyre Data Icon

                        {bmc bm13.bmp} 

#Driveline Data Icon

                       {bmc bm14.bmp} 

#Gearbox Data Icon

                       {bmc bm15.bmp} 

#Engine Data Icon

                       {bmc bm16.bmp} 

#Hybrid Data Icon

                       {bmc bm17.bmp} 

#Driver Data Icon

                      {bmc bm18.bmp}      

#Data Graph Icon

                   {bmc bm35.bmp}      

#Open File Icon

                   {bmc bm36.bmp}      

#New File Icon

                   {bmc bm37.bmp}      

#Save File Icon

                   {bmc bm38.bmp}      

#Save As File Icon

                   {bmc bm8.bmp}      

#Cross Icon

                   {bmc bm3.bmp}      

#Question Mark Icon

                   {bmc bm39.bmp}      

#Tick Icon

                   {bmc bm2.bmp}      

#Vehicle Acceleration Correlation

{bmc bm40.bmp}

#Vehicle Economy Correlation

{bmc bm41.bmp}

#Vehicle Emissions Correlation

{bmc bm42.bmp}

#Vehicle Emissions Correlation

{bmc bm43.bmp}

#Vehicle Emissions Correlation

{bmc bm44.bmp}

#Calculation Sequence

{bmc bm45.bmp}

#Cornering Notation

{bmc bm46.bmp}

#Tyre Rolling Resistance

{bmc bm47.bmp}

#Tyre Longitudinal Slip

{bmc bm48.bmp}

#Gear Efficiency

{bmc bm49.bmp}

#Gear Shift Map - Road Speeds

{bmc bm50.bmp}

#Gear Shift Map - Throttle Positions

{bmc bm51.bmp}

#Catalyst Model

{bmc bm52.bmp}

#Warm-up Model

{bmc bm53.bmp}

#Engine Scaling Friction

{bmc bm54.bmp}

#Results 3d Viewer Icon

                   {bmc bm55.bmp}      

#Data Graph Viewer Icon

                   {bmc bm35.bmp}      

#Parametric Open Window Icon

                   {bmc bm56.bmp}      

#Parametric Current Value Icon

                   {bmc bm57.bmp}      

#Parametric List Edit Icon

                   {bmct bm5.bmp}      

#Spline List / Edit Icon

                   {bmct bm5.bmp}      

$#>System Operating Requirements

The code has been developed for windows 95 32bit only, on a range of machine specifications, and has shown reasonable speed on machines down to only 8mb of ram and 75Mhz processor speed. It is envisaged that the speed of future releases will be improved through code restructuring.

The windows display settings that work best with this program is 'Small fonts', 'high colour 16 bit/24 bit' and min 800 x 600 desktop area, (256 colour mode will work with some loss of graphics). The use of 'large fonts'’ is also supported.

$#>System Variables

LOTUS VEHICLE SIMULATION requires the setting of several environment variables in order to locate the Bitmaps and 'dll' graphics libraries at and during run time. The install program should create these in the 'autoexec.bat' during a full installation, whilst updates assume these variables are already set and will thus not make any changes to the 'autoexec.bat' file.

The following lists the environment variables set.
LESOFT	Contains the program files and associated bitmaps, default C:\LeSoft
GINO		Contains the graphics libraries, dll's and configuration file, default C:\Gino
COMPUTERNAME	Identifies the individual node name for licensing, user specific

In addition the directory for the graphics files (default C:\GINO) needs to on the 'PATH' string in the 'autoexec.bat' file.

(A successful 'new' installation will create all these environment variables)

$#>Backdrop Bitmap

LOTUS VEHICLE SIMULATION displays a 256 colour, 680x500 pixels windows bitmap as a back drop. A default file is shipped with a full installation. The default file is called 'carps_back.bmp' and is located in the 'LESOFT\BMP' directory. Users may substitute the default backdrop with their own by simply replacing the default file with their own bitmap file. The backdrop function can be disabled by renaming or deleting the default file.

$#>Licensing Errors

During program start-up a number of system checks are made to locate files and perform licensing checks, if any files are missing or irregularities identified these are reported and the program start-up will cease. The error message should be reported to your software vendor.

$#>Auto-Updating Old Data File Versions

When ‘*.car’ data files are loaded from either the viewer or the browser a check is made on the file version number. There are number of differences between the data files of the different software versions the majority of which are automatically handled and do not require any user intervention.

One change that cannot be automatically handled is the change in the map numbering approach used for torque converter lock-up map No’s, gearshift load map No’s and engine optimum map No.. This was introduced with the beta release of version 3.0. Unfortunately no change in data file version number was added to enable this to be identified, the data file version number change being introduced with the release of version 3.01. Thus ‘*.car’ files created with version of 3.0b would be identified as being from the earlier DOS version and any auto update function would change these map numbers unnecessarily.

Pre-windows versions used the map file entry No. (i.e. their position in the file, 1st map, 2nd map, 3rd map etc.), this meant that should the file be edited and the engine map order changed, the three data variables given above could now point to the wrong maps.

For the Windows version the data file was changed for the three map related variables to be map type No., where 0 = torque fraction, 1 = fuel consumption, 2 = air consumption, 3 = HC emissions etc. thus data file editing could be carried out safely without loss of the load map identity.

Due to the potential for incorrect auto-correction of data files created by v3.0b the auto-correct on map No’s has been given a yes/no prompt. All data files generated by the Dos versions should be corrected, whilst data files created with v3.0b should not.

$#>Front Sheet Start-up

At program start-up a option to run the DataFile wizard is given. This dialog box also contains options to open a new file, or open an existing file. This dialog box can be disabled for subsequent program startups by setting the check box 'Dont show this box at start'.

The .car file wizard provides a simple route to generating a new data file, where the user can select from presented options the data type they require.

The New blank .car file option will open Lotus Vehicle Simulation with a new empty data file.

The Open an existing .car file option will open the file browser to allow the user to locate the required file.

Selecting the cancel button will close this dialog box and leave Lotus Vehicle Simulation open with a new empty data file. Thus selecting cancel is equivalent to the 'New blank .car file' option.

This dialog box is intended to help new users get started by providing a route to the .car file wizard. Should this option have been switched 'off'  it can be reinstated by selecting the Start Wizard menu option from the main window menubar under Setup / Start Options. Subsequent Lotus Vehicle Simulation start-ups will then display the start up dialog box.

+$#>Program Overview
Introduction

LOTUS VEHICLE SIMULATION is a simulation program capable of predicting the complete performance of a vehicle system. The program can be used to calculate,

·	Straight line acceleration and top speed
·	Fuel economy and emissions (both in steady state or across any drive-cycle)
·	Track or course performance

0	LOTUS VEHICLE SIMULATION is designed to run on a desktop PC with Windows but offers the speed of a UNIX based simulation. The user interface is based on the standard LOTUS software ‘look-and-feel’ and offers the same intuitive approach as other popular Windows applications, assisting learning and speed of use.

1	Using the simulation program typically follows the procedure below, 

·	The user constructing the simulation model enters the vehicle specification. This includes data for :
·	Vehicle mass and centre of gravity
·	Vehicle dimensions, and aerodynamics
·	Tyre performance (grip and rolling resistance characteristics)
·	Final drive system
·	Gearbox or transmission system and shifting strategies
·	Prime-mover details eg. I.C. engine or hybrid powertrain
·	Performance (torque/power capabilities)
·	Fuel economy
·	System-out Emissions
·	Emissions after-treatment systems
·	Driver performance
·	The user selects the appropriate test for analysis. For instance, this often involves predicting the performance of the vehicle in terms of emissions and fuel economy over a government legislated drive-cycle.
·	The calculation cycle is carried out. The user can display the key information on the vehicle and powertrain operating condition during the cycle using the calculation screen.
·	Calculation results are available to the user both in the form of a report quality summary sheet and through a quick-to-use graph plotting system.

0	LOTUS VEHICLE SIMULATION has been applied extensively by world-wide clients and validated thoroughly at LOTUS over a wide range of vehicle types and conditions. The program is capable of simulating all existing and projected vehicle systems and is continually updated by LOTUS in co-operation with it’s partners.

0	A series of tutorials are available to assist new users learn the features of the code. Open Tutorial

+$#>Program Structure
Introduction

0	LOTUS VEHICLE SIMULATION is split into three sub-sections:

·	Data module - data-entry and model generation
·	Solve module - solution of desired analysis
·	Results module - analysis of calculated results

The three sections are only notionally split and all three modules run together as a single application.

+$#>Program Structure - Data Module

The data module allows the user to enter data, read in or save models, create new models and adjust data in existing models.

Icons representing the various vehicle-powertrain subsystems allow the user to view the data for that section of the model and adjust, add or delete data from the model. Graphical features allow the user to view the results of changes to the specific data-set and adjust data as fit. 

The vehicle system model sub-components and relevant icons are:

Vehicle Data

Dyno Data

Tyre Data

Driveline Data

Gearbox Data

Engine Data

Hybrid Drive System Data

Driver Data

When an icon is selected the relevant data entry window is displayed with various vehicle and powertrain parameters available for editing.

{button ,AL(`list10',0,"",`main')} Related Topics

+$#>Program Structure - Solve Module 
The solve module is used to run calculations of which a range of types are available. These are:

Steady State
Acceleration
Drive Cycle
Track

During calculations, the user is able to display certain vehicle parameters while the calculation runs on the Calculation telemetry window. This displays :

Drive Cycle (Vehicle speed vs. Time with colour for gear number)
Current Gear 
Vehicle Speed (Dial)
Engine Speed (Dial)
Engine Speed vs. Engine Load (BMEP vs. Engine Speed)

To run calculations significantly faster, the user may choose to close this window resulting in a large reduction in calculation time. After the calculation is complete, the user can review  the calculated data using the results module. 

The module also offers interactive build modules for rapid generation of new track and cycle files for analysis.

{button ,AL(`list9',0,"",`main')} Related Topics

+$#>Program Structure - Results Module

The results module is used to perform all post-processing of calculated data. It provides the following features:

Plotting of datasets - Up to five runs simultaneously
Plotting of multiple data-channels eg. Vehicle fuel consumption  and 
    forward speed vs. time - up to 4 sets 
Cross plotting of datasets and channels on a single multi-axis graph
Zoom and pick functions

The Windows environment also allow frame grabbing of graphs as bitmaps for pasting into other Windows applications.

{button ,AL(`list7',0,"",`main')} Related Text Results Topics

{button ,AL(`list8',0,"",`main')} Related Graph Results Topics

+$#>Program Structure - Additional Features

Additional tools are provided to perform specific functions these include;

	Data Checking Wizard, to check the validity of the data
	Interactive Track Builder, to build or edit a user defined track
	Interactive Cycle Builder, to create or edit a user defined drive cycle
	Column Write Wizard,  to write out chosen results data into a specified file format

#Position
Up to five graphical results files can be held at any one time, these are identified in the cross plot status dialog box. Each of these files is held in a position, and these position numbers are used to identify individual properties and settings, as well as providing a means of cross plotting different analysis runs.

#Rolling Radius
Sets the variable type for the extended tyre model as 'Rolling Radius'. (note only one variable currently exists for extended tyre).

#Constant
Sets the selected tyre variable as a constant value. This is identical to the simple tyre model.

#Coefficients
Sets the selected tyre variable to be defined by a constant term plus up to five polynomial terms of increasing power.

#Value List
Sets the selected tyre variable to be defined by a look up table that uses linear interpolation/extrapolation to identify the current value based on vehicle speed.

#Display Graph
Opens the graph window to graphically display the currently selected variable.

#Different Tyre Option
Sets the option for either a common tyre or different tyre front to rear. This also changes the displayed data and options for the selected tyre. The data displayed in the 'standard tyre window' is also changed to reflect this selection.

#Y units
The available units are displayed here. Selecting the required units will update the displayed data and future listings will also use these units.

#Update Listing
This button updates the list using the currently displayed data for the current min/max and increment settings. They will be displayed in the currently selected units.

#X Values
The current x-values are listed in this side of the spread sheet. They can be edited and the results viewed using the update listing button. If relevant they will be displayed in the selected units. To save any changes back to the original data window close the spline listing using the menu option File / Close (save changes). To ignore any data changes close the spline listing with either the alternative menu option, or any other window close technique.

#Y Values
The current y-values are listed in this side of the spread sheet. They can be edited and the results viewed using the update listing button. If relevant they will be displayed in the selected units. To save any changes back to the original data window close the spline listing using the menu option File / Close (save changes). To ignore any data changes close the spline listing with either the alternative menu option, or any other window close technique.

#Listing settings
The spline listing is controlled by these values. They define the start and end values of the list, (in the appropriate units), and the increment between values.

#Listing Results
The spline listing results are displayed here. They are define the start and end values shown in the calculate settings boxes and in the chosen units.

+$#>Results Module
Overview

When Lotus Vehicle Simulation calculations are performed it creates a number of results files, the extensions of which identify the type of results file it is.

		Text results files have the form   	*_n.crs
           		Graphical results files have the form	*_n.grs
		Grid text results files have the form	*_n.grd

	Where; n is the Plot File Counter number which is incremented for each calculation, and the ‘*’ is the Test No. string supplied by the user, both are displayed in the vehicle data window.

The Result File Viewer is a scrollable text window that allows the user to load, read and print the text results files. A specific command allow the current results to be loaded directly without requiring the file browser.

The Results Graph Viewer is a graphics window that allows the user to display the graphical results files on up to 4 different graphs, (with a common x-axis), that can be either separate graphs or overlayed. Five different results files can be loaded and displayed together to enable rapid cross-plotting to be employed.

The graph axes can be specified from the available list of 77 results variables. 

Graph axes scales can be user defined or use the autoscale or zoom functions to set the desired graph area. A list function allow the values for individual points to be interrogated, whilst printing is performed using the standard Windows printer dialogue boxes.

The Results 3D Viewer is a 3d environment through which the analysis results can be animated. It is primarily aimed at track simulation runs, providing a unique visualisation tool that shows vehicle attitude, speed and acceleration together with engine rpm and current gear, animated as its proceeds through the solution. It will also display the results from the steady speed, acceleration and emissions cycles.

+$#>Results Text File Viewer 
Overview

The Result File Viewer is a scrollable resizable text window that allows the user to load, read and print the Lotus Vehicle Simulation text results files. These text results files contain a summary of the input data, the solution type and the major results pertinent to the solution run.

Text results files have the form ‘*_n.crs’ here; n is the Plot File Counter number which is incremented for each calculation, and the ‘*’ is the Test No. string supplied by the user, both are displayed in the vehicle data window.

Because results files have an incremental counter they are not over written and thus can be re-read at any time.

When a Lotus Vehicle Simulation solution is performed the results files are automatically written but they are not loaded into the viewer. If the user requires to view the text results the viewer must be opened and the appropriate text results file loaded.

A specific file can be loaded through the open command that uses the conventional file browser dialogue box, alternatively if the results of the latest run are required, a specific command allow the current results to be loaded directly without requiring the file browser.

The currently displayed text results file can be printed directly from the viewer window menu options, using the standard Windows printer dialogue boxes.

The entire contents or a portion of the viewer display can be copied into another application such as Word or notepad by use of the right mouse button functionality. 

{button ,AL(`list7',0,"",`main')} Related Topics

+$#>Opening the Text Results File Viewer 

To open the text results file viewer, select the menu item Results / Results Viewer from the main menubar. Alternatively the Text Results Viewer Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

When the viewer is open the icon remains indented and the pull down menu item is ‘ticked’. 

On initially opening the viewer no text results are displayed, these must be loaded into the display, see Loading a text results file and Loading the current text results file.

{button ,AL(`list7',0,"",`main')} Related Topics

+$#>Closing the Text Results File Viewer 

To close the text results file viewer select either the menu item Results / Results Viewer from the main menubar, the ‘close’ icon at the top right corner of the viewer, the results file viewer window menu at the top left or alternatively the Text Results Viewer Icon can be un-selected from either the top toolbar or the side panel, depending on the data module set-up. 

Closing the results file viewer does not lose the display contents. Upon re-opening the viewer the original text and position in the text is retained. 

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+$#>Loading a Text Results File 

To load a text results file into the viewer, with the viewer open select the File/ Open option from the viewer window menubar. This will bring up the standard file browser with the default file filter being *.crs.

Browse for the required file and select ‘open’, this file is then loaded into the viewer, and will replace the existing contents. 

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+$#>Loading the Current Text Results File 

To load the current text results file into the viewer, with the viewer open select the File / Load Current option from the viewer window menubar. If this menu option is ‘greyed’ out it means that no solution has been run since the application was opened.

The current file is then loaded into the viewer, and will replace the existing contents. 

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+$#>Printing the Text Results File 

To print the displayed text results file, with the viewer open select the File / Print option from the viewer window menubar. If this menu option is ‘greyed’ out it means that no text results file has been loaded into the viewer.

The standard Windows print dialogue boxes are then employed to perform the printing task. 

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+$#>Copying the Text Buffer to External Applications 

The entire contents or a portion of the currently displayed text results file can be copied and pasted into other external applications via the right mouse button functionality.

To copy the entire text results file from the viewer, with the viewer open and the required file loaded, click on the viewer with the right mouse button and chose Select All. This will highlight the entire file and now when clicking on the viewer with the right mouse button the Copy option is available, select copy. The file is now held in the copy/paste buffer and changing to the target application the buffer can be Pasted in using the appropriate application specific commands.

To copy a portion of a text results file from the viewer, with the viewer open and the required file loaded, click on the viewer with the left mouse button highlight via a click and drag the required portion of the file. Then clicking on the viewer with the right mouse button select the Copy option. The highlighted text is now held in the copy/paste buffer and changing to the target application the buffer can be Pasted in using the appropriate application specific commands.

Typical external windows applications that this works with are Word, PowerPoint, Exchange and Notepad.

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+$#>Text Results File Data Contents

The text results files contain a copy of the major data items and a summary of the results that are applicable to both the solution run and the data options selected.

The input data sections summarised within the text results file mimic those of the Lotus Vehicle Simulation data modules, i.e.
	Vehicle
	Dynamometer
	Tyre
	Driveline
	Gearbox ( + Driver)
	Engine
	Hybrid

Depending on the solution type selected, one of the following results sections will be present,
	Steady speed simulation, (user defined gear and speed)
	Steady speed simulation, (user defined shift map and speed)
	Vehicle acceleration from rest, (slip start)
	Vehicle acceleration from rest, (idle start)
	In gear acceleration
	User defined acceleration
	Emissions cycle simulation (where ‘emissions cycle’ is the name of the cycle)
	Circuit track simulation (where ‘circuit’ is the name of the track)	

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#Current text results file
This is the *.crs file created for the last solution run performed. This setting is lost when the application is closed. Thus on initially opening the application no file is deemed to be Current. 
#Vehicle Data  in Text Results File- 
	Weight (kg)				
	Frontal Area (m2)
         	Plan Area (m2)
	Air Density (kg/m3)
	Drag Coefficient
	Front Lift Coefficient
	Rear Lift Coefficient
	Wheelbase (m)
	Track (m)
	C of G to Front Axle (m)
	C of G to Ground (m)

#Dynamometer Data  in Text Results File- 
	Dyno Inertia Weight (kg)			
	Load A Constant
         	Load B x Velocity Constant
	load C x Velocity2 Constant	
#Tyre Data in Text Results File- 
	Rolling Radius (m)			
	Coefficient of Friction
	Source of Rolling Resistance Coefficients, (default or user defined) 

#Driveline Data in Text Results File- 
	Drive Type (Front, Rear, 4wd)		
	Total Inertia of Front wheels (kg.m2)
	Total Inertia of Rear wheels (kg.m2)
	Driven Axle Inertia (kg.m2)
	Prop Shaft Inertia (kg.m2)
	Final Drive Ratio
	Final Drive Efficiency

#Gearbox Data in Text Results File- 
	Manual or Automatic			
	Number of Ratios
	Gear Change Time (s)
	Minimum Time Between Shifts (s)
	Maximum Gearbox Torque (Nm)
	Maximum Gearbox Speed (Nm)
	Gear Ratios
	Gear Efficiency
	Gear Inertia (kg.m2)
	Overall Ratio
	Overall Efficiency
	MPH/1000 rpm
	Torque Converter Stall Speed (rpm)
	 or Vehicle De-clutch Speed (kmh)

#Engine Data in Text Results File- 
	Engine type				
	Number of Cylinders
	Cycle Type
	Bore (mm)
	Stroke (mm)
	Swept Volume (l)
	Rotating Inertia (kg.m2)
	Idle Speed (rpm)
	Maximum Engine Speed (rpm)
	Maximum Power (kW)
	Maximum Power Speed (rpm)
	Maximum Torque (Nm)
	Maximum Torque Speed (rpm)
	Primary Drive Ratio
	Primary Drive Efficiency
	Auxiliaries Present
	Power / Weight Ratio

#Hybrid Data in Text Results File- 
	Drive Position				
	Maximum Store Capacity (kw.h)
	Minimum Store Capacity (kw.h)
	Maximum Input Rate (Nm)
	Input Efficiency
	Maximum Output Rate (Nm)
	Output Efficiency
	Starting Capacity (kw.h)
	Idle Store Option on / off

#Results in Text Results File for Steady Speed in Defined Gear 
	Road Speed (mph or km/h)		
	Total Cycle Time (s)
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	User Defined Gear No
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for Steady Speed with User Defined Shift Map  
	Road Speed (mph or km/h)		
	Total Cycle Time (s)
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	User Defined Gear No
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for Vehicle Acceleration from Rest (Slip Start)
	Total Cycle Time (s)			
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	Time to Speeds, 0 – MPH, Time (s). Ratio:1 RPM
	Time to Speeds, 0 – KMH, Time (s), Ratio:1, RPM
	Time to Distance, 400M ¼ Mile, Kilometre, Mile
		Time (s), Ratio:1, RPM, MPH, KMH
	Distance in Time, In 3.0 (s), In 5.0 (s)
	Gear Change Points,
		Distance (m), Time (s), Ratio:1, RPM, MPH, KMH
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for Vehicle Acceleration from Rest (Idle Start)
	Total Cycle Time (s)			
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	Time to Speeds, 0 – MPH, Time (s). Ratio:1 RPM
	Time to Speeds, 0 – KMH, Time (s), Ratio:1, RPM
	Time to Distance, 400M ¼ Mile, Kilometre, Mile
		Time (s), Ratio:1, RPM, MPH, KMH
	Distance in Time, In 3.0 (s), In 5.0 (s)
	Gear Change Points,
		Distance (m), Time (s), Ratio:1, RPM, MPH, KMH
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for In Gear Acceleration
	User Defined Gear No			
	Total Cycle Time (s)
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	Incremental Acceleration Times, MPH – MPH, Time (s)
	Incremental Acceleration Times, KMH – KMH, Time (s)
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for User Defined Acceleration 
	Total Cycle Time (s)			
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	Incremental Acceleration Times, MPH – MPH, Time (s)
	Incremental Acceleration Times, KMH – KMH, Time (s)
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for Emissions Test
	Emissions Test Name			
	Total Cycle Time (s)
	Distance Travelled (nominal) (m)
	Distance Travelled (actual) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (actual) (km)
	Distance Travelled (nominal) (miles)
	Distance Travelled (actual) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Results in Text Results File for Track Test
	Track Name				
	Total Cycle Time (s)
	Distance Travelled (nominal) (m)
	Distance Travelled (nominal) (km)
	Distance Travelled (nominal) (miles)
	Mean Power Developed (kW)
	Shift Map Used
	No of Gear Changes
	If Fuel Map Defined
	If Emissions Map Defined, (for each emissions map)
	If Hybrid Defined

#Fuel Consumption Results in Text Results File- 
	Fuel Consumption Map No.		
	Fuel Consumption in;
		Litres per 100 km
		Km per Litre
	Miles per Imperial Gallon
		Miles per US Gallon
		Grams per Test
		Grams per KM
		Grams per Mile
	Mean Consumption (g/h)
	Mean Specific Consumption (g/kw.h)
	Overall Cycle Efficiency (%)

#Emissions Results in Text Results File- 
	Emissions Map No.			
	Emissions in;
		Grams per Test
		Grams per KM
		Grams per Mile
	Mean Consumption (g/h)
	Mean Specific Consumption (g/kw.h)

	Also Given for Post Catalyst

#Hybrid Results in Text Results File- 
	Energy at Start (kw.h)			
	Energy at End (kw.h)

+$#>Results Graph Viewer 
Overview

The Result Graph Viewer is a resizable graphics window that allows the user to load, plot and print the Lotus Vehicle Simulation graphical results files that contain up to 77 calculated variables. Within the window a maximum of four graphs can be plotted, either as individual plots or overlayed on a single graph. All graphs are plotted against a single common x-axis variable. Cross plotting of up to five graphical results can be employed to enable rapid presentation of trends and differences to be performed.

Graphical results files have the form ‘*_n.grs’ here; n is the Plot File Counter number which is incremented for each calculation, and the ‘*’ is the Test No. string supplied by the user, both are displayed in the vehicle data window.

Because results files have an incremental counter they are not over written and thus can be re-read at any time.

When a Lotus Vehicle Simulation solution is performed the results files are automatically written but they are not loaded into the viewer. If the user requires to view the graphical results the graph viewer must be opened and the appropriate graph results file loaded. These can be loaded as ‘exclusive’ (i.e. the only results file), or into a selected position, from 1 to 5, within the cross plot status.

A specific file can be loaded through the Load Results (exclusive), the Load Results (shuffle) or the Load Results (position) commands that use the conventional file browser dialogue box, alternatively if the results of the latest run are required, a specific command allow the current results to be loaded directly without requiring the file browser.

All currently displayed graphs can be printed directly from the viewer window menu options, using the standard Windows printer dialogue boxes, whilst the data values can also be saved into an ASCII column file using the Column Write Wizard.

The axis settings for the graphs can be set individually by the user, or the autoscale and zoom functions used to define the graph settings.

The appearance of fonts, colours linetypes etc within the plot can be modified by the user using the ‘ set-up’ option.

Apart from the graph viewer window, control of the graphs and their display uses three other set-up windows, namely the Specify Graph window to define the axes variables, the Axis Scales window to set the axis minimum and maximum values and finally, the Cross Plot Status window to control the varies files used within a cross plot.

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+$#>Opening the Results Graph Viewer 

To open the results graph viewer, select the menu item Results / Results Graph from the main menubar. Alternatively the Results Graph Viewer Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

When the viewer is open the icon remains indented and the pull down menu item is ‘ticked’. 

On initially opening the viewer no graphical results are displayed, these must be loaded into the display, see Loading a graphical results file and Loading the current graphical results file.

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+$#>Closing the Results Graph Viewer 

To close the results graph viewer select either the menu item Results / Results Graph from the main menubar, the ‘close’ icon at the top right corner of the viewer, the results graph viewer window menu at the top left or alternatively the Results Graph Viewer Icon can be un-selected from either the top toolbar or the side panel, depending on the data module set-up. 

Closing the results graph viewer does not lose the display contents or setting. Upon re-opening the graph viewer the original graphs and set-up is retained. 

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+$#>Loading a Graphical Results File 

To load a graphical results file into the results graph viewer, with the graph viewer open select from the graph viewer menubar either, File / Load Results (exclusive), File / Load Results (shuffle), or File / Load Results (position 1 -5). (note that results can also be loaded in as ‘current’ when appropriate, or through the Cross Plot Status window).

All three menu options will then proceed to display the standard file browser through which the required file may be selected, however depending on which load menu item was chosen the files data will be loaded into a different ‘cross plot’ position.

Up to five results file can be held by the graph viewer at any one time, and they are stored in positions 1 to 5.

‘Load Results (exclusive) will load the selected file into position 1, overwriting any values previously stored in position 1 and removing any data from the other positions 2 to 5.

‘Load Results (shuffle) will load the selected file into position 1, shuffling down one position any files currently held in positions 1 to 4. Any data held in position 5 is lost by this shuffling process.

‘Load Results (position) will load the selected file into the chosen position, overwriting any values currently held in that position. All other positions remain unaltered.

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+$#>Loading the Current Graphical Results File 

To load the current graphical results file into the results graph viewer, with the graph viewer open select from the graph viewer menubar either, File / Load Current (exclusive), File / Load Current (shuffle), or File / Load Current (position 1 -5). If these menu options are ‘greyed’ out it means that no solution has been run since the application was opened.

All three menu options will then proceed to load the current graphical results file data, however depending on which load current menu item was chosen the files data will be loaded into a different ‘cross plot’ position.

Up to five results file can be held by the graph viewer at any one time, and they are stored in positions 1 to 5.

‘Load Current (exclusive) will load the current file into position 1, overwriting any values previously stored in position 1 and removing any data from the other positions 2 to 5.

‘Load Current (shuffle) will load the current file into position 1, shuffling down one position any files currently held in positions 1 to 4. Any data held in position 5 is lost by this shuffling process.

‘Load Current (position) will load the current file into the chosen position, overwriting any values currently held in that position. All other positions remain unaltered.

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+$#>Specifying the Graph Axes in the Results Graphs

The ‘Specify Graph’ dialogue box enables the user to select the required common x-axis and up to 4 different y-axis from the 77 results variables. In addition this dialogue box also contains ‘buttons’ to switch individual y-axes ‘on’ and ‘off’, switch ‘in’ and ‘out’ of overlay mode, ‘autoscale’ the plots and ‘refresh’ the displayed graphs.

To open the ‘Specify Graph’ dialogue box select the menu item Results / Specify Graph from the main menubar. alternatively the Specify Graph Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

The dialogue box contains four switches to set individual y-axes as either ‘on’ or ‘off’’, this buttons cannot be set to ‘on’ until a variable has been selected from the adjacent list box.

Each axis has its own list box that the user can select the required axis variable from, these currently list 77 different calculated variables, from ‘Time’ through to ‘Post Cat CO Emissions’.

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+$#>Specifying the Axis Scales in the Results Graphs

The ‘Axis Scales’ dialogue box enables the user to control the required minimum and  maximum axis values for each individual graph, (with the restriction of a common x-axis), the No. of increments on each axis and the No. of decimal points used both on the axes and used for the list facility. In addition this dialogue box also contains ‘buttons’ to ‘autoscale’ the plots and ‘refresh’ the displayed graphs.

To open the ‘Axis Scales’ dialogue box select the menu item Results / Axis Scales from the main menubar. alternatively the Axis Scales Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

The dialogue box contains value entries for the minimum, maximum and increments for each axis, the user should set these to the required values. The ‘zoom’ and ‘autoscale’ functions will re-set these values as required. 

The No. of decimal places for each y-axis can also be defined this controls the number used not just on the graph axes but also the number of decimal places given when listing values.

The ‘force fit’ toggles can be used to overide the internal routines that attempt to round up the minimum and maximum axis to achieve a ‘better’ scale, such that when ‘ticked’ the axis will be set exactly as defined by the minimum/maximum/increments values, (this effectively already happens when a plot is zoomed with the exception of the no of increments).

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+$#>Using Zoom in the Results Graphs

The zoom a graph, with the graph results viewer open and the required graph displayed, select from the graph results viewer menubar the menu item View / Zoom. The cursor will change to a full screen cross-hair, then with the mouse select one corner of the required area with the left mouse button, then drag the rubber band box and select the other corner, again with the left mouse button. The display is then redrawn showing the selected area. Using the right mouse button for either of the selections cancels the zoom action.

If multiple y-axis graphs are displayed then the zoom function can be used in two different ways. Since the x-axis is common between the graphs setting the x-axis on one graph will also effect the other open graphs. In addition if the cursor picks are on both on the one graph that graphs y-axis values will be changed to reflect the zoom area picked. If the two cursor picks are on different graphs the y-axis values are ignored and only the x-axis is ‘zoomed’.

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+$#>Autoscaling the Results Graphs

To autoscale the displayed graphs select the ‘Autoscale’ option from one of the following dialogue boxes or window menus. 
		The Specify Graph dialogue box
		The Axis Scales dialogue box
		The Cross Plot Status dialogue box
	      and the Results Graph window menubar

This will autoscale all the displayed graphs and refresh the display. 

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+$#>Controlling the Cross Plot Status in the Results Graphs 

Within the results graph viewer up to five different files can be displayed at any one time. These files could have been loaded through the graph viewer window menu, or they can be loaded into specific positions using the Cross Plot Status dialogue box.

To open the ‘Cross Plot Status’ dialogue box select the menu item Results / Cross Plot Status from the main menubar. alternatively the Cross Plot Status Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

The cross plot status dialogue box shows the current files names loaded into the five positions. A blank entry implies no file is currently loaded. The file browser iconadjacent to each text box can be used to open the Windows file browser to locate and load the required ‘*.grs’ file.

Currently the required filename cannot be typed directly into the text entry, but must be loaded through one of the methods identified.

The visibility of individual cross plot files is controlled by the buttons to the left of the text entries in the cross plot status dialogue box. 

Within the graphs the lines from each cross plot have a specific colour, the default colours are defined as; 
Position 1: Red  
		Position 2: Yellow
		Position 3: Green
		Position 4: Cyan
		Position 5: Blue

These settings can be re-defined by the user through the results graph set-up.

The cross plot status dialogue box also contains autoscale and refresh buttons.

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+$#>Listing Points on the Results Graphs

To list the x and y value of a point displayed on a graph, with the graph results viewer open and the required graph displayed, select from the graph results viewer window menubar the View / List Point menu option. The cursor will change to a full screen cross-hair and the user can then pick the point of interest from the graphs using the left mouse button.

The actual x and y values of the nearest point to the picked screens x-position is listed at the bottom of the window for all open graphs. If more than one line is cross plotted only the values for the line in the first active position are given. 
 
The pick function remains active such that the user can continue to pick alternative points, the values for each pick overwriting the previous ones. 

To cancel the pick action use the right mouse button  

To change the Number of decimal places that are given on a list use the Axis Scales dialogue box to set the required accuracy. 

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+$#>Listing Lines on the Results Graphs

To list the x and y values of a line displayed on a graph, with the graph results viewer open and the required graph displayed, select from the graph results viewer window menubar the View / List Line(s) menu option. This will open a scrollable text window that displays the x and y values for the current graph line and position.

The currently displayed line or position can be changed by selecting from the line list menu bar the required graph and/or the required position.

If no data exists for the selected graph line  or position this is indicated on the display.

The displayed list can be ‘cut’ and ‘pasted’ using the right mouse button functionality.

This window must be ‘closed’ before you can return to the main application. 

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+$#>Using Overlay on Results Graphs

The default display method for a graph display with multiple y-axis, is that each will have its own separate graph within the viewer. These can be overlayed  such that they share a common single graph.

To switch between ‘separate’ and ‘overlay’ modes use the Overlay switch on the Specify Graph dialogue box. 

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+$#>Printing Results Graphs

To print the displayed graphs, with graph results viewer open and the required graphs displayed, select the View / Print Graph option from the graph viewer window menubar.

The standard Windows print dialogue boxes are then employed to perform the printing task. 

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+$#>Results 3D Viewer

Overview

The Results 3D Viewer provides a 3d visualisation tool that animates the results of a vehicle simulation. It is primarily intended for track simulations, but will also animate any of the other simulation types.

The 3d view of the track from the drivers perspective, animates the vehicles progress around the track, with ‘head-up’ type displays showing vehicle accelerations, vehicle speed and the current position of the vehicle on the circuit. Engine speed is also displayed in a similar manner, as can the current gear.

The user can ‘stop’, ‘play’, ‘scan’, ‘ffwd’ and ‘step’ the animation through the simulation sequence to view the results at the required time and pace. 

A facility exists to copy the contents of the display to the clipboard, and hence available for inclusion as an image in to many ‘standard’ windows packages.

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+$#>Opening the Results 3D Viewer 

To open the results 3d viewer, select the menu item Results / 3d Viewer from the main menubar. Alternatively the Results 3d Viewer Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. 

When the viewer is open the icon remains indented and the pull down menu item is ‘ticked’. 

On initially opening the viewer no picture is displayed unless data has already been loaded into the results graph viewer. 

The results graph viewer and the 3d viewer share the same results files, thus any file loaded via one of them is automatically available to the other.

To load additonal  results file into the display, see Loading a 3d graphical results file and Loading the current 3d graphical results file.

The current results files are identified in the Cross plot status dialog box. The 3D viewer can only display one results file at a time, the particular position being displayed is indicated at the lower left of the 3d viewer screen. The results file position used for the 3d viewer is controlled by the cross plot status dialog box, the displayed file being the first one in the list (1 - 5 ), which is both ‘on’ and has data associated with it. 

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+$#>Closing the Results 3D Viewer 

To close the results graph viewer select either the menu item Results / 3D viewer from the main menubar, the ‘close’ icon at the top right corner of the viewer, the 3d viewer window menu at the top left or alternatively the Results 3D Viewer Icon can be un-selected from either the top toolbar or the side panel, depending on the data module set-up. 

Closing the results 3d viewer does not lose the display contents or setting. Upon re-opening the 3d viewer the original display and set-up is retained, although the time step displayed will have been re-set to zero. 

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+$#>Loading a 3D Graphical Results File 

To load a 3d graphical results file into the results 3d viewer, with the 3d viewer open select from the 3d viewer menubar either, File / Load Results (exclusive), File / Load Results (shuffle), or File / Load Results (position 1 -5). (note that results can also be loaded in as ‘current’ when appropriate, or through the Cross Plot Status window).

All three menu options will then proceed to display the standard file browser through which the required file may be selected, however depending on which load menu item was chosen the files data will be loaded into a different ‘cross plot’ position.

Up to five results file can be held by the 3d viewer at any one time, and they are stored in positions 1 to 5.

‘Load Results (exclusive) will load the selected file into position 1, overwriting any values previously stored in position 1 and removing any data from the other positions 2 to 5.

‘Load Results (shuffle) will load the selected file into position 1, shuffling down one position any files currently held in positions 1 to 4. Any data held in position 5 is lost by this shuffling process.

‘Load Results (position) will load the selected file into the chosen position, overwriting any values currently held in that position. All other positions remain unaltered.

Note; this is functionally identical to loading results for the graphical results viewer, and since both share common data, loading it a file via the 3D viewer will automatically make it available for both the 3d viewer and the results graph viewer.

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+$#>Loading the Current 3D Graphical Results File 

To load the current 3d graphical results file into the results 3d viewer, with the 3d viewer open select from the 3d viewer menubar either, File / Load Current (exclusive), File / Load Current (shuffle), or File / Load Current (position 1 -5). If these menu options are ‘greyed’ out it means that no solution has been run since the application was opened.

All three menu options will then proceed to load the current graphical results file data, however depending on which load current menu item was chosen the files data will be loaded into a different ‘cross plot’ position.

Up to five results file can be held by the 3d viewer at any one time, and they are stored in positions 1 to 5.

‘Load Current (exclusive) will load the current file into position 1, overwriting any values previously stored in position 1 and removing any data from the other positions 2 to 5.

‘Load Current (shuffle) will load the current file into position 1, shuffling down one position any files currently held in positions 1 to 4. Any data held in position 5 is lost by this shuffling process.

‘Load Current (position) will load the current file into the chosen position, overwriting any values currently held in that position. All other positions remain unaltered.

Note; this is functionally identical to loading results for the graphical results viewer, and since both share common data, loading it a file via the 3D viewer will automatically make it available for both the 3d viewer and the results graph viewer.

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+$#>Setting 3D Viewer Visibility’s 

Individual items within the 3d viewer can be switched on and off to both clarify the display and in some cases speed up the animation sequence.

The individual items are listed under the Visibility menu option in the 3d viewer menubar. The particular items are;

Time			Controls the display of the solution run time /lap time numerical display.
Distance          		Controls the display of the solution distance numerical display.
Vehicle Speed		Controls the display of the vehicle speed dial on the ‘head-up’ display.
Engine RPM		Controls the display of the engine speed dial on the ‘head-up’ display.
Gear No.		Controls the display of the current gear graphic.
‘G’ Circle		Controls the display of the display of the vehicle lateral and longitudinal acceleration diagram, shown as a ‘g’ circle.
Circuit Map/ Speed 	Controls the display of the circuit map for track runs or the vehicle speed profile for other runs.
Kerbs			Controls the visibility of the red/white corner kerbs, switching ‘off’ can improve the animation speed on slower machines. 
Centre Dashes		Controls the visibility of the yellow track centre dashes, again switching ‘off’ can improve animation speeds.
Corner Boards		For track simulations the visibility of the 100m and 50m corner board graphics can be controlled.

The visibility settings are retained when the 3d viewer is closed. They are also on a normal exit,  
saved to the .INI file such that the settings will be the same the next time the application is run.  

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+$#>Controlling the 3D Animation

The animation sequence within the 3d viewer is controlled by the five ‘video’ style buttons, that allow the user to ‘play’ the animation sequence at normal speed, to ‘scan’ through the sequence at x3 speed and also to ‘fast forward’ at x7 speed. Selecting the ‘still’ button will stop the animation sequence, which will then activate the ‘step’ button such that the user can view the sequence one frame at a time.

If any menu options or icons are selected outside of the 3d viewer the animation sequence will stop at the current position. The ‘play’ button would then need to be re-pressed to continue the animation sequence. Note this also applies to resizing the 3d viewer.

To restart the animation sequence from the start either close and re-open the 3d viewer then select ‘play’ in the normal way, or re-select the results file from the cross plot status dialog box.   

The smoothness of the animation display can be improved by avoiding the use of single large angle track sections. For example instead of using a single track section to define a 180 degree constant radius turn break it up into four or six sections. This then allows the 3d viewer the opportunity when drawing ahead the chance to draw a reduced amount of superfluous track.

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+$#>Setting the 3D View

Some of the properties of the 3d view can be manipulated by the user, these are accessed via   the View / Settings menu option from the 3d viewer menubar. The dialog box contains six sliders that each control a view function.

The individual view functions are listed below

Draw ahead distance	This sets the track distance in front of the current position for which the track sections are drawn. 
Look ahead distance	This defines the distance in front of the current position of the point at which the driver looks.
Zoom factor		This defines a zoom value, which together with view radius control the feeling of height and distance 
Horizon angle		This controls the vertical horizon angle, such that the driver looks up / down.
Interrupt frequency	This sets the frequency at which the animation sequence is interrupted to check for any menu or widget presses. The greater the setting the smoother the animation but the slower the response to any menu selections.
View radius  		Together with zoom factor this controls the feeling of height and distance.

The view settings are retained when the 3d viewer is closed. They are also on a normal exit,  
saved to the .INI file such that the settings will be the same the next time the application is run.  
 
To reset the view settings to the default values select the View / Reset menu option from the 3d viewer menubar.

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+$#>Copying the 3D Display to the Clipboard 

To copy the displayed picture from the 3d viewer to the clipboard select the View / Copy to Clipboard menu option from the 3d viewer menubar. The image can then be pasted from the clipboard into a number of proprietary windows applications, e.g. Powerpoint.

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$#>Set-up - Display Modules

Overview

The icon toolbars on the main window can be arranged to suit the current module of interest, from either Data, Solve or Results. Changing the current displayed module will move the relevant small icons from along the top of the main window and display them in large icon buttons down the left hand side of the main screen. 

Changing the display module is purely a convenience function, it does not change the menu items available, nor is it necessary to do so to be able to proceed from data entry to solving.  

Setting the Display Module Icons

To change the display module select the menu item Setup / Module from the main window and chose either Data,  Solve or Results as required. The current selection being identified by the tick.

Saving the Display Module

On a normal exit from Lotus Vehicle Simulation the display module setting is saved in the Lotus Vehicle Simulation.ini file, such that on application start-up this setting will be restored.

$#>Set-up - Data Entry Window Mode

Window Modes

The data entry windows can be displayed singularly, such that opening a data window will close any other currently open data window, only one being displayed at a time. The single window mode is is the default setting. (note that this does not include solve and results windows). Alternatively the multi window mode may be employed, where any number of the data entry windows can be open together.

Setting the Window Mode

To change from single window mode to multi window mode select the menu item Setup / Window from the main window and chose either Multi or Single as required. The current selection being identified by the tick.

Saving the Window Mode

On a normal exit from Lotus Vehicle Simulation the window mode setting is saved in the Lotus Vehicle Simulation.ini file, such that on application start-up this setting will be restored.

$#>Set-up - Input Data Graphs

Input data Graphs

The properties and appearance of the input data graphs can be set by the user through the ‘set-up’ option. To open the ‘set-up’ dialog box select the ‘set-up’ option from the pull down menu at the top left hand corner of the data graph, or use the shortcut key command Ctrl+S.

The user can control text, text colour, text font, text width, axes scales, axis fit, decimal points, line colours, line types, symbol types, symbol colours and visibility settings. Each individual item is discussed below by panel.

Panel 1 - ‘Plot text’
Title		Defines the text used for the graph title.
X-Label	Defines the text used for the x-axis.
Y-Label	Defines the text used for the y-axis.
Font		Sets the individual text label font types.
Colour		Sets the individual text label colours.
Width		Sets the line width/weight to be used for text and axis lines on screen.
h/c Width	Sets the line width/weight to be used for text and axis lines on hard copy.
Grid Vis	Sets the visibility of the graph's grid. Check this box to make visible.
Grid Fill	Sets the colour used to fill the background of the graph plotting region.

Panel 2 - ‘Plot axes’
X-axis		Identify values as being for the x-axis.
Y-axis		Identify values as being for the y-axis.
Minimum          Sets the minimum value for the axis.
Maximum	Sets the maximum value for the axis.
Increments	Defines the number of increments on the axis.
Decimal Pls	Sets the number of decimal places to be used on the axis and listing.
Fit		Forces the axes to use the defined min, max and increments exactly.

Panel 3 - ‘Plot lines’
Label		Defines a line label, (currently not used).
Line		Identify values as being for the line.
Symbol	Identify values as being for the symbol.
Colour		Sets the colour for the line or symbol.
Type		Sets the line type or symbol type.
Visibility	Switches the line or symbol visibility.
Width		Sets the line width/weight to be used for lines and symbols on screen.
h/c Width	Sets the line width/weight to be used for lines and symbols on hard copy.

The graph icon is provided to enable the graph to be redrawn/updated without the requirement to close the set-up dialog box down.

Each data graph has its own set-up thus changing a setting in one does not affect any other data graphs.

The input data graph settings are saved in the Lotus Vehicle Simulation.ini file, such that on application start-up these settings will be restored.

$#>Set-up - Results Graphs

Results Graph

The properties and appearance of the results graphs can be set by the user through the ‘set-up’ option. To open the ‘set-up’ dialog box select the ‘set-up’ option from the pull down menu at the top left hand corner of the results graph, or use the shortcut key command Ctrl+S.

The user can control text, text colour, text font, text width,  line colours, line types, symbol types, symbol colours and visibility settings. Each individual item is discussed below by panel.

Panel 1 - ‘Plot text’
Title		Identify values as being for the graph title.
X-Axis		Identify values as being for the x-axis.
Y-Axis		Identify values as being for the current y-axis.
Text		Sets the individual text labels.
Font		Sets the individual text label font types.
Colour		Sets the individual text label colours.
X-org		Defines the plot x position for the lower left corner, (frame is 0.0 to 1.0).
Y-org		Defines the plot y position for the lower left corner, (frame is 0.0 to 1.0).
X-size		Defines the plot x size for the current plot, (frame is 0.0 to 1.0).
Y-size		Defines the plot y size for the current plot, (frame is 0.0 to 1.0).
X-leg		Defines the legend lower left x position relative to its x-org.
Y-leg		Defines the legend lower left y position relative to its y-org.
Legend vis	Sets the visibility of the plots legend box.
Legend size	Defines the unit size of the current plots legend box.
Width		Sets the line width/weight to be used for text and axis lines on screen.
h/c Width	Sets the line width/weight to be used for text and axis lines on hard copy.
Auto pos	Controls the user positioning/ auto positioning of the graphs.
Text Scale	Defines a height scaling factor for plot labels, title and annotation.
Symbol Scale	Defines a scaling factor for symbols plot size.
Grid Vis	Sets the visibility of the graph's grid. Check this box to make visible.
Grid Fill	Sets the colour used to fill the background of the graph plotting region.

Panel 2 - ‘Plot lines’
Y1		Identify values as being for the y1-line.
Y2		Identify values as being for the y2-line.
Y3		Identify values as being for the y3-line.
Y4		Identify values as being for the y4-line.
Label		Defines the position label used on the legends
Line Colour	Sets the colour for the lines.
Line Type	Sets the line types.
Vis		Switches the line visibility.
Line Colour	Sets the colour for the lines.
Line Type	Sets the line types.
Vis		Switches the symbol visibility.
Width		Sets the line width/weight to be used for lines and symbols on screen.
h/c Width	Sets the line width/weight to be used for lines and symbols on hard copy.
Symbol limit	Switches on the clipping limit for the maximum number of symbols to be plotted for a single line, (limit = 20).

The graph icon is provided to enable the graph to be redrawn/updated without the requirement to close the set-up dialog box down.

Each ‘position’ has its own distinct set of properties for its lines. Thus changing a setting for one position does not affect any other data position. 

$#>Set-up - Engine Performance Input Data Graph

Input data Graph - Engine Performance

The properties and appearance of the engine performance input data graph can be set by the user through the ‘set-up’ option. To open the ‘set-up’ dialog box select the ‘set-up’ option from the pull down menu at the top left hand corner of the data graph, or use the shortcut key command Ctrl+S.

The user can control text, text colour, text font, text width, axes scales, axis fit, decimal points, line colours, line types, symbol types, symbol colours and visibility settings. Each individual item is discussed below by panel.

Panel 1 - ‘Plot text’
Title		Defines the text used for the graph title.
X-Label	Defines the text used for the x-axis.
Font		Sets the individual text label font types.
Colour		Sets the individual text label colours.
Width		Sets the line width/weight to be used for text and axis lines on screen.
h/c Width	Sets the line width/weight to be used for text and axis lines on hard copy.
Grid Vis	Sets the visibility of the graph's grid. Check this box to make visible.
Grid Fill	Sets the colour used to fill the background of the graph plotting region.

Panel 2 - ‘X axes’
Minimum   	Sets the minimum value for the x-axis.
Maximum	Sets the maximum value for the x-axis.
Increments	Defines the number of increments on the x-axis.
Decimal Pls	Sets the number of decimal places to be used on the x-axis and listing.
Fit		Forces the x-axes to use the defined min, max and increments exactly.

Panel 3 - ‘Y axes’
Visibility	Sets the visibility of the current y-axis. Three y-axis are used to display 1=BMEP, 2=Torque and 3=Power. The left and right arrow buttons move between them, their specific details being displayed in this panel.
Label		Defines the y-axis label of the current y-axis.
Font		Sets the y-axis label font type for the current y-axis.
Colour		Sets the y-axis label colour for the current y-axis.
Minimum   	Sets the minimum value for the y-axis of the current y-axis.
Maximum	Sets the maximum value for the y-axis of the current y-axis.
Increments	Defines the number of increments on the y-axis of the current y-axis.
Decimal Pls	Sets the number of decimal places to be used on the y-axis and listing of the current y-axis.
Fit		Forces the y-axes to use the defined min, max and increments exactly for the current y-axis.
Position	Defines by origin, length side and units the settings of the current y-axis.
Origin		Sets the start position of the current y-axis origin. This value should be between 0 and 1 where 0 is the origin of the plottable region and 1 is the top of this region. The defined axes minimum value will be positioned here.
Length		Sets the length of the current y-axis origin. This value should be between 0 and 1. Where 1 is the total length of the plottable region. This is added to the origin position to define the upper point of the current y-axis. The defined axes maximum value will be positioned here.
Side		Sets the current y-axis as being positioned to the left or the right of the plottable region.
Units		Sets the displayed units for the current y-axis. For BMEP select from; bar, psi or mPa. For Torque select from; Nm, lbft or kgm. For Power select from; kw, hp or Ps.
Line		Identify values as being for the line.
Symbol	Identify values as being for the symbol.
Colour		Sets the colour for the line or symbol.
Type		Sets the line type or symbol type.
Visibility	Switches the line or symbol visibility.
Width		Sets the line width/weight to be used for lines and symbols on screen.
h/c Width	Sets the line width/weight to be used for lines and symbols on hard copy.

The graph icon is provided to enable the graph to be redrawn/updated without the requirement to close the set-up dialog box down.

The engine performance data graph settings are saved in the Lotus Vehicle Simulation.ini file, such that on application start-up these settings will be restored.

+$#>Solve Module
Overview

The solve module controls which particular calculation run is performed from the available options. The user can specify a steady speed test, an acceleration test, an emissions test and a track test, with sub-options available with each. Sub solution options included setting the required shift map, identifying the particular emissions cycle or selecting the target acceleration.

Prior to running a calculation the validity of the current data is checked by automatically invoking the data checking wizard, any errors, warnings or comments are reported.

During the calculation either a simple progress bar is displayed or the calculation telemetry screen can be used to graphically show, engine speed, gear, vehicle speed, the test cycle and the engine load map via animation, as they vary throughout the cycle run.

When Lotus Vehicle Simulation calculations are performed a number of results files are created, the extensions identifying the type of results file. i.e. :

		Text results files have the form   	*_n.crs
           		Graphical results files have the form	*_n.grs
		Grid text results files have the form	*_n.grd

	Where; n is the Plot File Counter number which is incremented for each calculation, and the ‘*’ is the Test No. string supplied by the user, both are displayed in the vehicle data window.

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+$#>Solution Run Types
Overview

Lotus Vehicle Simulation can perform a number of different calculation types, the user identifies through the Calculation Set-up dialogue box the required calculation.  

Each basic calculation types can have a number of sub-options, some of which require additional solution values to be set. A list is given below of each calculation option and their sub-options.

1) Steady Speed
i)  User Defined Gear and Speed
Set Speed Units
Set Speed Value
Set Gear No.
ii)  User Defined Shift Map and Speed
Set Speed Units
Set Speed Value
Set Shift Schedule

2) Acceleration
i)  Standing Start
Set Launch Type
Set Shift Schedule
ii)  In Gear
Set Gear No.
iii)  User Defined
Set Speed Units
Set Start Speed Value
Set End Speed Value
Set Shift Schedule

3) Emissions Cycle
i)  U.S.A - Federal FTP75 Drive Cycle
Shift Schedule
ii)  U.S.A - Federal Highway Cycle
Shift Schedule
iii)  U.S.A - Federal FTP06 Drive Cycle
Shift Schedule
iv)  Europe - EURO 
Normal Power or Under powered
Shift Schedule
v)  Europe - EUDC
Normal Power or Under powered
Shift Schedule
vi)  Europe - EURO + EUDC 
Normal Power or Under powered
Shift Schedule
vii)  Japan - Japanese 15 Mode
Shift Schedule
viii)  User Defined
Shift Schedule

4) Track Simulation
i)  Simple Oval
Shift Schedule
ii)  Lotus Test Track
Shift Schedule
iii)  Snetterton Race Circuit, Norfolk
Shift Schedule
iv)  User Defined 
Shift Schedule

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+$#>Solution Run Types - Steady Speed

Steady Speed
i)  User Defined Gear and Speed
Set Speed Units
Set Speed Value
Set Gear No.
ii)  User Defined Shift Map and Speed
Set Speed Units
Set Speed Value
Set Shift Schedule

The steady speed run type performs the calculations at a user defined speed with either a user defined gear No. or a user defined shift schedule.

The available gears and shift schedules are as defined by the Gearbox and Transmissions data windows.

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+$#>Solution Run Types - Acceleration

Acceleration
i)  Standing Start
Set Launch Type
Set Shift Schedule
ii)  In Gear
Set Gear No.
iii)  User Defined
Set Speed Units
Set Start Speed Value
Set End Speed Value
Set Shift Schedule

The acceleration run type performs the calculations for one of three acceleration events.

The first is a standing start acceleration that can use either a slip /start or an idle start, this effects the launch characteristics. The user needs to define the shift schedule as being either the default shift map or as one of the currently user defined shift schedules.

The second is an in gear acceleration run for which the user defines the required gear. The acceleration is then performed from idle speed through to maximum engine speed, as defined in the engine data window.

The third class of acceleration run type is a user defined acceleration between two velocity values. The user, as for standing start accelerations, needs to define the shift schedule as being either the default shift map or as one of the currently user defined shift schedules.

The available gears and shift schedules are as defined by the Gearbox and Transmissions data windows.

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+$#>Solution Run Types - Emissions Cycle

Emissions Cycle
i)  U.S.A - Federal FTP75 Drive Cycle
Shift Schedule
ii)  U.S.A - Federal Highway Cycle
Shift Schedule
iii)  U.S.A - Federal FTP06 Drive Cycle
Shift Schedule
iv)  Europe - EURO 
Normal Power or Under powered
Shift Schedule
v)  Europe - EUDC
Normal Power or Under powered
Shift Schedule
vi)  Europe - EURO + EUDC 
Normal Power or Under powered
Shift Schedule
vii)  Japan - Japanese 15 Mode
Shift Schedule
viii)  User Defined
Shift Schedule

Seven standard emissions cycles can be selected from U.S.A, Europe or Japan. These cycles contain the time, speed and gear information that defines the cycle. Similar information can be defined and used for a user specified cycle. These can be created using the Lotus Vehicle Simulation cycle builder toolCYCLE_BUILD_OVER.

The user needs to define the shift schedule as being either the default shift map or as one of the currently user defined shift schedules.

The available shift schedules are as defined by the Gearbox and Transmissions data windows.

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+$#>Solution Run Types - Track Simulation

Track Simulation
i)  Simple Oval
Shift Schedule
ii)  Lotus Test Track
Shift Schedule
iii)  Snetterton Race Circuit, Norfolk
Shift Schedule
iv)  User Defined 
Shift Schedule

By default three standard tracks are given as examples of how to construct a track simulation. These simulations are defined by a series of individual track segments the dimensions and speed restriction, (if any), being specified for each segment. Similar information can be defined and used for a user specified track. These can be created using the Lotus Vehicle Simulation track builder tool.

The user needs to define the shift schedule as being either the default shift map or as one of the currently user defined shift schedules.

The available shift schedules are as defined by the Gearbox and Transmissions data windows.

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#Default Shift Map
The default shift map is purely based on engine rpm and tractive effort, in that gear shift points are based on either the rpm limits of the engine, or the ability of a particular gear to give the greatest acceleration level. On emissions cycles the default shift map implies the gear values as identified by the cycle specification.

+$#>Opening the Calculation Set-up Screen

To open the calculation set-up dialogue box, select the menu item Solve / Setup from the main menubar. Alternatively the Solve Setup Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. In addition the ‘F9’ function key can be used as a shortcut to open this screen

When the calculation screen is open the icon remains indented and the pull down menu item is ‘ticked’.

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+$#>Closing the Calculation Set-up Screen

To close the calculation set-up dialogue box select either the menu item Solve / Setup from the main menubar, the ‘close’ icon at the top right corner of the calculation screen, the calculation set-up screen window menu at the top left or alternatively the Solve Set-up Icon can be un-selected from either the top toolbar or the side panel, depending on the data module set-up. In addition the ‘F9’ function key can be used as a shortcut to close this screen.

The set-up screen does not actually have to be ‘open’ to perform a calculation, since alternative icons and commands can be used to start the calculation run.

Closing the calculation set-up screen does not lose any of the settings. Upon re-opening the screen the original options and values are retained. 

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+$#>Setting the Calculation Run Type

To define a calculation run type, open the calculation run set-up screen, any current run type settings are displayed in the selection boxes together with any relevant value boxes.

The selection boxes are arranged such that a run type is defined from the top selection box downwards. Thus the top selection box identifies the run type as being a steady speed run, an acceleration run, an emissions test or a cycle simulation. Selecting the required option from this list clears the current settings and switches of the calculation button, (assuming it was ‘on’)

Depending on the run type chosen different selection choices are displayed in the second selection box. The user should select the required option from this second box. Again depending on the solution run the user may be required to make further selections or enter values for speeds.

The user should continue to make selections and enter values until the calculate run icon is displayed in the lower right hand corner of the calculation set-up screen.

At this stage the lower panel of the calculation set-up window will display, depending on the run type, either the current gear selected or the current shift map selected. Using the two ‘arrow’ icons the user can selected the required gear or shift map.

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+$#>Checking the Data at Run Time

When a calculation is run the Data checking wizard is automatically invoked to check the validity of the current data. It does not open the main data checking wizard window, but merely produces a summary of any the numbers of Errors, Warnings or Comments that it has found in a simple dialogue box. If no data irregularities are identified no message is displayed and the user would be unaware that the data checking wizard had been invoked.

Three fail types are used by the data checker of varying levels of severity.

If problems are identified the user can chose to either abort the run, retry or ignore the messages. Whilst it may be perfectly valid to ignore Comments identified, it is unlikely that ignoring Errors will prove acceptable.

To find out further details about the identified irregularities the user should chose to abort the run and open the data checking wizard. 

Because of the complexity of the data requirements, the validity of which can vary depending on the run type selected, some warnings and particularly some Comments could be safely ignored if they refer to unrelated data variables, or are simply a data variable that is outside the default limits.

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+$#>Starting the Calculation

To start the calculation select the calculate run icon. If the icon is not visible or is ‘greyed’ out then the calculation run set up has not been completed.The icon is displayed in the lower right hand corner of the calculation set-up screen, and also in the top toolbar or the side panel depending on the data module set-up, it also is located at the bottom of the calculation telemetry screen. The calculation can also be started using the menu item Solve / Calculate from the main menubar or finally with the ‘F11’ key.

Once the calculation has started either the progress bar will be displayed identifying the solution progress, or if the calculation telemetry screen is open, the progress is identified on this screen via animated dials and graphical display.

Once started the calculation can only be stopped prior to its completion with the stop icon on the telemetry screen.

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+$#>The Calculation Telemetry Screen

Overview

The calculation telemetry screen provides a graphical display of the calculation run as it proceeds. It displays on x-y graphs the target velocity profile, (or track position), the engine load speed map and via animated dials the engine speed, vehicle speed and current gear.

The user can control the speed the simulation proceeds at, including stopping the run altogether and ‘stepping’ through each solution time step.

The calculation run can also be aborted via the telemetry screen.

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+$#>Opening the Calculation Telemetry Screen

To open the calculation telemetry screen, select the menu item Solve / Display from the main menubar. Alternatively the Solve Display Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up. In addition the ‘F12’ function key can be used as a shortcut to open this screen

When the calculation telemetry screen is open the icon remains indented and the pull down menu item is ‘ticked’.

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+$#>Closing the Calculation Telemetry Screen

To close the calculation telemetry screen select either the menu item Solve / Display from the main menubar, the ‘close’ icon at the top right corner of the telemetry screen, the calculation telemetry screen window menu at the top left or alternatively the Solve Display Icon can be un-selected from either the top toolbar or the side panel, depending on the data module set-up. In addition the ‘F12’ function key can be used as a shortcut to close this screen.

The calculation telemetry screen does not actually have to be ‘open’ to perform a calculation, since alternative icons and commands can be used to start the calculation run, and the solution runs far quicker without the overhead of drawing the animated displays.

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+$#>Running the Calculation from the Telemetry Screen

To start the calculation run from the telemetry screen simply select the calculate run icon displayed at the bottom of the telemetry screen. If the icon is not visible or is ‘greyed’ out then the calculation run set up has not been completed.

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+$#>Aborting the Calculation from the Telemetry Screen

To abort the current calculation run from the telemetry screen simply select the stop icon on the telemetry screen.

Since the calculation run will not have finished the use of the ‘load current’ functionality should be avoided to prevent errors trying to read partial file records.

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+$#>Controlling the Calculation Telemetry Display and Speed

The speed at which any calculation proceeds with the telemetry screen open can be controlled via a series of video player style icons, that provide play, scan ffwd, pause and step functions. They are displayed at the bottom of the telemetry screen.

The step icon is ‘greyed’ out until the calculation run is ‘paused’, the user can then proceed to step through the run.

The two graphs shown on the telemetry screen, one small and one large, can be swapped in position. The default setting is for the large graph to be the velocity time history for speed based runs and the for the large graph to be the track for track simulations, in both cases the small graph is the engine load and speed map. This can be reversed using the display setting icons that are displayed at the bottom of the telemetry screen.

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+$#>Copying the Telemetry Screen Display to the Clipboard 

To copy the displayed picture from the telemetry screen to the clipboard select the View / Copy to Clipboard menu option from the telemetry screen menubar. The image can then be pasted from the clipboard into a number of proprietary windows applications, e.g. Powerpoint.

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+$#>Parametric Analysis

Overview

The parametric analysis option allows the user to rapidly analyses the influence of one, two or three data variables on a calculated result. The data variables altered can be a single number, such as vehicle weight, a spline , such as engine power or a map, such as a fuel consumption. The range that these variables are analysed over can be defined by value, by shift or by scale. This variation being defined by either, start and end values with a number of increments, or by a list of the variations.

The results are plotted as a simple x-y plot for the 1D analysis, (i.e 1 variable), for 2D analysis (i.e. 2 variables), as either a contour map or a contoured surface, whilst 3D analysis (i.e. 3 variables), as a series of 2d contour maps.

The results can be selected from either the '.crs' file variables or the '.grs' file variables. The grs results can further be requested at either the end of the cycle or at some user selected time during the cycle.

The results options listed in the .crs selection list are controlled by the current solution setting and also by the current input data. The required solution run should be set up before the parametric window is opened.

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+$#>Opening the Parametric Analysis Screen

To open the parametric analysis screen, select the menu item Solve / Parametric from the main menubar. Alternatively the Parametric Analysis Icon can be selected from either the top toolbar or the side panel, depending on the data module set-up.

When the parametric analysis screen is open call backs from all other windows are ignored, thus it is important that the required data file is already loaded and the required analysis run type set.

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+$#>Setting the Number of Parametric Variables

Parametric analysis can be performed with either 1,2 or 3 variables. The buttons at the top of parametric analysis screen control labelled as '1D', '2D' and '3D' control the number of analysis variables used. Selecting the required button will set the appropriate entry boxes as either 'on' or 'greyed-out', allowing definition of the data variables.

This setting is saved on both closing the parametric window and exiting the program.

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+$#>Defining a Parametric Analysis Variable

A parametric analysis variable is selected from a pre-defined list that contains over 70 of the major Lotus Vehicle Simulation data file values. This list includes items that are either, single values, (such as wheelbase), splines ( such as engine power), or 2d maps (such as fuel consumption).

Each parametric variable has its own selection box from which the required variable should be picked. Three buttons then allow each variable to be individually varied by one of three methods, by value, by shift and by scale.

When a data variable is picked, (or when the parametric window is opened), the variable is checked against the current data to determine whether it is a valid choice. An example of this would be selecting gear ratio 6 when the gear box is defined to have only 5. If any errors are detected a warning is given.

'By Value', is used to specifically define the variable using actual values, that must be in the units appropriate to that variable. The current value setting for the variable can be found by selecting the question mark icon. By value can only be used on variables that are a single value. If a variable that is a spline or a 2D map is selected the 'by value' button is disabled. The actual values themselves are defined by the 'min' 'max' and 'no of steps' value entries, this would perform the calculations from the 'min' value to the 'max' value with the defined number of equal step sizes between them. As an alternative all the required points can be defined as a list of numbers, by selecting the 'by list' button and entering in the values via the edit icon

'By Shift', is used to define the variable as a series of shifts from its currently defined value. As for 'by value' this can be defined using either the min / max values or the 'by list' option. A negative shift will decrease the current value whilst a positive shift will increase the current value. 'By shift' can be applied to all data variable types.

'By Scale', is used to define the variable as a series of scaled points from its currently defined value. As for 'by value' this can be defined using either the min / max values or the 'by list' option. A scale value less than one will decrease the variable from the current value whilst a scale value greater than one will increase the variable from current. 'By scale' can be applied to all data variable types.

All the variable settings are saved on both closing the parametric window and exiting the application.

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+$#>Controlling the Parametric Analysis Type

Parametric analysis can be carried out over any of the standard Lotus Vehicle Simulation run types. The required analysis type should be defined prior to opening the parametric window since once open all other windows are ignored.

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+$#>Defining the Parametric Analysis Result

The parametric analysis result can be any relevant calculated result from either the .grs or .crs files. The user should select the required file by checking the appropriate check box, and then select from the list the required result. Up to 10 different results can be defined.

The contents of the .crs list box will vary depending on both the current data file and the current analysis run type. For any .grs result it can be determined at either the end of the run or at a user defined time during the run, this option is disabled for .crs results.

To set the number of y results required enter the number into the 'No of Y results' value entry box, the arrow icons can then be used to step through each y-result in turn and set the selections to the required values. Any mix of results is permissible, even down to the same y-result but at different time points through the cycle.

The arrow icons can also be used to step through the displayed graphical results once an parametric run has been completed.

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+$#>Running the Parametric Analysis

To run the parametric analysis, with the parametric window open select either the Solve / Update menu item or the calculate icon.

As the analysis proceeds a twin progress bar window is displayed that shows the percentage completed of the current solution step and of the whole parametric analysis run.

The analysis can be stopped at any time by selecting the cancel icon

As the calculation progresses the results are written to the scrollable text region and at appropriate points the graphical results display is updated.

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+$#>Parametric Text Results

As a parametric analysis is run the results are listed into the scrollable text region on the window. The results list the value of the x variables and the calculated y result. Note that the listed x-values will only be real numbers if the variable is of single value type. For splines and 2d maps variables the listed x-values will be the shift or scale setting.

The contents of the text display can be saved to a file using the menu option Text / Save to File or printed directly using the menu option Text / Print. As will all Lotus Vehicle Simulation multi line text entries the right mouse button can be used to perform 'cut and paste' type operations between Lotus Vehicle Simulation and other applications.

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+$#>Analysing the Parametric Results

Some simple analysis tools are provided for reviewing the parametric analysis results. The minimum and maximum results value found and their associated x-values can be listed using the menu option Solve / Summary, whilst the results of least squares fits to the results can be listed using the menu option Solve / Sensitivities. 

The sensitivity numbers are unitized over the range to enable direct comparisons to be made. The larger the sensitivity number the greater that variable has on the result. A negative sensitivity number implies that increasing the variable results in a reduction of the result. Both the minimum and maximum sensitivity numbers are given for each variable.

Parametric analysis with two variables also includes cross sensitivity values.

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+$#>Controlling the Parametric Graphical Display

The graphical display of the parametric results can be controlled using the graph set-up options. The set-up window is opened using the menu option Graph / Setup or using the Ctrl + S  keyboard combination.

The graph display size can be set to either large or small by using the menu option Graph / Size or cycled between large and small using the graph icon

For 3d graphical images the view orientation can be set not only through the set-up menu option, but also dynamically using Ctrl + arrow keys to rotate around and up and down.

If multiple y-results have been requested the displayed result is changed by using the arrow icons on the Results panel. Note that the graphical display is disabled, (i.e. not redrawn) if any changes are made to the data, since the results would be no longer valid for the displayed information.

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+$#>Parametric Results Graph Set-up

Parametric Results Graphs

The properties and appearance of the parametric calculations results graphs can be set by the user through the ‘set-up’ option. To open the ‘set-up’ dialog box select the ‘set-up’ option from the pull down menu at the top left hand corner of the data graph, or use the shortcut key command Ctrl+S.

The user can control text, text colour, text font, text width, axes scales, axis fit, decimal points, line colours, line types, symbol types, symbol colours and visibility settings. Each individual item is discussed below by panel. In addition parametric results can be displayed as x-y plots 2d contours, 3d surface or a combination of these types.

The display properties are set in seven different property sheets. 
	Std 1D		Controls the conventional x-y plot appearance
	Ext. View	Controls the extended plot types for multi variable parametric results
	3D View	Settings for the surface plot view
	Contour Levels	User definable contour level values and colours
	3D Labels	Surface plot label settings
	2D Contours	Contour plot settings
	3D Surface	Surface plot settings

Property Sheet 1 - 'Std 1D', Panel 1 - ‘Plot text’
Title		Defines the text used for the graph title.
X-Label	Defines the text used for the x-axis.
Y-Label	Defines the text used for the y-axis.
Font		Sets the individual text label font types.
Colour		Sets the individual text label colours.
Width		Sets the line width/weight to be used for text and axis lines on screen.
h/c Width	Sets the line width/weight to be used for text and axis lines on hard copy.
Grid Vis	Sets the visibility of the graph's grid. Check this box to make visible.
Grid Fill	Sets the colour used to fill the background of the graph plotting region.

Property Sheet 1 - 'Std 1D', Panel 2 - ‘Plot axes’
X-axis		Identify values as being for the x-axis.
Y-axis		Identify values as being for the y-axis.
Minimum          Sets the minimum value for the axis.
Maximum	Sets the maximum value for the axis.
Increments	Defines the number of increments on the axis.
Decimal Pls	Sets the number of decimal places to be used on the axis and listing.
Fit		Forces the axes to use the defined min, max and increments exactly.

Property Sheet 1 - 'Std 1D', Panel 3 - ‘Plot lines’
Label		Defines a line label, (currently not used).
Line		Identify values as being for the line.
Symbol	Identify values as being for the symbol.
Colour		Sets the colour for the line or symbol.
Type		Sets the line type or symbol type.
Visibility	Switches the line or symbol visibility.
Width		Sets the line width/weight to be used for lines and symbols on screen.
h/c Width	Sets the line width/weight to be used for lines and symbols on hard copy.

Property Sheet 2 - 'Ext. View', Panel 1 - ‘2D Contour Type’
Off		Switches 2D contour display off, only relevant if plotting a surface and you don't want to display the 2d contour as well.
Wire Frame	Switches 2D contour display on, displaying the contour lines only.
Filled		Switches 2D contour display on, displaying the contour lines drawn over a single fill colour
Coloured Contours	Switches 2D contour display on, displaying the contour lines with each contour band having a unique fill colour.

Property Sheet 2 - 'Ext. View', Panel 2 - ‘3D Surface Type’
Off		Switches 3D surface display off.
Wire Frame	Switches 3D surface display on, displaying the surface grid in wire frame only.
Filled		Switches 3D surface display on, displaying the surface grid in wire frame drawn over a single fill colour.
Coloured Contours	Switches 3D surface display on, displaying the surface grid in wire frame, and showing each contour band having a unique colour.

Property Sheet 3 - '3D. View'
View Plane Angle		Defines the 3d view angle around the vertical Z-axis, (note that this value can be changed directly from the parametric window using the Ctrl + left/right arrow keys).
View Radius			Defines the 3d view  spherical radius that contains the plot, (program automatically calculates this number).
View Elevation Angle		Defines the 3d view angle relative to the x-y plane, (note that this value can be changed directly from the parametric window using the Ctrl + up/down arrow keys)..
Axis Values Text Height	Sets the height of the 3d-axis labels.
Axis Values Text Width	Sets the width of the 3d-axis labels.
Height to Base Axis Ratio	Defines the ratio between the lengths of the plot height and the plot base. Numbers >1 produce a tall narrow picture, whilst numbers <1 produce a low squat plot..
X/Y Axis Length Ratio		Defines the ratio between the x-axis length and the y-axis length. For a ratio of 1 the x-y plane is square. For ratios >1 the x-axis is longer than the y-axis, whilst for ratios <1, the y-axis is longer that the x-axis..
User Defined Z Limits		To control the minimum and maximum z-axis values set this check box to on. (If this option is set to off, the minimum and maximum z values are set to the minimum and maximum z-values contained in the results).
Z-axis Minimum		Defines the minimum z-axis value.
Z-axis Maximum		Defines the maximum z-axis value.
Z-axis Increments		Defines the number of increments on the z-axis.
User Defined 2D Contour Z Height	To control the z-position of the 2D contour plot on a 3d surface plots set this check box to on. (If this option is set to off, the 2d contour is positioned at the minimum z-axis position).
2D Contour Z Height		Defines the z-axis value for the 2d contour plot to be displayed at.

Property Sheet 4 - 'Contour Levels'
User Defined Levels	To define the values for the contour levels set this check box to on. (if this option is set to off, the contour levels will be eqi-spaced between the minimum and maximum Z results, using the current number of contours).
No of Levels		Sets the number of contour levels to use.
Value			Sets the value for the transition from one contour level to the next.
Colour			Sets the colour for the contour level.

Property Sheet 5 - '3D Labels, Panel 1 - ‘3D Label Settings’
Title		Identify values as being for the title.
X-axis		Identify values as being for the x-axis.
Y-axis		Identify values as being for the y-axis.
Z-axis		Identify values as being for the z-axis.
Visibility	Sets label visibility, set check box to on for visible.
X Position	Sets label x position, where graph is 0 to 1.
Y Position	Sets label y position, where graph is 0 to 1.
Angle		Sets label angle to the horizontal, in  degrees, 0=horizontal.
Width		Sets label text width.
Height		Sets label text height.

Property Sheet 5 - '3D Labels, Panel 2 - ‘Z-Axis Plot Text’
Title		Identify values as being for the title.
Text		Defines the z-axis label.
Font		Sets the font type for the z-axis label.
Colour		Sets the label colour for the z-axis label.

Property Sheet 6 - '2D Contours, Panel 1 - ‘2D Annotation’
Visibility				Set visibility of 2D contour annotation, set check box to on for visible.
Label Colour				Set annotation label colour.
No. of Decimal Points			Defines the No. of decimal points used for contour label values.
Label Overall Field Width		Defines the field width fro the contour labels, max 9 digits.
Label Text Height			Sets the contour labels text height.
Label Text Gap			Sets the allowable gap between adjacent contour labels.
Contour Line Label Skipping		Sets the no. of contour lines to skip between labelling, i.e. 0= none skipped..
Labelled Contour Lines Colour	Line colour for labelled contour lines.
Skipped Contour Lines Colour	Line colour for non-labelled (skipped) contour lines.

Property Sheet 6 - '2D Contours, Panel 2 - ‘2D Grid’
Visibility	Set visibility of 2D contour grid, set check box
to on for visible.
Colour		Set the colour of the of 2D contour grid.

Property Sheet 6 - '2D Contours, Panel 3 - ‘2D Fill’
2D Contour Filled Colour	Sets the colour of the of the background fill for the contoured region of the graph when using 2D plot type of filled contour.

Property Sheet 6 - '3D Surface, Panel 1 - ‘3D Grid Setup’
No. of X Grids			Defines the x-axis grid density for the interpolation of the results.
No. of X Grids Skipped	Sets the No. of x-grid lines to skip when drawing the fitted surface.
No. of Y Grids			Defines the y-axis grid density for the interpolation of the results.
No. of Y Grids Skipped	Sets the No. of y-grid lines to skip when drawing the fitted surface.
X Base Fill			Defines the colour used to fill the x-axis base.
Y Base Fill			Defines the colour used to fill the y-axis base.
Z Base Fill			Defines the colour used to fill the z-axis base.
Axis line			Defines the colour used for plot axes and labels.
Upper Surface			Defines the colour used for the upper surface grid lines.
Visible Edge			Defines the colour used for the visible edges of the surface plot.
Base Vertical Grid Style	Sets the drawing style used for the plot base, as being either, no lines, or vertical lines. (vert+style option not used).
Projection Section Lines	Sets the drawing style used for the surface grid lines, as being either, x and y, x only or y only.
Surface Style			Sets the drawing style used for the surface, as being either, top and side, top only, top and bottom or bottom only. This controls the visibility of the parts of the surface.

Property Sheet 6 - '3D Surface, Panel 2 - ‘3D Axis Display’
X1			Identifies the values as being for the X1 axis, (axis 1 is the l.h.s axis).
Y1			Identifies the values as being for the Y1 axis, (axis 1 is the l.h.s axis).
Z1			Identifies the values as being for the Z1 axis, (axis 1 is the l.h.s axis).
X2			Identifies the values as being for the X1 axis, (axis 2 is the r.h.s axis).
Y2			Identifies the values as being for the Y1 axis, (axis 2 is the r.h.s axis).
Z2			Identifies the values as being for the Z1 axis, (axis 2 is the r.h.s axis).
Axis Style		Sets the axis drawing style as being either, none, axis, grid or axis and grid. This controls the visibility of the various elements of the specific axis.
Suppression		Sets the axis end value suppression, as being either, none, low high or low and high. This controls the visibility of the end value labels of the specific axis.

The graph icon is provided to enable the graph to be redrawn/updated without the requirement to close the set-up dialog box down.

The parametric results graph settings are saved in the Lotus Vehicle Simulation.ini file, such that on application start-up these settings will be restored.

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+$#>Closing the Parametric Analysis Screen

To close the parametric analysis screen screen select either the menu item File / Close Parametrics from the window menubar, the ‘close’ icon at the top right corner of the parametrics window, or the parametrics window menu at the top left.

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+$#>Batch Analysis

Overview

The batch analysis option allows the user to define a series of different tests that can be run in one go without the need to redefine the test settings between tests. These 'batch' settings are saved in the Lotus Vehicle Simulation '.ini' file and thus once a number of standard tests have been defined any subsequent Lotus Vehicle Simulation run and data file can re-run the same standard tests.

The results can be selected from either the '.crs' file variables or the '.grs' file variables. The grs results can further be requested at either the end of the cycle, at a user selected time, a user selected distance or a user selected velocity during the cycle. A number of different results can also be defined for each test case.

The results are listed into a scrollable text widget, the contents of which can be printed or saved to a file.

The solution settings for each batch test are defined using the normal style calculation setting buttons, the displayed settings being updated for each test as you step through the tests.

(this section of the help file will be extended at future releases)

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+$#>AProgram Theory - Overview

The aim of this chapter is to document the fundamental equations used within the simulation and describe the assumptions that are used. As far as possible the variable names used in the data entry section have been maintained.

Summary of the calculation sequence; {bmct bm58.bmp}

This is obviously a simplistic flow chart. Special options are invoked during gear changing and during a track simulation.

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+$#>Program Theory - Vehicle Acceleration Dynamics

Given that V2 and V1 are the vehicle speeds at this and the previous time steps respectively, and that TSTEP is the time step. Then the acceleration is defined as;

                 V2 - V1
   AC  =    -------
                 TSTEP

The forces acting on the vehicle are;

Force to produce acceleration

Fa  =   WEIGHT x AC

Force due to aerodynamic drag

VM  =   0.5 ( V2 + V1 )
Fd  =   0.5 x RHO x FAREA x CD x VM^2

where RHO = air density

Force due to incline

Fg  =  WEIGHT x G x SIN( A )

where G = 9.8107, A = incline angle

Force normal to the road surface

Fn  =  WEIGHT x G x COS( A )

Force due to tyre rolling resistance

Fr  =  COEFFR x Fn

where COEFFR = coefficient of rolling resistance

Force to accelerate non driven wheels

Fi  =  RIWHL x AC / ( RTYRE x RTYRE )

Therefore the total tractive effort to satisfy the acceleration is given by;

Ft  =  Fa + Fd + Fg + Fr + Fi

In order to determine whether this force can be provided the load on the driven axle must be determined. The effects of weight transfer, aerodynamic lift and incline must be combined.

The centre of aerodynamic drag is assumed to coincide with the centre of gravity. The force opposing motion at the centre of gravity is given by;

Fcg  =  Fa + Fd + Fg

Forces on front and back wheels due to weight transfer are

Ffront =  ( Fcg x HCOG - Fn x ( WHBASE - DCOG ) ) / WHBASE

Frear  =  ( Fcg x HCOG + Fn x DCOG ) / WHBASE

The axle forces due to aerodynamic lift are

Faf = 0.5 x RHO x CLF x PAREA x Vm^2
Far = 0.5 x RHO x  CLR x PAREA x Vm^2

These are simply added to the front and rear forces.

The front and rear axle forces are used to calculate the wheel slip and tractive effort.

When the vehicle is driven on a chassis dynamometer the weight transfer and aerodynamic forces are replaced by the force required to drive the dynamometer. Where the force is given by;

Fdyno = DYNM x AC + ADYN + BDYN x VM + CDYM x VM^2

Tyre rolling resistance forces are reduced to those of the driven wheels only.

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+$#>AProgram Theory - Vehicle Cornering Dynamics

Vehicle cornering is assumed to be steady state ( ie. is performed at a constant road speed). The cornering speed is the minimum of -

1. THE OVERTURNING SPEED
2. THE LATERAL SLIP SPEED
    	3. THE USER SPECIFIED MAXIMUM CORNERING SPEED

Vehicle Cornering Notation {bmct bm58.bmp}

The following equations show how the first two limits are calculated. 

The centripetal force

Fcp  =  (Weight x VM^2) / RTRACK

At the limit of slip

Ft1 = R1 x U x cos( A )

Ft2 = R2 x U x cos( A )

where A = camber angle of road relative to horizontal

Resolve vertical and horizontal forces

R1 x sin( A ) + R2 x sin( A ) + R1 x U x cos( A ) + R2 x U x cos( A ) =

(Weight x VM^2 / RTRACK) - 0.5  x RHO  x CL x VM^2 x sin( A )

Hence,
           (WEIGHT x VM^2  / RTRACK) - 0.5 x RHO x CL x VM^2 x sin( A )
R1 + R2 =-------------------------------------------------------------------------------------------  
           sin( A ) + U x cos( A )
and,

R1 x cos( A )+ R2 x cos( A ) - R1 x U x sin( A ) - R2 x U x sin( A ) =

WEIGHT x G - 0.5 x RHO x CL x VM^2 x cos( A )

Hence,
WEIGHT x G - 0.5 x RHO x CL x VM^2 x cos( A )
R1 + R2 =  -------------------------------------------------------------------------------------        
cos( A )   - U x sin( A )

Taking moments about the centre of gravity and given that T2 = 0.5 x TRACK

R2 x T2 + R2 x U x HCOG + R1 x U x HCOG = R1 x T2
Hence,
R1 - R2 =  ( R1 + R2 ) x U x HCOG / T2
Let,
ADC = 0.5 x RHO x CL
Substituting from 1,

                     (WEIGHT/RTRACK - ADC x SIN( A ))                         (U x HCOG x VM^2)
R1 + R2 = ---------------------------------------------------------          x          -------------------------
          		        (SIN( A ) + U x COS( A ))                                          T2

At the point of overturning R2 = 0, therefore from 2 and 3

                         (WEIGHT / RTRACK - ADC x SIN( A ))             (U x HCOG x VM^2)
                         ------------------------------------------------      x      --------------------------         =
                                  (SIN( A ) + U x COS( A ))                                    T2

                                                     (WEIGHT x G - ADC x VM^2 x COS( A ))
                                                    -----------------------------------------------------
                                                                  COS( A ) - U x SIN( A )
 
Rearranging the equation for the overturning speed is given by

                     WEIGHT x G
VM^2 = ( -------------------------------
             (COS( A ) - U x SIN( A ))          WEIGHT                                     (U x HCOG)
            ---------------------------------   x (  ------------     - ADC*SIN( A )  )  -   ----------------    )  -  ADCxCOS( A )
             (SIN( A ) + U x COS( A ))         RTRACK                                            T2  

From equations 1 and 2, (note these are the equations of motion at the limit of slip)

SIN( A ) + U x COS( A )                     ( WEIGHT / RTRACK - ADC x SIN( A )) x VM^2 )
-------------------------------         =         -------------------------------------------------------------------
COS( A ) - U x SIN( A )                           ( WEIGHT / G - ADC x COS( A )  x VM^2 )

Dividing the left hand side by COS( A ) and using the substitution, U = TAN( S )

After rearrangement the slip speed is given by,

                                     WEIGHT x G x TAN( B + S )
VM^2  =   -------------------------------------------------------------------------              
              WEIGHT
              ------------   -   ADC x ( SIN( A ) - TAN(B+S) x COS( A )I
              RTRACK

Within LOTUS VEHICLE SIMULATION the above limits are calculated for the front and rear axis independently. The weight on each axle (without weight transfer) is calculated. The height of the centre of gravity above each axis is assumed to be HCOG.

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+$#>Program Theory - Tyre Rolling Resistance

Tyre rolling resistance is produced by the work done in deforming the tyres under rolling conditions. Measurements of this resistive force are normalised by the normal load on the tyre. 

Thus,
Fr  =  COEFFR x Fn

Where Fr is the rolling resistance, COEFFR the coefficient of rolling resistance and Fn the normal tyre force.

The coefficient of rolling resistance is obtained at any engine speed from a polynomial curve fit. This polynomial can either be the default supplied by LOTUS VEHICLE SIMULATION or up to 6 order equation provided by the user. The default curve is compared to the band of data provided in the BOSCH automotive handbook in the graph below :

Tyre coefficient of rolling resistance; {bmct bm58.bmp}

This curve has been developed from the coast down and Vmax measurements made by Lotus on a number of production vehicles. Users are however encouraged to obtain more accurate data from the tyre supplier.

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+$#>AProgram Theory - Longitudinal Tyre Slip

Tyre slip is assumed to be present under all conditions at which tractive effort (either positive or negative) is developed. Slip is a continuous phenomenon up to true wheel slip. The amount of slip is calculated from the ratio of tractive effort to normal wheel force where tyre slip is defined as,

                                                              WAXLE x Ft
                                         TSLIP = 1 - --------------------
                                                             VM x RTYRE

and,

SIGMA = -Ft / ( 28.0 x Fn )

TSLIP = SIGMA / ( SIGMA + 1 )

the axle speed is then calculated from,

WAXLE = VM x ( 1 - TSLIP ) / RTYRE

The resulting tyre slip curve is shown in figure 432.1. The maximum tractive effort that can be developed is limited by both the coefficient of friction and the tyre slip limit of 0.25, in such a manner that if the demanded vehicle acceleration produces a requirement that exceeds these limits then the acceleration is reduced. From the figure below,  it is obvious that the maximum tractive effort is always controlled by the coefficient of friction.

Tyre Longitudinal Slip; {bmct bm58.bmp}

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+$#>Program Theory - Tyre Drive Efficiency

At present the tyre is assumed to exhibit a drive efficiency of 95%. Thus the axle torque is defined as;
Taxle = Ft / ( RTYRE x 0.95 )

In future releases of the program this assumption could be refined to make the drive efficiency a function of tyre slip.

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+$#>Program Theory - Driveline
The program works back along the drive line taking into account the effects of gear efficiencies and inertia requirements. The following equations summaries the calculations for rotational speed, rotational acceleration and torque at each station.

Wheels and axle,

VAXLE = VM x ( 1 - TSLIP ) / RTYRE
AAXLE = AM / RTYRE
TAXLE = Ft x RTYRE + WAAXLE x (RIPWHL + RIPAXL)

Propshaft,

VPROP = WVAXLE x GRFD
APROP = WAAXLE x GRFD
TPROP = TAXLE/(EFFY x GRFD) + RIPROP x WAPROP

Gearbox,

VGB = WVPROP x GRBX
AGB = WAPROP x GRBX
TGB     = TPROP / (EFFY x GRBX) + ( RIBX x WAGB )

Primary gear,

VPD = WVGB x GRPD
APD = WAGB x GRPD
TPD = TGB / (GRPD x EFFY )

Where EFFY is the gear efficiency of the gear set.

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+$#>Program Theory - Gear Efficiency

The efficiency of a particular gear set can be specified as constant or may be allowed to vary with both speed and load using the following algorithm.

The gear efficiency model requests the user to specify the efficiency of each gear at its maximum torque and maximum speed condition. The following equation is subsequently used to calculate the actual efficiency based on the demanded speed and torque.

CONST = (1.0/EFFMAX) - 1.0

EFFICIENCY =                                                 1.0
                           ----------------------------------------------------------------------------------
                        ( sqrt(TMAXG/TORQ) x sqrt(WGEAR/SMAXG) x CONST ) + 1.0 

Where,

EFFMAX = maximum gear efficiency (fraction)
TORQ  = transmitted torque
TMAXG = maximum input torque
WGEAR = gear input speed
SMAXG = maximum speed of gear

The figure below shows how the gear efficiency varies with both speed and torque ratio for two maximum gear efficiencies. The maximum speed of a gear is calculated from the rated engine speed and the lowest ratio of any gears upstream of the gear. Thus for the final drive the maximum speed is calculated from the maximum engine speed devided by the top gear ratio. The maximum torque is either specified by the user as the gearbox design torque or calculated from the torque curve. When the default design torque is used care should be taken when interpreting the results of part load calculations with different engine torque curves. The engine with the highest torque will produce the worst part load gear efficiencies.

Gear Efficiency; {bmct bm58.bmp}

When the four wheel drive option is selected the torque is assumed to split equally between front and rear axles for the gear efficiency calculations. It is assumed that all the torque can be transmitted through one axle, thus the torque ratio term on the four wheel drive is always low and results in worse final drive efficiencies than an equivalent two wheel drive vehicle.

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+$#>Program Theory - Gear Loss Maps

The facility to directly input the transmission losses in each gear as a function of both the speed and torque fraction is provided with the Gear Loss option. This simply subtracts the user specified torque at the current gearbox input speed and torque fraction at the current gearbox input speed and torque fraction from the torque that is transmitted through the gearbox.

The interpolation of the gear loss data is linear.

It the current torque ratio is either above the maximum specified torque ratio or below the minimum user specified torque ratio then the data at the maximum or minimum torque ratios is assumed (i.e. There is no extrapolation of the loss data). Thus if the user wishes to specify losses that were simply a function of gearbox speed then data for a single torque fraction should be input and this will be used for all loads.

Similarly if the gearbox input speed is either above the maximum user specified speed or below the minimum user specified speed then the data at the maximum and minimum speed ratios are assumed. If the user wishes to specify losses that are simply a function of load fraction then the user should enter data for a single gearbox input speed.

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+$#>Program Theory - Gear Shifts

A gear shift sub model is employed as separate to the main calculation loop. If the model encounters a gear shift as a result of either a default or forced gear change, one of two options is invoked.

If a manual transmission is used, the engine is declutched from the driveline for the duration of the gearshift. During this time the engine is assumed to be in an overrun condition. The vehicle acceleration is set to zero and the vehicle speed remains constant during the gear change. Thus it is assumed that the deceleration caused by aerodynamic drag and driveline losses during the gear change is negligible. The effect of engine inertia during gear shifting is also omitted. There is no power absorption to the engine as rotational energy, as a result of shifting down or power delivery as a result of dumping the clutch on an acceleration.

If an automatic transmission is used, the engine speed and load at the end of the gear shift is first calculated. The assumption that the engine speed and load changes linearly from that prior to the shift is made. During the gear shift the vehicle acceleration remains fixed at the value just prior to the shift (This is effectively a power shift).  

Gear shifting can occur in two modes, either using the default gear shift points or using a user specified gear shift strategy.

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+$#>Program Theory - Default Shift Maps

All the calculation modes have default gear shift strategies. For emission cycles these are provided by the legislation and are coded into the program. During accelerations and track simulations gear shifting will only occur under the following 3 conditions:

   1. When the gear shift will increase the rate of acceleration.

   2. When the gear shift is forced by the engine speed exceeding
      the maximum engine speed.

   3. When the gear shift is forced by the engine speed falling
      below the minimum engine speed.

During track simulations a special condition is invoked to force the engine speed to be as high as possible through a corner. For constant road speed simulations the user is prompted for the gear number in which the calculation is to be performed.

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+$#>Program Theory - Gear Shift Maps

Gear shifting can be controlled by the user through the use of shift maps. These define the shift up and shift down points for each gear as a function of a speed and load parameter. The figures show two typical shift maps. The first producing gear shifts at predefined road speeds, this is typical of that specified for a manual gearbox. The second producing gear shifts as a function of road speed and throttle position, this is typical of that specified for an automatic gearbox.

Gear Shift Map - Road Speeds;		{bmct bm58.bmp}

Gear Shift  Map - Throttle Positions;	{bmct bm58.bmp}

The manner in which these shift maps are used is a function of the shift mode. If the shift mode is set to FORCED then a gear shift will only occur when the shift lines are crossed. For example for the operating points shown on the second figure,

  A - B  -  Produces an upshift from 3rd to 4th

  B - C  -  Produces no change in gear

  C - D  -  Produces a downshift from 4th to 3rd

When the shift mode is set to FREE then a gear shift can occur at any point within a particular gears operating range. The gears operating range is taken as that identified by the shift-up and shift-down speeds. In FREE mode the program will explore the use of both higher and lower gears at each time increment. If these gears are allowed by their operating range and cause the engine to operate at a point closer to the OPTIMUM line thereby minimising the consumption of a specified map variable, then a gear shift will be performed.

NOTE : SKIP SHIFTING IS NOT PERMITTED IN EITHER FREE OR FORCED MODE

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+$#>Program Theory - Torque Converter

The torque converter characteristics are specified by the torque amplification ratios and input capacity factors as functions of the torque converter speed ratio.

The input capacity factor is defined as,

FCIN = Si / sqrt ( Ti )

Where,

Si = input speed
Ti = input torque

The ‘Program Theory - Overview’ section describes how the calculations proceed in the opposite direction to power flow. The simulation thus must determine the converter input conditions from the output conditions. The following calculations are performed :

To = Ti x TORATIO
Where To is the output torque

So = Si x SPRATIO
Where So is the output speed

The output capacity factor is defined as :

FCOUT = So / sqrt ( To )

= FCIN x SPRATIO / sqrt ( TORATIO )

The output capacity factor is calculated as a function of the speed ratio. At a given time step the output capacity factor is known. The accompanying speed and torque ratios can therefore be interpolated from the characteristic curves, thus providing the demanded input speed and torque.

Torque converter lock-up is specified through the torque converter map. Automatic lock-up for minimum economy is not yet available.

NOTE : THE TORQUE CONVERTER PUMP LOAD SHOULD BE ADDED AS AN AUXILIARY DEVICE

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+$#>Program Theory - Clutch

A very simple clutch model is employed. The user is requested to specify the road speed below which the clutch is engaged and the engine is returned to idle. If during a cycle the engine speed falls below the minimum speed in 1st gear then the clutch will be engaged automatically.

Clutch slip is modelled. On wide open throttle accelerations the engine speed is set at the lowest speed at which the torque developed by the engine can just spin the wheels. This engine speed is maintained with the clutch slipping until the vehicle speed allows the clutch to lock. On drive cycles the engine speed during clutch slip is set to the lowest speed at which the torque required to produced the desired launch can be delivered. This is typically the idle speed.

NOTE : CLUTCH SLIP IS ONLY ALLOWED IN FIRST GEAR.

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+$#>Program Theory - Emissions Cycles

The vehicle is requested to operate over all sections of an emissions cycle. The following notes are provided for the users reference.

FTP75 CYCLE

The hot transient phase is modelled as immediately following the first 1372 seconds. This means that the 10 minute key-off phase is ignored.

Weighted emissions are calculated with the following formula :

WTDGKM = 0.43 x 1000.0 x (WTD(cold transient)+WTD(stabilised))  /
                         (WTDDIST(cold transient)+WTDDIST(stabilised))
                +  0.57 x 1000.0 x (WTD(hot transient)+WTD(stabilised))    /
                        (WTDDIST(hot transient)+WTDDIST(stabilised))

Where, 

WTDGKM = weighted emissions in g/km
WTD(phase) = emissions during phase in g
WTDDIST(phase) = distance travelled in phase in m

EEC CYCLES

The first 40 seconds after key on, when emissions are not sampled are not modelled. Users employing cold start corrections should take this into account when deriving the correction constants.

If desired the user may create a derivative cycle from the data and include the additional pre-sampling cycle section. The cold-start and transient models may be more directly employed in this manner.

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+$#>Program Theory - Catalyst

The catalyst efficiency during warm up is modelled using a WIEBE function;

EFFY = EFFMAX x ( 1.0 - EXP( -10.0 x ( FRACT^3 ) ) )
where,

EFFY = conversion efficiency
EFFMAX = maximum conversion efficiency
FRACT = time as a fraction of time between start of warming and maximum catalyst efficiency time

If the current time is less than CATT1-CATT2 then the conversion efficiency is set = 0.0. If the current time is greater than CATT1 then the conversion efficiency is set to the maximum efficiency as specified by the user.

If requested this option could be improved to allow the user to specify the conversion efficiency verses time histories obtained from test data.

The data required for the catalyst model are shown graphically in the figure.

Catalyst Model; {bmct bm58.bmp}

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+$#>Program Theory - Warm-Up and Transient Emissions Model

The warm-up and transient emissions model allows the user to specify the increase in the three primary emissions during cold start and during engine transients. A simple warm-up ramp function is used to increase the engine out emissions during the cold start. The transient model simply increases the emissions in direct proportion to the engine acceleration.

The following formula are used;

Warm-up factor,
FACT = WARMF x ( 1.0 - TIME/WARMT )

Transient factor,
ADD = RAW x WACFACT(IG) x ABS(WAENG)

Corrected emissions,
Emissions = RAW + FACT x RAW + ADD

Where,
RAW = the engine out emissions from the steady state emissions map
Emissions = is the corrected emissions level

The data required for the warm-up model are shown graphically in the figure.

Warm-up Model; {bmct bm58.bmp}

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+$#>Program Theory - Engine Scaling

This option allows the user to scale the engine performance and consumption maps by factors which scale with bore and stroke. The scaling factors are wholly defined by the user.

Engine fuel economy and emissions maps can be improved or deteriorated through the use of the so called thermal efficiency factors.

The whole map is linearly scaled by the following formulae :

The changes in thermal efficiency as a result of a change in bore and stroke are given by, 

TE1 = TEBORE x (BSCALE-BOROLD) / 100.0
TE2 = TESTROKE x (SSCALE-STKOLD) / 100.0 

The change in compression ratio as a result of a change in bore is given by,

CRNEW = CROLD + (BSCALE-BOROLD) x CRSENS

with the subsequent change in efficiency given by, 

TE3 = TECR x (CRNEW-CROLD) / 100.0 

The factor by which consumptions are multiplied is given by,

TEFACT = 1.0 + TE1 + TE2 + TE3

The engine speeds used to define the BMEP curve and consumption maps can be scaled linearly through the use of the bore and stroke scaling factors. 

The following formulae are employed :

The changes in speed terms as a result of a change in bore and stroke are given by, 

SP1 = SPBORE x (BSCALE-BOROLD) / 100.0
SP2 = SPSTROKE x (SSCALE-STKOLD) / 100.0

With the factor by which the speed terms are multiplied given by,

SPFACT = 1.0 + SP1 + SP2

As an example if we wished to keep the characteristics constant with piston speed for a stroke change of 80 to 90 mm then, 

SPBORE = 0.0
SPSTROKE = -100.0 x (1.0 - 80/90)/10 = -1.1111
and, 

SPFACT = 1.0 + 0.0 - 0.1111 = 0.88889

As a result of speed scaling the minimum and maximum engine speeds could be scaled to unacceptably low or high values. Lower and higher limits can be set by the using the ESSMIN and ESSMAX values.

It was recognised that some mechanism was required to modify the fuel economy and emission maps as a result of changes in mechanical friction.

The principal by which this is done is shown diagramatically  in the figure. The specific consumption’s are converted into gross flow rates verses IMEP curves at each engine speed. The new IMEP is calculated for each BMEP point based on the change in friction and the accompanying flow rate interpolated from the consumption curve.

Engine Scaling;Friction {bmct bm58.bmp}

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+$#>AProgram Theory - Engine Friction

The following listing gives the source code for the Lotus FRIC algorithm, used to estimate the friction of an engine based on Lotus data and various published analyses. These estimates are used when applying engine scaling to the model.

      PROGRAM FRIC
C
C --- The object of this program is to provide an estimate of 
C     mechanical friction - given design parameters of the
C     engine.
C     Equations taken from 
C     'DEVELOPMENT AND EVALUSTION
C      OF A FRICTION MODEL FOR SPACK IGNITION ENGINES'
C      K.J.PATTON R.G.NITSCHKE B.HEYWOOD SAE 890836
C
C     Experimental analysis of total engine friction in 
C     four stroke SI engines SAE 900223
C
C     Written By MHS 6/2/90
C
C --- This version includes an additional output for 
C     calculated friction via H.B.MOSS see simulation user 
C     note
C --- 8/4/92 performed two checks with bears output - 
C     as results added load factors - total crank bearing
C     friction for the two i4 engines showed this model to 
C     overpredict total bearing friction by +7% in each case
C     this was considered ok 
C
      DIMENSION ITYPE(20), IV(20), RV(20), FFACT(4), RFACT(3)
      DIMENSION TOTF(100), HONDA(100), HBMF(100), HONDAM(100),
     >          FMAH(100), CAFF(100), SPEED(100)
C
C     Adjustment Factors
C            FFACT(1) Rotating friction multiplier
C            FFACT(2) Reciprocating friction multiplier
C            FFACT(3) Valve train friction multiplier
C            FFACT(4) Auxillary friction multiplier
C            RFACT(1) Rotating Bearing friction multi(viscosity mult?)MAINS
C            RFACT(2) Rotating Bearing friction multi(viscosity mult?)BIG E
C            RFACT(3) Rotating Bearing friction multi(viscosity mult?)CAMS 
C
      DATA FFACT / 1.0, 1.0, 1.0, 1.0 / 
     >     RFACT / 1.0, 1.0, 1.0 /                                   
     >     PI    / 3.1415927 /
C
      CHARACTER*100 STRING                                                      
      CHARACTER*20  SSTR(10)                                                    
      CHARACTER*100 FOUT, FIN, TITLE 
C
C ---  Get input and output filenames
C
      WRITE(*,'(A)')'$PLEASE GIVE INPUT DATA FILE NAME     : '
      READ ( * , '(A)' ) FIN 
      OPEN (20, FILE=FIN, STATUS='OLD',FORM='FORMATTED')
C
      WRITE(*,'(A)')'$PLEASE GIVE OUTPUT DATA FILE NAME    : '
      READ ( * , '(A)' ) FOUT
      OPEN (30, FILE=FOUT, STATUS='UNKNOWN',FORM='FORMATTED')
C
      READ(20,'(A)')TITLE
C
C --- Read Bore Stroke and number of cylinders  
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( N.LT.5 ) THEN                                                      
           PRINT*,' ERROR not enough points on BORE line'                       
           STOP                                                    
      ENDIF                                                                   
      BORE = RV(1)/1000.0                                                     
      STOK = RV(2)/1000.0                                                     
      CR   = RV(3)
      NCYL = IV(4)
      NBM  = IV(5)
      NBB  = NCYL
      VSWEPT = BORE*BORE*STOK*NCYL*0.25*PI
C
C --- Read Number of Main Bearings diameters and widths
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( IV(1).EQ.9999 ) THEN
C ---    Estimate bearing sizes for an inline engine
         DBM = 0.60*BORE 
         WBM=  0.37*DBM
         IMTYPE = 1
      ELSE IF ( IV(1).EQ.9998 ) THEN
C ---    Estimate bearing sizes for an Vee engine one cyl per pin 
         DBM = 0.7*BORE
         WBM = 0.35*DBM
         IMTYPE = 2
      ELSE IF ( IV(1).EQ.9997 ) THEN
C ---    Estimate bearing sizes for an Vee engine two cyl per pin 
         DBM = 0.62*BORE
         WBM = 0.40*DBM
         IMTYPE = 3
      ELSE
         DBM = RV(1)/1000.0
         WBM = RV(2)/1000.0
         IMTYPE = 0
      ENDIF
C
C --- Read Number of Big end Bearings diameters and widths
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( IV(1).EQ.9999 ) THEN
C ---    Estimate bearing sizes for an inline engine
         DBB = 0.57*BORE 
         WBB = 0.41*DBB 
         IBTYPE = 1
      ELSE IF ( IV(1).EQ.9998 ) THEN
C ---    Estimate bearing sizes for an Vee engine one cyl per pin 
         DBB = 0.6*BORE
         WBB = 0.36*DBB 
         IBTYPE = 2
      ELSE IF ( IV(1).EQ.9997 ) THEN
C ---    Estimate bearing sizes for an Vee engine two cyl per pin 
         DBB = 0.57*BORE
         WBB = 0.39*DBB 
         IBTYPE = 3
      ELSE
         DBB = RV(1)/1000.0
         WBB = RV(2)/1000.0
         IBTYPE = 0
      ENDIF
C
C --- Valve train 
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( N.LT.4 ) THEN                                                      
           PRINT*,' ERROR not enough points on Valve line'                       
           STOP                                                    
      ENDIF                                                                   
      ICTYPE =  IV(1)
      IFTYPE =  IV(2)
      NVAL   =  IV(3) * NCYL
      XLIFT  =  RV(4)/1000.0
C
C --- Zero initial variables
C
      COH = 0.5
      CFF = 0.0
      CRF = 0.0
      COM = 0.0
C
      IF ( ICTYPE.EQ.1 ) THEN
C---    OHV PUSHROD WITH ROCKERS
        COM = 32.1
        NCS = 1
        IF ( IFTYPE.EQ.1 ) THEN
C---      Flat follower
          CFF = 400   
        ELSE IF ( IFTYPE.EQ.2 ) THEN
C---      Roller follower
          CRF = 0.0151
        ELSE 
          PRINT*,' Error IFTYPE out of range = ',IFTYPE
        ENDIF
C
      ELSE IF ( ICTYPE.EQ.2 ) THEN
C---    DOHC with direct acting followers        
        COM = 10.7
        NCS = 2
        IF ( IFTYPE.EQ.1 ) THEN
C---      Flat follower
          CFF = 133   
        ELSE IF ( IFTYPE.EQ.2 ) THEN
C---      Roller follower
          CRF = 0.0050
        ELSE 
          PRINT*,' Error IFTYPE out of range = ',IFTYPE
        ENDIF
      ELSE IF ( ICTYPE.EQ.3 ) THEN
C---    SOHC with direct acting followers        
        COM = 10.7
        NCS = 1
        IF ( IFTYPE.EQ.1 ) THEN
C---      Flat follower
          CFF = 200
        ELSE IF ( IFTYPE.EQ.2 ) THEN
C---      Roller follower
          CRF = 0.0076 
        ELSE 
          PRINT*,' Error IFTYPE out of range = ',IFTYPE
        ENDIF
      ELSE IF ( ICTYPE.EQ.4 ) THEN
C---    SOHC with Rocker arms                    
        COM = 21.4
        NCS = 1
        IF ( IFTYPE.EQ.1 ) THEN
C---      Flat follower
          CFF = 400
        ELSE IF ( IFTYPE.EQ.2 ) THEN
C---      Roller follower
          CRF = 0.0151 
        ELSE 
          PRINT*,' Error IFTYPE out of range = ',IFTYPE
        ENDIF
      ELSE IF ( ICTYPE.EQ.5 ) THEN
C---    SOHC with finger followers               
        COM = 42.8
        COH = 0.20
        NCS = 1
        IF ( IFTYPE.EQ.1 ) THEN
C---      Flat follower
          CFF = 600
        ELSE IF ( IFTYPE.EQ.2 ) THEN
C---      Roller follower
          CRF = 0.0227 
        ELSE 
          PRINT*,' Error IFTYPE out of range = ',IFTYPE
        ENDIF
      ELSE
          PRINT*,' Error ICTYPE out of range(1-5) = ',ICTYPE
      ENDIF
C
C --- Read Cam Bearings diameters and widths
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( IV(1).EQ.9999 ) THEN
C ---    Estimate bearing sizes
         DCM = 0.34*BORE 
         WCM = 0.66*DCM 
         ICTYP2 = 1
      ELSE
         DCM = RV(1)/1000.0
         WCM = RV(2)/1000.0
         ICTYP2 = 0
      ENDIF
C
C --- Engine speed range 
C
      READ(20,'(A)') STRING                                                   
      CALL DCSTR1 ( STRING , ITYPE, IV, RV, SSTR, N, 10 )           
      IF ( N.LT.3 ) THEN                                                      
           PRINT*,' ERROR not enough points on Engine speed line'                       
           STOP                                                    
      ENDIF                                                                   
      START = RV(1)
      SEND =  RV(2)
      SINC =  RV(3)
      IF ( N.EQ.4 ) THEN 
        FLOAD = RV(4)
      ELSE
        FLOAD = 1.0
      ENDIF
C
C --- Write data to output file
C
      WRITE(30,1000)
      WRITE(30,1010)
      WRITE(30,1000)
C
      WRITE(30,1030)
      WRITE(30,1040) TITLE(1:LENSTR(TITLE))
      WRITE(30,1060) BORE*1000.0, STOK*1000.0, CR, NCYL, NBM
      IF ( IMTYPE.EQ.0 ) THEN
         WRITE(30,1100)
      ELSE IF ( IMTYPE.EQ.1 ) THEN
         WRITE(30,1110)
      ELSE IF ( IMTYPE.EQ.2 ) THEN
         WRITE(30,1120)
      ELSE IF ( IMTYPE.EQ.3 ) THEN
         WRITE(30,1130)
      ENDIF
      WRITE(30,1200)DBM*1000.0,WBM*1000.0
C
      IF ( IBTYPE.EQ.0 ) THEN
         WRITE(30,1140)
      ELSE IF ( IBTYPE.EQ.1 ) THEN
         WRITE(30,1150)
      ELSE IF ( IBTYPE.EQ.2 ) THEN
         WRITE(30,1160)
      ELSE IF ( IBTYPE.EQ.3 ) THEN
         WRITE(30,1170)
      ENDIF
      WRITE(30,1200)DBB*1000.0,WBB*1000.0
C
      IF ( ICTYPE.EQ.1 ) THEN
         WRITE(30,1300)
      ELSE IF ( ICTYPE.EQ.2 ) THEN
         WRITE(30,1310)
      ELSE IF ( ICTYPE.EQ.3 ) THEN
         WRITE(30,1320)
      ELSE IF ( ICTYPE.EQ.4 ) THEN
         WRITE(30,1330)
      ELSE IF ( ICTYPE.EQ.5 ) THEN
         WRITE(30,1340)
      ENDIF
      IF ( IFTYPE.EQ.1 ) THEN
         WRITE(30,1400)
      ELSE IF ( IFTYPE.EQ.2 ) THEN
         WRITE(30,1410)
      ENDIF
      WRITE(30,1500)NVAL/NCYL,XLIFT*1000.0
      IF ( ICTYP2.EQ.0 ) THEN 
         WRITE (30,1540)
      ELSE IF ( ICTYP2.EQ.1 ) THEN
         WRITE (30,1550) 
      ENDIF
      WRITE (30,1200) DCM*1000.0, WCM*1000.0
C
      WRITE(30,1560)FLOAD
C
      WRITE(30,1600)
      WRITE(30,1700)
      WRITE(30,1710)
C
C --- Start of calculations
C
      DO 100 I=1,100 
C
C ---   Increment engine speed 
        RPM = START + (I-1)*SINC
C ---   Jump out if greater than max speed
        IF ( RPM .GT. SEND )GO TO 200
C
C ---   Calc rps and mean piston speed 
        RPS = RPM/60.0
        SPM = 2*RPS*STOK
C     
C ---   ROTATING FRICTION
C
C ---   Main bearing seal term (PA)
        AROFT = 1.22E+5 * 1.0E-6 * 1000.0 * 
     >          ( DBM / ( (BORE**2) * STOK * FLOAT(NCYL) ) )
C ---   Main bearing hydrodynamic lubrication (PA)
C       comparision with bears shows that this term need an
C       additional load factor which is proportional to 
C       bore area / bearing area - the 0.51 is the fiddle factor
        BMLOAD = 0.65 * (BORE*BORE*FLOAT(NCYL))/(DBM*WBM*FLOAT(NBM))  
        BROFT = 3.03E-4 * 1.0E+3 * 1000.0 * RFACT(1) * BMLOAD * 
     >          (  RPM * (DBM**3) * WBM * FLOAT(NBM) ) / 
     >          ( (BORE**2) * STOK * FLOAT(NCYL) )
C ---   Turbulent dissipation to pump fluids (PA)         
        CROFT = 1.35E-10 * 1.0E+6 * 1000.0 *
     >           ( (DBM**2) * (RPM**2) * FLOAT(NBM)/FLOAT(NCYL) )
C ---   Total rotating friction (BAR)
        ROTF = FFACT(1) * 1.0E-5 * ( AROFT + BROFT + CROFT )
C       
C ---   RECIPORTATING FRICTION
C
C ---   Piston friction (hydrodynamic lubrication) (pa)
        ARECIP = 2.94E+2 * 1.0E-3 * 1000.0 * SPM / BORE
C ---   Ring friction without gas load (pa)
        BRECIP = 4.06E+4 * 1.0E-6 * 1000.0 * 
     >           ( 1 + 1000/RPM ) / (BORE**2)
C ---   Ring friction with gas load (pa)
C       note FLOAD is used in stead of PI/PA inlet pres/atmos pres
        B2RECIP = 6.89 * 1000.0 * FLOAD *
     >           (0.088*CR + 0.182*(CR**(1.33-2.38E-2*SPM)))
C ---   Big end bearings (Hydrodynamic lubrication) (pa)
C       again add load factor 
        BBLOAD = 0.219 * BORE * BORE / ( DBB*WBB ) 
        CRECIP = 3.03E-4 * 1.0E+3 * 1000.0 * RFACT(2) * BBLOAD * 
     >          ( RPM * (DBB**3) * WBB * FLOAT(NBB) ) /
     >          ( (BORE**2) * STOK * FLOAT(NCYL) )
C ---   Total Recriprocating friction (BAR)
        RECIPF = FFACT(2) * 1.0E-5
     >           * ( ARECIP + BRECIP + B2RECIP + CRECIP )
C
C ----  VALVE TRAIN FRICTION  **** DONT LIKE THIS ******
C
C ---   Cam bearing hydrodynamic lubrication (PA)
C       Note 1 paper does not make clear whether constant refers to 
C       engine speed or cam speed assume engine speed
C       Note 2 the constant in the paper looks wrong 
C       have decided to use the mains constant and correct speed 
C       Note 3 checked against cubs and found bearing friction 
C       correction factor = 2.12
C
         AVALVEF = 3.03E-4 * 1000.0 * 0.5 * 2.12 * 1000.0 * RFACT(3) *
     >          (  RPM * (DCM**3) * WCM * FLOAT(NBM*NCS) ) / 
     >          ( (BORE**2) * STOK * FLOAT(NCYL) )
C        AVALVEF = 4120 + 2.44E+2 * 1000.0 * 1.0E-9 * RPM * NBM /
C     >          ( (BORE**2) * STOK * FLOAT(NCYL) )
C ----  Cam friction between cam and follower(PA)
C       first term is for flat follower and second is roller
C       modified so that relationship is with flat follower diamater
C       assume follower dia = 4 X max lift
C              bore         = 2.3 x follower diameter
C       hence BORE*BORE = 4x4x2.5x2.5xXLIFTxXLIFT
        BVALVEF = 1.0E-3 * 1000.0 * 
     >          ( CFF*(1+1000/RPM)*FLOAT(NVAL)*XLIFT*XLIFT*100.0
     >            /(BORE*BORE*STOK*FLOAT(NCYL)) + 
     >            CRF*(RPM*FLOAT(NVAL)/(STOK*FLOAT(NCYL) ) ) )
C        BVALVEF = 1.0E-3 * 1000.0 * 
C     >          ( CFF*(1+1000/RPM)*FLOAT(NVAL)/(STOK*FLOAT(NCYL)) + 
C     >            CRF*(RPM*FLOAT(NVAL)/(STOK*FLOAT(NCYL) ) ) )
C ----  Valve train oscillatory friction (PA)
        CVALVEF = 1000.0 *  
     >           ( ( COH * ((XLIFT*1000.0)**1.5) * (RPM**.5) * 
     >           FLOAT(NVAL) / (BORE * STOK * NCYL * 1.0E+6 ) ) +
     >           ( COM * ( 1 + 1000/RPM ) * XLIFT * FLOAT(NVAL) / 
     >              ( STOK * FLOAT(NCYL) ) ) )
C ---   Total valve train friction (BAR)
        VTF = FFACT(3) * 1.0E-5 * ( AVALVEF + BVALVEF + CVALVEF )
C      
C ---- AUXILLARY FRICTION (BAR)
C      origional model 
C        AUXF =  1000.0 * 1.0E-5 * FFACT(4) *
C     >         ( 6.23 + 5.22E-3*RPM  -  1.79E-7*RPM*RPM ) 
C      malcolm model with swept volume term 
         ACONST = 15.0/(VSWEPT*1.E+3)
         IF ( ACONST.LT.0.5 ) ACONST=0.5
         AUXF =  1000.0 * 1.0E-5 * FFACT(4) *
     >      ( ACONST + 3.0E-3*RPM  -  1.0E-7*RPM*RPM ) 
C       
C ---- TOTAL FRICTION (BAR)
        TOTF(I) = ROTF + RECIPF + VTF + AUXF
C
C ---- Now calc friction using HONDA equation 
C
C ----  Calc mwan equivalant crank diameter 
        CMD = ( DBM*FLOAT(NBM) +  DBB*FLOAT(NBB) ) / FLOAT ( NBM + NBB )
C ----  Non dimensional engine number 
        RSDOB = SQRT ( STOK * CMD ) / BORE
C ----  Calc pmf star 
C       assume mean flow/ bore area = 0.1 and oil visc = 15 cst
        FLBAR = 0.1
        CST   = 15
        PMFPS = 10.0 * ( (60E-9*STOK*FLBAR + 1.1E-9)*RPM*RPM 
     >                    + 0.0011*CST + 0.14 )
C ----  Scale with non dimensional engine number 
        HONDA(I) = PMFPS*RSDOB
C ----  Modified honda        
        HONDAM(I) = ( 2.5E-8 * RPM * RPM +
     >                1.0E-4 * RPM + 1.1 ) * RSDOB
C
C ---- Friction by H.B.Moss
        HBMF(I) = 0.6 + 1.167E-4*RPM + 0.06*SPM
C
C ---- Friction by Millington & Hartles
        FMAH(I) = ( ( CR - 4.0 )/ 14.5 ) + ( 0.48275*RPM/1000.0 )
C
C ---- Chen anf Flynn (pmax = 70 bar)
        CAFF(I) = 0.138 + 0.005*70 + 0.163*SPM        
C
C ---- Store engine speed 
        SPEED(I) = RPM 
C
        NS = I
C
        WRITE(30,1800)RPM,ROTF,RECIPF,VTF,AUXF,TOTF(I)
C
  100 CONTINUE
C
      PRINT*,' Warning more than 100 speeds requested SMAX not reached'
C
  200 CONTINUE
      WRITE(30,1005)
      WRITE(30,1900)
      WRITE(30,1910)
      WRITE(30,1920)
      DO 250 I = 1, NS
        FMEAN = ( HBMF(I)+FMAH(I)+HONDAM(I)+HONDA(I)+TOTF(I) ) / 5.0
        WRITE(30,1930) SPEED(I),HBMF(I), FMAH(I), TOTF(I), 
     >                 HONDA(I), HONDAM(I), FMEAN
 250  CONTINUE 
      WRITE(30,1005)
      CLOSE(20)
      CLOSE(30)
C
C----    Format Statements
C
 1000 FORMAT(3X,76('='))
 1005 FORMAT(3X,76('='))
 1001 FORMAT(1H1)
 1002 FORMAT(' ')
 1010 FORMAT(3X, 14X,'LOTUS ENGINE FRICTION PROGRAM - FRIC ')
 1030 FORMAT(3X,33X,'INPUT DATA',/,3X,33X,10('~'))
 1040 FORMAT(3X,8X,A)
 1060 FORMAT(3X,2X,'Bore . . . . . . . . .',F9.2,' mm',
     >          4X,'Stroke . . . . . . . .',F9.2,' mm',/,
     >       3X,2X,'Compression Ratio  . .',F9.2,'   ',/,
     >       3X,2X,'No. of Cylinders . . .',I7,5X,
     >          4X,'No. of Main Bearings .',I7,5X )
C
 1100 FORMAT(/,5X,'Main Bearing Dimensions ',
     >        13X,'            User Specified Dimensions')  
 1110 FORMAT(/,5X,'Main Bearing Dimensions ',
     >        13X,'            Default for Inline Engine')  
 1120 FORMAT(/,5X,'Main Bearing Dimensions ',
     >        13X,'  Default for Vee One rod/thro Engine')  
 1130 FORMAT(/,5X,'Main Bearing Dimensions ',
     >        13X,'  Default for Vee Two rod/thro Engine')  
C
 1140 FORMAT(/,5X,'Big End Bearing Dimensions ',
     >        10X,'            User Specified Dimensions')  
 1150 FORMAT(/,5X,'Big End Bearing Dimensions ',
     >        10X,'            Default for Inline Engine')  
 1160 FORMAT(/,5X,'Big End Bearing Dimensions ',
     >        10X,'  Default for Vee One rod/thro Engine')  
 1170 FORMAT(/,5X,'Big End Bearing Dimensions ',
     >        10X,'  Default for Vee Two rod/thro Engine')  
C
 1200 FORMAT(3X,2X,'Bearing Diameter . . .',F9.2,' mm',
     >          4X,'Bearing Width. . . . .',F9.2,' mm')  
C
 1300 FORMAT(/,5X,'Valve Gear                 ',
     >        10X,'              OHV Pushrod with Rocker')  
 1310 FORMAT(/,5X,'Valve Gear                 ',
     >        10X,'     DOHC with Direct Acting Follower')  
 1320 FORMAT(/,5X,'Valve Gear                 ',
     >        10X,'     SOHC with Direct Acting Follower')  
 1330 FORMAT(/,5X,'Valve Gear                 ',
     >        10X,'                 SOHC with Rocker Arm')  
 1340 FORMAT(/,5X,'Valve Gear                 ',
     >        10X,'            SOHC with Finger Follower')  
C
 1400 FORMAT(5X,'Flat Follower              ')
 1410 FORMAT(5X,'Roller Follower            ')
C
 1500 FORMAT(3X,2X,'Number of Valves/Cyl .',I7,5X,     
     >          4X,'Maximum Valve Lift . .',F9.2,' mm')  
 1540 FORMAT(/,5X,'Cam Bearing Dimensions     ',
     >        10X,'            User Specified Dimensions')  
 1550 FORMAT(/,5X,'Cam Bearing Dimensions     ',
     >        10X,'                  Default Dimensions ')  
 1560 FORMAT(/3X,2X,'Load Fraction  . . . .',F9.2 )     
C
 1600 FORMAT(/3X,'Results',/,3X,7('~'))
C
 1700 FORMAT(/1X,'Engine Speed  Rotating    Recip.  ',
     >              'Valve Train  Auxilary   Total ' )
 1710 FORMAT( 1X,'  (RPM)       (Bar)      (Bar)   ',
     >              '   (Bar)       (Bar)     (Bar) ')
 1800 FORMAT(2X,F6.0,3X,2(1X,G11.4),1X,G10.4,
     >       1X,G11.4,1X,G10.4,1X,G10.4)
 1810 FORMAT(1X,F6.0,7G9.4)
C
 1900 FORMAT(/3X,2X,'Comparision of Friction Models ')
 1910 FORMAT(/1X,'Engine Speed  H.B.MOSS    M & H   ',
     >              'Pat.&Hey     Honda     Mod.Honda    Mean ' )
 1920 FORMAT( 1X,'  (RPM)       (Bar)      (Bar)   ',
     >              '   (Bar)       (Bar)      (Bar)     (Bar) ')
 1930 FORMAT(2X,F6.0,3X,2(1X,G11.4),1X,G10.4,
     >       1X,G11.4,1X,G10.4,1X,G10.4,1X,G10.4)
C
       STOP
       END
C************************************************************
C     END OF ROUTINE
C************************************************************
      SUBROUTINE DCSTR1 ( STR, ITYP, IV, RV, SSTR, N, MXN )                     
C                                                                               
C     This Routine deciminates the string STR into arrays                       
C     of INTEGER = IV, REAL = RV, STRING = SSTR                                 
C     N is returned as the number of elements returned in the array             
C     and MXN is given as the max possible no of elements in array              
C                                                                               
      CHARACTER*1 SPACE, COMMA, SCOLON                                          
      CHARACTER*2 QUOTES                                                        
      CHARACTER*4 TERMS                                                         
      CHARACTER*16 NUMS                                                         
      CHARACTER*13 INTS                                                         
C                                                                               
      PARAMETER ( SPACE =' ', COMMA=',', SCOLON=';')                            
      PARAMETER ( QUOTES='''"' )                                                
      PARAMETER ( TERMS =' ,;<TAB>' )                                           
      PARAMETER (  NUMS ='0123456789.-+ED ')                                    
      PARAMETER (  INTS ='0123456789-+ ')                                       
C                                                                               
      DOUBLE PRECISION RMAX1, RMINI                                             
C                                                                               
      PARAMETER ( RMAX1=(2.0**31 - 1), RMINI=-(2.0**31) )                       
C                                                                               
C *** DUMMY ARGUMENTS                                                           
C                                                                               
      CHARACTER*(*) STR                                                         
      CHARACTER*(*) SSTR(MXN)                                                   
C                                                                               
      INTEGER ITYP(MXN), IV(MXN)                                                
      REAL    RV(MXN)                                                           
C                                                                               
C *** LOCAL VARIABLES                                                           
C                                                                               
      CHARACTER*1 CH, LT, SQ                                                    
      CHARACTER*3 W                                                             
      LOGICAL Q, S, NS, IS, END                                                 
      DOUBLE PRECISION RVAL                                                     
C                                                                               
C *** STATEMENT FUNCTIONS                                                       
C                                                                               
      LOGICAL TERM, QUOTE, NUMBER, INTEGR, ETERM, EREAD                         
C                                                                               
      TERM(CH)  = ( INDEX (  TERMS, CH ).NE. 0 )                                
      QUOTE(CH) = ( INDEX ( QUOTES, CH ).NE. 0 )                                
      NUMBER(CH)= ( INDEX (   NUMS, CH ).NE. 0 )                                
      INTEGR(CH)= ( INDEX (   INTS, CH ).NE. 0 )                                
      ETERM(CH) = ( CH .EQ. SPACE )                                             
      EREAD(J)  = ( ( (L-1).EQ.(J-1)) .OR. TERM( STR(I+J:I+J) ) )               
C                                                                               
C *** BEGIN                                                                     
C                                                                               
      L = LENSTR( STR )                                                         
C                                                                               
C *** INITIALISE OUTPUT ARRAYS AND WORKING VALUES                               
C                                                                               
      DO 10 I = 1, MXN                                                          
         ITYP(I)= 0                                                             
         IV(I)  = 0                                                             
         RV(I)  = 0.0                                                           
         SSTR(I)= SPACE                                                         
 10   CONTINUE                                                                  
C                                                                               
      END = .FALSE.                                                             
      S   = .FALSE.                                                             
      Q   = .FALSE.                                                             
      LT  =  COMMA                                                              
      N   =  0                                                                  
      IL  =  0                                                                  
      I   =  0                                                                  
C                                                                               
C *** IF STRING EMPTY RETURN                                                    
C                                                                               
      IF ( L.EQ.0 ) RETURN                                                      
C                                                                               
C *** CHARACTER PROCESSING LOOP STARTS HERE                                     
C                                                                               
  20  CONTINUE                                                                  
C                                                                               
C *** ADD 1 TO CHARACTER POINTER                                                
C                                                                               
      I = I + 1                                                                 
C                                                                               
      IF ( I.GT.L ) THEN                                                        
C ***    HAVE REACHED END OF STRING                                             
         END = .TRUE.                                                           
         CH  = SPACE                                                            
      ELSE                                                                      
C ***    THERE ARE MORE CHARACTERS IN STRING                                    
         CH = STR(I:I)                                                          
      ENDIF                                                                     
C                                                                               
      IF ( Q ) THEN                                                             
C                                                                               
C ***     CURRENTLY PASSING A QUOTE STRING                                      
C                                                                               
          IF ( END.OR.(CH.EQ.SQ) ) THEN                                         
C ***        THIS IS END OF IT                                                  
             Q = .FALSE.                                                        
             N = N+1                                                            
             LT= SPACE                                                          
C                                                                               
             IF ( N.LE.MXN ) THEN                                               
C ***           THERE IS ROOM TO STORE IT                                       
                ITYP(N) = IB-I                                                  
                SSTR(N) = STR( IB:IL )                                          
             ENDIF                                                              
C                                                                               
          ENDIF                                                                 
C                                                                               
      ELSE IF ( S ) THEN                                                        
C                                                                               
C ***    WE ARE PROCESSING NORMAL STRING                                        
C                                                                               
         IF ( END.OR.TERM(CH) ) THEN                                            
C ***      THIS IS THE END OF IT                                                
           S  = .FALSE.                                                         
           N  = N+1                                                             
           LT = CH                                                              
           IT = 0                                                               
C ***      ASSUME NULL TYPE ( STRING REALLY )                                   
           IF ( CH .EQ. SCOLON ) END=.TRUE.                                     
C                                                                               
           IF ( NS ) THEN                                                       
C ***         WE WILL TRY TO INTERPRET STRING AS A NUMBER                       
              WRITE(W,'(I3)') I-IB                                              
C                                                                               
              IF ( IS ) THEN                                                    
C ***            TRY INTEGER READ FIRST                                         
                 IOS=0                                                          
                 READ(STR(IB:IL),'(I'//W//')',IOSTAT=IOS) IVAL                  
              ELSE                                                              
                 IOS=-1                                                         
              ENDIF                                                             
C                                                                               
              IF ( IOS.EQ.0 ) THEN                                              
C ***            INTEGER READ GOOD                                              
                 IT = 1                                                         
              ELSE                                                              
C ***            INTEGER READ FAILED TRY FORMAT                                 
                 IOS = 0                                                        
                 READ(STR(IB:IL),'(F'//W//'.0)',IOSTAT=IOS) RVAL                
C                                                                               
                 IF (IOS.EQ.0) THEN                                             
C ***               REAL READ WAS GOOD                                          
                    IT = 2                                                      
C ***               ASSUME INTEGER RANGE FOR THE MOMENT                         
                 ELSE                                                           
C ***               REAL READ FAILED TRY E FORMAT                               
C ***               READ INCLUDING THE TERMINATOR AND THE NEXT ONE              
C ***               OR TWO CHARS                                                
C ***               FOR ANY CHANCE OF SUCESS THE CURRENT TERMINATOR             
C ***               MUST BE A SPACE AND THE SECOND OR THIRD CHARACTER           
C ***               MUST BE A TERMINATOR                                        
C                                                                               
                    IF (.NOT.END .AND. ETERM(LT) .AND..NOT.IS ) THEN            
                       IE=0                                                     
                       IF ( EREAD(2) ) THEN                                     
                          IE=2                                                  
                       ELSE IF ( EREAD(3) ) THEN                                
                          IE=3                                                  
                       ENDIF                                                    
C                                                                               
                       IF (IE.NE.0) THEN                                        
C ***                     TRY READING WITH E FORMAT                             
                          WRITE(W,'(I3)')(I-IB)+IE                              
                          IOS=0                                                 
                          READ(STR(IB:IL+IE),                                   
     >                         '(E'//W//'.0)',IOSTAT=IOS) RVAL                  
                          IF (IOS.EQ.0) THEN                                    
C ***                        E FORMAT READ GOOD                                 
                             IT = 2                                             
                             I  = I+IE                                          
                             IL = I-1                                           
                             IF (I.GT.L) END =.TRUE.                            
                             IF (   END)   LT= SPACE                            
                             IF (.NOT.END) LT= STR(I:I)                         
                             IF (LT.EQ.SCOLON) END = .TRUE.                     
                          ENDIF                                                 
                       ENDIF                                                    
                    ENDIF                                                       
                 ENDIF                                                          
              ENDIF                                                             
           ENDIF                                                                
C                                                                               
           IF (N.LE.MXN) THEN                                                   
C ***         THERE IS ROOM TO STORE ENTITY                                     
              IF ( IT.GT.0 ) THEN                                               
C ***            NUMERIC VALUE FOUND                                            
                 IF ( IT.EQ.1 ) THEN                                            
C ***               IT WAS AN INTEGER                                           
                    RVAL = FLOAT ( IVAL )                                       
C                                                                               
                 ELSE                                                           
C ***               IT WAS A REAL. GET THE NEAREST INTEGER VALUE                
C ***               IF THAT WAS NOT TOO BIG                                     
                    IF (     (RVAL.LE.RMAXI)                                    
     >                  .AND.(RVAL.GE.RMINI) ) THEN                             
                       IVAL = NINT(RVAL)                                        
                    ELSE                                                        
C ***                  THE VALUE IS OUTSIDE INTEGER RANGE                       
                       IVAL=0                                                   
                       IT = 3                                                   
                    ENDIF                                                       
C                                                                               
                 ENDIF                                                          
C                                                                               
                 ITYP(N) = IT                                                   
                 IV(N)   = IVAL                                                 
                 RV(N)   = RVAL                                                 
                 SSTR(N) = STR(IB:IL)                                           
C                                                                               
                 ELSE                                                           
C ***               NUMERIC VALUE NOT FOUND                                     
                    ITYP(N) = IB-1                                              
                    SSTR(N) = STR(IB:IL)                                        
                 ENDIF                                                          
              ENDIF                                                             
C                                                                               
           ELSE                                                                 
C ***         IT IS NOT THE END OF THE SUBSTRING                                
C ***         CHECK IF CURRENT CHARACTER IS NUMERIC                             
              IF ( .NOT.NUMBER(CH) ) NS=.FALSE.                                 
              IF ( .NOT.INTEGR(CH) ) IS=.FALSE.                                 
           ENDIF                                                                
C                                                                               
      ELSE                                                                      
C ***     WE ARE NOT PROCESSING A STRING                                        
          IF ( END.OR.(CH.EQ.SCOLON)) THEN                                      
C ***        THIS IS THE END                                                    
             END = .TRUE.                                                       
C ***        A FINAL COMMA INDICATES AN ADDITIONAL NULL ARGUEMENT               
C            IF (LT.EQ.COMMA) N=N+1                                             
C                                                                               
          ELSE                                                                  
C ***        THIS IS NOT THE END                                                
             IF ( TERM(CH) ) THEN                                               
C ***          THIS IS NOT THE START OF A NEW STRING                            
               IF (CH.EQ.COMMA) THEN                                            
C ***             IF THE LAST CHARACTER WAS A COMMA                             
C ***             THIS REPRESENTS A NULL ENTITY                                 
                  IF ( LT.EQ.COMMA ) N=N+1                                      
                  LT = COMMA                                                    
C ***             LAST TERMINATOR IS NOW A COMMA                                
               ENDIF                                                            
             ELSE                                                               
C ***          MUST BE START OF NEW ENTITY                                      
               IF ( QUOTE(CH) ) THEN                                            
                  Q = .TRUE.                                                    
                  IB = I+1                                                      
                  SQ = CH                                                       
C ***             <SQ> IS STARTING HERE                                         
               ELSE                                                             
C ***             NORMAL STRING                                                 
                  S = .TRUE.                                                    
                  NS = NUMBER(CH)                                               
                  IS = INTEGR(CH)                                               
                  IB = I                                                        
               ENDIF                                                            
             ENDIF                                                              
          ENDIF                                                                 
      ENDIF                                                                     
C                                                                               
      IF ( END ) RETURN                                                         
C *** IF THE END RETURN                                                         
      IL = I                                                                    
C *** <IL> IS THE LAST CHARACTER PROCESSED                                      
      GO TO 20                                                                  
C *** GO AND DEAL WITH NEXT CHARACTER                                           
C *** END                                                                       
      END                                                                       
C                                                                               
C *********  END OF ROUTINE   ***********************                           
C                                                                               
       FUNCTION LENSTR(STR)                                                     
C                                                                               
C      This Function finds the Characters to the                                
C      The end of a character string                                            
C                                                                               
       CHARACTER*(*)STR                                                         
       LENS=LEN(STR)                                                            
C                                                                               
       DO 50 I=LENS,1,-1                                                        
          IF (STR(I:I).NE.' ')GO TO 60                                          
  50   CONTINUE                                                                 
C                                                                               
       LENSTR=0                                                                 
       RETURN                                                                   
C                                                                               
  60   CONTINUE                                                                 
C                                                                               
       LENSTR=I                                                                 
       RETURN                                                                   
C                                                                               
       END                                                                      
C                                                                               
C *********  END OF ROUTINE   ***********************                           
C

+$#>Data Checking Wizard 
Overview

The data checking wizard provides a tool that allows the user to check the validity the current data. A large number of checks are performed and a list is given for each data section, of the number of Errors, Warnings and Comments found in the current data. A message is given for each item in the list that identifies the particular data variable at ‘fault’.

The data checking wizard is run in one of two modes, either directly as a interactive window, or indirectly as a summary message dialogue.

The data checking wizard is run directly through the menu item Tools / Data-check Wizard. This displays a window that shows the list of messages in a scrollable text region adjacent to the appropriate data section icon.

The data checking wizard is run indirectly every time a calculation is performed, the data values are checked and if any discrepancies identified a simple summary of the number of errors, warnings and comments is displayed.

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>Data Checking Fail Types

Three fail types are used within the data checker, being Error, Warning and Comment. Due to the complexity of the data requirements and the inter dependency it is not always clear cut as to the appropriateness of a particular value or flag setting. Some solution types will use different data values and thus adds further vagaries to their validity.  

The first category of Error is used when a data value(s) or type is felt to be in error in all possible scenarios. Typical examples of this are failure to enter a value for a compulsory variable, or incorrectly entered, negative or out of range numbers.

The second category of Warning is used when a data value(s) or type is considered incorrect or not set, but that in some solution cases is not used and could therefore be acceptable. Typical examples of this are when a data value is not entered and therefore contains a zero value.    

The third category of Comment is used when a data value(s) is outside of the normal range. Where appropriate a data value will have a minimum and maximum value that set this normal range. Currently only the default set of ranges is available, but it is envisaged that later releases will also employ a user definable set of ranges.

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>Opening the Data Checking Wizard 

To open the data checking wizard select the menu Tools / Data-check Wizard from the main window menubar. Alternatively the Data Checking Icon can be selected.Whilst the wizard is open the icon remains indented and the pull down menu item is ‘ticked’.

When the wizard is initially opened, it checks the current data for discrepancies. Any that are found are identified by either the question mark or cross icons being displayed next to the scrollable text region for that data section. Data sections being identified by their appropriate icon. If no discrepancies have been identified in a data section the tick icon is displayed.

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>Closing the Data Checking Wizard 

To close the data checking wizard select either the ‘close’ icon at the top right corner of the wizard window, the wizard window menu at the top left, the menu item Functions / Close from the wizard menubar, or alternatively the Data Checking Icon can be un-selected.

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>Jumping to the Data Windows 

The data icons down the side of the data checking wizard can be used to open the data window for that data section, by simply selecting the required icon.

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>Updating the Data Checking Wizard Display

If the data checking wizard window has been left open whilst changes have been made to data, its display will potentially no longer reflect the true No. of errors, warnings and comments. To update the display select Functions / Update from the wizard menubar. The current data will then be checked and the wizard display updated. 

{button ,AL(`list4',0,"",`main')} Related Topics

+$#>The Default Data Checking Wizard Ranges

The following lists the default ranges for data values, used in the data checking wizard. Values outside of these ranges result in a Comment entry.

Vehicle Data	
Test Weight	kg	500	25000	
Wheelbase	m	0.5	25	
Front track	m	0.5	25	
Rear Track	m	0.5	25	
C of G Distance	m	-25	25	
C of G Height	m	-25	25	
Frontal Area	m2	0.25	250	
Drag Coeff	-	0	10	
Plan Area	m2	0	250	
Front Lift Coeff	-	-10	10	
Rear Lift Coeff	-	-10	10	
Air Density	kg/m3	1.0	1.5	

Dynamometer Data	
Inertia Class	kg	0	6000	
Constant	N	0	1000	
Velocity Term	N/m/s	-100	100	
Velocity2 Term	N/m2/s2	-10	10	

Tyre Data	
Rolling Radius	m	0.1	5	
Drive Efficiency	-	0.5	1	
Coeff of Slip	-	0.1	1.5	
Constant		0	1000	
Velocity Term		-10	10	
Velocity2 Term		-1	1	
Velocity3 Term		-0.1	0.1	
Velocity4 Term		-0.01	0.01	
Velocity5 Term		-0.001	0.001	

Driveline Data - Clutch or Torque Converter	
Declutch Speed	km/h	0	50	
Speed ratio	-	0	1	
Torque Ratio	-	0	5	
Input Capacity	rad/s/Nm	0	200	

Driveline Data - Torque Converter Idle Speed	
Speed Ratio	-	0	2	

Driveline Data - Final Drive	
Front Wheel Inertia	kg.m2	0	2	
Rear Wheel Inertia	kg.m2	0	2	
Drive Shaft Inertia	kg.m2	0	2	
Propshaft Inertia	kg.m2	0	2	
Final Drive Ratio	-	1	5	
Final Drive Eff.	-	0.5	1	

Gearbox Data - Gearbox Specification	
Max. Input Torque	Nm	0	500	
Max. Input Speed	rpm	0	12000	
Gear Ratio	-	0	6	
Gear Efficiency	-	0.5	1	
Gear Inertia	kg.m2	0.00005	1	

Gearbox Data - Gear Losses	
Speed	rpm	500	12000	
Load Fraction	-	0	1	
Torque Loss	Nm	0.002	50	

Engine Data - Engine	
Bore	mm	20	200	
Stroke	mm	20	200	
No. of Cylinders 	-	1	20	
Idle Speed	rpm	300	4000	
Maximum Speed	rpm	1000	12000	
Engine Inertia	kg.m2	0.001	1	
Engine Speed	rpm	500	12000	
Engine Torque	Nm	10	1000	
Compression Ratio	-	4	25	

Engine Data - Catalyst	
HC Maximum Eff.	-	0	1	
NOx Maximum Eff.	-	0	1	
CO Maximum eff	-	0	1	
HC Time to Max Eff	s	0	100	
NOx Time to Max Eff	s	0	100	
CO Time to Max Eff	s	0	100	
HC Warming Time	s	0	200	
NOx Warming Time	s	0	200	
CO Warming Time	s	0	200	

Engine Data - Warm-Up	
HC Warm-up Factor		0	200	
NOx Warm-up Factor		0	200	
CO Warm-up Factor		0	200	
HC Factor Time	s	0	100	
NOx Factor Time	s	0	100	
CO Factor Time	s	0	100	
HC Accel Factor		0	200	
NOx Accel Factor		0	200	
CO Accel Factor		0	200	

Engine Data - Auxiliaries	
Drive Ratio	-	0	200	
Rotational Inertia	kg/m2	0	200	
Speed	rpm	0	12000	
Torque	Nm	0	200	

Engine Data - Grid Analysis	
Speed	rpm	0	12000	
Torque	Nm	0	1000	

Engine Data - Primary Drive	
Drive Ratio	-	0	20	
Drive Efficiency	-	0.5	1	

Hybrid Data	
Max. Capacity	kW.h	10	1000	
Min. capacity	kW.h	0	1000	
Max. Out. Torque	Nm	0	1000	
Max In Torque	Nm	0	1000	
Output Efficiency	-	0.1	1	
Input efficiency	-	0.1	1	
Capacity at Start	kW.h	0	1000	

Driver Data	
Cornering Eff.	-	0.5	1	
Braking Eff	-	0.5	1	
Braking Balance	-	0.5	1	
Gear Shift Time	s	0.1	5	
Min Shift Interval	s	0.1	5	

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+$#>Column Write Wizard
Overview

The column write wizard allows the user to generate an ASCII column file from the Lotus Vehicle Simulation results that are currently displayed on the graphs. This then provides a route for processing and plotting of the results in external applications such as Excel.

The format of the columns can be controlled to be set as real or integer and in the case of real numbers in either E or F format with the number of decimal points defined.

Simple scaling and shifting can also be applied to individual columns.

The column delimitation can be set to either space, tab or comma.

Only data currently loaded and displayed on a results graph can be saved through the column wizard, since the selection of the columns is based on picking from the graph’s X or Y axes.

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+$#>Opening the Column Write Wizard

To display the column write wizard select the menu item Tools / Column Write Wizard. (Note; that this window will ignore selection of menu items outside of its own window, and thus must be closed before any other Lotus Vehicle Simulation window can be accessed) .

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+$#>Closing the Column Write Wizard

To close the column write wizard and return to Lotus Vehicle Simulation select either the ‘close’ icon at the top right corner of the write wizard window, or ‘close’ from the write wizard window menu at the top left corner. Closing the column write wizard will lose all current settings.

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+$#>Defining the Column Data

To define the column data the user must first load and display the required data on a results graph, since column selection is based on picking from the graph’s X or Y axes.

Set the number of columns required in the appropriate value box then step through each column using the arrow icons and entering the required settings.

Default values are pre-set for scale, shift, format width, number of decimal points and format specifier at each column, these can modified as required. The user must select the required axis from x-axis, y-axis 1, y-axis 2, y-axis 3 and y-axis 4, and the required position from 1 to 5. 

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+$#>Data Manipulation

Individual columns can be scaled and/or shifted before being written out. 

To scale a column, display its settings using the arrow icons then enter the required scale value in the scale factor box.

To shift a column, display its settings using the arrow icons then enter the required shift value in the shift box.

If both scale and shift are applied to a column the values are scaled first then shifted.

The default values apply a scale factor of 1 and a shift of 0.

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+$#>Controlling the Column Format

The output format of an individual column’s values written to a file can be controlled via the format setting values.

All graph values are handled as real numbers but can be written as either integers or reals.

If writing out as Integers they can be in either integer form or nearest integer form, (i.e. Fortran syntax INT and NINT).  To set a column to integer or nearest integer select from the Format Specifier the I Format option and set the Format Width to be wide enough for the largest number. Selecting the I format option will automatically set the number of decimal places to zero,if the nearest integer value is required this should be set to -1. (note that setting to integer or nearest integer can be done directly by simply editing the No. of Decimal points to 0 or -1 as required rather than using the Format Specifier pull down menu. Integer values are output padded with leading blanks.

If writing out as reals they can be in either floating point of exponent format. To set a column to real select from Format Specifier the F Format option for floating point or the E Format for the exponent format, then set the Format Width to be wide enough for the largest number and the required number of decimal places. Real numbers are rounded to the last decimal place and padded with leading blanks.

If the values exceed the defined format width specified they will be output as ‘*******’, and users should thus be wary of  defining too small a column width. This mimics the standard Fortran output behaviour.

By default the column values are written in F Format with a format width of 12 and number of decimal points as 4.

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+$#>Setting the Columns as Graph …

To set the settings of  the column data wizard to be such that they produce a listing of a currently displayed particular graph, the user could set the number of columns and then toggle through the settings for each column picking the axis as x-axis then the appropriate y-axis. for each position until they had all been selected in turn. 

Alternatively select Options / Set as graph and chose the required graph. This will then define the no of valid columns and their settings. It will only ‘add in’ axis that are both switched on and have data values loaded. Thus if no results are currently loaded, no columns will be set to ‘on’. The format settings for columns added in this way, will be set to the default settings. Thus this option defines the settings to produce a column file for all lines currently displayed on the selected graph.

The number of columns that will be loaded is given by,
 
		the number of active positions x ( X-axis +  Y-axes {if active} )

(note, Individual results files are stored in a position from 1 to 5 to provide a method of cross plotting results from different runs.)

(note, The x-axis values from each position file may not be the same and thus the x-axis values for each position file are included in the listing.)

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+$#>Setting the Columns as Position …

To define the settings such that it will produce a column file for all lines currently displayed from a given position, select Options / Set as Position and chose the required position. This will then define the no of valid columns and their settings. It will only ‘add in’ axis that are both switched on and have data values loaded. Thus if no results are currently loaded, no columns will be set to ‘on’. The format settings for columns added in this way, will be set to the default settings. 

The number of columns that will be loaded is given by,
 
		X-axis + number of active Y-axes (for the selected position)

(note, Individual results files are stored in a position from 1 to 5 to provide a method of cross plotting results from different runs.)

(note, The x-axis values from each position file may not be the same.)

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+$#>Setting the Column Delimiter

Columns files created by this wizard can be separated by either spaces, tabs or commas. 

The default setting is to use a space between each column.

To change the delimiter, select Delimiter and the required item from the wizard menubar.

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+$#>Saving the Column Data to File

To save the defined column data to a file enter the required name into the Filename box and select the Write button. The file browser icon can also be used to locate the required destination filename. The user is warned if this action will overwrite an existing file.

The default file extension types are ‘*.prn’ for space delimited files, ‘*.txt’ for tab delimited files and ‘*.csv’ for comma separated files. (These are in-line with Excel file extensions).

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+$#>Track Builder / Viewer Tool 
Overview

The track builder and viewer tool allows the user to either create a new track model or view and modify an existing track model. The ‘standard’ track models can also be loaded directly into the viewer. The track is defined as a series of ‘straights’ and ‘curves’ with appropriate properties being defined for these sections.

The current maximum number of track sections that can be defined is 250.

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+$#Opening the Track Builder / Viewer Tool

To display the track builder window select the menu item Tools / Track Builder/Viewer. (Note; that this window will ignore selection of menu items outside of its own window, and thus must be closed before any other Lotus Vehicle Simulation window can be accessed) . 

{button ,AL(`list2',0,"",`main')} Related Topics

+$#Closing the Track Builder / Viewer Tool

To close the track builder window and return to Lotus Vehicle Simulation select either the ‘close’ icon at the top right corner of the track window, the track window menu at the top left or alternatively select the menu item File / Close from the track builder menubar. Closing the track window will lose all unsaved data.

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+$#Track Data Variables

There are two basic track types, straights and curves, with up to seven variables being used to define each track section, (not all being valid for each type). The values are displayed in the window spread sheet under the following headings.

1) Feature: (integer) Identifies the track section as being either a straight (1) or a curve (2). Acceptable integer values are 1 or 2.
2) Gradient: (real) (deg) Sets the gradient of track on this feature in degrees relative to the horizontal.
3) Camber: (real) (deg) Sets the camber of track on this feature in degrees to the horizontal. A positive No. is such that the track to the right hand side of the driver is raised.
4) Dimension: (real) (M) Defines the feature dimension. For straights this set the length of the straight, for curves it set the radius of the curve.
5) Angle: (real) (deg) Not used for straights, for curves it defines the angle of the curve segment.  
6) Width: (real) (M) Defines the width of the track.(this variable is not used at present)
7)Vmax: (real) (Km/h) Defines the maximum velocity permited on this track section. If Vmax = 9999.0 then the maximum achievable velocity is permitted.

The number of track sections controls the spread sheet such that only the defined number of sections are editable.

The Maximum time step defines the maximum time step (s) to be used by the solver.

{button ,AL(`list2',0,"",`main')} Related Topics

+$#Loading and Saving Track Files

To load an existing track file select File / Open from the track builder menubar. The file browser is displayed with the default file extension being *.ord. Browse and select the required file, the file is then read and the track data loaded into the window. Note that existing track data will be overwriten and if required should be saved before opening another file, (the user is reminded of this via a message box).

Selecting File / New from the track builder menubar will delete the current track data, and if required should be saved before creating a new track.

To save the current track select either File / Save or File / Save_As from the track builder menubar. The Save option will, if appropriate, save the track data to the current filename. The current filename being displayed at the top of the track builder window. The Save_as option will display the file browser to allow the required filename to be entered.

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+$#Loading Standard Track Files

The ‘standard’ track files can be loaded into the track builder by selecting File / Load Standard from the track builder menubar and chosing the required track from the presented alternatives. This data can then be edited and saved to a user specified file just like any other user defined track file. The ‘standard’ track files are those that are given within the calculation setup window, namely
1)  Oval
2)  Lotus Test Track
3)  Snetterton Race Circuit - Norfolk

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+$#Inserting and Deleting Track Sections

To add further sections to the end of a partially defined currently displayed track, edit the value for the No. of track sections to reflect the new required total number of track sections. Editing the No. of track sections value alters the scrollable spread sheet display such that the additional sections can be entered into the display.

To insert a new track section into the middle of an existing displayed track, select Edit / Insert Section from the track builder menubar. You are then prompted for the position in the list at which to insert the new section. The new section is inserted immediately before the entered section No. The number of track sections is increased by one, the existing sections being shuffled and renumbered. The values for this new section should then be entered into the spread sheet.

To delete a track section from an existing displayed track, select Edit / Delete Section from the track builder menubar. You are then prompted for the section No. in the list that you wish to delete. This track section is then removed from the list, the number of track sections automatically reduced by one and the remaining track sections being shuffled and renumbered. 

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+$#Setting the Track View

The displayed track’s view can be manipulated via the ‘zoom’ and ‘autoscale’ functions, to enable a portion or all of the track to be viewed. 

To zoom in on the display select View / Zoom from the track builder menubar, then with the mouse select one corner of the required area with the left mouse button, then drag the rubber band box and select the other corner, again with the left mouse button. The display is then redrawn showing the selected area. Using the right mouse button for either of the selections cancels the zoom action. The zoom function will not distort the true aspect ratio, the correct relationship between x and y dimensions being maintained.

To display the entire track select View / Autoscale from the track builder menubar. The display will be redrawn to display the complete track, again the correct aspect ratio is maintained.

To reflect changes made to data in the spread sheet on the graphical display, the graphics needs to be refreshed. Select View / Refresh from the track builder menubar, the display will be redrawn using the current view settings and data values.

To assist in identifying track sections the section number as used in the spread sheet can be displayed on the graphical display. To toggle the visibility select View / Section No. from the track builder menubar, a tick indicates that the visibility is on.

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+$#Track File Format

User defined track files are stored as ASCII data with the following format.

Record 1:  NSECT, TSTEP

where 	NSECT  	(integer) (max 50). Number of track sections.
         	TSTEP 		(real). (s) Maximum solver time step.

Record 2:  IFEAT, GRAD, CAMB, DIM, ANG, WIDTH, VMAX

where	IFEAT		(integer).Identifies the track section as being either a straight (1) or a curve (2). Acceptable integer values are 1 or 2.
		GRAD		(real) (deg) Sets the gradient of track on this feature in degrees relative to the horizontal.
		CAMB		(real) (deg) Sets the camber of track on this feature in degrees to the horizontal. A positive No. is such that the track to the right hand side of the driver is raised.
		DIM		(real) (M) Defines the feature dimension. For straights this set the length of the straight, for curves it set the radius of the curve.
		ANG		(real) (deg) Not used for straights, for curves it defines the angle of the curve segment.
		WIDTH		(real) (M) Defines the width of the track.(this variable is not used at present)
		VMAX		(real) (Km/h) Defines the maximum velocity permited on this track section. If Vmax = 9999.0 then the maximum achievable velocity is permitted.

	Record 2 is repeated for each track section

The following lines show the user track file for the Lotus test Track

           13    0.100000
      1.00000        0.000000E+00    0.000000E+00     426.500           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     187.000        -70.0000         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     875.000           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     53.0000        -180.500         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     617.500           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     314.000         42.5000         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     195.000           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     283.000         31.0000         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     184.000           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     131.000        -39.0000         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     32.0000           0.0000         10.0000         9999.00
      2.00000        0.000000E+00    0.000000E+00     37.7428        -144.000         10.0000         9999.00
      1.00000        0.000000E+00    0.000000E+00     144.129           0.0000         10.0000         9999.00

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+$#>Copying the Track Display to the Clipboard 

To copy the displayed picture from the track builder to the clipboard select the View / Copy to Clipboard menu option from the track builder menubar. The image can then be pasted from the clipboard into a number of proprietary windows applications, e.g. Powerpoint.

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+$#>Cycle Builder / Viewer Tool 
Overview

The cycle builder and viewer tool allows the user to either create a new emissions cycle or view and modify an existing emissions cycle. The ‘standard’ emissions cycles can also be loaded directly into the viewer. The cycle is defined by a series of time points, the points being set at an equal time increment. For each time step the velocity and gear is defined.

The current maximum number of time steps that can be defined is 2000.

The velocity time history uses color to identify the defined gear. The default colors for neutral and the first 5 gears are as follows;
		neutral = red, 1st = orange, 2nd = yellow, 3rd = green, 4th = cyan, 5th = blue

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+$#Opening the Cycle Builder / Viewer Tool

To display the cycle builder window select the menu item Tools / Cycle Builder/Viewer. (Note; that this window will ignore selection of menu items outside of its own window, and thus must be closed before any other Lotus Vehicle Simulation window can be accessed) .

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Closing the Cycle Builder / Viewer Tool

To close the cycle builder window and return to Lotus Vehicle Simulation select either the ‘close’ icon at the top right corner of the cycle window, the cycle window menu at the top left or alternatively select the menu item File / Close from the cycle builder menubar. Closing the cycle window will lose all unsaved data.

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+$#Cycle Data Variables

The cycle data consists of a series of points at constant time step increments starting from zero seconds. At each time point the vehicle velocity and gear No. is defined. The values are displayed in the window spread sheet under the following headings.

1) Time: (real) (s) Shows the time value for this point. It is not editable directly, being defined by the point number and the current input time step.
2) Speed: (real) (km/h) Sets the required velocity for this time point.
3) Gear: (integer) Sets the required gear for this time point.

The number of steps controls the spread sheet such that only the defined number of time steps are editable.

The input time step sets the time increment between succesive data points.

The solve time step defines the maximum time step (s) to be used by the solver.

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Loading and Saving Cycle Files

To load an existing cycle file select File / Open from the cycle builder menubar. The file browser is displayed with the default file extension being *.cyc. Browse and select the required file, the file is then read and the cycle data loaded into the window. Note that existing cycle data will be overwriten and if required should be saved before opening another file, (the user is reminded of this via a message box).

Selecting File / New from the cycle builder menubar will delete the current cycle data, and if required should be saved before creating a new cycle.

To save the current cycle select either File / Save or File / Save_As from the cycle builder menubar. The Save option will, if appropriate, save the cycle data to the current filename. The current filename being displayed at the top of the cycle builder window. The Save_as option will display the file browser to allow the required filename to be entered.

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Loading Standard Cycle Files

The ‘standard’ cycle files can be loaded into the cycle builder by selecting File / Load Standard from the cycle builder menubar and chosing the required cycle from the presented alternatives. This data can then be edited and saved to a user specified file just like any other user defined cycle file. The ‘standard’ cycle files are those that are given within the calculation setup window, namely
1) USA  	Federal FTP75
			Federal Highway
			Federal FTP06
2) EURO	EURO
			EUDC
			EURO + EUDC
3) EURO (under powered)
			EURO
			EUDC
			EURO + EUDC
	4) JAPAN	Japanese 15 mode

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Inserting and Deleting Cycle Steps

To add further time steps to the end of a partially defined currently displayed cycle, edit the value for the No. of time steps to reflect the new required total number of time steps. Editing the No. of time steps value alters the scrollable spread sheet display such that the additional steps can be entered into the display.

To insert a new time step into the middle of an existing displayed cycle, select Edit / Insert Step from the cycle builder menubar. You are then prompted for the position in the list at which to insert the new time step. The new time step is inserted immediately before the entered step No. The number of time steps is increased by one, the existing steps being shuffled and renumbered. The values for this new time step should then be entered into the spread sheet.

To delete a time step from an existing displayed cycle, select Edit / Delete Step from the cycle builder menubar. You are then prompted for the step No. in the list that you wish to delete. This time step is then removed from the list, the number of time steps automatically reduced by one and the remaining time steps being shuffled and renumbered. 

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Setting the Cycle View

The displayed cycle’s view can be manipulated via the ‘zoom’ and ‘autoscale’ functions, to enable a portion or all of the cycle to be viewed. 

To zoom in on the display select View / Zoom from the cycle builder menubar, then with the mouse select one corner of the required area with the left mouse button, then drag the rubber band box and select the other corner, again with the left mouse button. The display is then redrawn showing the selected area. Using the right mouse button for either of the selections cancels the zoom action.

To display the entire cycle select View / Autoscale from the cycle builder menubar. The display will be redrawn to display the complete cycle.

To reflect changes made to data in the spread sheet on the graphical display, the graphics needs to be refreshed. Select View / Refresh from the cycle builder menubar, the display will be redrawn using the current view settings and data values.

{button ,AL(`list3',0,"",`main')} Related Topics

+$#Cycle File Format

User defined cycle files are stored as ASCII data with the following format.

Record 1:  NSTEP, TINC, TSTEP

where 	NSECT  	(integer) (max 50). Number of track sections.
        	TINC		(real) (s) Time step increment
         	TSTEP 		(real).(s) Maximum solver time step.

Record 2:  VELO, IGEAR

where	VELO		(real).(km/h) Sets the required velocity for this time point.
		IGEAR		(int) Sets the required gear for this time point.

	Record 2 is repeated for each time step

The following lines shows an extract from the top of the Euro EUDC cycle

    406     1.00000        0.500000
     0.000000E+00           1
     0.000000E+00           1
     0.000000E+00           1
     0.000000E+00           1
     0.000000E+00           1
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
     0.000000E+00           0
      …….
      …….

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+$#>Copying the Cycle Display to the Clipboard 

To copy the displayed picture from the cycle builder to the clipboard select the View / Copy to Clipboard menu option from the cycle builder menubar. The image can then be pasted from the clipboard into a number of proprietary windows applications, e.g. Powerpoint.

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+$#>DataBase Wizard 
Overview

The DataBase wizard provides a tool that allows data to be stored and retrieved at a component level, i.e. vehicle, engine, gearbox etc. rather than as a complete Lotus Vehicle Simulation file. The user can create these database files with specific read/write protection levels on them such that access to the data or the ability to overwrite/modify the data requires a password to be given. As further protection of the database files they are 'scrambled' to prevent direct reading of them, but users should be aware that these files could still be corrupted or deleted and regular backups should be performed to maintain data.

The database wizard breaks the Lotus Vehicle Simulation data down into three sections, Compulsory, Optional and Controllers, each of these sections has a number of components related to them. The compulsory section consists of those components that are compulsory within a Lotus Vehicle Simulation data file, they have the colour 'red' associated with them. The second section, optional, consists of the components that are optional within a Lotus Vehicle Simulation data file and have 'green' as their associated colour. The third section, controllers, contains data elements related to the control of the vehicle and use the 'blue' colour.

The components related to each section and their relevant icons are; 

Compulsory
{bmc bm59.bmp} 	Vehicle
{bmc bm60.bmp} 	Wheel and Tyre
{bmc bm61.bmp} 	Final Drive
{bmc bm62.bmp} 	Gearbox
{bmc bm63.bmp} 	Engine
{bmc bm64.bmp} 	Clutch

Optional
{bmc bm65.bmp} 	Torque Converter
{bmc bm66.bmp} 	Catalyst
{bmc bm67.bmp} 	Dynamometer
{bmc bm68.bmp} 	Primary Drive
{bmc bm69.bmp} 	Auxiliaries
{bmc bm70.bmp} 	Hybrid (simple)
{bmc bm71.bmp} 	Hybrid Battery
{bmc bm72.bmp} 	Hybrid Motor
{bmc bm73.bmp} 	Hybrid Generator
{bmc bm74.bmp} 	Hybrid Drive Regenerator

Controllers
{bmc bm75.bmp} 	Shift Maps
{bmc bm76.bmp} 	Driver
{bmc bm77.bmp} 	Hybrid Control

The 'component' approach employed in the database wizard means that any data that is used to define a component will, if entered, be saved/read when the component is saved or loaded. An example of this is the engine component that also includes 'Maps', 'Warm-up' and 'Grid' data sections. A full list of this connectivity is given below in terms of their data file keywords;

Vehicle		'Vehicle', 'Suspensions', 'Aerodynamics'
Wheel/Tyre		'Tyre', 'Xtyre', 'Drive'
Gearbox		'Gearbox', 'Gloss'
Engine			'Engine', 'Maps', 'Optimum', 'Eng_scale', 'Warm_up', 'Grid'
Hybrid Battery		'Hybpower', 'Hybloss', 'Hybbattery'
Hybrid Motor		'Hybpower', 'Hybloss'
Hybrid Generator	'Hybpower', 'Hybloss''
Hybrid Drive Regen	'Hybpower', 'Hybloss''

note also that some Lotus Vehicle Simulation data sections are common between a number of components. This has been necessary because of the original Lotus Vehicle Simulation data structure. A particular example of this is with the 'Wheel/tyre' component. The inertia values for the wheels are contained in the 'drive' data section these values are saved with the wheel component rather than the final drive component.

The database wizard allows for multiple database files to be opened, the details  of which can be displayed. The details and properties of individual components within a database can be viewed, edited or the component removed from the database. In addition any current 'Lotus Vehicle Simulation' data can be added to a database file.

The database wizard can be used to put together a complete Lotus Vehicle Simulation data file all in one go, or alternatively can be used to just select single components to add/replace that in your current Lotus Vehicle Simulation data.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Opening the DataBase Wizard

To open the DataBase wizard, select the menu item Tools / Database Wizard from the main menubar. When the wizard is open the pull down menu option is 'ticked' and all events in other windows ignored.

On initially opening the wizard no database files are open. Previously opened database files names are saved to the bottom of the DataBase menu on the wizards menubar.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>AClosing the DataBase Wizard

To close the DataBase wizard, select either the menu item File / Close from the wizards menubar, or close from the wizards top left window menu or the close symbol at the top right of the wizards window.

On closing the window all data settings within the wizard is lost and all opened database files are closed. Thus all settings are lost on close and will need to be re-set or files re-opened if required when the wizard is subsequently opened.

Depending on the method of closing the window and the state of the selected data, a message prompt may be displayed on closing. This prompt is informing the user that they have selected a component from a database file and that if this component data is to be transferred into the current Lotus Vehicle Simulation data, the 'make current' option should be used. This warning is only given if the menu item File / Close from the wizards menubar is used.

On closing the database wizard any open data windows are 'refreshed' to reflect any changes made to the Lotus Vehicle Simulation data.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Creating a New DataBase File

To create a new database file, with the database wizard open select the menu item DataBase / Create from the wizard menubar. The file browser is opened to allow the user to enter the required file name. The default extension for Lotus Vehicle Simulation database files is *.dbs. Note that you cannot select a file name of an existing file.

The create dialog box is then displayed through which the user selects whether to apply any protection to the file, give the file an entry name and use three lines of text to describe the contents or function of this particular database file, only the entry name is compulsory.

File protection can be one of 'none', 'write' or 'read and write'. If either of the last two options are selected, a password must be entered. Note that the password string is case sensitive.

Write protection implies that when ever a user tries to add a component to an opened database file they will be prompted for the required password. 'Read + Write' protection is similar to write protection in that a password is required to add a component to the database file but also that the password is required to initially open the database file.

Suggestions for what the entry name and text descriptions should be used for are, to provide easy identification of the database files contents, who created it and when, and whether it is a project specific file or not.

Selecting 'Ok' will then create the file and leave it opened. The database file name being added to the 'details' and 'close' pop-up menus.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Opening and Closing a DataBase File

An existing database file can be opened in one of two modes, as either 'exclusive' or 'add'. Exclusive as it implies will open the selected file closing all other open database files. The 'add' mode will open the selected file in addition to any already opened.

To open a existing database file, with the database wizard open select the menu item DataBase / Open (exclusive) or DataBase / Open (add) as required from the wizard menubar. The file browser is opened to allow the user to select the required file. The default extension for Lotus Vehicle Simulation database files is *.dbs.

The 5 most recently opened database files names are added to the bottom of the DataBase menu and these can be opened in 'add' mode by simply selecting the required file from the list.

If a database file has 'read' protection, the user is then prompted for the necessary password before the file will be loaded. Note that the password is case sensitive.

When a database file is opened in the 'exclusive' mode the database files that as a result are being closed are checked to see if any component has been 'added' from them. The user is then warned that closing this file will lose the 'added' component details. 

As database files are opened the file names are added to the Database / Close and Database / Details pull down menu lists.

To close a database file select the required file name from the Database / Close list. The user will be warned if this database file currently has a component 'added' from it, and that this selection will be lost.

{button ,AL(`list16',0,"",`main')} Related Topics 

+$#>Viewing a DataBase File

The details of an existing database file can be viewed by selecting the menu item DataBase / View from the wizard menubar. The file browser is opened to allow the user to select the required file. The default extension for Lotus Vehicle Simulation database files is *.dbs.

If a database file has 'read' protection, the user is then prompted for the necessary password before the file can be viewed. Note that the password is case sensitive.

The details of the particular selected database file are then displayed, giving filename, protection status, entry name and the descriptive strings.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Listing DataBase File Details

The details of an opened database file can be viewed by selecting the required filename from the list of opened files under the menu item DataBase / Details from the wizard menubar.

The details of the particular selected database file are then displayed, giving filename, protection status, file number, entry name and the descriptive strings.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Listing Details of a Component

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To display the details of a particular component, with the required component highlighted in the list select the 'details' button below the list. Alternatively again with the required component highlighted in the list use the right mouse button and select 'details' from the pop-up menu.

The details of the particular selected component are then displayed, giving the component type, its database filename, itas entry no. in the file, entry name and the descriptive strings.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Listing Properties of a Component

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To display the properties of a particular component, with the required component highlighted in the list select the 'properties' button below the list. Alternatively again with the required component highlighted in the list use the right mouse button and select 'properties' from the pop-up menu.

The properties of the particular selected component are then displayed, giving the entry name, descriptive strings and the associated data. The data is displayed in a scrollable text region, (non-editable), in the standard 'Lotus Vehicle Simulation' data file format.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Editing Properties of a Component

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To edit the properties of a particular component, with the required component highlighted in the list select the menu item Component / Edit from the wizard menubar,. Alternatively again with the required component highlighted in the list use the right mouse button and select 'edit' from the pop-up menu.

The properties of the particular selected component are then displayed, giving the entry name, descriptive strings and the associated data. The data is displayed in a scrollable editable text region, in the standard 'Lotus Vehicle Simulation' data file format.

The data, (and text strings), can be edited and the changes saved by selecting 'ok', the user is warned that this will permanently change the stored data, and if it is a component that has currently been 'added' to the database wizard model, that this will change the data selection. Selecting 'cancel will ignore any changes made. 

{button ,AL(`list16',0,"",`main')} Related Topics 

+$#>Removing a Component from a DataBase File

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To remove a particular component from an existing database file, with the required component highlighted in the list select the menu item Component / Remove from the wizard menubar,. Alternatively again with the required component highlighted in the list use the right mouse button and select 'remove' from the pop-up menu.

The user is warned that this will permanently removed the selected component from the database file, and if it is a component that has currently been 'added' to the database wizard model, that this will lose this data selection.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Adding a Component to a DataBase File

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To add a particular component to an existing database file the required database file must be open and be the only database file opened. The component data required to save should have been loaded into Lotus Vehicle Simulation as part of a conventional Lotus Vehicle Simulation data file.

From the wizard menubar select Component / Check-in and then the required component, if the required component is 'greyed' out then the data for that component has not been loaded into Lotus Vehicle Simulation.

The properties of the particular component to be added are then displayed, giving the entry name, descriptive strings and the associated data. The data is displayed in a scrollable editable text region, in the standard 'Lotus Vehicle Simulation' data file format. This data and text can be edited prior to adding to the database file. An entry name must be given.

Users should take every care to ensure that the data saved to a database file is both valid and clearly identified such that it can be safely recovered and used. Ideally data should have at least been checked with the data-checking wizard.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Selecting a Component from the DataBase

Within the database wizard the available components are listed for the current selected component type. The component type is set by selecting the required component from the component icons arranged under the three categories of 'Compulsory', 'Optional' and 'Controllers'. Selecting the required component will change the list title and update the list entries. To identify what component an icon represents select it with the right mouse button.

To add a particular component into your database wizard model, with the required component highlighted in the list select the 'add' button below the list. Alternatively again with the required component highlighted in the list use the right mouse button and select 'add' from the pop-up menu.

If this component type has already been 'added' you will be asked to confirm that you wish to replace your previous section with this selection.

To indicate that this component has been added to the wizard model the particular icon on the graphical display will change from white text on a coloured background to coloured text on a grey background. In this way you can clearly see which components have been selected.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Cancelling a Component Selection

To cancel the selection of a particular component in your database wizard model, select the required component by ensuring that the component icon on the graphical display portion of the wizard is 'indented', ( use left mouse button to select) . With the required component selected use the right mouse button and select 'remove' from the pop-up menu.

You will be asked to confirm that you wish to cancel your previous section, and the component will then be displayed as 'unselected'.

To indicate that this component has been 'unselcted'  from the wizard model the particular icon on the graphical display will change from coloured text on a grey background to white text on a coloured background. In this way you can clearly see which components are still selected.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>AListing Details of a Selected Component

To display the details of a selected component, select with the left mouse button from the graphical display on the wizard, the icon for the required component such that it is indented, (do not confuse the component icons at the top left of the wizard window with those on the graphical display. The icons on the top left are for setting the current component type when adding components to the wizard model, whilst those on the graphical display indicate which components have been added and allow specific functions to be applied to them). Use the right mouse button and select 'details' from the pop-up menu.

The details of the current selection for that component are then displayed, giving the component type, its database filename, itas entry no. in the file, entry name and the descriptive strings.

If no current selection exists for that component, the user is informed via a reduced pop-up menu.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>AListing Properties of a Selected Component

To display the properties of a selected component, select with the left mouse button from the graphical display on the wizard, the icon for the required component such that it is indented, (do not confuse the component icons at the top left of the wizard window with those on the graphical display. The icons on the top left are for setting the current component type when adding components to the wizard model, whilst those on the graphical display indicate which components have been added and allow specific functions to be applied to them). Use the right mouse button and select 'properties' from the pop-up menu.

The properties of the current selection for that component are then displayed, giving the entry name, descriptive strings and the associated data. The data is displayed in a scrollable text region, (non-editable), in the standard 'Lotus Vehicle Simulation' data file format.

If no current selection exists for that component, the user is informed via a reduced pop-up menu.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Making the Selected Data Current

To move the selected component data from the database wizard and copy it into your Lotus Vehicle Simulation data you must use the File / Make Current menu item from the database wizard menubar. This will extract the data values from the database files for the selected components and load them into the current Lotus Vehicle Simulation data. This will overwrite any current Lotus Vehicle Simulation data for the components selected. Note that the Lotus Vehicle Simulation data values for components not selected within the wizard are left unchanged, thus individual components can be extracted from database files and added to or replace existing components in your Lotus Vehicle Simulation data.

{button ,AL(`list16',0,"",`main')} Related Topics

+$#>Users Guide - File Formats

LOTUS VEHICLE SIMULATION uses several file types for the storage of data and results. These are:

·	*.car : Contains the model data eg. Chassis, engine and transmission specifications
·	*_n.crs : Text results file detailing modelled specification and simulation results
·	*_n.grs : Graphical results file containing complete simulation results
·	*_n.grd : Text results file containing grid simulation results
·	*.cyc : User drive-cycle datafile - created using cycle builder
·	*.ord : User track datafile - created using track builder
·	*.prn : Space delimited column format results file
·	*.txt : Tab delimited column format results file
·	*.csv : Comma delimited column format results file
·	*.stg :  STAGS graph files - for the Lotus graph plotting software program ‘STAGS’

For the ‘crs’, ‘grs’ and ‘grd’ files n is the Plot File Counter number which is incremented for each calculation, and the ‘*’ is the Test No. string supplied by the user, both are displayed in the vehicle data window.

+$#>Brief Explanations - Introduction

The three basic steps necessary to create and run a LOTUS VEHICLE SIMULATION vehicle simulation are;

	Step 1 Generate the model data through either editing the data values into the appropriate data windows, or load them from an existing data file.

	Step 2 Select the required solution type, defining any user specific track or cycle file and solve.

	Step 3 Load the simulation results as either textual or graphical displays to review the calculated values.

+$#>Brief Explanations - Generating a Model

Generating a model is the process by which the user identifies the modelling options required and sets the relevant data values. The data is for convenience broken down into eight major sub-sections, three of which are further sub-divided.

Each sub-section has its own window that can be opened through either the main pull down menus or the tool bar icons.

Some of the data sections are ‘optional’, where this is the case the sub section’s window will contain a combi-box to toggle the option ‘on’ and ‘off’. Optional data values will be ‘greyed’ out until their option is set ‘on’.

Where the data values are of a graphical nature the graph icon can be used to open the graphical display of the data for viewing, listing, printing etc.

Each required sub sections window should be opened in-turn and the required data values entered. Once entered, data values are retained even when that sub-section’s window is closed, data is only overwritten if a data file is ‘loaded’ or the ‘new’ file option is selected. The ‘new’ file option returns all modelling option settings to the defaults and zero’s all data values.

A number of the data variables are selected from a combi-box, this presents a fixed list of the available choices and helps to minimise data entry errors. The validity of the current defined data can be checked using the Data Checking Wizard which identifies by section, any data irregularities.

Spread sheet type forms are used for the entry of the 2d curves and 3d maps. The spread sheets support ‘cut and paste’ type functionality via the right mouse button, which can be used to speed up repetitive data entry. If the individual cells of a spread sheet are ‘greyed out’ this implies that either the relevant option is ‘off’ or that the necessary spread sheet dimension(s) variable has not been set. Where multiple curves or maps are employed ‘arrow’ icons are used to step through the defined data sets.

Existing data files can be loaded using either the file open icon, or by using the pull down menu options. Since the ‘*.car’ data files are ASCII text files and can thus be edited direct, two tools are provided within Lotus Vehicle Simulation to allow the user to either view the file or view and edit the data file. A direct link exists between these tools and the Lotus Vehicle Simulation data windows to allow data to be transferred between them without having to write and load data files.

{button ,AL(`list10',0,"",`main')} Related Topics

+$#>Brief Explanations - Solving a Model

The solve module controls which particular calculation run is performed from the available options. The user can specify a steady speed test, an acceleration test, an emissions test and a track test, with sub-options available with each. Sub solution options included setting the required shift map, identifying the particular emissions cycle or selecting the target acceleration.

To solve a model open the Calculation Set-up window and set the required solution run, setting any relevant sub options and solution run values.

Once the run has been defined selecting the run icon will perform the calculations, displaying either a simple progress bar or the animated results on the telemetry screen.

{button ,AL(`list9',0,"",`main')} Related Topics

+$#>Brief Explanations - Viewing Results

The Result File Viewer is a scrollable resizable text window that allows the user to load, read and print the Lotus Vehicle Simulation text results files. These text results files contain a summary of the input data, the solution type and the major results pertinent to the solution run.

{button ,AL(`list7',0,"",`main')} Related Text Results Topics

The Result Graph Viewer is a resizable graphics window that allows the user to load, plot and print the Lotus Vehicle Simulation graphical results files that contain up to 77 calculated variables. Within the window a maximum of four graphs can be plotted, either as individual plots or overlayed on a single graph. All graphs are plotted against a single common x-axis variable. Cross plotting of up to five graphical results can be employed to enable rapid presentation of trends and differences to be performed.

{button ,AL(`list8',0,"",`main')} Related Graph Results Topics

Once the calculation is complete the results either textual or graphical can be loaded into the appropriate window. 

For text results open the text results file viewer and load the required text results file, selecting load current will load the last runs text results.

For graph results open the graph viewer and load the required graphical results file, selecting load current will load the last runs graphical results.

If the variables displayed need to be changed, open the specify graph axes window and set the required axes. The Autoscale. Zoom and Axis Scales functions can be used to manipulated the actual displayed area.

Additional functionality can be used to cross plot the results against a previous run, list point values and generate hard copies of the graphs.

#>Naturally Aspirated / Turbocharged Simulation Input File

NATURALLY ASPIRATED SIMULATION INPUT FILE

ELAN 1.6 NA
SIMULATION
elana       301
VEHICLE
    1175.
    1.920       0.3300       0.0000E+00   0.0000E+00   0.0000E+00
    1.205
    2.250        1.000        1.000       0.7425       0.4200
TYRE
   0.2830
    2    1.000       0.9500
    10.00      -0.6418E-01   0.4274E-02   0.0000E+00   0.0000E+00   0.0000E+00
DRIVE
    1
   0.3692       0.3713
   0.1000E-04   0.0000E+00
    4.117       0.9700        2
GEARBOX
    5    200.0       0.0000E+00    2
    3.333       0.9600       0.3600E-03
    1.916       0.9600       0.1700E-03
    1.333       0.9600       0.1400E-03
    1.027       0.9500       0.1100E-03
   0.8290       0.9500       0.9000E-04
GSHIFT
    0
CLUTCH
    1    5.000
PDRIVE
    1.000        1.000        2
ENGINE
    1
    80.00        79.00        10.00        4    4   0.8200E-01
    1000.        7600.
   19
    1000.        7.980
    1400.        8.440
    1800.        8.900
    2200.        9.130
    2600.        9.440
    3000.        9.670
    3400.        9.900
    3800.        10.21
    4200.        10.55
    4600.        10.75
    5000.        10.59
    5400.        10.55
    5800.        10.44
    6200.        10.17
    6600.        10.00
    7000.        9.750
    7200.        9.670
    7400.        9.290
    7600.        8.910

TURBOCHARGED SIMULATION INPUT FILE

ELAN 1.6 TURBO
SIMULATION
elant       301
VEHICLE
    1191.
    1.920       0.3300       0.0000E+00   0.0000E+00   0.0000E+00
    1.205
    2.250       0.0000E+00   0.0000E+00   0.7425       0.4200
TYRE
   0.2830
    2    1.000       0.9500
    10.00      -0.6418E-01   0.4274E-02   0.0000E+00   0.0000E+00   0.0000E+00
DRIVE
    1
   0.3692       0.3713
   0.1000E-04   0.0000E+00
    3.833       0.9700        2
GEARBOX
    5    200.0       0.0000E+00    2
    3.333       0.9600       0.3600E-03
    1.916       0.9600       0.1700E-03
    1.333       0.9600       0.1400E-03
    1.027       0.9500       0.1100E-03
   0.8290       0.9500       0.9000E-04
GSHIFT
    0
CLUTCH
    1    5.000
PDRIVE
    1.000        1.000        2
ENGINE
    1
    80.00        79.00        10.00        4    4   0.8200E-01
    1000.        7000.
   13
    1000.        7.320
    1500.        10.52
    2000.        12.96
    2500.        14.42
    3000.        15.21
    3500.        15.61
    4000.        15.77
    4500.        15.77
    5000.        15.77
    5500.        15.57
    6000.        15.02
    6500.        14.30
    7000.        12.88

#>Naturally Aspirated / Turbocharged Simulation Results Files

NATURALLY ASPIRATED SIMULATION RESULTS FILE
===================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -    p2
                  Test No.  elana  Counter No.       1
                                   run at   10:37:45  on  26/ 5/98
====================================================================
 
           ELAN 1.6 NA
           SIMULATION
                                    RESULTS
                                    ~~~~~~~
   Vehicle Acceleration From Rest (Slip start)
 
   Total Cycle Time . . .     80.0 s
 
   Dist Travelled (nom) .   3570.0 m
   Dist Travelled (nom) .    3.570 km
   Dist Travelled (nom) .    2.218 miles
   Mean Power Developed .    84.70 kw
 
   Default Gear Shift Map
   No. of Gear Changes           4
 
   Time to Speed
      MPH      Time (s)  Ratio:1   RPM     KMH     Time (s)  Ratio:1   RPM
    0 -  10 =   0.891    3.333    4595.  0 -  10 =   0.551    3.333    4596.
    0 -  20 =   1.802    3.333    4593.  0 -  20 =   1.111    3.333    4595.
    0 -  30 =   2.877    3.333    6377.  0 -  30 =   1.678    3.333    4593.
    0 -  40 =   4.434    1.916    4840.  0 -  40 =   2.303    3.333    5291.
    0 -  50 =   6.300    1.916    6045.  0 -  50 =   3.001    3.333    6601.
    0 -  60 =   8.363    1.916    7245.  0 -  60 =   3.947    1.916    4512.
    0 -  70 =  11.320    1.333    5860.  0 -  70 =   5.073    1.916    5262.
    0 -  80 =  14.773    1.333    6693.  0 -  80 =   6.244    1.916    6011.
    0 -  90 =  18.931    1.333    7522.  0 -  90 =   7.492    1.916    6757.
    0 - 100 =  25.981    1.027    6430.  0 - 100 =   8.850    1.916    7497.
    0 - 110 =  36.120    1.027    7070.  0 - 110 =  10.798    1.333    5722.
                                         0 - 120 =  12.833    1.333    6240.
                                         0 - 130 =  15.064    1.333    6758.
                                         0 - 140 =  17.553    1.333    7274.
                                         0 - 150 =  21.001    1.027    5994.
                                         0 - 160 =  25.513    1.027    6392.
                                         0 - 170 =  31.099    1.027    6791.
                                         0 - 180 =  38.645    1.027    7189.
                                         0 - 190 =  53.345    1.027    7583.
 
   Time to Distance
                  Time (s)   Ratio:1    RPM          MPH        KMH
    400 M      =  16.5003    1.3330    7063.7      84.5     135.9
    1/4 Mile   =  16.5621    1.3330    7076.4      84.6     136.2
    Kilometre  =  30.4462    1.0270    6749.1     105.0     169.0
    Mile       =  42.8175    1.0270    7347.3     114.3     184.0
 
   Distance in Time
                   Distance in   3.0 seconds =   22.225 m
                   Distance in   5.0 seconds =   55.933 m
 
   Gear Change Points
    Distance (m)  Time (s)   Ratio:1    RPM          MPH        KMH
           30.1     3.5250    3.3330    7497.6      35.4      56.9
          152.2     9.0250    1.9160    7582.8      62.9     101.2
          514.9    19.4250    1.3330    7596.4      91.0     146.4
         2251.5    55.1244    1.0270    7599.9     118.4     190.5
 
   =====================================================================

TURBOCHARGED SIMULATION RESULTS FILE

=====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  elant  Counter No.       2
                                       run at   10:38:59  on  26/ 5/98
   ===================================================================
 
           ELAN 1.6 TURBO
           SIMULATION
                                    RESULTS
                                    ~~~~~~~
   Vehicle Acceleration From Rest (Slip start)
 
   Total Cycle Time . . .     80.0 s
 
   Dist Travelled (nom) .   4071.0 m
   Dist Travelled (nom) .    4.071 km
   Dist Travelled (nom) .    2.530 miles
   Mean Power Developed .   117.41 kw
 
   Default Gear Shift Map
   No. of Gear Changes           4
 
   Time to Speed
      MPH      Time (s)  Ratio:1   RPM     KMH     Time (s)  Ratio:1   RPM
    0 -  10 =   0.866    3.333    1994.  0 -  10 =   0.536    3.333    1825.
    0 -  20 =   1.736    3.333    3997.  0 -  20 =   1.081    3.333    2484.
    0 -  30 =   2.605    3.333    5995.  0 -  30 =   1.618    3.333    3725.
    0 -  40 =   3.787    1.916    4539.  0 -  40 =   2.157    3.333    4967.
    0 -  50 =   5.089    1.916    5669.  0 -  50 =   2.698    3.333    6209.
    0 -  60 =   6.535    1.916    6780.  0 -  60 =   3.440    1.916    4231.
    0 -  70 =   8.604    1.333    5482.  0 -  70 =   4.236    1.916    4935.
    0 -  80 =  10.841    1.333    6258.  0 -  80 =   5.050    1.916    5637.
    0 -  90 =  13.664    1.027    5408.  0 -  90 =   5.916    1.916    6331.
    0 - 100 =  17.399    1.027    6006.  0 - 100 =   6.919    1.365    6891.
    0 - 110 =  22.119    1.027    6601.  0 - 110 =   8.260    1.333    5353.
    0 - 120 =  29.885    0.829    5805.  0 - 120 =   9.589    1.333    5837.
    0 - 130 =  44.911    0.829    6286.  0 - 130 =  11.030    1.333    6318.
                                         0 - 140 =  12.651    1.333    6796.
                                         0 - 150 =  14.788    1.027    5600.
                                         0 - 160 =  17.162    1.027    5972.
                                         0 - 170 =  19.890    1.027    6342.
                                         0 - 180 =  23.194    1.027    6710.
                                         0 - 190 =  27.986    0.829    5712.
                                         0 - 200 =  34.876    0.829    6011.
                                         0 - 210 =  46.111    0.829    6310.
 
   Time to Distance
                  Time (s)   Ratio:1    RPM          MPH        KMH
    400 M      =  15.0697    1.0270    5646.9      94.0     151.3
    1/4 Mile   =  15.1253    1.0270    5656.0      94.1     151.5
    Kilometre  =  27.5386    0.8290    5688.5     117.6     189.2
    Mile       =  38.6500    0.8290    6133.4     126.8     204.1
 
   Distance in Time
                   Distance in   3.0 seconds =   23.566 m
                   Distance in   5.0 seconds =   61.012 m
 
   Gear Change Points
    Distance (m)  Time (s)   Ratio:1    RPM          MPH        KMH
           24.0     3.0250    3.3330    6924.4      34.7      55.9
          106.7     6.8250    1.9160    6972.7      61.8      99.4
          332.5    13.4250    1.3330    6993.7      89.6     144.2
          952.2    26.6249    1.0270    6998.2     116.7     187.9
 
   ============================================================================

#>Engine Inertia Data

The following curve provides a relatively general correlation for the relationship between engine inertia and the engine swept volume. This is a first approximation and can not be expected to provide close agreement for all types.

{bmc bm78.bmp}

#>Automatic Economy Simulation Input File
1.5L AUTOMATIC
ECONOMY STUDY
autotrans       301
VEHICLE
    1205.
    1.950       0.3800       0.0000E+00   0.0000E+00   0.0000E+00
    1.205
    2.450        1.000        1.000       0.8860       0.6000
DYNO
    1250.        345.0       0.0000E+00   0.8000E-01
TYRE
   0.2810
    1    1.000       0.9500
DRIVE
    2
   0.6770       0.6770
   0.0000E+00   0.0000E+00
    3.742       0.9600        2
GEARBOX
    4   0.0000E+00   0.0000E+00    2
    3.027       0.9800       0.4330E-01
    1.619       0.9800       0.4470E-01
    1.000       0.9800       0.7520E-01
   0.6940       0.9800       0.7870E-01
GSHIFT
    1
 Econ-Map
   10    1    3
   0.0000E+00
   0.0000E+00    12.00
    9.000        26.00
    9.000        35.00
    40.00        170.0
   0.4000
   0.0000E+00    12.00
    9.000        26.00
    14.00        35.00
    40.00        170.0
   0.7000
   0.0000E+00    12.00
    9.000        26.00
    19.00        35.00
    40.00        170.0
   0.7800
   0.0000E+00    12.00
    9.000        26.00
    20.00        65.00
    40.00        170.0
   0.8000
   0.0000E+00    12.00
    9.000        54.00
    20.00        86.00
    40.00        170.0
   0.8600
   0.0000E+00    12.00
    9.000        71.00
    30.00        110.0
    40.00        170.0
   0.9000
   0.0000E+00    12.00
    9.000        86.00
    48.00        130.0
    87.00        170.0
   0.9400
   0.0000E+00    12.00
    9.000        100.0
    66.00        154.0
    104.0        170.0
   0.9800
   0.0000E+00    12.00
    44.00        103.0
    75.00        170.0
    142.0        170.0
    1.000
   0.0000E+00    58.00
    44.00        103.0
    75.00        170.0
    142.0        170.0
    2    0
TORQUE CONVERTER
   11
  0.0000000E+00  0.1000000      0.2000000      0.3000000      0.4000000
  0.5000000      0.6000000      0.7000000      0.8000000      0.9000000
   1.000000
   2.280000       2.120000       1.960000       1.800000       1.640000
   1.480000       1.320000       1.160000       1.000000       1.000000
   1.000000
   23.30000       23.40000       23.60000       23.80000       24.10000
   24.80000       25.80000       27.10000       29.30000       37.40000
   1000.000
    1    1    1
    1.000        6000.        6000.        3200.        3200.
    2050.        2050.        1400.        1400.
    0
PDRIVE
    1.000        1.000        1
ENGINE
    1
    77.00        79.00        10.00        4    4   0.1261
    850.0        6500.
   16
    850.0        7.370
    1000.        7.620
    1400.        8.210
    1800.        8.800
    2200.        9.130
    2600.        9.880
    3000.        10.05
    3400.        9.800
    3800.        9.800
    4200.        10.14
    4600.        10.22
    5000.        9.800
    5400.        9.630
    5800.        9.130
    6200.        8.290
    6500.        7.120
MAPS
   16
    850.0        1000.        1400.        1800.        2200.
    2600.        3000.        3400.        3800.        4200.
    4600.        5000.        5400.        5800.        6200.
    6500.
   12
   0.1000E-01   0.8380        1.676        2.514        3.352
    4.190        5.028        5.866        6.704        7.542
    8.380        9.218
    1
    1    2   0.7500       0.4200E+05    1.00 FUEL  g/kW.h
   0.6973E+05    1008.        572.9        504.1        406.7
    368.3        351.8        368.3        376.6        408.3
    440.2        471.7
   0.5930E+05    816.3        462.1        381.0        340.1
    313.1        299.1        313.1        320.1        347.1
    374.2        401.0
   0.4781E+05    748.0        461.9        374.0        313.0
    299.0        292.0        286.0        286.0        298.9
    326.1        353.1
   0.3865E+05    680.0        449.0        367.0        313.0
    299.0        279.0        270.0        264.9        270.1
    299.0        311.9
   0.3651E+05    653.1        435.1        353.0        299.0
    292.0        278.9        270.0        264.9        270.0
    286.0        300.0
   0.3701E+05    748.0        476.0        367.0        306.0
    292.1        286.1        278.9        264.9        265.0
    279.1        299.0
   0.3798E+05    748.0        476.0        353.0        313.0
    299.0        285.9        278.9        271.9        265.0
    286.0        313.0
   0.3874E+05    680.1        449.0        367.2        318.9
    313.0        291.9        278.9        279.0        286.0
    313.0        313.0
   0.3871E+05    653.0        449.0        381.1        340.0
    326.0        326.1        340.1        326.0        326.0
    313.0        313.0
   0.3872E+05    748.0        517.2        407.9        393.9
    374.0        347.0        353.0        340.0        326.0
    319.0        313.0
   0.5478E+05    789.0        639.0        544.0        476.0
    435.0        394.0        367.0        360.0        353.0
    340.0        333.0
   0.6829E+05    952.2        789.0        585.1        489.1
    476.0        428.0        421.0        401.0        381.0
    367.0        381.0
   0.7976E+05    1292.        816.1        639.0        530.0
    516.9        476.0        462.0        449.0        408.0
    394.0        408.0
   0.9116E+05    1400.        856.2        666.0        612.0
    544.0        502.9        476.0        469.0        442.0
    428.0        442.0
   0.9120E+05    1496.        952.1        692.9        666.1
    598.1        544.0        530.0        476.0        476.0
    476.0        496.0
   0.9950E+05    1577.        982.8        710.9        672.6
    600.3        543.8        526.9        472.7        470.7
    469.0        486.7
    2
   0.1220       0.1220       0.1220       0.1220       0.1220
   0.1200       0.1220       0.1220       0.1220       0.1220
   0.1220       0.1220       0.1220       0.1220       0.1220
   0.1220
AUXILIARIES
    1
AIR-CON
    1    2    1.000       0.1000E-02
    1000.        15.13
    6000.        15.13
DRIVER
   0.5000        1.000       0.5000       0.3000       0.3000        0

#>Economy Simulation Results
 
   ====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p1
                  Test No.  at3  Counter No.       5
                                       run at    7:53: 6  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    INPUT DATA
                                    ~~~~~~~~~~
   VEHICLE
   ~~~~~~~
   Weight . . . . . . . .   1205.0 kg
   Frontal Area . . . . .    1.950 m2    Plan Area. . . . . . .    0.000 m2
   Air Density. . . . . .    1.205 kg/m3 Drag Coefficient . . .    0.380
   Front Lift Coeff . . .    0.000       Rear Lift Coeff. . . .    0.000
   Wheel Base . . . . . .     2.45 m     Track. . . . . . . . .     1.00 m
   CoG to front axle. . .     0.89 m     CoG to ground. . . . .     0.60 m
   DYNAMOMETER
   ~~~~~~~~~~~
   Dyno Inertia Weight. .   1250.0 kg    Load A constant. . . .  345.000
   Load B*v constant. . .    0.000       Load C*v2 constant . .    0.080
   TYRE
   ~~~~
   Rolling Radius . . . .   0.2810 m     Coeff.of Friction. . .    1.000
   Default Rolling Resistance Coefficients
   DRIVELINE
   ~~~~~~~~~
   Rear wheel drive
   Total Inertia Fr Wheels   1.354 kg.m2 Total Inertia Rr Wheels   1.354 kg.m2
   Driven Axle Inertia . .   0.000 kg.m2 Prop Shaft Inertia. . .   0.000 kg.m2
   Final Drive Ratio . . .   3.742       Final Drive Efficiency.   0.960
   GEARBOX
   ~~~~~~~
   Automatic
   Number of ratios. . . .       4
   Gear change Time. . . .     0.3 s    Min Time Between Shifts     0.3 s
   Default Max Gearbox Torque.      Default Max Gearbox Speed
   Gear. .     1 Ratio .  3.0270    Effy. .  0.980 Box Inertia.  0.0433 kg.m2
         Overall Ratio . 11.3270    O.Effy.  0.941 MPH/1000 RPM    5.81
   Gear. .     2 Ratio .  1.6190    Effy. .  0.980 Box Inertia.  0.0447 kg.m2
         Overall Ratio .  6.0583    O.Effy.  0.941 MPH/1000 RPM   10.87
   Gear. .     3 Ratio .  1.0000    Effy. .  0.980 Box Inertia.  0.0752 kg.m2
         Overall Ratio .  3.7420    O.Effy.  0.941 MPH/1000 RPM   17.59
   Gear. .     4 Ratio .  0.6940    Effy. .  0.980 Box Inertia.  0.0787 kg.m2
         Overall Ratio .  2.5969    O.Effy.  0.941 MPH/1000 RPM   25.35
   T.Converter Stall Speed   2331.4 rpm
   ENGINE
   ~~~~~~~
   Internal combustion engine
   Number of Cylinders  .     4          Cycle Type . . . . . .     4
   Bore . . . . . . . . .    77.00 mm    Stroke . . . . . . . .    79.00 mm
   Swept Volume . . . . .   1.4715 l     Rotating Inertia . . .   0.1261 kg.m2
   Idle Speed . . . . . .    850.0 rpm   Max Engine Speed . . .   6500.0 rpm
   Max Power. . . . . . .     64.9 kw    Max Power Speed .. . .   5800.0 rpm
   Max Torque . . . . . .    119.7 nm    Max Torque Speed . . .   4600.0 rpm
   Primary Drive Ratio. .   1.000        Primary Drive Effy . .   1.000
   Power/Weight Ratio . .     53.9 kw/tonne
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  at3  Counter No.       5
                                       run at    7:53: 6  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con off
                                    ~~~~~~~
   Road Speed .. . .     40.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   3222.2 m
   Dist Travelled (nom) .    3.222 km
   Dist Travelled (nom) .    2.002 miles
   Mean Power Developed .     6.29 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    6.786       Km per Litre . . . . .   14.737 km/l
   Miles per Imp.Gallon .    41.63 mpg   Miles per US Gallon. .    34.66 mpgUS
   Grams per Test . . . .  163.984 g
   Grams per KM . . . . .   50.892 g/km  Grams per Mile . . . .   81.902 g/mil
   Mean Consumption . . .  1967.81 g/h   Mean Spec.Consumption.   312.61 g/kw.h
   Overall Cycle Efficiency 27.419 %
 
   =====================================================================

=====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  at3  Counter No.       6
                                       run at    7:53:28  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con off 
                                    ~~~~~~~
   Road Speed .. . .     60.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   4833.3 m
   Dist Travelled (nom) .    4.833 km
   Dist Travelled (nom) .    3.003 miles
   Mean Power Developed .     7.95 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    5.379       Km per Litre . . . . .   18.591 km/l
   Miles per Imp.Gallon .    52.52 mpg   Miles per US Gallon. .    43.73 mpgUS
   Grams per Test . . . .  194.982 g
   Grams per KM . . . . .   40.341 g/km  Grams per Mile . . . .   64.923 g/mil
   Mean Consumption . . .  2339.79 g/h   Mean Spec.Consumption.   294.33 g/kw.h
   Overall Cycle Efficiency 29.122 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  at3  Counter No.       7
                                       run at    7:53:42  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con off
                                    ~~~~~~~
   Road Speed .. . .     80.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   6444.4 m
   Dist Travelled (nom) .    6.444 km
   Dist Travelled (nom) .    4.004 miles
   Mean Power Developed .    11.25 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    5.480       Km per Litre . . . . .   18.247 km/l
   Miles per Imp.Gallon .    51.55 mpg   Miles per US Gallon. .    42.92 mpgUS
   Grams per Test . . . .  264.878 g
   Grams per KM . . . . .   41.102 g/km  Grams per Mile . . . .   66.147 g/mil
   Mean Consumption . . .  3178.53 g/h   Mean Spec.Consumption.   282.56 g/kw.h
   Overall Cycle Efficiency 30.335 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  at3  Counter No.       8
                                       run at    7:53:47  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con off
                                    ~~~~~~~
   Road Speed .. . .    100.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   8055.6 m
   Dist Travelled (nom) .    8.056 km
   Dist Travelled (nom) .    5.005 miles
   Mean Power Developed .    15.04 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    5.862       Km per Litre . . . . .   17.060 km/l
   Miles per Imp.Gallon .    48.19 mpg   Miles per US Gallon. .    40.13 mpgUS
   Grams per Test . . . .  354.145 g
   Grams per KM . . . . .   43.963 g/km  Grams per Mile . . . .   70.751 g/mil
   Mean Consumption . . .  4249.74 g/h   Mean Spec.Consumption.   282.54 g/kw.h
   Overall Cycle Efficiency 30.337 %
 
   =====================================================================

     =========================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -   p2
                  Test No.  at3  Counter No.      23
                                       run at    9:29:59  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con off
                                    ~~~~~~~
   User Defined Test Cycle Simulation - Japanese 10 mode
 
   Total Cycle Time . . .    545.5 s
 
   Dist Travelled (nom) .   2655.1 m     Dist Travelled (act) .   2655.1 m
   Dist Travelled (nom) .    2.655 km    Dist Travelled (act) .    2.655 km
   Dist Travelled (nom) .    1.650 miles Dist Travelled (act) .    1.650 miles
   Mean Power Developed .     4.31 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes          40
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .   12.246       Km per Litre . . . . .    8.166 km/l
   Miles per Imp.Gallon .    23.07 mpg   Miles per US Gallon. .    19.21 mpgUS
   Grams per Test . . . .  243.846 g
   Grams per KM . . . . .   91.842 g/km  Grams per Mile . . . .  147.806 g/mil
   Mean Consumption . . .  1609.25 g/h   Mean Spec.Consumption.   373.32 g/kw.h
   Overall Cycle Efficiency 22.960 %
 
   =====================================================================

  =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  at3  Counter No.       1
                                       run at    7:50: 4  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con on
                                    ~~~~~~~
   Road Speed .. . .     40.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   3222.2 m
   Dist Travelled (nom) .    3.222 km
   Dist Travelled (nom) .    2.002 miles
   Mean Power Developed .     8.71 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    8.731       Km per Litre . . . . .   11.454 km/l
   Miles per Imp.Gallon .    32.35 mpg   Miles per US Gallon. .    26.94 mpgUS
   Grams per Test . . . .  210.998 g
   Grams per KM . . . . .   65.482 g/km  Grams per Mile . . . .  105.383 g/mil
   Mean Consumption . . .  2531.97 g/h   Mean Spec.Consumption.   290.78 g/kw.h
   Overall Cycle Efficiency 29.478 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  at3  Counter No.       2
                                       run at    7:51:29  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con on
                                    ~~~~~~~
   Road Speed .. . .     60.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   4833.3 m
   Dist Travelled (nom) .    4.833 km
   Dist Travelled (nom) .    3.003 miles
   Mean Power Developed .    10.21 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    6.631       Km per Litre . . . . .   15.081 km/l
   Miles per Imp.Gallon .    42.60 mpg   Miles per US Gallon. .    35.47 mpgUS
   Grams per Test . . . .  240.370 g
   Grams per KM . . . . .   49.732 g/km  Grams per Mile . . . .   80.035 g/mil
   Mean Consumption . . .  2884.43 g/h   Mean Spec.Consumption.   282.49 g/kw.h
   Overall Cycle Efficiency 30.342 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  at3  Counter No.       3
                                       run at    7:52: 1  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS  - Air Con on
                                    ~~~~~~~
   Road Speed .. . .     80.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   6444.4 m
   Dist Travelled (nom) .    6.444 km
   Dist Travelled (nom) .    4.004 miles
   Mean Power Developed .    14.26 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    6.600       Km per Litre . . . . .   15.152 km/l
   Miles per Imp.Gallon .    42.80 mpg   Miles per US Gallon. .    35.64 mpgUS
   Grams per Test . . . .  318.992 g
   Grams per KM . . . . .   49.499 g/km  Grams per Mile . . . .   79.661 g/mil
   Mean Consumption . . .  3827.91 g/h   Mean Spec.Consumption.   268.36 g/kw.h
   Overall Cycle Efficiency 31.941 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  at3  Counter No.       4
                                       run at    7:52:21  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con on
                                    ~~~~~~~
   Road Speed .. . .    100.0 kmh
 
   Total Cycle Time . . .    300.0 s
 
   Dist Travelled (nom) .   8055.6 m
   Dist Travelled (nom) .    8.056 km
   Dist Travelled (nom) .    5.005 miles
   Mean Power Developed .    18.81 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes           0
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    6.955       Km per Litre . . . . .   14.379 km/l
   Miles per Imp.Gallon .    40.62 mpg   Miles per US Gallon. .    33.82 mpgUS
   Grams per Test . . . .  420.175 g
   Grams per KM . . . . .   52.160 g/km  Grams per Mile . . . .   83.943 g/mil
   Mean Consumption . . .  5042.10 g/h   Mean Spec.Consumption.   268.04 g/kw.h
   Overall Cycle Efficiency 31.979 %
 
   =====================================================================

   =====================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  at3  Counter No.      24
                                       run at    9:30:41  on  27/ 5/98
   =====================================================================
 
           1.5L AUTOMATIC
           ECONOMY STUDY
                                    RESULTS - Air Con on
                                    ~~~~~~~
   User Defined Test Cycle Simulation - Japanese 10 Mode
 
   Total Cycle Time . . .    545.5 s
 
   Dist Travelled (nom) .   2655.2 m     Dist Travelled (act) .   2655.2 m
   Dist Travelled (nom) .    2.655 km    Dist Travelled (act) .    2.655 km
   Dist Travelled (nom) .    1.650 miles Dist Travelled (act) .    1.650 miles
   Mean Power Developed .     6.21 kw
 
   User Specified Shift Map          Econ-Map
   No. of Gear Changes          24
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .   15.977       Km per Litre . . . . .    6.259 km/l
   Miles per Imp.Gallon .    17.68 mpg   Miles per US Gallon. .    14.72 mpgUS
   Grams per Test . . . .  318.164 g
   Grams per KM . . . . .  119.825 g/km  Grams per Mile . . . .  192.840 g/mil
   Mean Consumption . . .  2099.71 g/h   Mean Spec.Consumption.   338.23 g/kw.h
   Overall Cycle Efficiency 25.342 %
 
   =====================================================================

#>Emissions Simulation Input File
EMISSIONS SIMULATION
LOTUS LEV RESEARCH
lowemissionsvehicle       301
VEHICLE
    1183.
    2.080       0.3300       0.0000E+00   0.0000E+00   0.0000E+00
    1.205
    2.520        1.000        1.000       0.9580       0.5800
TYRE
   0.2896
    1   0.9800       0.9500
DRIVE
    1
   0.7385       0.7385
   0.1000E-03   0.1000E-03
    3.550       0.9800        2
GEARBOX
    5   -1.000       0.0000E+00    2
    3.550       0.9700       0.1000E-02
    2.160       0.9700       0.1000E-02
    1.480       0.9700       0.1000E-02
    1.120       0.9700       0.1000E-02
   0.8900       0.9700       0.1000E-02
GSHIFT
    3
EURO_shift
    1   10    3
    1.000
   0.0000E+00    15.00
    5.000        35.00
    5.000        50.10
    50.00        70.00
    69.00        150.0
    2    0
FTP_shift
    1   10    4
    1.000
   0.0000E+00    15.00
    10.00        25.00
    20.00        40.00
    35.00        45.00
    40.00        150.0
    2    0
ACC_shift
    1   10    1
    1.000
    1000.        6500.
    1000.        6500.
    1000.        6500.
    1000.        6500.
    1000.        6500.
    2    0
CLUTCH
    1    5.000
PDRIVE
    1.000        1.000        2
ENGINE
    1
    79.00        81.50        10.00        4    4   0.0000E+00
    1000.        6200.
   14
    1000.        8.900
    1400.        9.700
    1800.        10.20
    2200.        10.80
    2600.        10.70
    3000.        11.10
    3400.        11.10
    3800.        11.80
    4200.        11.60
    4600.        11.80
    5000.        11.50
    5400.        10.60
    5800.        10.20
    6200.        9.700
MAPS
   14
    1000.        1400.        1800.        2200.        2600.
    3000.        3400.        3800.        4200.        4600.
    5000.        5400.        5800.        6200.
   12
    1.000        2.000        3.000        4.000        5.000
    6.000        7.000        8.000        9.000        10.00
    11.00        12.00
   10
    1    2   0.7500       0.4200E+05    1.00 FUEL  g/kW.h
    594.0        389.8        338.0        301.0        285.0
    273.0        280.0        257.0        275.0        274.9
    275.0        275.1
    574.9        397.1        338.0        293.0        271.0
    264.0        252.0        252.0        245.0        257.0
    257.0        257.0
    588.9        381.9        326.0        294.0        272.0
    259.1        248.0        250.1        244.0        269.0
    269.0        269.0
    591.1        385.9        325.0        291.0        272.1
    259.9        248.1        244.1        241.9        237.0
    251.0        248.0
    584.0        392.1        328.0        288.0        269.9
    252.0        244.1        236.9        235.0        235.0
    246.0        246.0
    612.0        402.1        331.0        291.1        277.0
    263.0        251.0        246.0        238.0        236.0
    273.0        272.0
    635.1        416.3        349.9        304.9        288.0
    269.0        259.0        249.0        245.0        240.0
    235.0        293.0
    635.0        409.1        333.9        300.9        277.0
    263.0        253.0        248.0        243.0        241.0
    240.0        307.0
    661.1        427.1        345.0        302.0        285.9
    264.0        258.0        249.0        245.0        240.0
    240.0        267.0
    655.9        438.1        351.1        310.0        283.0
    270.0        263.0        254.0        252.0        246.0
    246.0        266.0
    656.9        437.2        348.9        317.9        285.1
    272.1        262.0        258.0        258.0        258.0
    285.0        283.0
    681.9        430.8        353.0        316.0        291.0
    274.0        266.0        266.0        266.0        294.0
    304.0        304.0
    681.9        423.0        355.0        323.0        293.0
    279.0        269.0        269.0        269.0        311.0
    315.0        315.0
    752.2        465.9        376.9        336.0        301.0
    292.0        275.0        269.0        311.0        299.0
    315.0        320.0
    2
   0.1030       0.1554       0.1841       0.2258       0.2636
   0.3186       0.3747       0.4188       0.4818       0.5277
   0.5703       0.6392       0.6865       0.8099
    3    2    1.000     HC  g/kW.h
    11.33        6.290        5.400        4.511        3.960
    3.550        3.150        3.609        4.139        4.139
    4.139        4.141
    9.310        6.160        5.321        4.118        3.730
    3.270        3.109        2.870        2.699        3.329
    3.330        3.329
    8.888        5.591        4.640        4.149        3.893
    3.530        3.349        3.030        2.940        3.931
    3.931        3.931
    9.119        5.821        4.670        4.279        3.871
    3.510        3.390        2.960        2.699        2.499
    3.211        3.080
    8.309        5.760        4.620        3.910        3.600
    3.281        3.009        2.830        2.580        2.650
    3.200        3.200
    7.711        5.438        4.470        3.972        3.540
    3.370        3.100        2.991        2.800        2.750
    4.219        4.252
    7.639        4.449        3.599        3.320        3.300
    2.919        2.660        2.390        2.450        2.280
    2.320        4.298
    5.749        3.988        3.351        3.120        2.940
    2.930        2.610        2.420        2.310        2.320
    2.220        4.522
    4.961        3.717        3.480        3.360        2.970
    2.430        2.560        2.400        2.250        2.130
    3.150        2.820
    3.330        2.790        3.031        3.121        3.180
    3.220        2.980        2.770        2.370        2.030
    3.490        2.860
    6.002        4.372        3.668        3.300        3.110
    2.840        2.600        2.440        2.600        4.071
    3.791        3.640
    6.789        4.471        3.751        4.021        4.079
    3.050        2.940        2.980        3.170        4.629
    4.770        4.769
    9.928        5.400        3.650        3.160        3.040
    3.140        2.810        3.150        2.750        4.871
    4.848        4.848
    8.062        4.432        4.118        4.118        3.801
    3.820        3.859        3.410        5.591        5.280
    5.280        5.280
    2
   0.4255E-02   0.4894E-02   0.6008E-02   0.7510E-02   0.8073E-02
   0.8699E-02   0.9700E-02   0.8198E-02   0.7823E-02   0.7823E-02
   0.7823E-02   0.8486E-02   0.1333E-01   0.1157E-01
    4    2    1.000     NOX  g/kW.h
    2.250        4.900        6.271        8.131        10.91
    12.26        15.05        14.33        6.149        6.148
    6.149        6.148
    3.121        7.319        10.52        13.01        15.06
    16.05        16.35        15.61        15.60        7.189
    7.189        7.190
    7.139        12.42        15.75        17.28        17.16
    17.27        16.59        16.21        16.07        5.512
    5.512        5.512
    9.119        13.91        15.86        16.83        17.19
    17.24        16.94        15.99        16.17        15.91
    7.492        8.481
    9.208        8.817        15.54        15.77        16.87
    16.95        16.67        16.66        17.15        17.35
    7.262        7.261
    14.71        16.73        18.48        18.18        17.37
    17.30        17.80        17.76        16.75        16.44
    3.080        3.030
    14.59        14.12        15.50        14.84        16.54
    16.63        15.77        14.84        15.32        14.72
    14.93        2.310
    17.62        16.94        17.56        18.75        19.10
    19.51        18.69        18.20        18.04        18.18
    17.45        1.620
    16.48        17.54        19.18        19.79        20.59
    20.30        19.83        19.24        19.10        18.43
    4.349        6.040
    21.18        23.55        24.72        24.90        23.99
    24.18        24.29        22.51        20.31        18.22
    4.731        7.988
    22.34        24.49        24.33        25.36        24.07
    23.78        23.16        21.34        20.10        4.169
    4.770        4.988
    20.26        22.43        23.70        24.56        23.95
    22.24        21.43        19.77        17.89        5.517
    4.478        4.477
    28.73        27.52        27.55        28.14        26.64
    22.86        21.89        19.63        17.14        4.540
    3.290        3.290
    37.29        31.22        28.62        26.21        24.57
    24.85        24.43        23.12        5.591        6.942
    6.941        6.940
    2
   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00
   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00
   0.0000E+00   0.0000E+00   0.0000E+00   0.0000E+00
    5    2    1.000     CO  g/kW.h
    50.01        33.29        32.50        28.10        31.80
    29.20        23.30        29.00        114.6        114.6
    114.6        114.6
    47.41        37.19        33.90        25.80        19.10
    18.80        19.70        19.00        19.20        100.4
    100.4        100.4
    67.00        42.30        38.41        32.80        30.49
    28.41        26.39        27.00        28.20        149.9
    149.9        149.9
    56.42        34.80        31.20        27.20        23.40
    26.20        23.70        28.00        26.00        23.80
    107.9        92.81
    52.49        35.10        29.40        25.80        25.00
    24.11        24.09        22.30        20.10        21.10
    112.1        112.1
    72.69        43.09        39.71        31.99        34.50
    33.00        31.21        31.10        28.00        25.80
    220.6        219.7
    114.4        67.39        56.00        54.11        53.50
    45.51        44.21        63.28        40.72        40.72
    37.51        279.9
    64.69        39.09        35.50        32.50        28.60
    26.80        25.80        26.31        25.10        25.60
    26.90        322.2
    58.29        42.29        35.70        32.51        28.59
    22.70        26.20        28.70        25.00        25.50
    209.7        159.5
    49.10        35.91        30.60        27.61        27.69
    31.50        30.80        31.00        32.70        33.40
    227.7        146.4
    69.97        46.12        33.31        29.31        27.00
    25.30        24.80        24.40        20.30        248.8
    214.5        201.2
    69.19        43.61        31.41        30.10        26.39
    24.50        21.80        27.00        28.30        220.9
    237.9        237.9
    96.02        53.79        37.51        26.50        24.10
    37.80        26.90        32.00        25.00        248.9
    283.7        283.7
    70.99        41.51        34.69        33.10        30.60
    28.10        25.80        26.50        255.6        209.4
    209.4        209.4
    2
   0.9387E-02   0.0000E+00   0.0000E+00   0.9387E-02   0.9387E-02
   0.9387E-02   0.9387E-02   0.9387E-02   0.9387E-02   0.9387E-02
   0.9387E-02   0.9387E-02   0.9387E-02   0.9387E-02
    6    2    1.000     CO2  g/kW.h
    2010.        1330.        1140.        1020.        960.3
    920.1        940.0        860.0        789.7        790.0
    789.9        789.9
    1950.        1340.        1140.        990.1        920.3
    899.9        860.1        860.0        830.1        749.8
    750.0        749.9
    1971.        1280.        1090.        980.0        910.2
    870.1        830.1        849.9        830.2        720.0
    720.0        720.0
    1990.        1300.        1100.        980.0        920.2
    879.9        850.0        820.1        820.1        799.9
    730.0        740.2
    1980.        1330.        1110.        980.0        920.2
    850.0        830.2        799.9        800.0        799.9
    699.9        699.9
    2050.        1350.        1110.        969.9        920.1
    879.8        839.9        830.2        799.9        800.0
    630.0        630.0
    2070.        1360.        1140.        989.9        929.8
    879.8        839.9        799.9        799.9        780.1
    769.8        609.9
    2150.        1380.        1130.        1010.        929.9
    889.9        850.0        839.9        819.7        810.3
    809.7        600.0
    2250.        1440.        1160.        1020.        969.9
    900.0        870.1        840.0        830.4        130.0
    670.0        709.7
    2260.        1510.        1200.        1060.        960.1
    910.1        879.9        850.0        839.8        819.9
    690.3        719.9
    2210.        1470.        1170.        1080.        969.8
    920.1        889.8        900.3        889.7        689.9
    679.8        699.7
    2300.        1440.        1200.        1060.        980.0
    920.3        909.7        869.9        860.0        699.9
    710.0        710.1
    2260.        1410.        1190.        1100.        1000.
    940.0        929.6        869.9        870.1        720.1
    680.1        680.1
    2540.        1580.        1270.        1130.        1010.
    979.6        920.1        899.9        699.6        729.9
    730.2        730.0
    2
   0.3066       0.0000E+00   0.0000E+00   0.1877       0.6258
    1.252        1.502        1.752        2.003        2.190
    2.378        2.628        2.816        3.442
    7    2    1.000     O2  g/kW.h
    37.90        26.60        23.80        21.30        18.30
    16.70        25.80        13.00        2.900        2.901
    2.900        2.899
    41.19        28.80        22.20        15.50        12.70
    11.80        12.40        11.00        9.400        3.401
    3.400        3.400
    34.80        22.00        19.50        22.40        16.50
    14.70        12.50        12.40        12.00        2.600
    2.600        2.600
    34.30        21.00        19.00        14.10        12.90
    12.40        11.90        10.10        9.601        9.399
    2.900        3.500
    25.30        17.20        14.60        13.00        11.90
    11.40        11.80        10.00        11.30        9.000
    8.291        3.500
    32.20        21.70        17.90        16.60        13.00
    12.40        14.30        14.40        12.60        11.90
    2.800        3.100
    43.49        34.70        28.70        22.50        20.01
    21.20        18.80        16.30        15.60        14.20
    13.50        3.300
    31.50        18.00        16.80        15.50        14.50
    14.10        12.00        12.40        11.50        11.70
    11.20        1.900
    25.90        21.10        19.70        14.20        13.90
    14.60        12.70        13.10        13.50        12.00
    3.100        2.500
    24.90        19.20        17.00        16.21        15.40
    13.70        12.80        12.10        11.30        10.40
    2.800        3.999
    35.70        22.50        20.49        20.60        15.70
    14.10        13.10        11.80        12.90        2.500
    3.000        2.700
    52.82        30.69        22.60        23.69        22.50
    22.70        19.10        20.00        14.10        3.300
    3.100        3.100
    36.51        29.60        34.20        35.40        31.10
    27.00        26.10        19.00        17.50        3.899
    4.000        4.001
    46.53        32.20        26.40        23.30        20.49
    19.80        19.00        18.40        6.802        5.198
    5.197        5.200
    2
   0.6590E-02   0.7159E-02   0.6050E-02   0.5963E-02   0.4398E-02
   0.5597E-02   0.7560E-02   0.5476E-02   0.4502E-02   0.4329E-02
   0.6206E-02   0.9181E-02   0.6346E-02   0.8085E-02
   10    0    1.000     SPARK
    22.00        20.00        15.00        11.00        9.000
    6.000        4.500        3.400        1.000        1.000
    1.000        1.000
    22.00        20.00        17.00        15.00        14.00
    13.00        12.00        7.000        6.000        6.000
    6.000        6.000
    22.00        20.00        20.00        19.00        18.00
    17.50        14.00        10.00        9.000        9.000
    9.000        9.000
    21.00        20.00        18.00        17.00        16.00
    15.00        14.00        12.00        10.00        9.000
    9.000        9.000
    22.00        20.00        18.00        17.00        16.00
    16.00        15.00        14.00        13.00        12.00
    12.00        12.00
    25.00        23.00        21.00        20.00        17.00
    16.00        16.00        15.00        14.50        13.00
    12.50        12.00
    25.00        21.00        19.00        18.00        18.00
    18.00        15.00        13.00        13.00        12.00
    12.00        10.00
    25.00        23.00        21.00        20.00        19.00
    19.00        17.00        15.00        15.00        14.00
    12.00        8.000
    25.00        24.00        23.00        22.00        21.00
    21.00        19.00        18.00        17.00        15.00
    12.00        10.00
    26.00        25.00        25.00        24.00        23.00
    23.00        21.00        21.00        14.00        11.00
    10.50        10.50
    28.00        28.00        28.00        27.00        26.00
    25.00        23.00        22.00        18.00        16.00
    16.00        11.00
    30.00        30.00        30.00        30.00        29.00
    27.00        24.00        23.00        20.00        18.00
    16.00        16.00
    34.00        34.00        33.00        31.00        30.00
    28.00        26.00        24.00        20.00        19.00
    19.00        19.00
    37.00        37.00        34.00        32.00        31.00
    30.00        30.00        27.00        28.00        25.00
    25.00        25.00
    2
    22.00        22.00        22.00        21.00        22.00
    25.00        25.00        25.00        25.00        26.00
    28.00        30.00        34.00        37.00
   11    0    1.000     THROTTLE
    1.000        4.000        7.000        11.00        10.00
    15.00        21.00        28.00        100.0        100.0
    100.0        100.0
    4.000        8.000        12.00        14.00        18.00
    21.00        25.00        28.00        32.00        100.0
    100.0        100.0
    5.000        9.000        14.00        16.00        20.00
    23.00        25.00        29.00        33.00        100.0
    100.0        100.0
    10.00        11.00        16.00        20.00        23.00
    26.00        28.00        30.00        34.00        41.00
    84.00        100.0
    7.000        14.00        18.00        22.00        25.00
    26.00        28.00        30.00        44.00        41.00
    100.0        100.0
    14.00        19.00        22.00        25.00        27.00
    29.00        31.00        33.00        36.00        42.00
    70.00        100.0
    18.00        23.00        27.00        29.00        31.00
    32.00        34.00        36.00        39.00        44.00
    60.00        100.0
    16.00        22.00        27.00        27.00        31.00
    32.00        34.00        36.00        39.00        43.00
    53.00        100.0
    23.00        27.00        29.00        31.00        33.00
    34.00        36.00        38.00        41.00        45.00
    54.00        100.0
    22.00        25.00        27.00        29.00        30.00
    32.00        34.00        36.00        39.00        45.00
    52.00        100.0
    27.00        30.00        32.00        33.00        35.00
    36.00        38.00        41.00        45.00        48.00
    55.00        100.0
    28.00        30.00        32.00        34.00        36.00
    38.00        40.00        43.00        48.00        56.00
    100.0        100.0
    15.00        18.00        20.00        22.00        24.00
    27.00        29.00        34.00        45.00        70.00
    100.0        100.0
    18.00        20.00        22.00        24.00        25.00
    29.00        32.00        39.00        52.00        100.0
    100.0        100.0
    2
    1.000        4.000        5.000        10.00        7.000
    14.00        18.00        16.00        23.00        22.00
    27.00        28.00        15.00        18.00
   13    0    1.000     AFR
    14.49        14.56        14.55        14.57        14.49
    14.49        14.83        14.38        13.19        13.19
    13.19        13.19
    14.60        14.58        14.51        14.47        14.47
    14.47        14.49        14.47        14.42        13.31
    13.31        13.31
    14.43        14.43        14.43        14.58        14.45
    14.44        14.40        14.41        14.39        12.78
    12.78        12.78
    14.47        14.46        14.48        14.41        14.43
    14.40        14.41        14.33        14.35        14.38
    13.20        13.39
    14.39        14.38        14.40        14.41        14.40
    14.40        14.43        14.40        14.48        14.39
    13.13        13.13
    14.40        14.43        14.40        14.44        14.34
    14.34        14.42        14.43        14.42        14.42
    12.01        12.03
    14.36        14.54        14.54        14.42        14.35
    14.48        14.44        14.17        14.39        14.35
    14.36        11.56
    14.48        14.44        14.45        14.45        14.47
    14.48        14.44        14.45        14.45        14.45
    14.42        11.23
    14.45        14.48        14.51        14.41        14.45
    14.56        14.46        14.45        14.51        14.47
    12.25        12.72
    14.52        14.52        14.51        14.52        14.49
    14.40        14.39        14.37        14.35        14.33
    12.15        12.89
    14.50        14.46        14.54        14.60        14.51
    14.50        14.49        14.46        14.53        11.97
    12.21        12.34
    14.68        14.62        14.60        14.64        14.65
    14.74        14.67        14.65        14.45        12.19
    12.08        12.08
    14.32        14.51        14.81        14.98        14.95
    14.71        14.82        14.55        14.61        12.04
    11.73        11.73
    14.57        14.65        14.63        14.59        14.57
    14.57        14.58        14.58        12.01        12.35
    12.35        12.35
    2
    14.49        14.60        14.43        14.47        14.39
    14.40        14.36        14.48        14.45        14.52
    14.50        14.68        14.32        14.57
   14    0    1.000     EXH TEMP
    480.3        486.8        527.0        562.5        515.8
    534.5        532.8        524.0        514.8        514.8
    514.8        514.8
    547.0        546.5        559.8        557.8        560.0
    560.3        561.0        572.8        576.0        557.3
    557.3        557.3
    568.0        563.5        574.3        571.3        579.8
    579.8        587.5        599.3        601.5        573.3
    573.3        573.3
    607.3        600.8        606.5        610.8        614.0
    620.0        627.5        631.0        643.0        647.5
    631.3        635.5
    632.0        625.8        636.3        634.3        635.5
    636.5        640.5        648.0        654.5        662.5
    639.3        639.3
    646.5        646.3        648.8        649.8        657.5
    659.3        660.5        664.5        668.3        676.3
    625.8        625.0
    663.3        675.8        677.3        700.5        691.0
    683.0        687.0        692.5        694.8        700.5
    705.8        647.5
    698.5        702.8        659.8        698.0        699.8
    706.5        714.5        722.8        726.5        729.5
    742.0        677.3
    725.8        724.0        716.8        717.0        717.3
    718.5        723.3        726.8        733.3        738.8
    700.8        723.5
    710.3        755.5        747.3        743.8        742.8
    740.0        742.0        739.5        766.3        781.5
    731.5        751.8
    744.3        764.5        766.0        762.3        764.8
    767.5        767.5        788.3        806.0        737.0
    740.3        760.5
    770.8        777.3        776.5        775.0        773.5
    781.3        794.0        801.8        817.5        767.5
    767.8        767.8
    775.3        780.5        779.8        786.0        787.5
    791.0        799.5        811.3        833.3        763.8
    750.0        750.0
    794.8        816.3        792.8        801.5        804.8
    806.3        808.0        815.0        731.8        767.8
    767.8        767.8
    2
    480.3        547.0        568.0        607.3        632.0
    646.5        663.3        698.5        725.8        710.3
    744.3        770.8        775.3        794.8
OPTIMUM
    2
    1
CATALYST
   0.9500        100.0        20.00
   0.9800        80.00        20.00
   0.9600        120.0        20.00
WARM-UP
    4.000        80.00       0.8000E-01
   0.0000E+00   0.0000E+00   0.0000E+00
    1.000        80.00       0.0000E+00
DRIVER
    1.000        1.000       0.5000       0.4000       0.4000        0

#>Emissions Simulation Results 
 
   ============================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p1
                  Test No.  lev  Counter No.       7
                                       run at   17:15:35  on  26/ 5/98
   ============================================================================
 
           EMISSIONS SIMULATION
           LOTUS LEV RESEARCH
                                    INPUT DATA
                                    ~~~~~~~~~~
   VEHICLE
   ~~~~~~~
   Weight . . . . . . . .   1183.0 kg
   Frontal Area . . . . .    2.080 m2    Plan Area. . . . . . .    0.000 m2
   Air Density. . . . . .    1.205 kg/m3 Drag Coefficient . . .    0.330
   Front Lift Coeff . . .    0.000       Rear Lift Coeff. . . .    0.000
   Wheel Base . . . . . .     2.52 m     Track. . . . . . . . .     1.00 m
   CoG to front axle. . .     0.96 m     CoG to ground. . . . .     0.58 m
   TYRE
   ~~~~
   Rolling Radius . . . .   0.2896 m     Coeff.of Friction. . .    0.980
   Default Rolling Resistance Coefficients
   DRIVELINE
   ~~~~~~~~~
   Front wheel drive
   Total Inertia Fr Wheels   1.477 kg.m2 Total Inertia Rr Wheels   1.477 kg.m2
   Driven Axle Inertia . .   0.000 kg.m2 Prop Shaft Inertia. . .   0.000 kg.m2
   Final Drive Ratio . . .   3.550       Final Drive Efficiency.   0.980
   GEARBOX
   ~~~~~~~
   Manual
   Number of ratios. . . .       5
   Gear change Time. . . .     0.4 s    Min Time Between Shifts     0.4 s
   Default Max Gearbox Torque.      Default Max Gearbox Speed
   Gear. .     1 Ratio .  3.5500    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio . 12.6025    O.Effy.  0.951 MPH/1000 RPM    5.38
   Gear. .     2 Ratio .  2.1600    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  7.6680    O.Effy.  0.951 MPH/1000 RPM    8.85
   Gear. .     3 Ratio .  1.4800    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  5.2540    O.Effy.  0.951 MPH/1000 RPM   12.91
   Gear. .     4 Ratio .  1.1200    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  3.9760    O.Effy.  0.951 MPH/1000 RPM   17.06
   Gear. .     5 Ratio .  0.8900    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  3.1595    O.Effy.  0.951 MPH/1000 RPM   21.47
   Vehicle declutch speed       5.0 kmh
   ENGINE
   ~~~~~~~
   Internal combustion engine
   Number of Cylinders  .     4          Cycle Type . . . . . .     4
   Bore . . . . . . . . .    79.00 mm    Stroke . . . . . . . .    81.50 mm
   Swept Volume . . . . .   1.5979 l     Rotating Inertia . . .   0.0000 kg.m2
   Idle Speed . . . . . .   1000.0 rpm   Max Engine Speed . . .   6200.0 rpm
   Max Power. . . . . . .     80.1 kw    Max Power Speed .. . .   6200.0 rpm
   Max Torque . . . . . .    150.0 nm    Max Torque Speed . . .   4600.0 rpm
   Primary Drive Ratio. .   1.000        Primary Drive Effy . .   1.000
   Power/Weight Ratio . .     67.7 kw/tonne
 
   ====================================================================

   ===================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  lev  Counter No.       7
                                       run at   17:15:35  on  26/ 5/98
   ====================================================================
 
           EMISSIONS SIMULATION
           LOTUS LEV RESEARCH
                                    RESULTS
                                    ~~~~~~~
   FTP75 Urban Cycle Simulation
 
   Total Cycle Time . . .   1876.5 s
 
   Dist Travelled (nom) .  17722.1 m     Dist Travelled (act) .  17767.5 m
   Dist Travelled (nom) .   17.722 km    Dist Travelled (act) .   17.767 km
   Dist Travelled (nom) .   11.012 miles Dist Travelled (act) .   11.040 miles
   Mean Power Developed .     4.10 kw
 
   Default Gear Shift Map
   No. of Gear Changes          69
 
   Fuel Consumption from Map . .     1
   Litres per 100 km. . .    7.133       Km per Litre . . . . .   14.019 km/l
   Miles per Imp.Gallon .    39.60 mpg   Miles per US Gallon. .    32.97 mpgUS
   Grams per Test . . . .  948.086 g
   Grams per KM . . . . .   53.497 g/km  Grams per Mile . . . .   86.096 g/mil
   Mean Consumption . . .  1818.87 g/h   Mean Spec.Consumption.   443.37 g/kw.h
   Overall Cycle Efficiency 19.332 %
   Weighted Results . . . .
   Grams per KM . . . . .   54.074 g/km  Grams per Mile . . . .   87.024 g/mil
 
   Hydrocarbon Emissions from Map    2
   Grams per Test . . . .   33.274 g
   Grams per KM . . . . .    1.878 g/km  Grams per Mile . . . .    3.022 g/mil
   Mean Consumption . . .    63.83 g/h   Mean Spec.Consumption.    15.56 g/kw.h
   Weighted Results . . . .
   Grams per KM . . . . .    1.947 g/km  Grams per Mile . . . .    3.134 g/mil
   Post Catalyst  . . . .
   Grams per Test . . . .    4.366 g
   Grams per KM . . . . .    0.246 g/km  Grams per Mile . . . .    0.396 g/mil
   Mean Consumption . . .     8.38 g/h   Mean Spec.Consumption.     2.04 g/kw.h
   Post Catalyst Weighted Results.
   Grams per KM . . . . .    0.281 g/km  Grams per Mile . . . .    0.453 g/mil
 
   NOx Emissions from Map  . . .     3
   Grams per Test . . . .   30.612 g
   Grams per KM . . . . .    1.727 g/km  Grams per Mile . . . .    2.780 g/mil
   Mean Consumption . . .    58.73 g/h   Mean Spec.Consumption.    14.32 g/kw.h
   Weighted Results . . . .
   Grams per KM . . . . .    1.688 g/km  Grams per Mile . . . .    2.717 g/mil
   Post Catalyst  . . . .
   Grams per Test . . . .    1.459 g
   Grams per KM . . . . .    0.082 g/km  Grams per Mile . . . .    0.132 g/mil
   Mean Consumption . . .     2.80 g/h   Mean Spec.Consumption.     0.68 g/kw.h
   Post Catalyst Weighted Results.
   Grams per KM . . . . .    0.091 g/km  Grams per Mile . . . .    0.147 g/mil
 
   CO Emissions from Map . . . .     4
   Grams per Test . . . .   85.205 g
   Grams per KM . . . . .    4.808 g/km  Grams per Mile . . . .    7.737 g/mil
   Mean Consumption . . .   163.46 g/h   Mean Spec.Consumption.    39.85 g/kw.h
   Weighted Results . . . .
   Grams per KM . . . . .    4.856 g/km  Grams per Mile . . . .    7.815 g/mil
   Post Catalyst  . . . .
   Grams per Test . . . .    9.068 g
   Grams per KM . . . . .    0.512 g/km  Grams per Mile . . . .    0.823 g/mil
   Mean Consumption . . .    17.40 g/h   Mean Spec.Consumption.     4.24 g/kw.h
   Post Catalyst Weighted Results.
   Grams per KM . . . . .    0.580 g/km  Grams per Mile . . . .    0.933 g/mil
 
   CO2 Emissions from Map  . . .     5
   Grams per Test . . . . 2832.365 g
   Grams per KM . . . . .  159.821 g/km  Grams per Mile . . . .  257.208 g/mil
   Mean Consumption . . .  5433.79 g/h   Mean Spec.Consumption.  1324.55 g/kw.h
   Weighted Results . . . .
   Grams per KM . . . . .  160.580 g/km  Grams per Mile . . . .  258.429 g/mil
 
   O2 Emissions from Map . . . .     6
   Grams per Test . . . .   45.847 g
   Grams per KM . . . . .    2.587 g/km  Grams per Mile . . . .    4.163 g/mil
   Mean Consumption . . .    87.96 g/h   Mean Spec.Consumption.    21.44 g/kw.h
 
   Spark Timing from Map . . . .     7
 
   Throttle Position from Map. .     8
 
   Air Fuel Ratio from Map . . .     9
 
   Exhaust Temp from Map . . . .    10
 
   =====================================================================

#>Track Simulation Input File

esprit cardat file
92 spec
esprt       301
VEHICLE
    1509.
    1.770       0.3400        1.900      -0.2530      -0.3030
    1.205
    2.438        1.524        1.554        1.414       0.4800
TYRE
   0.3146
    2    1.090       0.9500
    10.00       0.0000E+00   0.1500E-02   0.0000E+00   0.0000E+00   0.0000E+00
DRIVE
    2
   0.7385       0.7385
   0.1000E-02   0.1000E-02
    3.889       0.9700        2
GEARBOX
    5   0.2000       0.0000E+00    2
    3.363       0.9800       0.1000E-02
    2.059       0.9700       0.1000E-02
    1.387       0.9700       0.1000E-02
    1.037       0.9700       0.1000E-02
   0.8205       0.9700       0.1000E-02
GSHIFT
    1
acc
    1    0    1
    1.000
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
   0.0000E+00    7400.
    2    0
CLUTCH
    1    1.000
PDRIVE
    1.000        1.000        2
ENGINE
    1
    95.30        76.20        10.00        4    4   0.1476
    1000.        7500.
   10
    1000.        7.000
    2000.        12.40
    2500.        18.20
    3000.        18.90
    3900.        20.50
    5000.        18.80
    6000.        17.80
    6500.        16.78
    7000.        15.10
    7500.        13.20
DRIVER
   0.9000       0.8000       0.6000       0.1000       0.1000        0

#>TRACK SIMULATION RESULTS FILE
 =========================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p1
                  Test No.  esprt  Counter No.       1
                                       run at   10:26: 4  on  26/ 5/98
=========================================================================
 
           esprit cardat file
           92 spec
                                    INPUT DATA
                                    ~~~~~~~~~~
   VEHICLE
   ~~~~~~~
   Weight . . . . . . . .   1509.0 kg
   Frontal Area . . . . .    1.770 m2    Plan Area. . . . . . .    1.900 m2
   Air Density. . . . . .    1.205 kg/m3 Drag Coefficient . . .    0.340
   Front Lift Coeff . . .   -0.253       Rear Lift Coeff. . . .   -0.303
   Wheel Base . . . . . .     2.44 m     Track. . . . . . . . .     1.54 m
   CoG to front axle. . .     1.41 m     CoG to ground. . . . .     0.48 m
   TYRE
   ~~~~
   Rolling Radius . . . .   0.3146 m     Coeff.of Friction. . .    1.090
   User Rolling Resistance Coefficients
   DRIVELINE
   ~~~~~~~~~
   Rear wheel drive
   Total Inertia Fr Wheels   1.477 kg.m2 Total Inertia Rr Wheels   1.477 kg.m2
   Driven Axle Inertia . .   0.001 kg.m2 Prop Shaft Inertia. . .   0.001 kg.m2
   Final Drive Ratio . . .   3.889       Final Drive Efficiency.   0.970
   GEARBOX
   ~~~~~~~
   Manual
   Number of ratios. . . .       5
   Gear change Time. . . .     0.1 s    Min Time Between Shifts     0.1 s
   Max Gearbox Torque. . .     0.2 nm   Default Max Gearbox Speed
   Gear. .     1 Ratio .  3.3630    Effy. .  0.980 Box Inertia.  0.0010 kg.m2
         Overall Ratio . 13.0787    O.Effy.  0.951 MPH/1000 RPM    5.63
   Gear. .     2 Ratio .  2.0590    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  8.0075    O.Effy.  0.941 MPH/1000 RPM    9.20
   Gear. .     3 Ratio .  1.3870    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  5.3940    O.Effy.  0.941 MPH/1000 RPM   13.66
   Gear. .     4 Ratio .  1.0370    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  4.0329    O.Effy.  0.941 MPH/1000 RPM   18.27
   Gear. .     5 Ratio .  0.8205    Effy. .  0.970 Box Inertia.  0.0010 kg.m2
         Overall Ratio .  3.1909    O.Effy.  0.941 MPH/1000 RPM   23.10
   Vehicle declutch speed       1.0 kmh
   ENGINE
   ~~~~~~~
   Internal combustion engine
   Number of Cylinders  .     4          Cycle Type . . . . . .     4
   Bore . . . . . . . . .    95.30 mm    Stroke . . . . . . . .    76.20 mm
   Swept Volume . . . . .   2.1742 l     Rotating Inertia . . .   0.1476 kg.m2
   Idle Speed . . . . . .   1000.0 rpm   Max Engine Speed . . .   7500.0 rpm
   Max Power. . . . . . .    197.6 kw    Max Power Speed .. . .   6500.0 rpm
   Max Torque . . . . . .    354.7 nm    Max Torque Speed . . .   3900.0 rpm
   Primary Drive Ratio. .   1.000        Primary Drive Effy . .   1.000
   Power/Weight Ratio . .    131.0 kw/tonne
 
========================================================================

=========================================================================
         VEHICLE PERFORMANCE SIMULATION PROGRAM -  p2
                  Test No.  esprt  Counter No.       1
                                       run at   10:26: 4  on  26/ 5/98
   =========================================================================
 
           esprit cardat file
           92 spec
                                    RESULTS
                                    ~~~~~~~
   Lotus Track Simulation
 
   Total Cycle Time . . .    173.6 s
 
   Dist Travelled (nom) .   6882.8 m
   Dist Travelled (nom) .    6.883 km
   Dist Travelled (nom) .    4.277 miles
   Mean Power Developed .   108.60 kw
 
   Default Gear Shift Map
   No. of Gear Changes          26
 
   ========================================================================