Scopmanu Eng

SCOP
Hand book
Scania Optimizing Program

Copyright (c) Scania CV AB, Sweden, 2009
All rights reserved.
2010-10-28 Version 2010.3.4

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--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 1

Contents
The SCOP-program:...................................................................................................................... 3
Hardware and software requirements........................................................................................... 4
Installation.................................................................................................................................... 4
Start of program ........................................................................................................................... 4
General......................................................................................................................................... 4
Configuration screen...................................................................................................................... 5
Configuration environment ........................................................................................................... 6
Default values.................................................................................................................................. 7
Print settings ................................................................................................................................... 7
Type of Vehicle ............................................................................................................................... 8
Main screen ..................................................................................................................................... 9
Select Transport task ................................................................................................................... 10
Topography................................................................................................................................... 10
Road surface ................................................................................................................................. 11
Stop frequency .............................................................................................................................. 12
Fluid traffic ................................................................................................................................ 12
Light traffic ................................................................................................................................ 12
Residential traffic....................................................................................................................... 12
Dense traffic............................................................................................................................... 12
Stop-and-go................................................................................................................................ 12
Powertrain screen......................................................................................................................... 13
Engine ........................................................................................................................................ 14
Gearbox...................................................................................................................................... 15
Wheels........................................................................................................................................ 17
Air drag ......................................................................................................................................... 18
Result view .................................................................................................................................... 19
Special functions screen ............................................................................................................... 21
Hill and acceleration test............................................................................................................ 22
ADR test..................................................................................................................................... 23
Diagrams:...................................................................................................................................... 23
Power Diagram .......................................................................................................................... 24
Gear shift Diagram..................................................................................................................... 24
Brake diagram ............................................................................................................................ 25
Acceleration test diagram........................................................................................................... 26
Considerations and definitions.................................................................................................... 27
Factors that influence service life................................................................................................ 32
Market conditions ........................................................................................................................ 34
Troubleshooting and feedback .................................................................................................... 36

The SCOP-program:
SCOP is a utility program that will help you specify the powertrain
of a truck or bus to perform a given transport task satisfactorily.
The program can be used to:

Arrive at a suitable combination of engine, gearbox and rear
axle ratio on the basis of a transport task defined by the user.
Get an indication of the lower limit for an acceptable choice

of engine, gearbox and axle gear thus avoiding errors in the
specification of the powertrain of a truck or a bus.
Quickly calculate various performance parameters that are of

interest when comparing powertrain solutions.
Indicate whether a given powertrain combination fails to satisfy

one or more of the transport task demands specified.
Indicate whether a unit is unacceptably loaded in a given

transport task.
The SCOP program can also be used to obtain answers to more

specific questions and for training purposes to demonstrate how
different parameters interact and influence the performance of a
vehicle from different angles.
It is very important to see the program as a calculation tool and

as an aid that will supplement your knowledge and experience.

Hardware and software requirements
To run the SCOP-program you will need:
Software
Scop is a .net 2.0 framework application and has the same requirements as the framework. (For
detail information see Microsoft home page)
Printer
The program will work on a wide range of printers.
Since the SCOP -program is a Windows application the support of different printers depends on
how well different printers are supported by Windows.
Installation
Program SCOP can be downloaded from the SCOP homepage on SAIL (Scania Access
Information Line). In the SCOP homepage you will find download and installation instructions.
After installation the SCOP-program can be customised to your local needs.

• Default values and settings can be selected from within the program and saved.
Start of program
To start the program just double-click the SCOP –icon on the desktop or in the Start Menu.
By adding a command to the filename some special functionality can be obtained.
Examples of different commands:

• c:\scopwin\sample.sco read saved calculation sample.sco from c:\scopwin\
• c:\scopwin\specfile.ini read specification file from Cast/Cesow/Force
Different commands can be combined and separated with a space or a /. example:

c:\scopwin\scop.exe p:\mypath\scop\/p:\scopcalc\sometruck.sco
This commandline runs SCOP located in c:\scopwin\
• with my personal settings from p:\mypath\scop\
• and reads my saved calculation file sometruck.sco from p:\scopcalc\
General
• All performance calculations are performed on the lower tolerance limit of the engine power
(3% below nominal) to avoid mistakes and misjudgements.
• If you want explanation about something on the screen just point at it with the mousepointer
and hold still and a tip box will appear

Configuration screen 1 2 3 8
4
5
6 7
1. Main configuration view

2. Environment configuration view
3. Configuration of default values
4. Set language used in Scop
5. Enter password for more functionality
6. Checked if configuration should not be showed when start-up
7. Close configuration
8. Configuration for printout and resultwindow

Configuration environment
2 3 4 5
6
1. Sets the ambient temperature. Check all the zones that the transport
mission runs through. Influence engine power, fuel consumption and
recommendations.
2. There are four categories of fuel. Different engines use different fuel
and in this group box you can set the properties of the four fuel types.
3. A number of standard fuels with default properties.
4. Sets the fuel density at 15°C. Influence engine power and fuel
consumption.
5. Set the volumetric energy density. Influence fuel consumption
6. Sets the amount of sulphur in the fuel. Influence recommendations

Default values
5
1
1. Select vehicle type to change specification.

2. Select a special vehicle or write a name to store a new specification.
3. Delete the selected special vehicle (see field 2).
4. Save a current specification to selected vehicle.
5. Field to edit specification.
Print settings
1
1. Check the boxes for values that you want to show in result window and
printouts
2. Load a default setting
Type of Vehicle
Type of vehicle are the view were you select which configuration you start your
calculation. To edit specification see default values above.

13
Main screen
12 5 6
7
1
2
3
4
14
9 10 11
1. Select a new specification to start from
2. Specify transport task
3. Select power train
4. Specify front area and air drag coefficient
5. Show selected power train
6. Show environment settings
7. Show basic performance for selected specification
8. Exit SCOP
9. Show special function e.g. static forces and ADR-calculation.
10. Show selected transport task
11. Calculate result for the selected specification
12. Open file menu. Here you can open/save vehicle, enter config settings,
and exit the program
13. Open help menu. Here you can get information about the program, access
E-learning course, open the manual and access the SCOP homepage
14. Show parameters that aren’t simulated

Select Transport task 5
15
1 6
7
8
2
4 9
10
11
12 13
15 14
1. Select on which route calculation shall be based (For detail information

see below).
2. Select direction for road simulation (e.g. from Norrköping to Linköping
or from Linköping to Norrköping)
3. Select road surface (For detail information see below).
4. Select stop frequency (For detail information see below)
5. Set cruising speed
6. Set GTW (gross train weight)
7. Set drive axle weight
8. Set continues working PTO e.g. fridge units
9. General information for the route.
10. Sets number of stops. (Same as 4 but with higher resolution)
11. Set road surface (Same as 3)
12. Exit form and discard changes
13. Exit form and save changes
14. Set offset cruising speed. I.e. if your cruising speed is set to 89km/h
and your offset speed is set to 5km/h then the vehicle is allowed to
travel in 89+5 = 94 km/h downhill. This allows the vehicle to take
advantage of the inclination, getting a higher velocity at no fuel cost.
15. Enter the total expected lifetime mileage here and SCOP will do
calculations of the lifetime fuel consumption etc.
Topography
1. Flat road
On the Flat road over 80% of the road has less than 2% gradient.
Gradients seldom over 3%.

2. Hilly road
On the Hilly road 60% - 80% of the road has less than 2% gradient.
Gradients seldom over 8%.
3. Very Hilly road

On the Very Hilly road less than 60% of the road has less than 2% gradient. Gradients often over
8%.
Road surface
A road surface type is defined by a name, rolling resistance values and friction coefficient.
There are 5 predefined road surface types to select between. Type number 6 gives a possibility to
create your own temporary special road surface.
4 of the road surfaces are represented by symbols to select by clicking:
1. Very hard roadway

1.st class dry asphalt or concrete road with a low rolling resistance.
2. Very hard roadway (wet)

1.st class wet asphalt or concrete road with a low rolling resistance
3. Hard roadway
2.nd class asphalt road or 1.st class gravel road.
A road with a slightly higher rolling resistance due to an uneven road surface.
4. Soft roadway
2.nd class gravel road.
A road with an increased rolling resistance due to a soft and uneven surface.
5. Off road
Very bad road surface. High rolling resistance due to an uneven and soft surface.
Could be a construction site or mining operation.
Stop frequency
Stop frequency together with cruising speed forms the speed profile. Number of
stops and major speed reduction has large influence for powertrain wear and fuel
consumption.
Fluid traffic
Main roads and highways with very few stops and local speed restrictions.
0-20 stops (or major speed reductions) per 100 km.
Light traffic
Secondary roads with some stops and local speed restrictions depending on sharp
bends, traffic or other obstructions.
Residential traffic
Mainly urban areas with moderate traffic. 50-150 stops (or major speed reductions)
per 100 km.
Dense traffic
Mainly city centres with dense traffic, also corresponds to local distribution or
construction site operation. 150-250 stops (or major speed reductions) per 100 km.
Stop-and-go
Stop-and-go operation mainly in city centres with dense traffic, local distribution or
construction site operation. More than 250 stops (or major speed reductions) per
100 km.

Powertrain screen
Engine: Detailed information and selections regarding the engine.
Gearbox: Detailed information and selection regarding the gearbox
Rear axle: Detailed information and selections regarding rear axle
Wheels: Extended information regarding the wheels
Axel gear ratio: Sets the axle gear ratio for the selected axle gear.
Exhaust brake: Define if exhaust brake shall be used
Acceleration control: Sets if acceleration control is selected
Power gearing: Set if power gearing or economic gearing shall be used
Opticruise: Set if Opticruise or manual/automatic shall be used
Speed range: Defines the lowest and highest speed possible without using the
clutch or exceeding engine rev for max power output. Note: Maximum speed can
be lower then the upper limit of speed range if there is not enough power to reach
maximum power output.

Engine
7
1 5 6 8
2
3
1. Engine type
2. Engine emission level
3. Engine maximum power
4. Engine torque graph where recommended engine revs. are shown as
green area.
5. Maximum engine torque
6. Select if exhaust brake shall be used
7. Show primary engines
8. Show secondary engines
9. Show old engines

3 4 5
Gearbox
1
6
1. Gearbox name
2. Graph that shows if the gearbox is strong enough for the selected task.
The blue circle shows current transport were GTW is the vertical axle
and load factor on the horizontal axle and if circle is in the green area
the gearbox is strong enough.
3. Show primary gearboxes
4. Show secondary gearboxes
5. Show old gearboxes
6. Shows ratio for each gear in the gearbox

4 10
Axle gear 5 6 7
9
1
2
3 8
1. Select axle gear

2. Select if the vehicle shall have front wheel drive or not
3. Diagram for the strength of the rear axle. The blue circle shows current
transport were GTW is the vertical axle and load factor on the
horizontal axle and if circle is in the green area the axle gear is strong
enough.
4. Show primary axle gears
5. Show secondary axle gears
6. Show old axle gears
7. Select total axle gear ratio, including transfer box ratio
8. Diagram that shows in which speeds the vehicle is in its recommended
engine speed on the highest gear for all available rear axle ratios. To
change axle gear ratio click in the diagram.
9. If the vehicle has front wheel drive, check if the transfer box setting is
high or low. Combined ratio is displayed.
10. Rear axle ratio

Wheels
4
1. Tyre dimension
2. Dynamic rolling radius
3. Maximum load for this tyre single mounted / double mounted
4. Number of wheels in the vehicle combination affects acceleration time and
fuel consumption. Number wheels includes all wheels in the combination a
(e.g. a twin mounted axle has four wheels).

Air drag
1
2
4 5 6 7
1. Find an appropriate vehicle type in the diagram. Point, and a proposal of Air drag coefficient is
shown. Click, and the value is transferred to the air drag coefficient edit field (5).
2. Edit field for overall width (m).
3. Edit field for overall height (m)
4. Edit field for the air drag value. The value in this field is the value that will be used in the
calculations.
5. Edit field for frontal area (m²). The value in this field is the value that will be used in the
calculations.
6. Click to go back to the Main screen and discard any changes made.
7. Click to go back to the Main screen and keep any changes made.

Result view
8 9
10
2
11
6
7
12 13 14
15
1. Specification for simulation
2. Max performance result.
3. Performance at selected cruising speed
4. Fuel consumption result
5. Results of vehicle lifetime calculations
6. Click to show diagram
7. Delete the calculation
8. Column for first calculation
9. Column for second calculation
10. Left and right click to simulate up and down shift.
11. Areas with red background indicate reason for warning.
12. Click to show warnings regarding that calculation.
13. Click to show recommendations regarding that calculation.
14. Click to printout current specifications.
15. Close result windows

Special functions screen
In special function screen it is possible to see static forces for down and uphill
driving. There are also possible to see result from ADR-type IIA calculations.
3
5
1 Definition of gradient, road speed, selected gear and engine rev.

2 Forces and power with full engine power
Transferable force is the force that is possible to transfer to the ground due to drive axle
load and friction between tyres and ground.
Traction force is the engine power recalculated to the contact area between tyres and
road surface.
Available force is the force that can be transferred from the wheels to the ground.
Force in reserve value means that the vehicle is able to climb the specified gradient in the
selected gear at the defined speed.
3 Forces and power when braking.
Exhaust brake and Retarder are the brake forces from these equipments recalculated to
the contact area between tyres and ground.
Powertrain losses is the internal losses of the gearbox and rear axle
Brake force in reserve value tells if the vhicle have enough brake power to keep a
constant velocity without using the wheel brakes.
4 Settings
Sets the parameters for the calculations

Hill and acceleration test
3
1
1. Acceleration test
Shows recommended gear to perform acceleration test and the calculated time for
accelerate from start engine speed to final engine speed.
2. Performance test
Sets parameters for the acceleration and hill test.
3. Hill test
Shows engine speed and vehicle speed for possible gears at steady-state in an uphill with
the slope stated in the Gradient field.
4. Calculate
Perform new calculated based on data submitted in the performance test box.

ADR test
1
4
1. Test constants
CR1 is a rolling coefficient.
CR2 is a rolling coefficient
Cd is the air drag coefficient
2. Test description
Push the buttons to see the test description
3. Result of calculations
Gear chosen for optimal brake capacity (without harming the engine)
Diagrams:
Click the type of diagram you want to see on the screen.
• Power diagram. Engine power and engine torque vs. engine speed.
• Gear shift diagram. Engine speed vs. road speed on different gears.
• Brake diagram. Downhill gradient vs. road speed on different gears when braking without
using the wheel brakes.
• Acceleration test diagram. Acceleration time vs. road speed when accelerating on a flat
surface.

Power Diagram 2
3
1
4 5
1.Engine torque diagram. Torque on the vertical axle and engine revs on the
horizontal axle.
2.Engine type.
3.Engine power diagram. Power in horse power on the vertical axle and
engine revs on the horizontal axle.
4.Print diagram (A print out window will appear).
5.Close diagram
Gear shift Diagram

3 4 5
9
10
13
11 12
The shift diagram shows the engine speeds as a function of vehicle speed for the
different gears.
1. Engine type
2. Engine revs scale.
3. Gearbox type
4. Axle gear and axle gear ratio
5. Tyre dimension
6. Name on gear
7. Not recommended engine revs (red field).
8. Recommended engine revs (yellow/green field) for vehicles with tough driving
conditions.
9. Recommended engine revs (green field). This gives both good fuel economy
and good driveability.
10. Recommended engine revs (light green field). This gives the best fuel
economy but Opticruise and easy driving conditions are required.
11. Click button to print (will open the printer setup screen).
12. Click button to get back to Main screen.
13. Road speed scale.
Brake diagram
4 5 6 7
1
9 10 11
1. Engine name
2. Gearbox
3. Down hill gradient scale.
4. Axle gear and axle gear ratio
5. Tyre dimension
6. GTW (Gross train weight)
7. Drive axle weight
8. Brake curves for the different gears without using wheel brakes.
9. Click button to print diagram (will open the printer setup screen).
10.Close diagram.
11.Road speed scale.

Acceleration test diagram
4 5 6 7
1
2
3
8
9 10 11
1. Engine name
2. Gearbox name
3. Acceleration time scale.
4. Axle gear and Axle gear ratio
5. Wheel dimension
6. GTW (Gross train weight)
7. Drive axle weight
8. Acceleration curve
9. Click to print out diagram.
10. Click to get back to Main screen
11. Vehicle speed scale

Considerations and definitions
Many different factors must be considered when choosing a powertrain (engine,

gearbox, axle gear and axle gear ratio). Some of these factors are covered by the
SCOP -program, but users of the program must be able to assess a number of
equally important factors themselves.
The program takes these factors into account:

• Gradeability and startability in lowest gear.
• Drive axle weight required to be able to climb a given gradient without wheel
slip.
• A suitable engine speed at cruising speed,
• Driveability in top gear at cruising speed on a specified type of road.
• Permitted loading for gearboxes, axle gears, axles and clutches.
The program takes these factors into account to a limited extent:

• The scope of the transport task
• Service life
• Driver attitude
• Market conditions
In view of this, the users judgement must play an important part in the
choices made.
Mixed driving conditions
Vehicles are often used for several different types of duty, and the transport task
may be made up of many different types of driving conditions. A transport task
may consist of different types of driving on roads with different surfaces,
topographies and at different cruising speeds. Often the train weight changes
throughout the run. In such cases it may be tricky to decide what driving
conditions to specify the vehicle for.
As a general rule, vehicles should be specified for the driving conditions that
apply to the major portion of the driving, but it is important to check that other
types of driving not will raise problems. Sometimes this will mean departing from
the optimum solution found and instead looking for a compromise to cover all
the actual driving conditions.
If two different driving conditions exist in equal proportions, the vehicle should be
specified for the case with the higher fuel consumption, since this is where most
can be gained by an optimisation.
This means, for example, that:
• If a vehicle is driven laden in one direction and unladen in the other, it must be
optimised for the laden case.
• If a vehicle is driven on a gravel road for half the run and on asphalt for the
other half (at the same speed), it should be optimised for the gravel road.
• If the cruising speed on half the run is 70 km/h and on the other half 90 km/h,
the vehicle should be optimised for 90 km/h.
However, a rear axle ratio that allows the vehicle to be driven at 70 km/h in
top gear should be chosen if possible.
What driveability to demand?
Driveability in the SCOP program is the gradeability at cruising speed. This is a

measure of the amount of power reserve at cruising speed. A low driveability
means that the vehicle will lose speed and the driver will have to change down
even for very slight gradients.
Consequently, low driveability results in higher number of gear changes.
A low driveability naturally also means that, at cruising speed, the engine will be
running closer to its maximum power, compared with a vehicle with a higher
driveability (better gradeability).
A low gradeability figure will result in a lot of gearshifts when driving and a high
figure means comfortable driving without a lot of gear shifts.
When specifying the powertrain of a vehicle the goal should be to get the
gradeability good enough to climb most of the small gradients in top gear at
cruising speed.
Gradeability recommendations at cruising speed:
0.8% is the lower limit.

Below this the vehicle will feel weak and underpowered. Its speed will drop even
for slight gradients, and the driver will have to change down very often.
1.5% This vehicle has a good driveability. The engine does not have to work so
hard and will therefore last longer. A great portion of the transport can be carried
out in top gear without loosing speed and without need to change down to a lower
gear.
2% Driveability in this case is so good that a choice of a less powerful engine

might be considered.
The gradeability demand is normally lower on a flat road compared to a hillier

road, since the hills resulting in gear changes are less frequent.
Rolling resistance
The rolling resistance depends on:
• the nature of the road surface

• the type of tires
• the speed of the vehicle
• the Gross train weight (GTW) of the vehicle
The rolling resistance is calculated on the basis of the rolling resistance coefficient
which is in fact two coefficients:
• Cr1 is a static coefficient and is expressed in N/tonne
• Cr2 is a speed depending resistance part
Total rolling resistance coefficient:
Cr = Cr1 + Cr2 * Vehicle speed (N/tonne)

Friction coefficient.
The friction coefficient (Mu) is a measure of how much force can be transferred
from tire to road without wheel slip.
The friction coefficient depends among other things on:
• the nature of the road surface

• the type of tires
Some friction coefficient values used in SCOP:
Road surface Mu
Dry asphalt 0.8
Wet asphalt 0.6
Gravel road 0.4 –0.6
Air resistance
The air resistance of a vehicle depends on:
• Total frontal area of the vehicle, in other words how much air the vehicle must
force aside as it drives forward.
• Speed.
• Density of the air, which depends on the temperature, among other things.
• How the vehicle is designed in terms of air flow and the formation of possible
eddies. This is usually expressed as a figure known as the air resistance
coefficient (Cd) of the vehicle.
Fuel consumption
The program gives two different figures of fuel consumption for each transport
task parts.
1. The first is a fuel consumption figure when driving on a completely flat

horizontal road at a constant speed equal to the cruising speed. This is a
momentary fuel consumption that is lower than what can be expected in real
driving since there are no accelerations or speed changes and is on a
completely flat road.
2. The second fuel consumption figure is calculated for a road that is similar to
what you have specified. In this figure topography, average gradient (altitude
difference between start and end point) and speed variations (accelerations
and number of stops) are taken into account.
It is very important to remember that this second figure is based on a predefined

road in the program and that the result can be different compared to the real life
result. How big the difference is depends on how well the predefined road reflects
the real road (topography and speed variations). Another factor that can make the
real fuel consumption differ quite a lot from the value given by the program is how
the driver is acting.
It is important to be very careful how to use the fuel consumption results

since the values given by the program are valid only on the roads used in
the program.
How good this reflects the reality depends on to what extent the used road is
similar to the real road (both topography and speed profile).
The figures can be used for comparing different specifications on the same
transport task and as an indication of expected fuel consumption.
Never use the fuel consumption figures as a promise or as guaranteed fuel

consumption.
Speeds
The program is dealing with several different speed definitions:
• Cruising speed is the speed you as a driver want to drive at on the major part
of the transport task part. The cruising speed is together with the tyre size the
most important factor when selecting rear axle ratio.
• Maximum speed is the highest speed the vehicle can reach on a flat road
taking engine power and all resistances into account.
• Total speed range is the range from the lowest driveable vehicle speed ( at
1000 r/min) in lowest gear up to the vehicle speed at maximum power engine
rev. when driving in top gear only taking ratios and tire size into account.
Since neither the power of the engine nor the road or air resistances are taken
into account the maximum speed on a flat road can be higher or lower than
the upper limit of the speed range depending on engine power and
resistances.
• Average speed is the average speed obtained on the predefined road that
has been selected in that transport task part when using the specified cruising
speed.
When calculating the average speed engine power and all resistances are
taken into account. If a number of stops or differences between start and end
altitudes have been entered this is also taken into account.
Differences between the real road result and the value given by the program
can (and will) occur if the road used by the program differs from the real road
(topography and/or speed profile).
Topography and Maximum gradient
Topography and Maximum gradient must not be mixed up.
Topography is a measure of the variations of altitudes existing on the transport

task part as a whole.
Maximum gradient is dealing with the very steepest hill on the transport task
part.
This means that a road with a flat topography can have a very high gradient as
maximum gradient.
On the other hand it is not necessary that the maximum gradient of a hilly road is
very steep.

If the topography of a road is flat in the first half and is very hilly in the second half
it can be defined as a hilly road as a total.
However it might be more accurate to split the road into two parts and define
them as flat and very hilly respectively.
This method makes it possible even to adjust other parameters for the different
parts separately (i.e. cruising speed, road surface etc.).
If a road starts on a low altitude and ends up in a high altitude it can still belong to
any of the three different topography types.
If the road has few altitude fluctuations when ascending it should be entered as a
flat road with a difference between start and end altitude.
If a road is defined as a flat road, a lower value of gradeability at cruising speed

can be accepted compared to if the road is hilly, because of the fewer number of
gradients occurring on the flat road.

Factors that influence service life
The life of the various parts of a powertrain depends, among other things on:
• How well the parts are suited for the transport task for which they are to be
used.
• What other powertrain components the parts are to operate in conjunction
with.
Here are some comments on factors that affect the service life of different
components.
Engine
The life of an engine depends among other things on power output and engine
speed.
If an engine has to operate close to its maximum power for most of the time it is
running, its life will be reduced.
In other words, engine life can be increased by choosing an engine that gives a
higher hp/tonnes figure compared with that obtained if a 'minimum' engine is
chosen.
If the engine speed at cruising speed is high, the number of engine revolutions
per km will of course be higher than at a low engine speed. The wear of certain
parts of the engine is a function of the number of engine revolutions. Engine life
will be longer for lower cruising speed revolutions.
Note: The engine revolutions at cruising speed should not be too low since this
can cause some driveability problems as for example poor engine response when
driving uphill.
Gearbox
The life of the gearbox depends on several factors:
• Amount and duration of torque transferred.
• Which gear that is used.
• Temperature in the gearbox.
These factors are in turn influenced by:
• Gross train weight. If the train weight is high the torque will be higher than
with a lower train weight. This is valid both for the mean torque and the
maximum torque that can occur in certain extreme situations, for example
when starting on a steep slope.
• Road topography. If driving involves roads with many long, steep hills, high
torques in certain gears will predominate, compared with driving on flatter
roads. This may shorten the life of certain parts of the gearbox.
• Road speed. Driving at high speeds will increase the torque passing through
the gearbox because of increased rolling and air resistances.
• Rear axle ratio. If the rear axle ratio is too low, the vehicle may seldom or
never be driven in top gear. This puts an abnormally high strain on the lower

gears, and leads to higher temperatures in the gearbox, since efficiency is not
as good in lower gears as in top gear.
This will cause the fuel consumption increase as well.
• Tyre size. Tyre size will affect in the same way as rear axle ratio (see above)
since it is a part of the total ratio.
• Engine size. A powerful engine provides a higher input torque on the gearbox
than a weaker engine on accelerating and when climbing hills.
Clutch
The life of the clutch depends largely on how and how often it is used.
The greatest strain on the clutch is when the vehicle is being started.
The clutch has to be slipped while the vehicle is accelerated from stationary up to
the lowest driveable speed in starting gear. To preserve the clutch, this period of
slip should be kept as short as possible.
Of this reason it is important to ensure that the lowest driving speed in starting
gear is not too high. This is particularly important when driving with high train
weights.
The lowest driving speed in bottom gear depends on gearbox, axle ratio and tire
size.
Rear axle and axle gear.
As far as life is concerned, rear axle housing must be regarded as one part and
axle gear as another.
The life of the axle gear depends on the torque transmitted and the time for
which the torque is applied. Factors that influence this include:
• train weight
• road topography
• road surface (rolling resistance)
• engine power
• axle ratio
• tire size
• road speed
A low axle ratio (fast vehicle) means that the input torque to the axle gear must
be higher than with a higher ratio for equal output torque to the wheels.
Choosing the correct axle ratio is important for several reasons:
• Suitable engine speed at cruising speed. The vehicle shall be able to run in
top gear at cruising speed at an engine rev. within the economic range.
Important for fuel consumption and engine life.
• Good gradeability in bottom gear. Enables the vehicle to cope easily with
the steepest hills on the run.

• Good startability. The total ratio, of the axle gear and the bottom gear of the
gearbox, must, together with the tire size, give a lowest driveable speed that is
low enough to avoid excessive wear on clutch when starting.
The life of the axle bridge depends primarily on the vertical forces that are
present.
• The static axle load that is caused by the weight distribution on the vehicle.
• The dynamic axle load which is caused by irregularities in the road surface
and the speed at which they are encountered.
Market conditions
The idea of the SCOP program is to give guidance when choosing a powertrain,
so that users easy can compare alternatives and avoid mistakes when specifying
vehicles.
It is important to remember that there are mostly several combinations that are
more or less equivalent and that you can not say that this is the only correct
solution.
It is, as pointed out before, important to remember that the SCOP program is a
calculation tool that has to be used in combination with your knowledge and
experiences.
In fact there may be several reasons for departing from the first found solution,
for example:
Product range
It is by no means certain that the powertrain combination first found even exists
as a selectable combination for the market in question or for the chassis type you
of other reasons want to specify. However this is not a serious problem since it is
very easy to make modifications in the program to find a permitted combination
that gives more or less equal results.
Local experience
You also have to consider local conditions such as the climate and the standard
of the roads when specifying the powertrain. This means that local experiences
might be a reason for not specifying according to what is considered to be the
'best' solution by the program.
Servicing
If a particular engine or type of vehicle has never operated in a given market it is
a good idea to think seriously before introducing it. An 'odd' vehicle may cause
problems with servicing and spare parts supplies.
Local conditions
In some markets there are deeply ingrained views about what is the right type of
vehicle for certain transport tasks. This may be due to conservative attitudes but
may also be based on special operating conditions and real life experiences.
As a general rule it is advisable to proceed with caution when tempting to
overcome such attitudes and try to find the real reasons behind.

What about the driver?
There are many kinds of driver and as many different driving techniques. This
must be taken into account when choosing a powertrain for the vehicle.
It is also very important to know the drivers expectations of the vehicle.

For example if a driver expects a sporty vehicle, there must be sufficient power
margin at cruising speed and the engine revs. at cruising speed when in top gear
must not be too low, otherwise the driver will be dissatisfied and treat the vehicle
accordingly. The service life of the vehicle will be shortened if a less powerful
engine is chosen in such a case.
However if the diver aims to keep down the fuel consumption and knows how
much can be gained by economical driving, an engine with a smaller power
margin and lower engine revs. at cruising speed can be chosen, but it is
important never to go below the 'minimum' specification gradeability =0.8%. This
should be regarded as the definite bottom limit when specifying the powertrain for
a vehicle.

Troubleshooting and feedback
One very important part of making a program like this is to get feedback from the users. This
means that if you have any problem when using the program please let us know.
We are of course also very interested to know if you have any ideas about enhancements that
might be added to the program and make it more useful to you.
If you have access to CREAM (available from Sail) you can see which improvements are
scheduled and add your own suggestions. If you don’t have access, you can contact:
Scania CV. AB
Mikael Curbo / YDA
S-151 87 Södertälje
Sweden
Telephone: + 46 8553 820823
E-mail: mikael.curbo@scania.com

Scopmanu Eng

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SCOP

Scania Optimizing Program

2010-10-28 Version 2010.3.4

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 1

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 2

The program can be used to:

 Get an indication of the lower limit for an acceptable choice

 Quickly calculate various performance parameters that are of

 Indicate whether a given powertrain combination fails to satisfy

 Indicate whether a unit is unacceptably loaded in a given

The SCOP program can also be used to obtain answers to more

It is very important to see the program as a calculation tool and

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 3

To run the SCOP-program you will need:

After installation the SCOP-program can be customised to your local needs.

Examples of different commands:

Different commands can be combined and separated with a space or a /. example:

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 4

1. Main configuration view

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 5

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 6

1. Select vehicle type to change specification.

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 8

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 9

1. Select on which route calculation shall be based (For detail information

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 10

3. Very Hilly road

4 of the road surfaces are represented by symbols to select by clicking:

1. Very hard roadway

2. Very hard roadway (wet)

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 12

Engine: Detailed information and selections regarding the engine.

Gearbox: Detailed information and selection regarding the gearbox

Rear axle: Detailed information and selections regarding rear axle

Wheels: Extended information regarding the wheels

Exhaust brake: Define if exhaust brake shall be used

Acceleration control: Sets if acceleration control is selected

Power gearing: Set if power gearing or economic gearing shall be used

Opticruise: Set if Opticruise or manual/automatic shall be used

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 13

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 14

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 15

1. Select axle gear

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 16

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 17

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 18

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 20

1 Definition of gradient, road speed, selected gear and engine rev.

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 21

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 22

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 23

Gear shift Diagram

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 25

--- Manual program SCOP ver.2010.3.4 2010-10-28 --- 26

Many different factors must be considered when choosing a powertrain (engine,

The program takes these factors into account:

The program takes these factors into account to a limited extent:

Mixed driving conditions

This means, for example, that:

What driveability to demand?

Driveability in the SCOP program is the gradeability at cruising speed. This is a

Gradeability recommendations at cruising speed:

Get an indication of the lower limit for an acceptable choice

Quickly calculate various performance parameters that are of

Indicate whether a given powertrain combination fails to satisfy

Indicate whether a unit is unacceptably loaded in a given