Modifying the Vectrix Charger Programme
Hello folks,
Herewith a commentary on some work I have been doing on the Vectrix Charger Programming.
I have achieved a limited success in the task of re-arranging some of the charger's performance. This has been with the object of reducing the battery 'damage' whilst charging and also, hopefully, to extend the life and therefore the mileage of the battery before replacement becomes necessary.
It is my view that most of the damage to the battery is caused by heat, and that heat is generated / produced by two means. The first is the heat of the charging process and the second cause is the internally generated heat produced by the battery's internal resistance when current is drawn from the battery.
So far, I have concentrated on the charging process. My aim was to reduce the initial charging current, maintain that current to around 80% of 'full' capacity (24 Ah) and then continue the charge with a further reduced current for a sufficient time to complete the charge process. There will be a 'side effect' of this which is a longer charge time, however, I consider that a longer charge time might be worth accepting if a longer battery life results from this. Bear in mind that charge time, including equalisation, can extend to over eight hours with the Vectrix programme/software.
In terms of the initial charge (up to 80%), reducing the current to 6 to 7 amperes only increase the charge time from 2hrs (empty battery) to 3.5 hrs. This is an increase which I am prepared to accept.
The second stage of charging which involves the ''tr' cool off periods, lasts for one hour, in the earlier software (Version 2012 and thereabouts) this also involved a low rate charge of 3amps. In the 3001 version, this was reduced to zero charge and still runs for the hour (I believe that Vectrix had noticed that the 'tr' at 3 amps was actually causing further heating of the battery).
The third stage of charging is the C.C. (constant current) stage which runs for a preset time or until a preset voltage is reached or until the battery heats up to a preset maximum temperature.
A final charge stage involves the process of Equalisation. The purpose of which is to bring any cells which have 'fallen behind' in terms of charge (i.e. they are not 'Full' whilst other cells are full) up to a genuine fully charged condition.
The main heat producer during the charge process is the latter part of the initial stage ( the part that takes the battery to 80%), this is followed by the Constant Current charge at 3 amps which also produces excess heat. The Equalisation current level is also excessive and contributes yet more heat to the battery.
Vectrix 'engineers' recognised the problem but failed to deal with it mainly due to their over-qualification for the job which they were doing. A common problem with overqualified engineers is that they are full of theory and short on practice. As anyone who is involved in troubleshooting knows, theoretical knowledge and practice experience can often be very difficult to marry together and in all cases, what happens in practice is far more important that what should happen according to theory.
Vectrix engineers attempted to solve the heating problems by 'cooling' the batteries (the plenum chamber fans). They added periods of 'cooling' to the process (the tr.with no current in later software). They programmed in a temperature limit, beyond which the charge was halted and the fans were kept running, but they completely failed to realise that the best way to deal with the problem was to NOT generate the heat in the first place. They were, of course, far more interested in selling a short recharge time that would appeal to buyers. A VERY BIG MISTAKE.
Where does that leave us? Well, working on an earlier version of the software ( I wanted tr. with instruments lit up), I have been able to make a number of alterations to the programme parameters without actually altering the programme routine itself.
I have reduced the initial charge current (C.P.) 6 to 7 amperes (864 watts) and reduced the 'aiming' voltage so that C.P.144 is the voltage limit for the initial charge. At a charge rate of 6 amperes, 80% charge occurs at approximately 144Volts.
I have reduced the 'cool off' current to 1.5 amperes. The 'aiming' voltage is set, within the programme, to equal the C.P. voltage.
I have reduced the Constant Current level to 1.5amperes and increased the maximum time to 4hrs and may yet need to add more time (it was set to around 3.5 previously)
The above changes do increase the charge times, is there really any choice?
Vectrix had set some 'safeguards' in the programme. I have used the word 'safeguard' rather loosely. They had set the maximum battery temperature to 50 degrees Centigrade. By the time that the battery casing, where the temperature is measured, reaches 50 degrees then the internals of the battery are considerably hotter. I don't call that a safe limit.
If the charger 'control' failed then they had a 'safe' limit of 15 amperes and a maximum charge of 32 ah in C.P. mode with a 35 ah absolute limit. What they did not consider was that if the programme 'locks' then even these limits will not help as they will not be applied due to the locked programme.
If the battery temperature exceeded 40 degrees in use (when riding) then the plenum fans where switched 'on'. At 40 degrees C on the battery case, when in use, the damage is already done, as I have already said theory and practice ...?..?..?....?
So much for the Vectrix engineers 'safeguards'
I have incorporated 'safer' limits into the software which I am altering. I have reduced the maximum charger output to 8 amperes. I have arranged for the plenum fans to be always 'on' when the bike is being used. I have set the safe maximum battery temperature (when charging) to 25 degrees C ( it is currently 5 degrees outdoors here just now and rarely exceeds 20 degrees) and I have reduced the maximum ampere hours in C.P. mode to 24.
All in all, a number of changes and hopefully for the better.
The above changes are currently being tested and have so far proved to work as intended. It will be a while before the real effects (a longer battery life with fewer imbalance problems) are available.
The above 'work' has taken longer than I expected, but reverse engineering, in order to find out how a programme works, is not the easiest of subjects and I am still a novice. I have done nothing illegal, all I have done is to make alterations to an existing hex file for my own benefit. I am willing to share my knowledge with you individually so that you too can benefit if you wish. The alterations which I have made can be varied to suit individual requirements (not easy but not too hard either).
This is not a simple process, but I will try to help anyone out there who may be interested in this work. Basically, I have made the alterations directly in the Hex file which is programmed into the bike with the Vectrix Diagnostic Software. The changes to the hex files are written for a specific version and cannot easily be 'fitted' in other versions. Because I have 'downgraded' to an earlier software version, I have lost the estimated mileage readout on the left-hand display and the battery capacity meter (right-hand display) no longer decrements. I have found that the left brake pull that gives the voltage and temperature readout allows me to estimate the remaining battery capacity and I have not been caught out yet.
I am hoping, in due course, to reverse engineer the whole programme. When that is completed, I shall write my own programme to deal with the problems in my own way and will publish the programme as freeware (but that, folks, may take some time)
Dear People at Vectrix,, (I know that you read this column)
Why don't you contact me so that WE can work out YOUR problems together and benefit YOUR business and YOUR customers and perhaps the environment at the same time? I don't even want paying, (although you might like to contribute towards the £150 worth of books I have bought) all I want is a good reliable product. You have nearly achieved that, why not allow me to help you finish the job properly? Contact me through this forum, PLEASE. :-)
And having got that over folks, Merry Christmas and a Happy new year to you all, even to those people at Vectrix.
Keep smiling folks:-)
The Laird..
Fabulous, well done!
Well done Sally :D
Because I have 'downgraded' to an earlier software version, I have lost the estimated mileage readout on the left-hand display and the battery capacity meter (right-hand display) no longer decrements. I have found that the left brake pull that gives the voltage and temperature readout allows me to estimate the remaining battery capacity and I have not been caught out yet.
If you also down grade the MC software to MC1014b, both the fuel guage and estimated range will work again.
Matt
This is very interesting, but I have no computer experience. How would someone such as myself modify the software? Thanks for the post.
The laird... fantastic work! they should employ you at the vectrix factory. ;-) Do you think it would be possible to switch "on the ride" between two different charging programs, one fast and agressive (the present one from vectrix), and another slow to take care of the battery (your version)?.
The idea of measuring the current/power used and then, when charging, attempting to 'replace' the used power is an interesting one but not, in my opinion a practical one as it does account for temperature related losses. Whilst it may be an ideal, it is definitely not practical but it is incorporated into the some of the Vectrix software. Whether it constitutes part of the problem is another matter. On the good side, this feature can largely be circumvented by simple software/hex file changes.
I actually quite like the idea of measuring the amount of energy pulled from the pack.
It allows you to charge fast with no chance of overcharge, and charge slowly later to replace self discharge losses.
Its the idea of resetting the count at red battery light, but still charging fast that gets us into trouble.
Have you a way to get the charger to follow a constant power than constant voltage charge profile?
I wonder what the chargers max power output is at 240v.
Thinking of those who have moved to lithium here.
Cheers,
Matt
Very interesting work on the stock charger and thanks also for the info on the fans.
Could you possibly shed some light on the state-of-charge (SOC) calculation or display? Which unit generates the SOC (17 bar) display? Is it done by the charger, or by the motor controller, or by the instrument cluster? Have you come across some code in the charger for this calculation?
I suspect that the displayed sate-of-charge is calculated by dividing the Ah consumed or charged by the total capacity (between red light and full), but where is this done?
Regards,
Wolfgang
Excellent work there Laird. I know how many hours go into this sort of pic-code reverse engineering. You are to be congratulated on your dedication.
It would be interesting to see your analysis of the supplied code. (I assume you have worked out the algorithms, at least approximately, as well as which values are which). Obviously we don't really need this info for making the sort of changes you are describing, but there are many nerds who would find this interesting, and as you've owrked it all out you might as well spread the info (you might even get some help with further developments).
Presumably there are some checksum requirements too in order to make any changes and successfully upload the resulting file?
I'm not really familiar with the vectrix battery details, but do I understand that the batt can only be charged in series (well, in two unequally-sized parts IIRC?). i.e you do not have individual cell monitoring for temp or voltage? This is of course problematic when cells become imbalanced as you'd just like to charge the not-full ones whilst not heating the others with further charging. At least this method is possible with NiCd/MiMH charging (unlike lithium), but I reckon you really want individual cell temp monitoring for full failsafe charging.
BTW the power-in/power-out measurement scheme is called 'coulomb counting' in battery-charging circles (and it's famously unreliable, because even small errors tend to accumulate as you repeatedly charge/discharge). Nevertheless, with reasonable accuracy levels and some way of resetting 'full' from time to time, you can say whether a battery is 25%/50%/75% discharged which can be useful info. This is useful given the rather flat discharge curve of Nimh cells, and the problems of using the voltage across many cells to determine overall battery state. Here individual cell voltage measurement is very helpful.
That's probably enough general-purpose wittering from me - I think you know all this, and it doesn't help much for trying to work within the existing wiring and software constraints, which is the focus here.
Very impressive!! Thats quite alot of information to derive from only the hex code. Did your characterization of the Vectrix engineers also come from the hex code?
Very impressive!! Thats quite alot of information to derive from only the hex code. Did your characterization of the Vectrix engineers also come from the hex code?
Yes, I think it needs to be remembered that the Vectrix engineers were being told to cut corners at several points along the way. Do it or loose your job sort of stuff. Particularly the battery management system could have been a lot better, but was practically omitted due to cost cutting. A much better system was initially planned.
I do imagine that the engineers were told to increase the range by overcharging and over-discharging the batteries on each cycle. And to recharge faster than what is good for the battery. All without regard for longevity of the battery - as long as it sells NOW!
If (or not) the engineers willingly agreed to have a black (and not heat-insulated) cover over the battery completely escapes my knowledge. I assume this was the brain child of a fashion designer - and thoroughly idiotic! A certain way to kill the batteries in Summer.
And lets not forget the elephant in the room: The batteries could be of poor quality altogether!
I was told by an ex-Vectrix engineer that they never even received ONE good battery for testing and development purposes. What I think s/he meant was they never got a complete 102s pack that did not have at least one under-performing cell in it. Packs like this should be matched and that brings the price up and requires high quality standards in the first place. The batteries might just not be of sufficiently high standards. It could also mean that the Vectrix Corp. did not have the organisational skill or resources to supply a good battery to the engineers - but I think what s/he meant was that the batteries were just not good enough.
I would assume that all and any engineers were bound and gagged by similar contracts to the ones that the dealers had to sign, which could make it difficult to give due credit for their work and help.
Hi there,
to bring it back to topic: I did some research not for the 30AH version of the GP batteries, but for the 78 AH version.
Mainly I researched for the possibility and danger of parellel charging two modules with several cells. Two of the sorces
[Akku types] and [Tech. specs NiMH from GP] did warn not to charge this chemistry parallel AND they warned not
to charge below 0°C/32°F. In this case there is a danger for fast and heavy preasure-rise in the cell opening the vent and
weakning the battery.
Greetings Mike
Amazing info, thanks The Laird!
My bike has just over 2600 miles and I have been experiencing battery issues for some time. I spoke with Matt Hair back in November, a tech at V and very nice guy, and he thought it was due to not riding the bike regularly and the self discharge. The bike sits during the week and I ride it on the weekends. I find it frustrating that the bike cannot deal with sitting for a week or two and cannot seem to be able to adjust. I have been around EVs for years and I find the charging parameters you described to be idiotic. I always wondered why they used these charging algorithms when it obviously caused heating of the battery. Why not charge it slower at the end?
Matt said when he was down this way he would take a look at my bike and run some diagnostics to check the battery status. Unfortunately its been 2 months and I have not heard from him.
I don't know that my battery is damaged beyond hope but I believe at a minimum it is seriously out of balance as I get the red light regularly now even on short rides ( 10 - 20 miles of conservative riding) I have been looking for a way to "gently" and non destructively balance the pack. I would like to try your charging hex but I live in Houston and we have extended periods of 3 - 4 months where the ambient temp never drops below 25C - 77F. I am also running one of the newer firmwares.
From what you said if you could keep the batteries more balanced through a lower final charge rate at the last 1/3 of the charge that does not heat the batteries then it would be easier to charge them reliablely at 11 amps through the first 2/3 or 70% soc( the point where it seems heating becomes more pronounced). I am not an engineer so I rely on those of you that are. One thing you did not mention is whether the higher rate 11 amps versus your lower rate of 6 - 8 would cause greater cell differentials due to varying internal resistance of the batteries, whether due to age, damage, construction etc. Is the added 3 - 6 amps enough to cause differing resistance and cell temp variations? Of course the universal constant for charging batteries is slower is better. But I live in a rural area and town is 10 miles so I constantly take advantage of opportunity charging when I am out so the higher 11 amp rate during a lower SOC is very attractive to me.
But it's no good to you if the battery is dead so a healthy battery is ultimately whats important! I would take an 8 hr charge time if the batteries stayed healthy with a good usable capacity for 5+ years of fun.
Thanks for all the valuable data!
Todd
I don't know if this is a dumb question, but I'll ask it anyway. I have a time clock that can have multiple times in a 24 hour period. Would it help if charging was done in, say, 15 min increments with an hour or so rest in between? I'm not sure what happens if the V is turned off during the charge cycle and then turned on again.
Intelligent posts.
You are bringing more hope to our old vx1 than the vectrix brand.
Go the Laird Go!
It does seem that the whole problem is that the charger is being used as a sort of makeshift BMS. Wouldn't the solution be to instal a BMS and let the charger go back to being a charger?
Perhaps completely replacing the V charger with another good quality one?
=:)
I am definitely interested in modifying the charging process to lengthen the life of the battery. I don't have a canbus adaptor or a PC laptop, but my son is a computer programmer -- I'm sure I could show him the hex code and ask him to make the changes for me.
I look forward to having a healthier EV, thanks for your work and for sharing with us.
Wouldn't the solution be to instal a BMS and let the charger go back to being a charger?
certainly, Gasdive, you're right. Any multicell battery needs BMS. That's the solution... but that's the real problem: Where can we buy a NIMH BMS? I've never spoted one single device in the WWW market...
Hello Laird,
i really want to thank you for all the good work that you are doing. I've been closely following this thread and others similar and I beleive it can only improve our units and make the the batteries last longer.
I for one would be interested in trying your new software - bearing in mind in the South of France in summer we have maximum temperature of about 35 degrees C. In the winter it gets down to about 10 degrees C during the day - colder at night although this year it has been much colder - happily now it has warmed up a bit.
I'm curious to know if you have had any contact from Vectrix commenting/helping you with your work.
I'm sure I'm not alone in thanking you for what you are doing.
All the best
Jonathan
Thanks for the response and the update Laird.
I would like to give this a try when you are ready. It is currently winter here so temps are in the 10C - 20C range and I could work with that for several months.
What would I need in order to revert my V to the older firmwares compatible with your mod? I have a laptop and it sounds like I need an adapter?
It would be comical if it were not so serious that the tech from V told me to deliberately run the bike down to the red light, recharge and run down again. And that running it down regularly is an important step in keeping the battery healthy and it sync. I know they are trying to help but it sounds as if they are totally unaware of the effect their charging algorithms are having on the battery health. :(
Todd
Superb work.
Just one silly question.
The software is the 2012 version charger software with the MC1014 motor controller software.
Drawbacks:
This software combination does not have the 'left brake/kill switch' facility . Nor does it have the 'pre charge cooling delays'The cut off battery voltage is at a lower level than in the later software. There is a potential to damage the battery
If you modify the 300x version of the charger:
1- you'll have the 'left brake/kill switch' facility
2- you'll have the 'pre charge cooling delays'
3- will work with latest hex file of motorcontroller - higher voltage cutoff. No need to modify it.
is it possible?
Once again very thorough info Laird.
When discussing equalizing are you thinking a specific equalization charge to "whip" the batteries into shape or equalization slowly over a number of cycles? My understanding of NiMH batteries is when charged at a higher rate once they reach there full capacity they heat up quickly, and hence the damage, However I have read( on smaller NiMH ) that they can be charged at a low rate, C/10, for a long period without damage. It seems that C/10 still generates significant heat with the V. If you are currently charging at 1 - 1.5 is that what you are thinking of using?.
Once again ideally and from a practical standpoint if you could get 80% charge as quickly as is safe, then the last 20% could take another 4 - 6 hours without a problem. We are not trying to create marketing hype so an 8 hr charge time to 100% either during the work day or at night would work for most. And opportunity charging to 80% safely without heating would make the bike and entirely different ride.
What about the calibration charge the V does after 12(?) hrs of use. Is that implemented in the firmware you are using. If so can the final stage be adjusted down to 1 - 1.5 amps?
Todd
Where can I get an appropriate canbus adapter?
Todd
...Where can I get an appropriate canbus adapter...
Hi Todd, many people use the Peak CAN Adapter available optoisolated for more safety but more expensive or normal. Mine is optoisolated
but works sometimes instable which is maybe an effect of the USB 1.0 of my old Laptop? Definitely problems occure when I used an USB-extensioncord, so I plug adapter and laptop directly now. My adapter did come with a violet CAN-conectionwire too, but I don´t know if it is needed or if the adapter can be directly used with the scooter (I use the violet wire).
Greetings Mike
Re-arranging the Vectrix charger behavior
PRELIMINARIES
Now that it is possible to make (some) changes to the Vectrix Charger Programme, it would be best to spend some time reasoning out what changes to make and why, exactly, we want/need to make them.
I have been making good use of a number of information sources regarding the NiMH cells/batteries. Two excellent published sources are those by Duracell and EverReady plus a number of other more general works from various sources.
The battery failures have, as far as I can establish, all been caused by imbalance of the cells followed by overcharging of the cells with a higher than average charge content and voltage reversal of the cells which had a lower than average charge content. In some ways, the imbalance of the cells is the biggest problem, there are other problems.
Dealing with cell imbalance
The question of how the imbalance occurs is important and it is my considered opinion that the cause is simply down to cell temperature differences throughout the battery. These differences occur due to various causes including internal heating both in use and whilst charging, and also by the heat of the sun which may be direct sunshine or reflected/radiated heat from road surfaces / buildings etc.
The problem here is not absolute cell temperature, it is the DIFFERENCE in temperature between the cells. When the cells differ in temperature they also differ In their internal losses and it is this that causes some cells to become 'out of step' in terms of charge when compared with the other cells The best way to tackle this problem is to always have the plenum fans running whenever the cell temperatures vary cell to cell and whenever the battery is either being used (bike in action) or when charging the battery. The only way to tackle the atmospheric heating is to choose where you park/keep the bike when it is not in use.
We can do a lot to prevent the problem of imbalance occurring. We have some choice as to where we park / keep the bike and within the charger programme there is the facility to run the plenum fans whilst riding and there is potential to have the fans run for a predetermined time after switching off at the end of a ride.
Heat Generated during Charging.
The charging process generates heat. More so in the NiMH battery because of it's chemistry. However, the heat generated is not excessive during the earlier part of the charge cycle and from the available information this 'earlier' part of the cycle extends to about 70% to 80% of the full capacity. The charge rate of 10 to 11.5 amps is not a problem in the early part of the re-charge cycle but once we pass the 70% / 80% point the heat generated by the charging process increase dramatically and it is essential to limit the charge current in order to maintain the generated heat at a manageable level. This too, is possible via changes in the Charger software.
The latter part of the charge process, from 70% / 80% onwards can be carried out at a lower current rate ( around 2 amps? ) to complete the recharge process in about 6.5hrs maximum discounting any pre-charge cooling. The charge times being about two hours for the initial stage (at 10 / 11 amps) and the follow up stage (at 2amps) talking another 4.5 hours.
The Bulging cell syndrome
One of the interesting items, contained in the EverReady literature, seems to answer a question which has puzzled some of us for a while, and that is the matter of the 'bulging' cells. Why do some cells bulge? Are they the ''faulty' cells? What caused them to bulge? Well, the answer is quite simple. The EverReady literature show a graph of cell Pressure / Temperature / Voltage whilst being charged. What is painfully apparent is the massive rise in cell pressure which takes place beginning at the point of (about) 85% to90% of capacity. By the time the cell has been overcharged by only 10%, the voltage has peaked, the temperature has risen and the cell pressure has (relatively speaking) gone ballistic. So now we know the reasons for the 'bulging cell syndrome'.
The errors that Vectrix have made are now becoming more clear. Their method of charging appears not take account of cell losses in storage through high temperature effects. The idea of 'equalising charges' to correct the imbalance problem is not a good one due to the potential damage to overcharged cells which does occur during the process. Pushing the high current until the cells reach 1.5 volts during the initial stage of charging is potentially disastrous to cell life due again to the effects of excess heat and pressure within the cell.
Allowing the cell temperatures to rise significantly, due to excessive charge current levels and/or overcharging adds to the problem and is easily prevented. The temperature 'cut off' point of 50 degrees centigrade, used in some of their software, is far to high and takes no account of the ambient temperature or of the difference in the cell to ambient temperature. A cell at 50 degrees in an ambient temperature of 45degrees does not necessarily indicate a problem, but a cell at 50 degrees in an ambient temperature of 15 degrees is in serious difficulty. We can change the maximum / cut of temperature within the software and I propose different levels of cut-off for use in different ambient temperature areas.
The idea of measuring the current/power used and then, when charging, attempting to 'replace' the used power is an interesting one but not, in my opinion a practical one as it does account for temperature related losses. Whilst it may be an ideal, it is definitely not practical but it is incorporated into the some of the Vectrix software. Whether it constitutes part of the problem is another matter. On the good side, this feature can largely be circumvented by simple software/hex file changes.
As I said in my first post on this topic, I have made a number of changes to the hex files (software Revision 2012) and they are being tested, so far without any failures. The plenum fans are already running under all usage conditions (and continue for twenty minutes after switch off). What I propose to do next is to determine suitable cut off voltages for the different charging stages and, when they are tested and proved to work, I shall make available the codes and information as to how to install them. Anyone with the Vectrix diagnostic software and adapter will be able to complete the required changes quite easily.
So far, the disadvantage (due to my work being on the 2012 version software) is a loss of the estimated mileage and fuel gauge (caused by an incompatibility between the 2012 charger software and the version 1017 motor controller software. I am reliably informed by Matt that the fuel gauge and estimated mileage can be regained by installing the earlier motor controller software. This is correct, but I prefer to have the 'left brake/kill' switch combination which gives the voltage and temperature readout which only comes with the 1017 motor controller.
Some questions that have already arrived on the forum.
Oobflyer, I will provide an instruction sheet, whereby anyone with minimum computer skills should be able to perform this task. You will, of course, need the basic tools of a can bus adapter and computer, all else I can provide.
'R', To change from one 'charge rate' to another will entail reinstalling the hex files for each change required, so far I am only able to modify the existing hex files, re-writing the charger programme is still some way off. However, the idea of using the 'aggressive' charge rate on occasions is not one that I would recommend. Lowering the initial charge current, perhaps to make use of a limited current supply, could be both practical and useful, but that is quite a different matter.
How will the changes be made? I thought that you would ask that one so here it is:-
Basically, you need to open the hex file entitled BCR2012 in a text editor. It should look like this. BUT BEFORE YOU DO, SAVE A COPY AND KEEP IT SAFE.
:102F700060092000410120000101B800B24888002A
:102F8000C0FE2F00011920000101B900840C2000AF
:102F9000110009000401D80080478800C05D2000AE
:102FA000410020000100B800D04588000018200032
:102FB000A0478800F228EF00A629EF00F30B0700D6
This is, of course a tiny part of the whole file!!!!You can find this section by doing a 'search' for '102f9'.
Line 102F9 must be identical to the one shown in the above code piece before you change anything. If it is not then do not proceed.
If you change the line which starts with 102f9 (middle line in the above file fragment) to the following:
:102F9000110009000401D800804788000036200095
(The changes are in bold print to make them easier to locate. Do not embolden them in the file). And Now Save the file, you have a modified file (I suggest you use a new name for the file)
When/if this new file is installed, you will find that the charger will output between 6 and 7.5 amps for the C.P. Stage of charging instead of the usual 10 to 11.75 amperes.
Replace the file with the 'old'/unchanged version and you are back to 10 / 11.5 amp charging.
I am not suggesting that you actually do this, by itself it doesn't achieve very much, if anything. What it does is to demonstrate that this script is not a lot of ''hot air' and it shows that it is possible to change the file if indeed that becomes necessary.
Mistakes in the hex file are not (generally) tolerated. If the checksum is not correct through a typing error for example, then the file will be rejected by the diagnostic software with an error message of 'checksum error'. If you do get a mistake to pass through the diagnostic software it is more likely that the charger programme will hang rather than do any damage. DAMAGE COULD OCCUR HOWEVER AND I ACCEPT NO RESPONSIBILITY FOR ANY CONSEQUENCES.
Everything that I am writing is carefully checked, provided that the codes are correctly changed as per the given instructions there should be no problems. We are at this juncture because Vectrix have failed us and some of us are trying to help others to deal with problems as we see them. Those of us who are trying to be helpful cannot take responsibility for the way the information which we provide is used. I will go so far as to say “this is what I am doing and this is why I am doing it. You must do as you see fit, whilst I will offer any help that I can, I don't accept any responsibility if things go wrong”
These changes are specific to the 2012 charger hex file. Don't attempt to change any other file with this information.
I shall be back with further script when tests and calculations are completed.
Best wishes and a Happy New Year to you all.
The Laird.