153. In order to add some realism to the re-charging process, and to replicate, to a point, the actual methods employed, as well as provide some much needed extra tasks for the engine room crew, I suggest:
That recharge rates be staggered:
0-6Kah half-speed 340 rpm, 700A parallel/parallel
6-8.5ka half-speed 340 rpm, 400A parallel/parallel
8-9.3kah half-speed 340 rpm, 200A parallel/parallel
9.3kah and above 0A
If the amperage is exceeded, the battery eventually begins to vent hydrogen, requiring ventilation of the boat. The hydrogen level is simply rendered as a % report in text. If a given value is reached, the boat is lost. ? The risk of this can be mitigated by using the appropriate charging regime, and ceasing recharging at 9.3kah; also keeping the air intake and exhaust hull-valves open, and of course the main-hatch.
This will add to the complexity of recharging, and to the need for careful management of recharge rates, as well of other techniques (such as using the e-motor in recharge to moderate shaft rpm when convoy speed matching).
By having a requirement for variable-rate recharging, and a severe penalty for allowing the batteries to vent hydrogen in excess, it will require more "thinking ahead" by both captain and engineers/machinists to ensure the boat is well recharged - and ventilated - for when it is needed. Additionally by having the main-hatch more routinely open, it allows for some extra complexity for the dive-officer and others.
I suggest that "hydrogen danger" be a configurable setting for the lobby. By making the % of hydrogen a simple text report, citing the value, minimal extra coding would be required, other than tying the recharge rate in amps to the rate at which hydrogen gassing occurs. The suggested figures are fairly arbitrary, the point is there should be a system whereby the charging regime has to change the nearer one gets to 9.3kah, and the rate of charge must diminish within certain limits, as the overall Kah rises?
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