Stanley Meyer Explained

[h20power]

Hi helppeoplelive,

Read this:
http://www1.eere.energy.gov/hydrogen...fs/fcm03r0.pdf page 3-6.
What I am saying is this the energy content calculations I made are based on the limiting reagent, in both cases hydrogen is the limiting reagent, in the case for Stanley Meyer oxygen was stripped of 4 or more electrons to increase the energy content of the reaction. He is not the first to try something like that, chasson321 found a patent that shows the same idea being used before Meyer put the concept to use. What is left out of my gallons per mile stuff is the air drag that is most likely already factored in with the mpg of gasoline. If I where to add in the wind drag the numbers would go up as to mpg usage, say 22 mpg perhapes.

In normal use of just plain hydrogen as a fuel typically a blower has to be used to pull in enough oxygen to fully complete the reaction with hydrogen. What Meyer did with the gas processor is make oxygen more reactive and when reacted with hydrogen far more power energy flux density than the old way. Hope that helps with your understanding,


h2opower.

Are you saying that one part hydrogen is combined with 34.33 parts air in the cylinder of the motor? Are these ratios of volumes?

[sebosfato]

Are you saying that one part hydrogen is combined with 34.33 parts air in the cylinder of the motor? Are these ratios of volumes?

Don't worry man around the world you will find plain water and plain ignorance...

[tutanka]

Hi helppeoplelive,

Read this:
http://www1.eere.energy.gov/hydrogen...fs/fcm03r0.pdf page 3-6.
What I am saying is this the energy content calculations I made are based on the limiting reagent, in both cases hydrogen is the limiting reagent, in the case for Stanley Meyer oxygen was stripped of 4 or more electrons to increase the energy content of the reaction. He is not the first to try something like that, chasson321 found a patent that shows the same idea being used before Meyer put the concept to use. What is left out of my gallons per mile stuff is the air drag that is most likely already factored in with the mpg of gasoline. If I where to add in the wind drag the numbers would go up as to mpg usage, say 22 mpg perhapes.

In normal use of just plain hydrogen as a fuel typically a blower has to be used to pull in enough oxygen to fully complete the reaction with hydrogen. What Meyer did with the gas processor is make oxygen more reactive and when reacted with hydrogen far more power energy flux density than the old way. Hope that helps with your understanding,


h2opower.

Is clear that you don't have clear GP meyer concept.. you don't answer to me because I have right! Meyer have created GP as natural catalyzer using large amount of nitrogen present in air.. I don't understand how peoples don't understand that or only is more simple for they assume that you are an god.. Oxygen created inside GP is absorbed from nitrogen creating little amount of NO/NO2 and IS ONLY more amount of nitrogen atomic that react with H2O2 present after reaction into injector for asborb oxygen and released hydrogen from water... And you are sure that strip 4 or more electrons to increase the energy content of the reaction??? Ok. start little experiment and prove that .. without real test are only words.. And for finish .. I'm wating to see functional Meyer injector that work directly in combustion chambre..

[Tecstatic]

@h20power

I have studied the material I got from bussy04, and I have a quite clear view on how to implement it, besides some dimensional questions.

I also asked some questions on the other thread I started, Please answer those questions here, as I think it is good to have all the physics here, and the special electronics stuff on the other thread.

I have been working to finish a circuit I started some months ago, but it has been standing in the shadow of some exciting Dr.Stiffler experiments.

After Dr.Stiffler's exit I have resumed this circuit, which basically are 4 MOSFET transistors insulated from each other, and controlled from a connector with 4 logic signals.

The restriction on using the circuit is:

1. No MOSFET source pin is allowed to have a working voltage exeeding 550V relative to the the potential of the controlling port ground pin.

2. There is some timing limitation, which I will not explain here, but basically I expect to be able to exceed 1MHz pulse frequency with reasonable precision.

2. The remaining limitations depend upon the MOSFET used in the circuit.

The circuit has a 12V power input for internal supply, and the MOSFETs are just fed to connectors, so it is very flexible for experimentation.


I expect 1-2 more days of work to finish this circuit, the minor issues I have found on a tested prototype will result in the (hopefully) final PCB layout just a few hours away.

So I can not say I have read this entire thread, what I can say is I believe in you, and are willing to help with what I am used to do at work.

h20power, if this is OK with you, please answer the above mentioned questions, plus these below.

1. Bussi mentions 110V supply for the VIC. Why this number (I assume based on available inverter?) ? Why not e.g. 300V using shorter pulses ?

2. What do you expect to be the dynamic range of the energy delivered to the engine ?
100:1, 200:1 ? This regards the design of the 12V to VIC voltage conversion done by a SMPS I intend to make for the VIC supply. The voltage can be regulated by the controller. I guess there is some non-linearity in the relation between VIC voltage and oxygen ion energy.

3. I assume the power source for everything will be 12 VDC. correct ?

So I intend to first make a VIC power board for a single VIC + EEC.
Then we all have something to work on, we can use a power supply for the power input.

This will be fine for experiments for the old logic controller, but.. the "inteligent" monitoring for the VIC to stay healthy vil be more easy to do with the uC.

Then I will make a small PCB for user interface to the uC. 4lines x 20 characters LDC display and two on-off switches and two rotary/push buttons for "surfing" the menu and parameterized programs + an indicator led.

The use of parameters, as well as the program has more than one application to select, reduces the need for reprogramming the uC.

I expect one application is frequency/ pulse width adjusting.

The screen could look like this (20chars x 4 lines, ...for spaces):

APP: FREQ/PULSE.....
PULSE SPEC: %
FREQ: 24367 Hz
PULSE: 50%

or

APP: FREQ/PULSE.....
PULSE SPEC: Time
FREQ: 24367 Hz
PULSE: 10 usec


Another application is the auto tune for resonance.

APP: AUTO TUNE
ACT. FREQ: 24367 Hz
VIC VOLTAGE: 100V
VIC AMPS: 0.5A

For the uC I expect to use the AVR-CAN, as it is quite inexpensive, and can be programmed by an inexpensive programmer.

This is important, for with the amount of feedback for teaching uC, I let that sleep for now, no need to prioritize this before more important work.

So now I just go for doing the programming myself, although I for the cause and for personal security reasons would like more to be involved, now we move from theory to practice for the electronics.

This implies, the uC users need to buy the AVR-CAN + Programmer / PC programmer SW installed + binary file to download (program into) the uC to get going (but save your money until I deliver the binary file).



@bussi04
Thank you for the good overview
PM me if you need help regarding uC usage.

Attached is the tested functional prototype of my 4 MOSFET board, with just one of 4 identical (almost) channels populated. The PCB also contains a SMPS. An identical ferrite transformer core is seen. The coils are spiral tracks on 6 0.5mm thick PCBs inserted in the ferrite core.

Eric

[h20power]

Hi Tecstatic,

3. I assume the power source for everything will be 12 VDC. correct ?

The supply voltage I intend to use is 24v or 12v, but shooting for 24 as it gives more flexability. In the patent Meyer says he used 0-110v, but on his alternator he used 5v 2amps as said in the video: YouTube - Stanley Meyer's water car's first run

As far as the frequency I am shooting for 50 kHz, that part can be altered with a change in the VIC transformer inductance when built.

2. What do you expect to be the dynamic range of the energy delivered to the engine ?
100:1, 200:1 ? This regards the design of the 12V to VIC voltage conversion done by a SMPS I intend to make for the VIC supply. The voltage can be regulated by the controller. I guess there is some non-linearity in the relation between VIC voltage and oxygen ion energy.

This one is very hard as most of it has to be tested out. My VIC that I am planning for this is at .375 henry for each bobbin spaces four in all that all have the same inductances, primary, secondary, choke 1, and choke 2, plus one spot for the pic up coil also at the same inductance. Since I can't measure for capacitive reactance I will have to run the math backwards to see what they are, and that will only be an aproximation.

The restriction on using the circuit is:

1. No MOSFET source pin is allowed to have a working voltage exeeding 550V relative to the the potential of the controlling port ground pin.

2. There is some timing limitation, which I will not explain here, but basically I expect to be able to exceed 1MHz pulse frequency with reasonable precision.

3. The remaining limitations depend upon the MOSFET used in the circuit.

The circuit has a 12V power input for internal supply, and the MOSFETs are just fed to connectors, so it is very flexible for experimentation.

I don't have an answer for these, but I can tell you that the mosfet or in my case darlington transitor will not see more than 24v unless that is not enough to get the car running, then I might go with a 50v power supply. The secondary side is an isolated circuit and has no direct connection with the other circuitry. The EEC and LEDs are pulsed 180 degrees out of phase with the primary pulsing train.
In the WFC the EEC shares the same connection as the positive of the VIC transformer and also for the WFI's, the reason was given on post http://www.energeticforum.com/74631-post1304.html. It has to do with the self ionization of water being that it will revert back to h2o in just 1 pico second and the time to beat that is in the Primary to EEC pulsing trains amd this is for the WFC only and the WFI's work differently. In the Gas Processor the EEC has a screen mesh grid in the path of the air flow just behind the Gas Processor.

Well, I answered what I could, remember I am not an electriction okay? I have a good concept of electronics but circuits is a whole nother story.


h2opower

[Tecstatic]

Hi Tecstatic,


The supply voltage I intend to use is 24v or 12v, but shooting for 24 as it gives more flexability. In the patent Meyer says he used 0-110v, but on his alternator he used 5v 2amps as said in the video: YouTube - Stanley Meyer's water car's first run

As far as the frequency I am shooting for 50 kHz, that part can be altered with a change in the VIC transformer inductance when built.

This one is very hard as most of it has to be tested out. My VIC that I am planning for this is at .375 henry for each bobbin spaces four in all that all have the same inductances, primary, secondary, choke 1, and choke 2, plus one spot for the pic up coil also at the same inductance. Since I can't measure for capacitive reactance I will have to run the math backwards to see what they are, and that will only be an aproximation.



I don't have an answer for these, but I can tell you that the mosfet or in my case darlington transitor will not see more than 24v unless that is not enough to get the car running, then I might go with a 50v power supply. The secondary side is an isolated circuit and has no direct connection with the other circuitry. The EEC and LEDs are pulsed 180 degrees out of phase with the primary pulsing train.
In the WFC the EEC shares the same connection as the positive of the VIC transformer and also for the WFI's, the reason was given on post http://www.energeticforum.com/74631-post1304.html. It has to do with the self ionization of water being that it will revert back to h2o in just 1 pico second and the time to beat that is in the Primary to EEC pulsing trains amd this is for the WFC only and the WFI's work differently. In the Gas Processor the EEC has a screen mesh grid in the path of the air flow just behind the Gas Processor.

Well, I answered what I could, remember I am not an electriction okay? I have a good concept of electronics but circuits is a whole nother story.


h2opower

Hi h2opower,

Thats perfectly OK, by revealing the physics behind Meyers car, I have got more than I could hope for.

I will try to cover the 12-24V all-in-one, but it depends upon the wattage consumption of the circuit (and the transformer cores available).

The last part about my pictured circuit was just for your information, as this is meant as a generic PCB for experimentation in many disciplines.

Having one or more of these, you can make a many different experiments without knowing how to design the power switching circuits.

Regarding the non linearity, no sweat, we just make a lookup table to linearize.

Your answer about the energy dynamic range is not clear to me, as this is a question of resolution in the power (voltage) generation.

Obviously a dynamic range of 2:1 would result in an engine not able to idle.
10.000 :1 is probably not necessary, as idling because of internal friction requires maybe 2hp @800rpm, so if we have a 400hp engine@6000rpm, then the energy dynamic range would be approx. 512:2 or 256:1.

But this is probably not enough, as the free running rpm near 800 rpm would be a bit hysterical, because the next binary step is a 100% increase (from 1 to 2 )

So 10 bit resolution is probably needed, unless as we use a trick similar to sound encoding in the telephone where 8 bit resolutions code a logarithmic function.

Do you agree on these considerations ?


In the thread I started I also asked these questions:

What is the maximum voltage for the EEC ? 20KV ?
What will the maximum current consumption be for the VIC circuit ?
What will the maximum EEC current be ?
Can we avoid sparks to the EEC grid ?

Do you have an idea of the maximum Watts consumption for the VIC?

Even the answer that you have no clue is a valuable answer.

Eric

[h20power]

Hi h2opower,

Thats perfectly OK, by revealing the physics behind Meyers car, I have got more than I could hope for.

I will try to cover the 12-24V all-in-one, but it depends upon the wattage consumption of the circuit (and the transformer cores available).

The last part about my pictured circuit was just for your information, as this is meant as a generic PCB for experimentation in many disciplines.

Having one or more of these, you can make a many different experiments without knowing how to design the power switching circuits.

Regarding the non linearity, no sweat, we just make a lookup table to linearize.

Your answer about the energy dynamic range is not clear to me, as this is a question of resolution in the power (voltage) generation.

Obviously a dynamic range of 2:1 would result in an engine not able to idle.
10.000 :1 is probably not necessary, as idling because of internal friction requires maybe 2hp @800rpm, so if we have a 400hp engine@6000rpm, then the energy dynamic range would be approx. 512:2 or 256:1.

But this is probably not enough, as the free running rpm near 800 rpm would be a bit hysterical, because the next binary step is a 100% increase (from 1 to 2 )

So 10 bit resolution is probably needed, unless as we use a trick similar to sound encoding in the telephone where 8 bit resolutions code a logarithmic function.

Do you agree on these considerations ?


In the thread I started I also asked these questions:

What is the maximum voltage for the EEC ? 20KV ?
What will the maximum current consumption be for the VIC circuit ?
What will the maximum EEC current be ?
Can we avoid sparks to the EEC grid ?

Do you have an idea of the maximum Watts consumption for the VIC?

Even the answer that you have no clue is a valuable answer.

Eric

What is the maximum voltage for the EEC? On this I will just refer to the patent. One set-up for Meyers shows the EEC tied to circuit #4 and as it's voltage varies so does the EEC's. Another set up shows the EEC getting the same voltage that the VIC transformer is capable of putting out. In all of these steps one thing is worth noticing and that is, no one has ever done this before. We will be the first since the death of Stanley Meyer, other than those who took the technology just after he died.

What will the maximum current consumption be for the VIC circuit ? That depends on the VIC transformer construction, if an alternator is used then Meyer used 2 amp of electrical power going to the rotor. In the VIC transformers I have built in the past they would take about an amp or just a little over, but I never had a circuit to raise the voltage after resonance was reached. My circuit functioned pretty much the same as Ravi's once resonance was reach then you say, "Now What?" Sure it works but you have no control over it.

What will the maximum EEC current be ? Again no one has ever done this before so all test have to be measured while the experiment is taking place.

Can we avoid sparks to the EEC grid ? There should be no sparks to the EEC grid for when it is on nothing else is on other than the LEDs, and when it is off everything else is on except for the LEDs. It is an isolate circuit the secondary side of the VIC once it turns of all that is left is two surfaces connected together with a diode between them and some wire, no negative, no positive, no anything. Too avoid sparks follow the rule of 30k volts per cm when designing the gas processor for there might be a small voltage in the EEC from leakage from the circuit it is hooked up to like .07 volts or less positive.

I am not sure what you are talking about when you speak of the 256:1 and stuff like that. If you are talking about the turn ratio of the primary to secondary then that is not of much importance for the transformer doesn't work that way. It works when the voltage is switch off, Xc(capacitive reactants) of each individual bobbin cavity will work like this: Xc1 · Xc2 · Xc3, ..., · Xc42. Same idea as a police tazer gun or a bug zapper transformer.

Okay so far?

h2opower.

[Tecstatic]

Thank you for the answers

I'm okay untill this point.

.
.
Can we avoid sparks to the EEC grid ? There should be no sparks to the EEC grid for when it is on nothing else is on other than the LEDs, and when it is off everything else is on except for the LEDs. It is an isolate circuit the secondary side of the VIC once it turns of all that is left is two surfaces connected together with a diode between them and some wire, no negative, no positive, no anything. Too avoid sparks follow the rule of 30k volts per cm when designing the gas processor for there might be a small voltage in the EEC from leakage from the circuit it is hooked up to like .07 volts or less positive.


h2opower.

When the VIC is on, the EEC transistor is off, but it still sits there connected to the grid , with possible exposure to the high voltage, unless it is designed with distance to avoid sparks.

Because it is a semiconductor it is a target for a spark, if any occurs.

In the Gray tube, the blocking diode is also target for the spark in the first part of the process.

------

Regarding the ratio and resolution stuff, let me be more informative.

If you sit in your nice car and it is idling, with the number I used, a double in energy from 1 to 2 binary in the controller, will result in a rpm rise from 800 to approx.1120 rpm.

How can we adjust idle with low resolution. To have a reasonable fine adjusting, the control value in the computer must at most change I would say 5% that means the control value is at least 20 when idling at 2hp.

Again for my numbers, for the engine to deliver 400hp the energy input must be 512hp because of the rise in internal friction (fluid friction) by the rpm squared.

Relative to 2 hp that is 256 times more, so the needed linear resolution of the internal computer control value is the 20 * 256 = 5120, which is 13 bits, as 2^12=4096.

And why do I care about this ?

Because the VIC variable power supply must have an overall averaged precision of 13 bits, assuming linear control.

With less I think you will experience a coarse control of the engine rpm when idling and torque when loaded, almost like the old days tuned Ford Escort's.

13 bits precision, thats a lot for a power supply.

The car tuner I know claims that in a smoothly running multi cylinder engine, the individual cylinders must perform equal within 1%.

If he is right (I guess so from his 20+ years with tuning) then resolution is an unavoidable design criteria if the engine is expected to run smoothly as usual...
This clearly indicate we can not use a linear control value, it must be a square function.


And it is also important, because each non-simple PCB layout requires a lot of work, when you are limited to just 2 copper layers, so you can make the PCB yourself. Having 4 or more layers the PC can do that automatically, but remember PC's are stupid, and it is not child's play to program an autorouter of the PCB tracks. As I'm not satisfied with autorouted 2 layer PCBs, where the top layer is mostly a ground layer, I do the layout by hand.

For the separated bobbin cavities, I got that, as I have employed it myself before, but thanks for the repeated explanation seen elsewhere here also

For much of the other stuff, thank you for the references.

I have been thinking about the security issue, so I do not intend to build the complete system myself. But who can object I make some SMPS circuits ?

I can test the VIC seek for resonance with an ordinary transformer being part of a tank circuit.

Eric

[Cherryman]

A little of topic maybe...

As i'm a designer and visualizer i cannot add anything scientific to this intresting discusion. But reading around here does make me think, and contribute a little from the disgn side..

Not bothered with any knoledge i designed my own visual idear of the Stanley Meyer sparkplug.

As i wondered how he would put the whole system in the size of a sparkplug, i desided to design one. Using a lot of things i read around here on the forum ;-)


The plug is connected to the ignition coil.

1. Water under pressure is pushed inside the tube, trough a one way valve.
2. The water is charged in the tube by the grounded coppel spiral around it (Lord Kelvin)
3. When the water reaches the other end it becomes the conductor and due to the high voltage it gets superheated and becomes charged steam and Hydrogen. (The valve closes automatically due to the pressure)
4. The mixture gets pushed to the tiny vaporize spiral cone shaped (Victor S.) canals holes in the sparkplugs head
5. The Mixture then gets exploded to push the engine cilinder.
6. When the pressure drops the valve opens by the water pressure, refills the tube and it starts all over again.

I made a little animation of it.



Hope i don't pollute the topic, keep ut the good work!

Rob

[h20power]

A little of topic maybe...

As i'm a designer and visualizer i cannot add anything scientific to this intresting discusion. But reading around here does make me think, and contribute a little from the disgn side..

Not bothered with any knoledge i designed my own visual idear of the Stanley Meyer sparkplug.

As i wondered how he would put the whole system in the size of a sparkplug, i desided to design one. Using a lot of things i read around here on the forum ;-)


The plug is connected to the ignition coil.

1. Water under pressure is pushed inside the tube, trough a one way valve.
2. The water is charged in the tube by the grounded coppel spiral around it (Lord Kelvin)
3. When the water reaches the other end it becomes the conductor and due to the high voltage it gets superheated and becomes charged steam and Hydrogen. (The valve closes automatically due to the pressure)
4. The mixture gets pushed to the tiny vaporize spiral cone shaped (Victor S.) canals holes in the sparkplugs head
5. The Mixture then gets exploded to push the engine cilinder.
6. When the pressure drops the valve opens by the water pressure, refills the tube and it starts all over again.

I made a little animation of it.



Hope i don't pollute the topic, keep ut the good work!

Rob

Great work, move the voltage zone to the water mist and your all set


h2opower.

[Cherryman]

Great work, move the voltage zone to the water mist and your all set


h2opower.

Tanx!

Not sure what you mean with moving the voltage zone.. Maybe i do understand, but that would mean the first part doesnt get any juice?
I use it twice. So i need it at both places.



That could be solvd with two coils.. or maybe with one..and then there is only a spark possible when the tube is filled...
That would be timing...
(Keeping the tube from exploding and/or igniting itslf is also worth thinking about ;-)

[h20power]

Hi,
What I mean is if you place the high voltage zone just after the spray nozzel you will create hydrogen on demand same as Stanley Meyer. Maintaining a temperture of around 90 degrees C under pressure then inject that into a low pressure zone the resulting water mist turns into vapor. Then it proceeds through the voltage zone being pluse DC at around 15-50 kHz or higher will start a divid and split reaction with the water droplets, a process that accelerates as the droplets become smaller and once the critical volume is reached the water gets broken down into hydrogen and oxygen. That is the hydrogen on demand system that Meyer used. Any hydrogen and oxygen created inside of the voltage zone is subject to being stripped of electrons same as in the Gas Processor. Each water acts like a capacitor due to it's polar nature and being diamagnetic plus a dielectric it can pick up a image charge from the voltage zone. The voltage is high enough to overcome waters cohesive properties is how it works. I do go over this in the thread in a pictoreal that shows what is taking place. Well, hope that helps you to understand the WFI's a bit better,

h2opower.

[h20power]

Yes, in the design one should give some space between the mesh grid and the gas processor, we only have to beat a time of 0.76 seconds for that is the time it takes O to hook up with O2 and produce O3 and at a flow rate of 32ft/sec. I don't think we have to worry about that much given the short distance of travel from the GP to the EEC mesh. For the most part you answered your own question on that one .

As for the ratio stuff I get what you mean now, the voltage steps in single increments going to the primary coil, right? That I will leave to you and others for it is just a bit outside of my field of study.

I really appreciate everyones help If you haven't noticed by now I am not afraid to tell anyone if I don't know about something in my eyes how will I learn anything if I am afraid to ask questions or own up to when I don't know something so someone can help me or point me in the right direction. Got to be humble in this game for any other way will be just a show of arrogance if you ask me.

Hope that helped some,

h2opower.

Thank you for the answers

I'm okay untill this point.




When the VIC is on, the EEC transistor is off, but it still sits there connected to the grid , with possible exposure to the high voltage, unless it is designed with distance to avoid sparks.

Because it is a semiconductor it is a target for a spark, if any occurs.

In the Gray tube, the blocking diode is also target for the spark in the first part of the process.

------

Regarding the ratio and resolution stuff, let me be more informative.

If you sit in your nice car and it is idling, with the number I used, a double in energy from 1 to 2 binary in the controller, will result in a rpm rise from 800 to approx.1120 rpm.

How can we adjust idle with low resolution. To have a reasonable fine adjusting, the control value in the computer must at most change I would say 5% that means the control value is at least 20 when idling at 2hp.

Again for my numbers, for the engine to deliver 400hp the energy input must be 512hp because of the rise in internal friction (fluid friction) by the rpm squared.

Relative to 2 hp that is 256 times more, so the needed linear resolution of the internal computer control value is the 20 * 256 = 5120, which is 13 bits, as 2^12=4096.

And why do I care about this ?

Because the VIC variable power supply must have an overall averaged precision of 13 bits, assuming linear control.

With less I think you will experience a coarse control of the engine rpm when idling and torque when loaded, almost like the old days tuned Ford Escort's.

13 bits precision, thats a lot for a power supply.

The car tuner I know claims that in a smoothly running multi cylinder engine, the individual cylinders must perform equal within 1%.

If he is right (I guess so from his 20+ years with tuning) then resolution is an unavoidable design criteria if the engine is expected to run smoothly as usual...
This clearly indicate we can not use a linear control value, it must be a square function.


And it is also important, because each non-simple PCB layout requires a lot of work, when you are limited to just 2 copper layers, so you can make the PCB yourself. Having 4 or more layers the PC can do that automatically, but remember PC's are stupid, and it is not child's play to program an autorouter of the PCB tracks. As I'm not satisfied with autorouted 2 layer PCBs, where the top layer is mostly a ground layer, I do the layout by hand.

For the separated bobbin cavities, I got that, as I have employed it myself before, but thanks for the repeated explanation seen elsewhere here also

For much of the other stuff, thank you for the references.

I have been thinking about the security issue, so I do not intend to build the complete system myself. But who can object I make some SMPS circuits ?

I can test the VIC seek for resonance with an ordinary transformer being part of a tank circuit.

Eric

[tutanka]

Tanx!

Not sure what you mean with moving the voltage zone.. Maybe i do understand, but that would mean the first part doesnt get any juice?
I use it twice. So i need it at both places.



That could be solvd with two coils.. or maybe with one..and then there is only a spark possible when the tube is filled...
That would be timing...
(Keeping the tube from exploding and/or igniting itslf is also worth thinking about ;-)

HI Cherryman..
You are the first man that have presented an different idea.. Good.. but this remain only an animation image or is possible to see real test?? Regards from Italy

[Cherryman]

HI Cherryman..
You are the first man that have presented an different idea.. Good.. but this remain only an animation image or is possible to see real test?? Regards from Italy

Tutanka, tnx.

I do not think i will built it, i have not more then house and garden knoledge of electricity and chemical reactions. I just try to understand what all those guys are talking about.. And look it from another (simplistic) angle. You never know.. ;-)