My hand assembled Power Supply based on Inverter box mostly completed, and can be tested with wooded flywheel magnet / motor / and speed controller, and Briggs ignition Magnetron. The salt water cell is 118 oms resistance , so P.S. will be initially adjusted with substitute power resistor at first, to allow less salt in the later final engine testing. The S1R9A9M9 magnetic coils has it's own variable speed controller as well. (Both are P.W.M) The general idea is to momentary push button the on power to get reading of PEAK PULSE current going through cell. It should be in range of 6-10amps, mostly 7A. The Inverter provides the necessary 100volts, The reading is taken from 1 ohm 100w resistor in the RETURN line direct to PWM ground after ground of spark plug. E / R = I. The reading of 7v over 1ohm is 7amps in series circuit. The AVERAGE current would be about 1 Amp. (You can't push 7amps through 118ohms cell with 12v dc and tiny electrodes.) The shop tech people in Georgia working with non technical Nathren said that 100v and 6-7 amps were required to run engine on water. They , however did many car conversions of 4,6,8cyl engines , and all using 6-7amps.Nathren had the setting on 10 Peak amps for the Briggs mower engine. He used the magnetic field over plug cable to extend the on time of the inverter output, instead of a quick blip of spark. The Green Inverter in the background 2 videos of 2008 is not connected. The real one is hidden n the rear hole of cement block, about 300watts. The larger Green one "wouldn't fit" They were not showing "all" to the public at that time. The plastic tub was also painted over , so we did not see all the small parts inside it.The published diagram for the cars was not exactly true. They showed half wave rectification for only 35 volts , instead of needed full wave rectification of 110v Ac to DC.. The special "Magic relay" section per cylinder, was fine. It passed both 110vdc as well as the ignition high volts same time, . My power supply has 8 fuses and four switches for better control. Each section has meter. There is minimum load resistor for the on mode of inverter, while the .3A fan blows heat upwards from diodes protection bank. The Inductors are same inductance value as originals , but with #18 gauge wire for lower overall ohms resistance. There are voltage drops per section. The sum adds up to the beginning voltage used. Series circuit requires lowered ohms , so as not adding much to the water solution ohms. I counted 17 series diodes at .7volts each voltage drop.Maybe I'M reading too much into this. The initial bench testing is with a smaller Briggs engine just used for the compression and visual of the down power stroke of piston.Others have successfully push piston with 500uf capacitor discharge at high voltage level. The S1R9A9M9 system used no capacitor. A plasma path could be implemented parallel to spark plug of about 3300PF capacitor at 30kv "Blue", Makes small ball of fire to conduct the regular current following from behind. Tell me what you think.
Another few methods to note regarding increasing existing level of lawn mower high voltage output. Add another complete Magnetron to the left coil mount , with longer screw, so as the iron laminations are bolted to the laminations underneath, for same timing. The flywheel outer magnet will induce magnetism in both cores same time. The first regular output cable hooks to secondary wire of the other, - (not the one to ground) The 2nd cable then becomes the final increased voltage output. The second secondary is an added on secondary winding so as both together becomes a longer wire. Make sure the 2nd unit is facing the right way- there is notation embedded in the epoxy as direction. The pre 1982 Magneto has exposed 4 wires as primary and secondary. -- No embedded solid state trigger. Most ignition coils are called autotransformers with 3 terminals only. (primary hooked internal to secondary) Used armatures- Magnetos and Magnetrons on Ebay for sale.
The other method is to add 12v battery to the "tab" terminal , as part of primary side. The Briggs trigger built in will then short 12v instead of 5-8volts, and release higher than -130 volts to run the secondary side. The Tab terminal is normally on the underneath side of ignition coil as a shut down terminal for the lawn mower. By raising up the primary volts, the Back EMF generated by the shorting, will develop a higher secondary volts to run spark plug. Use diode in series with capacitor with 2nd capacitor hooked to ground. The charged cap will discharge it's voltage into the primary side as the overriding higher volts, than what the magnet induced.
Third method to get higher ignition volts is to add on another complete Magnetron to other side of flywheel activated by the same flywheel magnet. Output energy stored in blue 30KV capacitor that would be put in series with the regular output cable. (2 batteries in series has voltages added together) Extra spark gap needed so as no premature firing of plug. There would be 2 values of gap distances, since cap not wanted to fire until regular spark occurs. The total spark volts is divided up between the 2 spark gaps. 66% of rotating flywheel magnet is unused, useful energy..
I put together another handmade S1R9A9M9 electromagnet for use with Four amps current. My last other one was for 6 amps with different windings. The now current one is exactly like the original as per unusual winding method and like Megatran, with same original count of turns. Red white and blue just like our flag. It has variable inductance with pull core. Another one of my improvements. Nathren said a set up needed about 15 amps total. That would include the "smaller" Inverter input 11 Amps + 4 Amps electromagnet. Ohms law step up transformer voltage ratio 1:10 as same as increase of input side power current. This was assuming the dual alternators type was not changed on his 18HP Briggs. He told me directly that his engine DIDN"T HAVE AN ALTERNATOR! All riding lawnmower engines have an alternator. He said he bought it new just for the 2008 videos to make. I saw lots of grime, dirt/dust on it in close up photos from years of use. The dual alternators type with red + black wires with bridge rectifier added to both sides produces about 15 volts DC at about 15 amps max capability. PEAK current on bench oscilloscope set circuit as 7 amps, with proper resistance in series, with AVERAGE current over full cycle time as about 1.3amps at low duty cycle. See photo electromagnet.
Later today, I also mounted a new starter motor on project Briggs 12HP engine. It was electrically insulated from engine block with plastic bolts and plastic washers. The battery ground cable mounted onto starter only. Separate needed connections will go on 2 mounted brass bus strips for plus and minus of battery wires power as needed. The Inverter box secondary side firing to spark plug will never burn out as shorted to battery through spark plug ground, as per many other people's previous disasters. The flywheel has proper MATCHING aluminum ring gear, along with proper MATCHING PLASTIC starter motor small gear. Plastic gear during contact cannot make any electrical connection. Verified with ohmmeter. I'm always pushing forward.
I am also putting together P.W.M. so as can vary the output of Inverter final DC and KEEPING PEAK VOLTAGE THE SAME, while varying the current , wattage, and duty cycle on time. The 100 volts is necessary for the tiny electrodes of zero ohms spark plug. I didn't want to get into capacitor discharges , since they go in the realm of microseconds, not required milliseconds of spark plug. Sometime I will rewrite my poor drawings schematic diagram and send copy, so as you can see my judgments for final circuit. It includes many diodes and 2 Dayton brand modified Inductors for 1.75millihenries. I also have for later tests, the 2 vacuum chambers hand made of magnets, spark gap, diodes and inductors.
Closing in on the final conversion electrical circuit as used during the successful demonstrations 18HP Briggs on YouTube. The hand wired S1R9A9M9 electromagnet on 10amps provided magnetic field to spark plug gap and OVER the plug wire to readjust the engine timing to late timing ATDC. The duty cycle of on time was for the current pulse through spark plug of needed 7amps PEAK.
There was a separate Inverter box of about 300watts that provided the current at 110v DC to fire plug. Use was about only 150 watts, due to the low duty cycle. Average value of current on hand meter would be about 2 amps, for the 10amps peak. The box was hidden in rear hole of cement block with engine shaft. (plenty of clearance.) Other parts hidden in sealed plastic tub on side of engine.
The car battery operated starter motor and also the electrical conversion circuit. Battery removed. The modified Briggs alternator with flywheel with the larger type magnets would provide max 20amps as divided between the electromagnet and inverter box primary side. Engine then ran fully on alternator permanent magnets at idle RPM . Can use black + black wires stator or yellow + yellow stator as are both Exact same construction. Hydrogen gas evolved and fired with also water vapor pressure that runs the piston. See S1R9A9M9 videos 1 + 2. Questions?
There are options when selecting a replacement ignition coil (Magnetron) for the mower engine. I was interested in changing over to positive high voltage rather than normal negative high voltage. There are a couple reasons. When tinkering with small engine for alternate uses/ fuels, There are high voltage shocks received when connecting parts such as resistor, capacitor, L coil, to engine ground. The spark plug refuses to fire, and bypasses to go up another line such as parts. During that time we get shocks from the engine. Also, when using the original old style Magneto as just a plain transformer before 1982, you can put it upside down on engine bracket and get positive high volts, but at away reduced level. You don't get up to 15kv anymore. The Autotransformers normally have the primary coil hooked directly with secondary side. The full secondary is normally primary + secondary in a negative "mode" Less wire is used in the positive mode.
Now then, there actually is a better way to get positive type high voltage at FULL VALUE VOLTS! If your Briggs engine is a one cylinder type, you can purchase a modern replacement Magnetron with DOUBLE CABLES. The secondary side is not connected with primary. When used on the twin cylinder engines, each spark plug gets different type power. Negative on one side and positive on other cylinder. Also, if you get the most modern type dual cables Magnetron, it will have the better type built in UNIVERSAL type trigger , rather than the Briggs brand trigger. Engine will fire at a lower RPM of flywheel , just like in the "olden days". Just hook the negative cable to ground and the positive cable to spark plug. Compare the photos of armature Magnetrons on Ebay to see the difference.
The 2 insulated wires used in the S1R coils assembly were taken by Nathren from a used harness of riding lawn mower chassis. This is the exact same. I know, since I bought the Briggs harness for reference. #14 gauge insulated stranded wires as red and Gray. He even mounted a USED steel nail, as it was bent. (see photo). My contention is still, that the joint on the S1r coils had 3 wires together. When Nathren tore off the 3rd wire to take unit in house for picture, he used knife instead of proper "wire stripper cutter". The proper tool makes a clean straight cut, not leaving frayed copper wire ends exposed. You must refer again - see- the blow-up photo and see the angle BACKWARDS of "folded" Gray + red colored wires. The 3rd one sticks straight out frayed . The thickness of the tape wrapping is also too large also for just 2 wires. When the other take apart video started , he placed unit on table , as same one with BENT nail. The joint was changed beforehand , so as the public would not see the 3rd stub wire fall out during the take apart video.
The other notion had to do with him saying that the Inverter box could not be used with the S1r coils. It would just bog down and quit. That there assumes he had already tested the Inverter on the Briggs engine. He just LEFT the Inverter disconnected and the extension cord ,in the background of the 2 videos , instead of removing them before hand. The brown extension cord as a "Y" is also there connected to ground. The cord would act as a very LONG wire when you bridge together the male plug end with wire jumper or metal piece. I spent a very long time on this stuff. This hook up with extension cord is same as was used on all the car engines. Return line direct to ground under spark plug, not through an engine casting. - Helps with the time in milliseconds and lower resistance.
If you haven't seen these movies, then you should plan on searching for them soon. ------(1) Free For All 1949 with Bob Cummings and might be on Youtube, (2) Mythbusters episode DVD called Exploding Pants-contains the fake on purpose setup of car engine to run on hydrogen from water cell, (3) The Water Engine 1992, (4) Chain Reaction 1996, (5) documentary called It Runs On Water, (6) The (2) You tube videos by S1R9A9M9 in summer 2008 of Briggs self running, 18HP mower engine conversion of water in carb to spark plug electrolysis with 10amps DC current, late timing, electromagnet field over plug wire and piston firing from power of Hydrogen gas and water vapor pressure same time. Battery was removed, engine runs on the dual alternator output after starting, with 12 magnets under flywheel.
Meyer probably tested various waters for resonance cell. , Tap water, rain water, distilled water+ double distilled water, and de ionized purified water. The higher resistance was made higher with tubes coating applied for certain tube cell assemblies. The secondary wiring on ferrite step up transformer was also resistance type wire on some assemblies. (not copper). The L coils and C of the water was resonant to the power supply frequency applied. Water level had to be kept at level, or an automatic electronic adjusting circuit applied for the changing frequency with water level change. He had said that de ionized water was best. It can be purchased in small quantity for bench tests. See also used home water filter system and change the cartridges for de ionized water SOURCE from tap water input. The final voltrolysis water cell should show only extremely fine bubbles rising up in concentric tubes to fast foam generation of ionized hydrogen and ionized oxygen, at extremely low watts input. (not h2 +o2) No electrolysis at all, - small current IN PRIMARY and through inductor coils to cell,for repeated polarization alignments of water molecules , before the high volts from FLYBACK effect was applied.This is called burst mode , with on + off time of high frequencies pulse train. Something like 3 seconds on and 7 seconds off. Gaseous fuel developed during P.S. off time. The Patented term wording is- Thermo Explosive Energy. and over unity.This bench set up is a more important project to do than others you have in mind, or on going. Stan Meyer U S Patents time has run out and are in public domain. His brother and his own Patents only have to do with selling you hydrogen gas at a gas station. Don't forget the Meyer 2 manuals. Water Fuel Cell Company Manual + Birth Of New Technology- for purchase or read on line............. Go!
Spectacular Meyer Cell Blows Away All Other Designs Of Making Hydrogen Gas!
The Stanley Meyer Patented hydrogen generator cell was the best method for generating usable hydrogen gas fuel from plain water ever invented. Efficiency % was in the thousands. (that means overunity) The several Patents have run out and are in public domain. This means you can study/ build cells. Don't listen to naysayers. Read/study the tech data for yourself. (no electrolysis at all) Small units for use or for blast furnaces of industry. There were 3 levels of this. Books - Birth of new technology + water fuel cell company manual. See what others have done as bench tested. A coined common expression had been given for this as -- Voltrolysis. Go!
Stan Meyer's helper technician Chambers fled to Canada and started his own company called Xogen and filed Patent for his version , since he knew about previous work. The small unit written up as construction manual was called HYDROSTAR. He had purposely left out the pertinent details about the coil flyback high volts generated in both Patent and the released manual.I have the original paper printed manual. Ebay sells disc for this, but no details on high volts. Most Patents don't divulge exact every small detail required , except for the Horvath Patents.
Others have requested, in the past, on how the original Hydrostar Hydrogen Generator had the pulses divided down to get 20Htz from 20,000 htz main oscillator. That was for going to the toroid coil for magnetic field pulses into the rising ions of solution. The IC CD4059AE can be used for that, as well as a divider for 1000 cycles down to 1 per second, for a flashing LED, so as verification that the main oscillator is in working state for your other circuits. Ic available on Internet Ebay. The full manual is available on disc. The ferrite toroid core wire coil is too much trouble to make, but can be purchased completed, or a 2 piece ferrite UU core set could be used, so as getting a closed flux core, and WAY easier wire winding. The Hydrostar circuit was an offshute of the Meyer resonance cell by Chambers . He used to work as tech engineer for Meyer in Ohio. He fled to Canada and filed Patent for HIS version of the circuit. The Patent omits notation of flyback coil high voltage connected to the Main electrode pipes water capacitance cell. He says the magnetic field circuit increases energy content of fuel gases emitted, by spinning the ions in different direction. Hydrostar was purposely then JUST A MODIFIED circuit to only increase car gasoline mileage by introducing Hydrogen and oxygen for about 25% increase in gas mileage. The divider IC circuit itself does work. I use it to verify my Dr. Clark Zapper has the oscillator working as led flash per second from 1000 cycles.
According to the old written documents from 2005-2019 Georgia, The several car engine conversions were done all the same way . Input power was 6-7 amps pulsed DC , through spark plugs from 12v dc input 400 watt inverter box. The AC was converted to DC 110v DC as full wave , so as to get maximum amps. This provided the necessary 100 volts due to the small electrolysis electrodes. The operation at negative minus adjustable 34 degrees timing along with 2 series inductors 1.75mh caused a time extension of spark time so as further contact of water with current. The salt water separated into both water vapor pressure to move pistons, as well as hydrogen gas evolution and fired as pressure. The car mostly talked about was his, as the 1978 V8 Elm Camino. After driven at highway speeds at slow acceleration, at low power, it was put in storage by Nathren S1R9A9M9, after 3000 miles and 18 miles per gallon water. The converted engines require EGR on them with adjustable hand valve. Reused water from exhaust also increases efficiency due to nitrogen being compressed into the expelled water and reused. The required inductors were inside a dual coils relay that was under vacuum and were made as high efficient type for AC power pole Georgia electrical boxes. They had 15 units. Engines will start and run at idle with proper timing, but for power mode with throttle, the carb tops are removed and main jet is removed and redrilled for 33% larger hole for water- not gasoline. The engines can be kept running using water, or if shut down , they must be reran on gasoline and sprayed inside with lubricant. He had used bottled baby oil. His property had a creek in the back, so he had carried out spring -mineral water for his projects. Conductive water makes more hydrogen gas. Box inverter was isolated from car frame and used a 2nd battery for main power. The V8 engine alternator charged both batteries. Another V8 was on shop engine stand with electrical power generator providing electricity for shop on water line.
The other conversion done was the Briggs 18HP riding mower engine with dual coils alternators under flywheel. They didn't use a separate power supply to run the conversion and then recharge the battery with alternator. The 12v battery provided the INITIAL only 10 amps directly, while the starter motor was turning at low RPM . When at idle speed, the car battery was completely removed, and the mower engine ran off the alternator. Remember now, the circuit requires a lower 6-7 amps while Briggs was set for 10 amps. Then 100volts pressure is required because of the small electrode tips of zero ohms resistance Champion converted spark plug. The ignition fired the spark which had the time extension on it provided by the added on magnetic field of S1R9A9M9 triple coils assembly. The steel core and insulated turns were over the plug wire. You see ,- he did it that way because Briggs engines are pre set at factory for zero timing, non adjustable. The old cars had adjustable distributors for timing. So the timing started at zero and extended spark to late 34 degrees. Late timing is also required for running on hydrogen fuel. You can still see this engine running on water in the (2) S1R9A9M9 Youtube videos. The internet web forum is shut down. A 4-1 power ratio of engine size to an electrical generator is required due to the low power of running on water. The Magnetron ignition voltage was self powered by 1 magnet on flywheel. 2 Alternators self powered by 12 magnets on underside of flywheel Now, each side of the dual alternators was used for main power ONLY WHEN AT IDLE speed from the starter motor shut off. The battery had ran the 10amps direct, ran the hand wound step up autotransformer for 100v AC and then DC, and the other side AC line ran the hand wound step down autotransformer to get the 10 amps for the spark plug WHEN battery was disconnected. Ratio current going up is same as voltage going down. This has 3 terminals , - not 4 for the autotransformers. There is a ground point connection for the primary sides. You can see the extension cord in videos going to ground. The ignition high volts touched battery terminals only during start mode. He made no safety precautions fot the 2 demonstrations on You tube videos. A single diode rectification of AC provides a required PULSE on/off type that will run transformers, - not full wave type. The plastic deli container on side of Briggs engine contains majority of small parts. He feeds in the water to carburetor with the hose pinched with fingers to regulate water flow. The set up in his back yard was to just show it was possible to run lawn mower engine on water.
Earlier data on the conversion circuit called "capacitor70" has been researched and recently partially bench tested. It was hoped that the use of this would aid the ongoing conversion of Briggs engine. The set up was a Capacitor70 pulsed step up transformer using PF capacitors in series and discharging into primary of ferrite step up torroid transformer. The positive ignition high volts entered accessory 1rst spark gap and charged up the PF capacitors same time, and then caps pulse discharged into primary to ground. The secondary side was higher voltage depending on the ratio used. Engine compression also raises up voltage at spark plug. The secondary positive higher volts output connected to the anode side of power supply bridge rectifier. The cathode side connected to top of spark plug. Therefore, the secondary side was in series with the bridge rectifier, and spark plug. Spark plug connected to casting ground, which is same as the ground for positive ignition coil. A separate wire at plug metal, with clamp, went up and was the return line to secondary, and was then on through the secondary coil to anode side of rectification. (return line of power supply) This set up was to increase the voltage of ignition coil and to also eliminate the use of battery power wasting series string protective diodes bank. He said his earlier use of diodes had melted it's solder and was not good. After doing this set up, I found out 2 major flaws. The capacitor discharge circuit was operating in microseconds of time instead of the required milliseconds. Also the pressing of about 24KV against about 2kv diodes indicates only a very short useful time period, due to overvoltage damage. Any protective 75v enclosed spark gaps added on, would only not allow DC to proceed and find only AC. The high volts + DC current (with 100v) have to happen at the same time flowing through spark plug. Also, the initial Capacitor70 torroid shown in picture had only magnet wire on the bare metal surface with the flowing very high voltage. This overall, seemed not a viable circuit, and not done by a COMPETENT technician. His earlier diodes type circuit was on 3 separate small motorcycle engines , running on water to hydrogen at electrolysis spark plug. His last statement, was regarding reverting "back" to the diodes design type circuit. Another party had earlier stated his use of the "capacitor70" circuit and was mounted on Volvo car engine and running on water to hydrogen at spark plugs.
See data regarding S1R9A9M9 from 2005-2019. The Georgia work shop converted several cars to water , of 4,6 8cyl engines along with Briggs 18HP mower engine. See his several briggs videos on Youtube. Web forum shut down. Electrolysis of zero ohms sparkplugs with salt/baking soda water. Low power, but it works. Battery for start only. Then battery completely removed. Engine then ran on alternator with special made triple coils step down transformer and a few other parts. Timing changed with magnetic field over plug wire. Lots data available. (Hydrogen gas and also water vapor pressure both contribute to piston pressure . (Late timing was about Zero continuous to -negative 34 degrees at 10 amps . The 3 technicians in workshop said 100v + 6-7 amps required per pulse, at about 34% duty cycle for one cyl engine. ) The flywheel has to go all around for next high volts pulse. 2 ways for power supply.
Either fully ISOLATED inverter to dc with using 30kv series diodes protection bank that requires more input battery power to overcome 20v voltage drop, OR, less wattage ISOLATED Inverter to DC and using no protection diodes section, but with Varistor about 18v DC , with sealed tube spark gap 18v, open spark gap about 750v and using all those with the added CAPACITOR 70 STEP UP HIGH VOLTS FERRITE PUL;SE TRANSFORMER with PF capacitors,at LC resonance, and initial spark gap adjustable. The S1R9A9M9 coils assembly has underneath plug cable that allows --- cross leakage inductance voltage of 90-120 volts in series with the low volts line. See pictures of the S1R coil USED ON THE BRIGGS ENGINE .- You have to understand that both primary and secondary of hand wound step down autotransformer requires full core steel under both sections. The coils picture made public only has metal under the primary side 13 turns. (Picture was not the original) The shop people did not disclose everything! Also most people don't know that alternator parts are interchangeable to large magnets type flywheel as on 16-17HP engines , also with the double yellow wires ring alternator of Maximum current output. The 18HP one Nathren used, had dual 1/2 alternators with 4, 4 amp capability. You got it now? The step up was for 10 amps usaage.
His old car converted was V8 1978 El Camino that ran on 18MPG water for about 3000 miles before being locked up in security garage. Inverter insulated from car metal. Two batteries used on car with alternator charging both. Free electricity for workshop with v8 on engine stand running on water line with power generator. Water vapor pressure with the small Hydrogen produced and fired at spark plugs. 7 amp pulses on oscilloscope.These engines have to have EGR adjustable valve., or added on. The cars had 400watt inverter with many diodes, and (2) in series 1.75millihenry inductors inline to spark plug. The High V comes in exactly at cathode of center diode between the coils. There is also an effect here called radiant energy at that point so that follows down to plugs. (Coils and diode were under sealed vacuum in a Bakelite chamber.) These were referred to by the technicians as the "Magic relays". Not used as functioning type relays, just for the inductors as passing high voltage and low voltage through them.
When you get two dc supplies what happens is that the highest voltage supply will act and the diodes of the lower voltage power supply will impede the lower voltage supply from supplying current
You could maybe try combining ac and dc for example even there you get what you give
What you mean is, that at the point when the higher volts DC is applied, and is at the cathode of the ON state diode of lower voltage supply, the lower volts supply shuts off., until other is removed. The S1R9A9M9 coils assembly from 2008, used High volts pulse inducing into the low volts wiring without extra diode. I had measured 90-120 volts on quality neon bulbs automotive test meter with large range. I assumed this was how it was done back then, to raise up the 12v to over 100 volts. Maybe I should leave out the extra diodes on 120v supply.. Presently rewinding very small China Inverter transformer from the open board, with ferrite toroid, and using #16 gauge way LARGER wire, so as the low volts supply can pass current through the new 110v supply secondary winding for 6-10 amps DC. (in series) What about the higher voltage AS DC, applied farther back near the beginning of main circuit, with lower volts supply following later, and then accepted? (DC + DC)
AI answer to question of combining 2 power sources together in the same time to electrical load, such as for instance firing spark plug as electrolysis with small electrodes requiring much higher voltage. ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- How well is the superimposition of 110 volts low current separate source, over low volts high current circuit to resistor load? This is to increase voltage for the second source, because a high wattage single source power supply at 110v is not available. ChatGPT
Superimposing a 110V low current source over a low voltage high current circuit to a resistor load to increase the voltage for the second source is a challenging approach and is generally not recommended due to practical and safety concerns. However, theoretically, it can be considered. Here’s an analysis and a method to achieve this in a controlled manner: Conceptual Analysis:
Voltage Addition: When combining a 110V low current source with a low voltage high current source, the total voltage across the resistor will be a combination of the two sources. If the sources are in series, their voltages will add up.
Current Flow: The current through the resistor will be determined by the combined voltage and the resistor’s value. The resistor must handle the total power dissipation.
Isolation and Compatibility: The sources must be isolated properly to prevent damage and ensure they work together. This can involve using transformers for AC sources or proper DC isolation techniques.
Practical Approach:
Using Transformers (for AC sources): If the 110V source is AC, use a step-down transformer to reduce the voltage to a safer level that can be combined with the low voltage DC source. Rectify the AC to DC if needed to match the DC source.
Series Connection (for DC sources): Connect the low voltage high current DC source in series with the step-down transformed and rectified DC source. Ensure the polarities are matched correctly to add the voltages.
Example Scenario:
Let’s consider:
Source 1: 110V AC, low current (0.5A) Source 2: 12V DC, high current (10A) Resistor Load: 10 ohms
Step-by-Step Process:
Step-Down Transformer: Use a transformer to step down 110V AC to a lower AC voltage, say 10V AC.
Rectification: Rectify the 10V AC to obtain 10V DC.
Series Combination: Combine the rectified 10V DC with the 12V DC source to get a total of 22V DC.
Calculate Current: The current through the resistor: I=22V10Ω=2.2AI=10Ω22V=2.2A.
Power Dissipation: Ensure the resistor can handle the power dissipation: P=V×I=22V×2.2A=48.4WP=V×I=22V×2.2A=48.4W.
Alternative Method:
DC-DC Converter:
Input: Use a DC-DC converter to boost the 12V DC to a higher voltage. Output: Adjust the output voltage to the desired level (e.g., 22V DC). Current Management: The converter will manage the current draw and provide the necessary output current.
Conclusion:
While theoretically possible, superimposing a 110V low current source over a low voltage high current circuit to a resistor load is complex and risky. The primary concerns are safety, compatibility, and the practical challenges of combining different voltage sources. Using a transformer and rectifier to step down and convert the voltage, followed by combining the sources in series, can work, but it requires careful design and isolation.
A more practical and safer approach would be to use a DC-DC converter to boost the voltage from the low voltage high current source to the desired level. This method offers better control, efficiency, and safety. ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- The triple coils assembly of S1R9A9M9 , in 2008, has 5 loops turns of high voltage ignition volts that HAS INDUCTION of 100 volts into the 12v battery line, 7 turns coil,,(in series) going to the spark plug of the Briggs 18HP mower engine. The old web site had ALSO said they showed a car fender test with 60 turns wire over spark plug cable . This also was to increase the voltage in the outer line separate power source, as (was assumed) also going to spark plug. These 2 increased voltage methods were assumed, since the web forum had no statements in any order, or parts list for conversion of engine to water in carburetor. (hydrogen gas + water vapor pressure) I believe this is how it was done on the previous cars and mower engine conversions. Ebay sells miniature isolated Inverter boards, low wattage, for AC+DC 120v capable to use as IN SERIES with main low voltage source , -- rather than dealing with the high voltage line. Nathren had said -- that other design coils would work also.
Currently hooking up the capacitor70 toroid pulse transformer circuit in conjunction with isolated DC to AC to DC power converter, so as can discharge 6 amps through spark plug using the stepped up higher, high voltage . There are 3 spark gaps total. The high volts is to fire through the outer section of N.P. filter capacitor+ protective Varistor , and the 2 diodes in the bridge rectifier. The Cap70 circuit is to allow NO series diodes protective bank that loses 21 volts at 30kv, and would greatly increase the power input from battery. Statements from the Internet said others had used this Cap70 circuit successfully. The (2) toroid cores FT240-31 are isolated transformers at each end of circuit. Now Nathren, S1R9A9M9, had earlier used thin copper washer under spark plugs with wire attached, so as can have a direct return line back to power source, without going through the engine block. I have a spring steel squeeze 3/4" hose clamp opened with vice grips and #12 scraped magnet wire underneath, so as there is a direct line bottom of plug going to power supply ground. It's like the high volts pulse goes through certain section of P.S. secondary side and when at plug top firing ignition, the amps also follows. The P.S. first toroid has high volts 30kv cable on opposite sides of toroid core. There are several types of isolation here. Way back in time, experimenters were shorting out their Inverter boxes. They need the old style ones that have no circuit board on the secondary side. Mine is one better, and is the cheaper, China model open board 500Watt PLAIN INVERTER. The existing SMALL transformer is removed. The original inductance of 1/2 primary was 31uh on inductance test meter. At the 20khz frequency preset, you just add about 4 turns+4 turns centertap windings for primary of Toroid transformer. The end filter capacitor is the low ESR type as non polarized, polypropylene 20uf At using high frequency, you get to use very low count of hand windings.The lower the primary windings, the better is the ratio, for less turns on secondary side needed. Final output should be about 12-18 volts DC, (instead of 35vDC to overcome voltage loss). Current through the spark plug should be 6-7 amps., at about 24kv. The adjustments of final high volts come from the section of PF series capacitors + the gap distance of 1st adjustable spark gap., and gap of engine plug. The L + C together is also the frequency of primary firing. Use computer calculator for series capacitors formula, as about 600pf total with L inductance of primary. When testing spark plug under compression, use Snap-on MT-2700 neon bulbs high volts voltmeter. The proper higher volts will suffice for PLASMA PATH to allow the amps to pass through electrolyte at plug gap. During the 4 cycle waste spark, volts may be higher as way less moisture at that time. With spark in air, plug is 3kv per mm. Protection of bridge diodes is using Varistor 800 volts at spark discharge across PS, and also spark gap across PS set about .01" for 750 volts , as less than the diodes 1kv. The Briggs engine under compression would be 2-5. times higher volts applied. I personally prefer the isolated power supply put together, rather than the pre-made Boost DC converter as non isolated, easy to mount, that requires a 2nd battery, because the grounds are the same at both ends. I hope you can use some of this data that relates to the duplication of S1R9A9M9 lawn mower18HP engine that ran on water to Hydrogen during summer of 2008 YouTube videos.
Does anyone know how to use that way earlier in time, WAYBACK MACHINE PROGRAM, that used to be able to access old website data? The S1R9A9M9 closed technical web forum was on Yahoo, Groups, Waterfuel1978/conversations. I have a portion of the technical sections sheets copied, and just read the rest of thousands of messages, before shut down. . Someone else who is computer-literate, maybe able to get this PROGRAM for others for study of Nahrtren's data. His 2 work shop technicians in Georgia 2005-2019, only conveyed information to Nathren -Father, and son also Nathren, who typed it all in. It's also filled with all the other poster's thousands of messages.
I finally found a reference on how to increase ignition high volts, quite easily, like Nathren-S1R9A9M9 did, from lawn mower Magnetron output. Data is from 2008, where poster Capacitor70 placed several notes regarding the method. It has to do with adding in 3 capacitors and firing a mounted ADJUSTABLE TYPE SPARK PLUG TESTER The wiring hooks to a 2 1/4" Diam gray ferrite torroid core FT240-31 as step up transformer with 8 + 24 turns. The secondary side hooks to the main spark plug, and also the additional power supply amps. The transformer wires should be insulated high voltage silicone cables. I am using white 30kv and red 30kv. Winding directions polarity have to be figured. (Automotive ignitions are usually quite high in volts, contrary to lawn mower engine's Magnetron). A Briggs Magnetron is a pre1982 Magneto with a solid state trigger module epoxied in, and is all a one-piece unit. Total capacitance in series as less than 1000pf at 6kv to 24kv total. Has to do with speed of resonance of Primary L and C. Suggested use was 2200pf+3900pf+7500pf. Use electronics formula for capacitors in series. The transformer will work for both negative and positive high voltage. While High V is going, must slowly adjust the first gap, to get the second gap to fire. EAY purchase orders less costly than Amazon that has minimum $35 order for no shipping charge. Some separate electronics companies have a minimum dollar order plus shipping plus sales tax. Someone back at that time had converted a Volvo 4cyl car engine to water, using the toroid method. Capacitor70 converted 3 different motorcycle engines that ran on water in carbs.HE said the new method was better than string of series diodes that overheats and melts the solder joints. (I don't see this toroid as any protection for main power supply.) He said there is an isolation factor. I also don't really believe it was just coincidence that the (2) S1R engine demonstrations came out in the same time summer 2008 as the capacitor70 tech data! Several drawings on Internet are wrong for the spark plug hook up for capacitor70 circuit. SEE THE ACTUAL TOROID CORE PICTURE FOR ORIGINAL USED AS GREEN WIRE HOOKED TO ACCESSORY FIRST SPARK PLUG TOP! The higher turns brown magnet wire is secondary step up as volts 1:3. The secondary side should hook to spark plug top and ground, CONTRARY TO THE OTHER INTERNET DRAWINGS. The circuit will allow for PLASMA PATH for the following amps injection.See other notes about the S1Rcoils as an actual hand wound step down transformer ratio 13:7, to use the low amps pulsing DC from output of dual alternators ring, to raise it up to flow the 10amps as stated., when only at idling RPM. The 7 turns wound same way as 13 turns, requires the steel nail/screw core underneath for proper magnetic field. The exterior extension cord that's split in the videos, allows connection to ground exactly at spark plug ground. Ground point same as for both 1st spark gap and tap to ground for S1R coils.The elecromagnet also provides the needed field that EXTENDS the spark time - slows it down from 0 to to minus 34 degrees proper late timing. A separate coil L of about 1.75 Millihenry is also in the high voltage line for further time extension. (Car battery first allows current, then removed.) The plastic sealed deli tub on side of Briggs engine contained BOTH the S1r coils assembly + the step up high voltage pulse transformer with spark gap and capacitors. Nathren had said there were no capacitors used. He was untrained and ignorant, and was thinking about CONDENSERS - the old wording. The three actual technicians in Georgia workshop designed and built all the circuits,- not him. He said so. All this has to do with electrolysis at spark plug for hydrogen gas and water vapor pressure for self running engine, as was shown on Youtube video - S1R9A9M9 (2) videos and Nathren's now shut down web forum.
Tests done recently showed a bad spark leakage in the S1R triple coils assembly. A Suzuki car ignition was used instead of the Briggs mower Magnetron ran by a spinning magnet. Therefore, either the ignition was wrong, and too high volts, or the 2008 documents +,photo of S1r coils is not EXACTLY what was used during the 2 successful Youtube Briggs engine demonstrations of running on water. (Proprietary information) I am presently assembling another S1R coil with insulated high voltage soft cable instead of bare copper wire as the original one allowed to be shown. The tests, however, did show, in general, good cross leakage induction volts on neon bulbs meter of 110-220volts and higher. The crossover is necessary in series to add to the low volts , so as it can push 6-7 amps through the spark plug electrolysis cell of 10-22 ohms electrolyte. (making hydrogen and in an engine,- water vapor pressure in addition). The technicians and Nathren in Georgia had some kind of method they used on all those previous car engines to increase the low volts. Their diagram showed half wave DC of about 34 volts from Inverter box 110v AC. (not enough). Therefore, they may have really used a bridge rectifier for 110volts DC , and not allowing the public to know that. The shut down web forum did have a paragraph about a test for show, using 60 turns insulated #14 wire over spark plug cable for a demonstration of spark.They called it ball flash of light at plug tips. This may have been used, as cross leakage induction, on all those previous car engines that ran on water in the work shop 2005-2008. What do you think?
What's different with this set up by S1R9A9M9? How is this not like other set-ups for spark plug firing water that was tried?
The three technicians in Georgia 2005-2013 and Nathren, who was MOSTLY observing, decided to operate engines on water to hydrogen gas and water vapor pressure, without a separate built electrolysis cell. 1. The water has to be an electrolyte, - such as salt water or baking soda, not plain water. 2. The injection of current has to be limited to 6-7 amps DC. (Fast visual only done with an oscilloscope for pulses) or analog meter with needle. Higher current burns away electrodes. 3. Resistor such as 1 ohm used on ground side of spark plug tested with probes across resistor, so as scope not damaged. I = voltage read divided by resistance across one resistor in series. 4. The circuit must be in milliseconds, not microseconds. 5. Capacitor discharges through spark plug are in microseconds. 6. A circuit with plug that has low voltage 6 amps flow with amp gauge and series variable resistor pre set for 6A ,will show 6 on meter when plug is shorted to ground with screwdriver for a full connection. But when plug gap changed to electrolyte, the gauge drops to 1 tenth amp flow. A regular electrolysis cell needs sufficient square inches surface area metal at a low voltage. The spark plug tips are tiny and require much higher volts to push the same current. The electrical load has increased to 10-22 ohms. Therefore, a higher voltage 100v and higher is necessary to push 6 amps through spark plug. The triple wire coils assembly of S1R9A9M9 has a 5 turns Ignition bare wire that induces into #14 gauge insulated wire a greater voltage from crossover leakage induction volts. The unit was called Electromagnet and Booster coil. This was to replace the dual L coils of the specialized relays per cylinder that were used on all the previous car engine conversions along with the main Inverter box 110v AC to half wave DC. 7. The high voltage line requires inductor L of about 1.75millihenry to help with the reduction of spark speed. ( wire on insulated plastic bobbin holder only) (60 cycles coil at .6 ohm reactance of L, as 1.75Millihenry, - coil of original relay) 8. The timing of engine for smoother running requires late timing , ATDC of about 34 degrees negative. 9. The factory Briggs engine was preset at TDC, so as the Electromagnet allowed the spark time to extend onward from zero to about 34 degrees late. 10. The timing point at lower piston travel allows water as volatile by the suction effect to be acted upon to expand to vapor pressure for additional pressure for piston. 11. The magnetic field effect follows wires and increases efficiency, and is at spark plug tips . Magnetic field reduces spark plug speed also as it is wrapped over plug wire. 12. The ignition voltage wire enters in exactly at the point of the cathode of diode/diodes protection bank. 13. Electricity always wants to follow direction of the least resistance. DC Ignition attempts abruptly to pass through the ON DIODE backwards, as it senses a ground that way. The diode fast closes off, and ignition compresses , then releases back to do the EFFORT of JUMPING spark plug gap. This diode/ignition event releases RADIANT ENERGY that follows to spark plug tips. 14. Ignition DC volts on previous cars were about 24,000 volts. Lawn mower engine Magnetron volts is lower, but can be adjusted upward with an in series, accessory, adjustable spark gap The car engines converted all had 2-3 spark gaps in series,- distributor rotor gap, relay contacts gap, and spark plug gap. .The compression effect on spark plug also causes Ignition coils to increase output volts. 15. Ignition polarity is to match the polarity of the current added to the circuit. 16. MANY fast recovery type diodes required for wiring circuit FR607. 17. Placement of parts in certain order for higher volts of crossover, as Ignition coil to diode blocks, to S1R coils, to accessory spark gap, to insertion point last cathode, to inductor, to diode to spark plug. (the 2 spark gaps in series have voltage drops) Higher volts wanted on the crossover point . 18. Nathren said that other wiring design coils would work too. I assumed he meant the 5 turn bare wire #12, to be wound in parallel instead, together, wound, with 5-7 turns #14 insulated type for higher crossover volts. (The 90 degrees regular S1R type wind would stifle some of the transfer volts). This then, would have core steel long screw underneath for better magnetic induction effect. 19. The engine selected should have EGR valve or EGR added with adjustable valve to obtain the embedded Nitrogen from exhaust which allows smoother running engine. 20. Spark plug changed to one with same reach length, mm size, and with no internal resistor as an "R". A comparable R type as a Champion brand, can be put in vise with torch heated top screw cap removed , so as resistor is removed and replaced with copper wire segment #12. Now as zero ohms spark plug/ racing plug. This now allows current to pass through. 21. Briggs Brand used riding mower engine, 8-20HP can have alternator ring removed and changed for higher amps output, such as dual yellow wires type or dual black wires type, and also changed flywheel so as the underneath magnets are large instead of the small type. See photos Ebay. Start engine with power supply, then recharge battery with ring alternator.or underneath car alternator added on. Nathren and the Georgia shop technicians ran mower engine on just alternator without battery connected. Battery was used for circuit initial power only and the starter motor, then completely removed. The Briggs 18hp was self running on Briggs alternator only at a lower RPM. See again the S1R9A9M9 (2) YouTube videos by Nathren and son. ,