next is injector card convert db 37

https://youtu.be/NaSNWn5ts5c?si=eo1Xy5cOQ-n_uis4

Here is Injector card Gerber with better labels and  db 37
and changes let me know

Bill Of Materials  Version 1 of Each Attached

I will add the face panel  switch and knob part number just having coffee first
and post a version 2
Dan

Juset noticed some jumper on the Distributor cards so I added them  into the pcb now and that seams better now

here is updated Gerber

DD

  Ok So here is What we Call Version 4 GMS INjector Side Main Board

 Several Improvements the trace out from cards and the buss bard 12v 5 v gnd done and the  start of trace  link iject card to dist card start not completed yet  the db 9 improved and wired and the ground joining power  control now the  test pin out put in line with solenoid out and pwm and sign in linked to the db 9  and k11 put in to cards and through db 9 alot of labeling changes and  looking a bit closer to a testable   unit now
note the are traces layer 2 -3 some shown on top silk

Dan

ok Now we look ate the following remaining boards

1 Summing Circuit  ( goes between tps and Injector cards

2 Air Gate intake  butterfly valve control  Card 
3 Exhaust Gate   butterfly valve control Card 

4 Air Gate intake % visual  Card 
5 Exhaust Gate % visual  Card 
7 Speed Limited card rpm and summing card goes between tps and injector cards and exhaust card air intake card. 
6 Relook at Safety Light Card

YEs all here all being drawn and convert to db 37 to match main board

This Picture I am Calling Current or Version 5

The Versions

Version 1  was a Choice of either Gasoline and or GTNT gas only, using a common injector in a delrin block

Version 2 was a choice of nano bubble water or gtnt gas, using gas spark adaptors, ( water spark plugs) this used 1 vic round bobbin via distributor

Version 3 was running water through a EPG Box I believe it initially was a way to cool or keep nano bubble water cold, this is when they found out it can make power also as nano bubble water is a magnetic gas also.

Version 4 it highly Likely using multi coil and no distributor.

Version 5 this picture attached is using crank position sensor  in replace of distributor but still using the distributor so people can follow the transition.    there is no water pump as cell can go to 6 bar and the last pulse pressure raising pressure to atomize at 120 psi from nano bubble water to a fuel gas was done by push solenoids. 
So there is no wire from distributor as it is from crank position sensor on this drawing.

We continue drawing various cards and  main boards connection's

All the Best
Dan

Meyer Mud Map

A Friend asked me to comment on their slide
Attached

Dan

it seams this signal once passing out of the gate and analogue voltage card will drive the Round bobbin also.

We have managed  to get the Schematic closer,

I welcome comments or review of attached  injector card or distributor card there is some speculation on the DB9 sign in from tps/ gas side gms cards to injectors and coil as it looks to be a shared signal in injector side
it is represent by a grey colored line which split near the DB 9 in and splits to be grey line into injector cards and red into round bobbin.

but may be different. i welcome comments

this file should be high resolution but if not just ask i send one in png

Dan

Interesting so the duty cycle on throttle and digital means boards is used by analog board to set voltage level.  It also goes to gate board to sync both signals and you use the gate board to set duty cycle of gate to 90 percent using the pot on the gate board.

If I remember correctly the gate board uses the OR logic to set length of duty cycle.  I will double check this however this means you would need to not let the duty cycle of pulse from the throttle board exceed 90 percent.  This could explain why the digital means and throttle board interface is wired the way it is.

Is the Variac used to tune the tune the resonance?  Would make it a lot easier than rewinding coils.

Earl

Note:  I did some tests on the gate board and frequency of gate only changes very slightly with frequency of input and this was over large changes of frequency i.e. 50 to 5K.

Dan,

I took a quick look at engine time items and have a couple of general comments, which I am sure you are aware of, but this may help others.

First consider that the injector timing and gas production is basically asynchronous unless you are producing gas in the injector itself.

Most modern cars with injectors have a single gas line running to an injector rail which hooks to individual injectors.  Pressure on the fuel line is maintained by the fuel pump.  The timing of when the injector is opened and how long it stays open is all controlled by car electronics.

I know this is a simple view, but Stan’s system basically follows the same model.  One difference is that fuel is vapor (gas) and there is no fuel pump.  Gas pressure is created by running fuel cells, so we need to tell fuel cells when to produce more gas.  This where is looks to be more complicated but not a lot as it is still asynchronous in its basic function.  Injectors run just like a normal car with the same timing issues but changed to match Stan’s “gas”.   What is different is we need to tell Stan’s system when we are using more gas than idle condition.
 
Part of this is done of card that converts pulse duration into voltage level.  This same card sets minimum “idle” voltage level and upper limit voltage level. As the pulse duration is set by the TPS this input is just telling the system I will be using more gas so produce more faster, so pressure does not drop.  The same card also has the input from gas pressure sensor to cut off gas production if pressure gets too high.

I believe Stan found that this works if the car is running but what happens when pressure drops too far when car is off if at idle when pressure drops too low.  Stan’s VIC has an additional input to accept another signal to produce gas when this happens.  I believe it was triggered by a low tank pressure sensor (could be the same sensor used for high pressure) but I have not seen where he generates this input to the VIC.

How this input is generated needs to be addressed but at a minimum a large part of the GMS will need to be on.

Now in the case where the injector is producing the “gas” it has become a more tightly coupled and complex system.

Earl

Thank you Earl

All very good Points to  place here thank you.

 Some things Stan had which are important for reader also
 1 Gas Pressure on off Switch  on cell
 2 Vacuum on off switch on engine
2.5 grenade pin sfatey switch
2.6 mercury roll over switch.
2.7 Rpm over speed kill switch.
 
3 Cell Can be the pump up to  6 bar max as gas is forces nano bubble water out bottom.
 idle and or blow valve on top for excess gas is there.  gas looping into the gas processor  junction box.
i believe this help initials start up.  and offset gas volume under load O2 side. so to take zero or less ambient air in.

 4 we know from document thre was 2 model of distributor points made
 / hall sensor distributor . laser distributor

1st was for the bugger 1 stack 4 cylinder ,
2nd than for v8 nascar he doubled them to have to hall sensors to cover 8 cylinder.
 
so we only need to look at one stack first that's why
we reduced schematic to 4 cylinder and 1 stack hall in wiring to catch it . 
so we could have a better chance to wire it. which we did.

the off set adjustment maybe too many as he had on distributor card and on injector on off time cards
and time spacing for each injector , they invented it so we understand why it can be simple now we can see.

I drew up the following and I welcome all Review comments etc
we can now look close at the 2 distributor cards and the 4 injector card on how and why chips were uses.
and the controls.

The Second picture below is for the injector side matrix main board.

Ahead of Time I wish every one a safe and Merry Christmas and Happy new Year.

Dan.