To Control the process

Introducing the NEW Electronic Controller System
  for the  Plasmic Transition Process/Technology Engine  

The Electronic Control System (ECS).


   Plasmic Transition Development, Control Group, Electronic Control System - Electronic Controller
System Overall Block Diagram. for  the newly "Patent applied for" Plasmic Transition Engine Control System (ECS):


OUR Products Are based on our Innovative design, development, knowledge, and Understanding of the Plasmic Transition Process and Technology.

   The Plasmic Control group is uniquely capable of crafting a control system that is capable of solving the problem.
    We have over 100 Man Years of experience in Embedded Control and micro computer applications, NOW, within our team of engineers. Besides this we have another 80 Man Years experience in programming firmware, in both assembler and C, for the embedded processing requirements needed to create a successful Electronic Control System (ECS).

    We have been fully trained, on the "Hows and Whys" of his great new Plasmic Transition Process and exactly how it works, by one of the outstanding Embedded Systems Designers and Engineers in the World, John Rohner. . Part of this training was the development of process specific test sets to verify the Firmware  before it was applied to a hard test set for evaluation.

    We are continueing to develop the " Remote Test Command Center" system that will be used to control the load,  Generator or Dynamo meter, and the "motor under test", or as some like to call it "Device Under Test"  (DUT), from a single desktop computer, across the ethernet, per test bay.  This system will allow us to vary the load applied and precisely control all elements of the test process including LIVE programming of the ECS while the test are running.
    The results and data collected are then "Real Time" collected and logged to our high speed, Linux 64 based, 4 Terabyte, data servers for collection and statistical analysis for history and to provide clues about future enhancements to the Hardware, fuel or control parameters of the engine operation.
    The data set is also being collected for various research organizations to be used by them to push new discoveries in the fields of Plasma, Fusion and even fission.
    It also will provide data about reliability, as a long, many month, test that can be run from a pre programmed performance map and data collected at many points as the process auto runs without interruption.  All systems are on Uninterruptible Power Sources (UPS) in case standard line voltage goes away, initially, or we lose local generation capabilities later.

    It was his knowledge of the way things work, as applied to Fusion, Fission and Plasma that provided others the knowledge to understand what John was teaching about the revolutionary new process. We also wondered why so many tried to understand it for over 25 years and failed, it seemed so purely understandable, even simple, as a conversion process. 

    But that is history and John Rohner did discover the process and then verified it with his friends in Fusion, Fission and Plasma research,  and then protected it with a "Patent" pending. The Plasmic Transition Process  is what Papp could not figure out and why he, or Sabori, never got it quite right with his piston pushers..

    We do know that the control scheme is critical to the operation of an engine using this process.  Without solid control it could do some nasty things, or nothing at all
    The Control Group takes the safety and "Safety Features" as a primary concern in understanding the vital security and safety considerations in all designs. We are spending a good deal of time predicting as many possible failure scenarios as possible and monitoring all critical engine functions to insure that the ECS will not allow or will react to rectify any problems instead of creating any form of danger from the motor or system involved to the user.
    We are also studying what the criticalness of any devices, generators, pumps etc. as attached may have as well.  These studies are, and will be, ongoing for several years yet as we collect experience.

    As you may or may not know our ECS controller will be on EVERY motor manufactured by anyone anywhere. There are two reasons for that. One reason is economic since things get less expensive when ordered in large volumes. Second is that all field performance data, including any failures, can be collected and analyzed in a single area. Thus providing operational histories and a quicker reaction time across the motor types for any needed changes in programming.

    Each ECS controller will have different specific requirements that will vary by the physical motor design, the Activation design, the gas Mixture and engine function. 
    We have learned much in the time we have had so far to "tinker" and experiment. We are now ready to usher in a internal combustion less and GREEN age for humans. So we can move forward to change our world.


THE "Electronic Control System" ( ECS):


    This is for those NEW Plasmic Transition Process Engines that are about to replace the old Noisy and smelly Internal combustion Planet Killer Engines  we are using now.
    As you can see, IF NEEDED, it can be fully input battery independent.
    In the Plasmic Transition Process  , and the old Papp process, the motor needs voltages that are not normally in a 12 Volt car or a Truck. The controller "creates " its own operating voltage, which could be 24 Volts like the old Papp or the various voltages of a  new design depending on Exciter, coil sizes or whatever the motor designer wished.
    The second unit is a programmable Variable Radio Frequency signal Generator used by some engines, like the Plasmic Transition Process or Papp, to help excite the gas mixture to make an easier Plasmic transition. This Radio Frequency can be "injected" in many ways, depending on Engine design. It can be directly injected via a "in chamber" antenna, or it can be used to modulate the Coil voltages providing a modulated Magnetic field or even the HV actuator etc. or any combination of these as required to help in the Ionization task as needed. The specific usage is design specific. The RF frequency range of this unit is 2 to 250 MHz and it is followed by John's special "Linear Power Amplifier" (LPA) to provide needed power drive to the system input, as required.
    The third unit is the Crankshaft location conditioner to provide the best positional data available to the Computer from the reluctor.
    The fourth Unit is the switching interface. This is a set of drivers and solid state switching components, commonly D MOSFET, IGBT etc., but this depends on the design, to drive all the coils, either forward or reversed, with the various voltages required for that engine design and requirements etc. that the engine designer may have placed. In the old Papp motors, based on his, now defunct, patent, this was 3 or 4 coils plus. In the more modern engines much less.
    The next unit is the inter processor control communications port. this connects any number of controllers, for a very big motor maybe, together so they can act together.
    The motor start block takes care of the starter motor if needed by the specific design.
    The Connector block provides for easy and plug in ways to get the signals to/from the controlled element.
    The Instrumentation Port is for the Gas pedal, Dash instruments, reprogramming and the "Auto Refuel" process. This process is unique to the Plasmic Transition Process designed motors and allows you to go virtually for years without worrying about running out of power. Anytime the ECS senses a power drop it refuels the motor.
    Finally we have the heart of the unit. This is one, or more or a mix of,  8, 16 or 32 bit micro computers, depending on Motor deign, that is the programmable control element to the system. It is the brains and heart of the system. This system can read critical and operational information from sensors on the engine and adjust to get the best performance from the unit. It can also be in communication with other, water pump, generator etc. controllers to react to their inputs.
    The Firmware program, like the system, is very specific and personal to the design and type of the motor it controls and is designed and programmed specifically for that engine.

    It was a simple mechanical thing on the Papp Engine and then a nearly as simple counter/ROM thing on the "certified" Papp international engine in 1982-3  . Now, it is a fully flexible, multi processor based, Electronic Control System that will change as it needs, or senses the need.

    Our Controllers are "state of the art", modern, Electronic Controller Systems using the very latest in Technology and Advanced System Design, as provided by one of the Premier Embedded Control Designers in the US today, John Rohner.  It is fully Flexible, programmable and adaptable to any plasma or plasma effect motor from the old Papp to the Modern Plasmic Transition Process Engines.

    Note: exactly how "many" of "what" functions are required depends on the Motor type, Motor design, fuel mixture and expected usage.
     But OUR flexible ECS can be programmed, or expanded, beyond any requirements that may be needed for the next few years.

    We have developed 5 generations of the control system, and counting.

The controller Evolution
    Originally, pre 1981, it was a simple mechanical thing. The original Papp engine had a replica of a automotive distributor system that was very inflexible and non reactive.
    Then, Tom Rohner and Tom Miller, with input from a electronic schematic design from John Rohner, translated a rude, confusing Papp electronic schematic, to a basic simple multi vibrator counter and ROM based controller for Papp International. This rude electronic control was the key that made the "certified" Papp international engine, subject of historical videos, as it is 26 years old, actually run.
    This engine was also the only engine, manufactured by the now defunct Rohner Machine Works company, working for Papp International, to work. None made after this did. The problem was Bob Rohner replaced  this Working Basic controller with a mechanical, relay, system, which has never worked.
    This electronic Controller, designed by John Rohner, was also never copyrighted until the schematic, or a very similar schematic, was discovered and published by John Rohner. It did work but was not flexible and was not adaptable to speed or load changes. But it was Miles ahead of the Relay mechanical system that replaced it.

    Note: All the engines, and all previous versions of working engines, except for the Sabori,  had been Head replacements. On Close study even the Certified engine was similar to this and not a true workable flexible engine. 

    In 2009, for the Plasmic Transition Process's Original Testing we used a similar simple, static timing table MAP probably used by Tom, as explained in the patents and documents from Papp International. However, in operation this fixed Engine MAP did not have the flexibility needed to provide a good operational range of RPM's to make the engine a usable entity. So the fixed timing table MAP was discarded for a more intelligent system structure that has proven both robust, safe and very flexible.
    We have continued to adjust our controller flexibility and added more intelligence, motor sensing capabilities, better MAPing and features. Now it is evolving to a point that it will work flawlessly and SAFELY. 


    OUR Version History so FAR.

    Our controllers started life using Micro computer control and VERY MODERN "State of the ART" design created by one of the best embedded control designers in the USA, John Rohner..


    For the First generation, we used a single Microcomputer to handle all of the simple timing as defined in the Papp Documents for switching etc as modified to fit our coil system. What we found was what our simulations had told us. In this first test controller we did not digitally control the DC voltage for speed or Digitally control the RF frequency. These were  adjusted manually. During the first test run we collected data and plots to see what really was going on and how closely it was to our simulations. At the end of this we used this data to adjust our simulators.
    This First controller could provide engine operation in excess of what has been documented from the Papp International "Papp Engine", as ""Certified"". engine by a factor of 3 to 1..
    But this system, a single micro computer based system with a simple timing MAP, proved to be too simple and a Safer more flexible design was needed.

    For the Second generation, we sought to make the Actuator sequencing more flexible than we could get from a single control system so we split the job into pieces and provided a two, or three Processor, controller for single or double cylinder. Specifically, we went to dual Micro processors. By separating the HV actuators to one Micro processor and placing the master timing, engine sensing and coil control on the other and Digitally provided the DC voltage and RF frequencies needed to provide speed and power control. Our simulators were much more accurate and predictable. We also installed sensors to better read what was happening inside the motor. This allowed for a full RPM range control system but more specific control was needed to provide better power generation control via the actuation within the Transition Chamber.
    This is still our primary initial bring up test unit for new Engines now.  This was the first controller to be able to communicate to other controllers using the I2C or SM BUS. 

    For the Third Generation, We added the capability of the Controller to communicate with the host via the standard Automotive CAN Bus.  It can also communicate on the CAN, SPI or I2C Bus for changing working voltages to Coils etc. This provides a versatile communications port back to the user control and reporting sub system. 
    We decided to make our digitally controlled DC to DC conversions a sperate element and do the same with our Digitally programmed RF generator and Amp.
    This plus simplifying the firmware and using all C programming made things easier to cross compile for ANY other Microprocessor that may be used.. SO. We also introduced a second processor manufacturer, FreeScale, using a pair of their Microprocessors to replace the Silicon Labs processors. This was done so we could verify their speed and usability as second sources giving us, in production, a backup and alternate source of parts. Considering the needs, over 91 Billion controllers, we wanted to make sure we had processor source covered. We also tested several other critical component second and third source parts to verify they also worked.
    This leaves us in a verifiable manufacturing and production ready component. Albeit still not fully miniaturized, but reproducible and usable as needed. 

    For the fourth Generation, to make things more efficient the actuator, HV, Control Processor and IGBTs were removed from the main board and miniaturized so they could be placed on the head with minimum connect length to the HV Coils and a direct connection to the cylinder event sensor so that shut off would occur at the activation event not after, which degrades power.
    This takes this load from the main processor and makes the control system either Single cylinder or Dual from a common control main board, cutting costs.
    We also separated the RF generator and Power amp so that it could be placed into a metal chassis to isolate the RF energy thus allowing us to go higher in frequency without lowering power. Makes it easier for FCC cert. 
    This system provided more data and a couple surprises which are now in the new controller.

    Our Fifth generation controller will be similar to those above except we have used Automotive quality parts and minimized the packages so the main control board is 1 x 2 inches in size for two cylinders and 1 x 1 inches for single cylinders. The RF amp, DC/DC converter and Initiators are common to 2 or 1 cylinder.  
    This version is a move toward miniaturization by shrinking board size and Packages to surface mount technologies. As a added part of this system design the Actuator boards reduced to a size that fits the top of the HV Coils may now be integrated into a single element comprising the Controller, HV coils, electrodes etc for easier production and engine manufacturing.
The RF generator and Linear Power Amplifier will become a Plug in replaceable unit about 1.5 by 3/4 inch size. The new mother main board will become about 3 inches by 1.5 inches and the Programmable DC to DC converter Boards will reduce to 1 inch by 1.5 inches. This design is about to go in for PC Boards and stuffing. It should be ready, and tested, for the late summer engine site testing and for the fall Production units.

    In the process of learning we have designed and developed over 15 single test control subsystems and 9 test data providers to check specific controller sub functions.

    Lets clear the air about a rumor!!!    There is some confusion being created and passed around by a nameless party, it seems, about the progression of OUR controllers. We did not, in any way, duplicate anything like the old 1982 thing that made the old Papp International "Papp" engine work.
    The first and simplest control circuit, that John Rohner designed,  was a mimic of the old Papp International "Certified" motor controller, that John designed. It was based on his notes, drawings and a his timing MAP, also presented in Papp Patents, as he corrected it. It was very simple, but.....    John did "simulate" his Ancient control circuit to verify it met the published data about timings, would work within the constraints reported and would perform within the very limited confines of operation as shown in the HISTORICAL videos.
    BUT this Antique Controller design was never meant to be used, as is very restrictive, cumbersome and inflexible. But, STILL much better than Mechanical and Relay types.
    Also, the Plasmic Transition Process system, has no need to reverse coil windings, cross couple capacitors or any of the Mickey Mouse other things from the Papp patent write up. These may be OK if the target is a "perpetual motion" dream but useless in reality.  Our early simulations showed that the gains from all this added complexity was miniscule in both power output or fuel retention and our tests since have proven this is true. It's a messy thing to do and useless.

   If you are considering manufacturing a  Plasmic Transition Process   engine of your own, as a licensed manufacturer, or buying them from a "licensed" Plasmic Transition Process manufacturer  or another OEM, then we will have the controller for you. After you have obtained a license for using or manufacturing Plasmic Transition Process  then:
    We will work directly with you to develop the most flexible, safe and complete controller that your requirements could need.  


   Maybe Within 5 years we should be able to replace all coal, petroleum and nuclear power plants with NON polluting, Non heating upgrades or PERSONAL home systems..    And none of those big noisy ugly windmills either.    Nice quiet VERY Green power.