How the "Plasmic Transition Process" system works
This is a work in process it will have 4 chapters,
1. How PTP works, the physics, and a quick history of the developments of
Joe Papp, Jimmy Sabori and John Rohner the three most important people.
2. The mechanical engine construction with some notes, and comments, from
Papp about the Papp International engine he designed in the 1980s and the
developments that created the Running of the Inteligentry engine,
3. The control of the process presenting the 198x Controller John Rohner
designed, Tom Rohner and Tom miller implemented, thru the evolution of Electronic Control Systems that was used on the
operational Inteligentry engines and the onward as new features are added for efficiency,
4. A discussion about the next generation of control and the next generation of Pulse kickers.
From the upcoming book -- "Plasmic Transition Process design" --
Understanding it. by John Rohner
The Physics and history of the next biggest idea for mankind and
the three men who are most responsible for it.
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Plasmic Transition
Development Groups Electronic Control System - electronic controller
System Overall Block Diagram. for
the new Plasmic Engine Control System (ECS):
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OUR Products Are based on our
Innovative design, knowledge, and Understanding of the
Plasmic Transition Process.
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The Plasmic Transition Developments Control group is uniquely
capable of crafting a control system that is capable of solving the problem.
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 continuing 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.
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.
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.
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 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).
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.
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..
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.
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.
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THE "Electronic Control System" ( ECS):
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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.
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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.
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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..
RECAPPING:
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.
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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.
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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.
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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.
