Download The Tesla Plasma Engine

The Tesla-Gray Plasma Engine
By Thomas C. Kramer
This paper is my theory as to how an internal combustion engine can be run on only
water vapor or only on air. Now to most people that would sound a bit impossible,
particularly if the engine were not powered by steam or compressed air, but merely on a
generated SPARK. This is what I intend to prove possible.
It is first necessary to have a basic understanding of the underlying electronics use in
such a system. This begins with a simple LC or induction circuit as the initial driver.
This consists of a power source, a capacitor, a coil of wire and the wire connections
through a switch.
Simple Resonating Circuit
Battery
Capacitor
Coil
Switch
This is a basic resonant circuit (LC circuit) whereby the capacitor charges and then
discharges to the coil which bounces the charge back to the capacitor and the cycle
repeats itself forever or until circuit factors drain off the energy. This bouncing back and
forth of the electrical current creates a natural frequency in the circuit based on the
capacity of the capacitor and the resistance of the wire coil (inductor). Think of this as a
‘ringing tone’.
Now take a look at what Nicola Tesla patented to spark an internal combustion engine in
US Patent No 609250. (see below)
Here he is using the LC circuit to drive a primary coil to induce a secondary high voltage
coil that causes the spark at the spark plug.
Capacitor
Induction Coil HV Secondary Coil
Battery
Spark Plug
Spark Gap Trigger
Switch (Distributor)
This is quite similar to how a modern car ignition system works with the battery charging
an ignition coil to high voltage (HV) which is released through the distributor cap via a
low voltage spark gap (switch/breaker points/electronic triggers) that causes a high
voltage spark at the spark plugs. Nothing much has changed in this basic design for the
last 100 years.
But it is necessary to take another step based on subsequent Tesla patents and
discoveries. The first is to understand what Tesla did with his famous Tesla Coil.
fig. 1
A typical Tesla coil
A Tesla Coil is basically a modern ignition coil with only a few wraps around the primary
and a multi-wrapped secondary. Note that there are air gaps between the primary and
secondary and that static sparks leap off the metal ball (or toroid) at the top.
The triggering of the Tesla Coil is normally done using a rotary spark gap to a resonating
circuit via a capacitor. This means that the primary and secondary coils resonate
harmonically together at different frequencies if properly wound.
Tesla took things a step further by resonating TWO secondary coils of different sizes
using the same primary coil.
This circuit created havoc! The discharges between the metal balls at the top of each
secondary created BALL LIGHTNING that would fly around his lab destroying anything
it can in contact with or by creating very loud explosions in the air. Tesla studied this
effect to avoid the dangers that ball lightning created.
The SECRET OF Joe Cells and S1r’s Watercar
Note that Tesla’s BALL LIGHTNING was created by TWO POSITIVE ANODE
DISCHARGES FROM TWO COILS IN HARMONIC RESONENCE WITH ONE COIL
HAVING A HIGHER VOLTAGE THAN THE OTHER.
That is fundamentally what EV Gray did, what Papp did and what S1r did. Simply, you
create a high voltage and a low voltage spark gap (plug/positive anodes) and the
discharge will form a type of plasma ball in air. Do this intentionally in a cylinder that is
grounded and you get a BIG BANG that is contained in a small area that is sufficient to
drive a piston down.
Graneau exploded water just using a single HV capacitance discharge, but this approach
is not practical in an engine as it created a concentrated unidirectional explosion but was
difficult to recharge and reload. Tesla’s dual coil simplicity, however, is easily replicated
and can be fired at whatever frequency (RPM) required.
S1r’s circuit is very similar to Tesla’s in that he used his car’s normal HV ignition coil
and a low voltage (LV) 110v inverter rectified (with high amps) and fired these together
through a single wire to the spark plugs. Many people were confused by S1r’s relays, but
these are just additional coils and a way to merge the POSITIVE HV and LV sources
together AT A SINGLE ANODE. The same thing could be accomplished using a 2
ANODE PLUG in each cylinder (but nobody makes those YET.)
Papp essentially did the same thing with his engines and cannon devices. His difference
was in the fact that he used and re-circulated inert gases in his engine. He basically
created a plasma ball explosion over and over again in a closed loop system.
EV Gray did the same thing by using 2 anodes, but he added another trick of using a HVLV discharge into a ring capacitor/inductor circuit.
Mr. Baraka’s recent article “The Secret of the Joe Cell” is an excellent analysis of how
the Tesla and Gray technologies have been mixed.
What is more important is that Mr. Baraka essentially outlined other possible driver
circuits and modifications to Tesla’s and Gray’s circuits to suit modern electronic
components. His paper is a foundation document, but it establishes the unique
relationship between a HV-LV ANODE discharge system and ring capacitor/inductors.
What was missing in Mr. Baraka’s analysis was the Tesla Ball Lightning and harmonic
connections that create the explosive force inside a cylinder.
I would like to briefly refer to EV Gray’s patent 4,595,975 to highlight the similarities
with Tesla before discussing the Joe Cell implications.
I
Battery +DC Distributor(Vibrator & Make-Break) LV Anode HV-LV Power
OUTPUT
AC Power Supply HV Coil
Bridge
Transformer Rectifier
Diodes
HV Discharge HV Anode
Capacitor
This is the basic EV Gray circuit. The low voltage (LV) side is a bit confusing because
he was using an electronic vibrator to set a baseline timing frequency and a make-break
switch that should be a rotary design. The rest of the circuit, as very clearly described by
Mr. Baraka, are safety features.
Do note that the HV and LV are married in the middle component and this combined
THIRD VOLTAGE is what is used to drive the EV Gray engine or other devices.
Now lets look at EV Gray’s secret component #14.
This is the innards of component #14.
LV Pulsed Anode Carbon Resistor Spark Gap (Ball Lightning)
HV Anode Ring Capacitor/
Inductor
OUTPUT Voltage
Capacitor/Inductor
The creation of a ring capacitor/inductor is the obvious link between an EV Gray circuit
design and a Joe Cell design.
Although EV Gray used air gaped concentric rings using air as the insulator material, it is
equally effective to use any other dielectric material or WATER as a spacer so long as the
metal rings are kept separate. If water is used, then non-corrosive metals or metals with
non-corrosive but conductive surfaces must be used. This is simple logic.
Now lets take a closer look at a Joe Cell. I wrote about this before, but it didn’t seem to
sink into thick skulls. Note that the NEGATIVE LOW VOLTAGE TERMINAL IS
CONNECTED TO THE INSIDE OF THE CENTER TUBE.
This creates a negative charge on the INSIDE of the smallest cylinder and a POSITIVE
LOW VOLTAGE CHARGE ON THE OUTSIDE OF THE CYLINDER.
The same effect can be achieved by using a solid rod charged POSITIVE as the central
ANODE.
Water molecules are thus charged by the POSITIVE charge and flip-flop into conductive
patterns (STAGES) that subsequently charge the successive capacitor/inductor rings in
sequence. This has been clearly noticed by the changes in voltage readings between
tubes at various charging stages and in the clear restructuring that “charged” water takes
on to permit bi-directional energy transfers.
The magnetic deflection of compass needles near a Joe Cell also clearly indicate a
capacitance/inductance effect is taking place.
In previous postings about Joe Cells I also mentioned that we are dealing with variations
in POTENTIALS. That is, a high voltage potential and a low voltage potential. This is
the same as is seen in the Tesla and Gray designs above. The Joe Cell is creating the
LOW VOLTAGE circuit potential when installed onto an internal combustion engine.
The normal ignition coil is the HV portion of this circuit.
Bringing the two together you end up with a pulsed HV-LV ball lightning potential in
each cylinder, particularly since the air in the cylinder is compressed and heated
(mechanically energized) and often contains a percentage of di-polar water vapor
molecules (atmospheric or injected).
The harmonic tuning and optimizing of firing conditions can thus be technically analyzed
as Mr. Baraka has done, but will most likely fall within the same basic Tesla and Gray
circuit designs above with modernizations for finer adjustments (added variable resistors,
timer chips, etc.)
WATER or NO WATER?
The Tesla, Gray and Papp designs give rise to the question of whether or not it is
necessary to use a water cell approach or a dry cell approach to firing an internal
combustion engine.
Tesla, Gray and Papp did not use water as an insulator. S1r used water as a fuel. Joe has
said that you can run a car WITHOUT a Joe Cell, just proper charging (circuits, that is, a
proper low voltage potential circuit).
And Mr. Baraka has introduced modern circuits that can deliver what Tesla and Gray
have done, with or without a water cell.
It should also be noted that human beings are about 80% water in special energized
formations: pentagonal for weak, sick, de-energized individuals, hexagonal for healthy
energized individuals and odd dissociated bonded water that is excreted. Humans are
also natural di-poles: negative on top and positive grounded at the bottom.
With the above di-pole and energized human structure it is easily seen how humans can
influence a di-pole energized water field just by coming near one (a Joe Cell for
example). It will have the same effect as if you placed a strong electromagnet or power
line near a cell. It will either add to or bugger up the works.
Thus it is my humble opinion and conclusion that the better approach would be to design
a DRY CELL or more specifically a Gray Cell to handle the HV-LV discharge or
alternatively use a double Tesla Coil approach noted above. The basic designs are
already there. The proof of operation has been demonstrated.
So why mess with a finicky Joe Cell that will crap out every time you pass an EM field
when you can design a more stable and consistent circuit?
BALL LIGHTNING
Not enough is known about ball lightning to come to a consistent definition. In nature it
occurs in many different sizes and colors, primarily dependent upon the concentration
within atmospheric air at the time of a lightning strike. More methane, carbon soot, dust
and so on, can cause such variations.
The common factors seem to be a compression of air and multiple HV lightning
discharges. Atmospheric air can be compressed by swirling or shockwaves (thunder).
The Lightning ball itself appears to be an initial mass compression encased in an electron
shield. It appears to be a type of plasma whereby atoms shed some of their electrons and
condense inward, but the positive attraction of the now positive mass does not allow the
electrons to flee very far.
This state lasts only temporarily in most cases as the shed electrons or other electrons
drawn from nearby metals or other ground negative sources quickly re-stabilize the ball
or positive atoms (ions). This often results in an explosion as the electrons rush back to
be re-captured thus pushing out of the way atoms that have been normalized. If the
electrons are supplied by an earthed conductor, this rush results in melting or burning.
Ball Lightning in an Engine
Now as I see this happening in an internal combustion engine cylinder using a
Tesla/Gray/Papp approach, a plasma ball lightning is formed between the HV and LV
positive electrodes (pulsed lightning formation) in a situation whereby you have air (with
or without water vapor or inert gases) being compressed mechanically and then
electromagnetically (implosion) followed moments later with the re-normalization of the
air (explosion) on the power stroke.
This all happens very quickly as an internal combustion engine generally operates at high
RPM’s (frequency of firings). But it would require the initial plasma formation to take
place usually BEFORE TDC because of the initial implosion, except in the cases of
additional water injection or in using water as a sole fuel as this will slow down the
plasma ball formation due to higher concentrations in the cylinder and the formations of
steam as the plasma collapses back to normal. In the latter (S1r) situation the firing of the
plasma would most likely be delayed till AFTER TDC. The timing of the plasma firing
would thus be determined by the type and vapor concentration of whatever fuel is being
used (air, inert gases, water vapor, gasoline, cooking oil, etc.)
Papp’s and S1r’s approaches are interesting in the fact that their fuels were “recirculated” and only topped up occasionally. This indicates that the fuel is dissociated
and then recombined in the plasma reaction without any significant degradation. This is
another clear direction in which we should be focused.
Looking Ahead
I believe that what is on the table now are the viable pieces to this puzzle and the
fundamental methods and circuits with which we can achieve the successful running of
an internal combustion engine on air, water vapor, inert gases or other common fuel other
than hydrocarbons. The answer is more clearly in front of us.
What is needed now is just some basic circuit up-grading, perhaps some double anode
plugs, and a focused experimental approach.
Joe Cells are an opening to this understanding. Understanding the capacitance/induction
aspect of a Gray or Joe Cell is also critical, as well as, the importance of the HV-LV
positive anodes and the harmonic resonance tuning and timing of such a new system.
Others have discovered this before. Now it is up to us to re-discover what they did and
improve upon it.
Your comments and positive contributions are thus much appreciated in the development
of this next generation of power supplies. We need to come together now to do this for
the benefit of mankind and the betterment of our world.
TK