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Regauging is Free Electrical or Magnetic "Refueling"
A-regauging a sector of a rotary electromagnetic engine is just like
refueling a car by putting gas in its gas tank: During the regauging operation,
the system is an "open" system receiving an injection of excess
potential (stored) energy from the surrounding vacuum -- except in the
electromagnetic case the refueling is free. (See Figure 3). The excess
stored energy injected into the system from the "refueling" jump
due to A-regauging, can then be dissipated in the load during the remainder
of the rotary cycle -- just as a refueled automobile can dissipate its
additional fuel energy in powering the car, until it is time for refueling
again.
By using one or both of these two master principles (i) A-regauging the
potential energy of the system, and (ii) use of a multivalued potential
for A-regauging, electromagnetic engines can permissibly exhibit COP>1.0,
without any violation of the laws of physics, thermodynamics, Maxwell's
equations, or advanced electrodynamics. And a totally-permanent-magnet
motor can power itself and its load.
The Johnson Force-Producing Magnetic Gate
Figure 5 diagrammatically illustrates the operation of the force-producing
magnetic gate in Johnson's permanent magnet motor. As Johnson has shown,
by using a multivalued potential in his gates, a rotor magnet is attracted
into a highly nonlinear stator gate region where the MVP is located. When
it enters the MVP, the rotor encounters a dramatic jump in stator's magnetic
scalar potential with a change of polarity. In turn, this produces a sudden
accelerating tangential force in the region which would otherwise have
been the back-drag region. This accelerating force propels and accelerates
the rotor magnet on through the gate and out of it.
Rigorous force meter measurements taken at 0.01 second intervals prove
that this occurs as the rotor passes through Johnson's gate. A representative
plot of such force meter measurements is shown as the dotted line in Figure
3.
Johnson thus uses a highly nonlinear magnet assembly of special design
to create an MVP in his gate. The MVP produces a "magnetic potential
jump" and a reversal of the (otherwise) exiting back-drag on the rotor.
In short, Johnson causes the system to be automatically "refueled"
in the A-regauging sector, so that it can continue to rotate and power
a load.
The Takahashi Engine
Figure 6 diagrammatically shows the scheme of operation of the Takahashi
engine. Here a set of permanent magnets, each at an angle to the various
radial lines of the device, comprises a slightly widening spiral stator
that is "almost" circular but not quite. A circular rotor with
a sector magnet is mounted inside this spiral stator. An end gap exists
in the stator as shown, so that the stator is not a completely closed ring.
The direction of rotation for the rotor is clockwise as shown. For demonstration
of the principle, the beginning air gap is 0.1 mm and the ending air gap
is 5 mm.
A permanent magnet is mounted along the perimeter of an angular sector
of the rotor. It is magnetized, say, with the north pole facing radially
outwards, and the south pole facing radially inside. In the stator, the
permanent magnet north poles are facing radially in toward the rotor, but
at an angle, and the south poles are facing radially outside but at an
angle.
Thus tangentially the north pole of the rotor is in a nonlinear magnetic
field, and it will experience a clockwise force and acceleration from position
1 (where the air gap is the minimum) to position 2 (where the air gap reaches
maximum).
If this were all there was to it, the Takahashi motor would not be overunity
because the tangential field is conservative. When the rotor crossed the
end gap in the stator between point 2 and point 1, very sharp and dynamic
braking work would be done back upon the rotor magnet by the field of the
stator magnets at point 1. This braking work would precisely equal the
amount of dynamic acceleration work that was done in accelerating the rotor
magnet from position 1 to position 2, in accordance with a distortion of
Figure 1. For an absolutely frictionless machine with no losses, the coefficient
of performance (COP) would be 1.0. Since any real machine will have at
least some friction and drag, the actual COP would be less than 1.0.
Let us now utilize the notion of the magnetostatic scalar potential to
examine a new situation in the end gap.
Technically, let us regard a single unit north pole in the rotor, going
from position 1 to position 2 (the acceleration cycle, where the engine
will deliver shaft horsepower against a load), and then from position 2
to position 1 (where the magnetostatic scalar potential must be A-regauged
to equal or exceed the potential at position 1, in order for the rotor
to continue unabated or even further accelerate. I.e., in the separation
gap, a A-regauging operation must be done so that the "stator to inner"
potential is increased equal to or exceeding the "stator to inner"
potential of position 1.
In normal machines, the A-regauging part of the cycle is conventionally
where the design engineer forcibly inputs energy from outside the system
to do brute physical work on the machine to forcibly wrestle its energy
storage back to initial conditions. In the past engineers have automatically
assumed COP<1.0 without exception, since their forcible RESET work was
always equal to the maximum theoretical energy output to the load during
the motor part of the cycle from point 1 to point 2, plus any losses in
the "wrestling" process and in the machine itself.
So we simply must perform the A-regauging or RESET of the system's energy
storage, without performing tangential "back-drag" work on the
rotor. In other words, we must refuse to engage in the conventional "wrestling
match." For that purpose, an electromagnet is utilized to fill the
end gap in the stator, arranged so that when it is activated its north
pole will face radially inward. A small current activates the coil weakly,
through a distributor with breaker points. At the proper timing (i.e.,
when the rotor is directly opposite the electromagnet polepiece, a set
of ignition points is sharply broken in the circuit with the coil of the
electromagnet. Momentarily, a very high potential will appear at the end
of the coil as the collapsing field is highly amplified and trying to sustain
the previous current in its previous direction. The end result is the formation
of a strong magnetostatic scalar potential (pole), of north polarity, on
the stator polepiece facing the rotor. Note that no radial work can be
done on either the stator polepiece or the rotor by gradients of this high
potential, because they cannot move radially.
The potential in the end gap is now higher than the potential at position
one. Consequently a clockwise tangential force field exists between the
end gap potential and the lower potential at position one. This force cannot
do "back-drag" work on the fixed stator. It cannot oppose the
radial B-field, because it is orthogonal to it. An assisting clockwise
tangential force therefore appears upon the rotor, and the rotor is accelerated
and "boosted" out of the stator gap and back past point 1. At
that point the electromagnet has lost its potential, but the engine has
now been A-regauged and again is in the clockwise acceleration field of
the rotor-stator permanent magnets.
In short, the rotor perceived the sudden change of magnetostatic scalar
potential from the electromagnet in the stator gap as a pseudo-MVP, and
the system received a sharp influx of potential energy, without work except
for that lost in the electromagnet circuitry. Since that loss can be made
quite nominal by conventional electronic practices, the engine permissibly
provides COP>1.0. It can therefore be rigged to power itself and a load
simultaneously.
Placed in an electric vehicle with necessary switching circuitry and ancillary
equipment, a properly designed Takahashi engine and its derivatives should
be capable of starting from a single ordinary battery, then powering the
vehicle agilely, powering the accessories, and recharging its own battery
-- all three simultaneously.
The Kawai Engine
Figure 7 shows eight snapshots of the rotor advance of a typical Kawai
engine, taken from Kawai's patent.[9] This is one end rotor/stator side of a two rotor
device, where a similar rotor/stator device is on the other end of the
central shaft 11. In Figure 7A, polepiece 14 has three outward teeth 14b
dispersed equally around the circumference, alternated with three notches.
An end magnet 13 provides the source of flux passing through the polepiece.
With the electromagnets de-energized, their core materials 16c, 16d, 16g,
16h, and 16k, 16l are shown shaded, by flux from central magnet 13 outwards
through teeth 14b.
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| Figure 7a (12k jpeg) |
Figure 7b (12k jpeg) |
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| Figure 7c (11k jpeg) |
Figure 7d (11k jpeg) |
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| Figure 7e (10k jpeg) |
Figure 7f (12k jpeg) |
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| Figure 7g (12k jpeg) |
Figure 7h (11k jpeg) |
In Figure 7B, electromagnets 16a, 16e, and 16d are energized. The shaded
area shows the sharp convergence of the flux from magnet 13 through polepiece
14 and the edge of teeth 14b. Since the electromagnets are magnetized in
attracting mode, the rotor will experience a torque tending to widen the
flux path from magnet 13 to the activated electromagnets. Thus a clockwise
torque exists on the rotor, and it will start to rotate clockwise.[10] Note
also that each electromagnet is operating independently of the other two.
As shown in Figure 7C, 7D, 7E, and 7F the rotation of the rotor continues
clockwise, widening the connecting flux path to the three activated electromagnets.
During this time the torque on the rotor is clockwise.
In Figure 7G, the flux path to the activated electromagnets is fully widened.
Also, the leading edges of the three teeth are just beginning to enter
the domains of the next electromagnets 16j, 16b, and 16f. This is getting
similar to the original position shown in Figure 7B. Consequently, the
electromagnets 16i, 16a, and 16e are deactivated, and electromagnets 16j,
16b, and 16f are activated. Asymmetrically, this regauges and resets the
engine back to the original starting position in Figure 7B. The action
cycle begins anew. As can be seen, in each complete rotation of the shaft,
each of the three teeth of the rotor will be A-regauged 12 times. So 36
total A-regaugings/resettings/refuelings are utilized per shaft rotation.
In each stator coil, at energization a tooth is just entering that coil.
Energized in attractive mode with respect to the ring magnet around the
shaft, the flux in the polepiece "jumps" from fully widened flux
(and small or vanishing radial torque on the rotor) to angled and narrowed
flux (with full radial clockwise torque on the rotor). As previously explained,
the narrowed flux and its angle exert a clockwise accelerating tangential
component of force upon the rotor. Each coil is de-energized prior to beginning
to exert radial back emf (which it would do if it remained energized as
the trailing edge crossed it and again narrowed the flux path). So the
Kawai engine uses normal magnetic attraction to accelerate the rotor for
a small distance, then A-regauges to zero attraction to eliminate the back-drag
portion of the attractive field. It A-regauges to zero as the "RESET"
condition.
For appreciable power and smoothness, the Kawai engine uses an extensive
number of A-regaugings per axle rotation, being 36 times on each end, or
a total of 72 for the two ends. The forcefield of each coil, accompanying
its increased magnetostatic scalar potential, is oriented radially inward,
so that radial work cannot be done by the coil on the rotor because the
rotor does not translate radially. Advantage is taken of the initial clockwise
acceleration force initially produced, and A-regauging eliminates the counterclockwise
drag or "decelerating" force that would be produced without the
A-regauging.
The major benefits of the Kawai arrangement are that (i) a large number
of A-regaugings occurs for a single rotation of the rotor assembly, enabling
high power-to-weight ratio, (ii) each electromagnet is energized only when
positively contributing to the clockwise torque that drives the rotor,
and (iii) each coil is de-energized to A-regauge the system during those
periods when the coil would otherwise create back-drag (counterclockwise
torque) if it remained energized.
So the Kawai engine delivers what it advertises: It dramatically reduces
or eliminates the "back drag" fields of the stator electromagnets,
because there are no back-drag fields activated in the electromagnets during
the back-drag sectors. A conservative field cycle is one in which the back-drag
is equal to the forward boost. Eliminating the back-drag portion of the
cycle is a form of A-regauging, and makes the net field highly nonconservative.
Note that again it was accomplished by a change in the magnetostatic scalar
potential, which was reset to zero by the de-energizing coil during the
back-drag portion of an otherwise conservative cycle. The Kawai engine
therefore uses A-regauging and nonconservative fields in order to legitimately
achieve overunity operation.
Because of the numerous A-regaugings and back drag elimination, this engine
definitely can provide a COP>1.0. Placed in an electric vehicle with
necessary switching circuitry and ancillary equipment, a properly designed
Kawai engine and its derivatives should be capable of starting from a single
ordinary battery, then powering the vehicle agilely, powering the accessories,
and recharging its own battery -- all three simultaneously. And in so doing,
it complies with all the laws of physics and thermodynamics.
Closed Loop (Self-Powering) Operation
Both the Kawai and Takahashi engines require input power, at least in
the configurations shown to date. However, both engines are technically
capable of overunity -- e.g., in his patent Kawai quotes performance measurements
indicating 318% efficiency. Obviously, such a system can be close-looped
by simply hooking it to a generator, and using positive feedback of a portion
of the generator output to run the engine while using the remainder of
the output to power a load.
The Johnson engine is inherently already self-powering, since it requires
no external power input in the conventional fashion. One accents, of course,
that in any such self-powered engine, there is indeed a steady input of
power from the vacuum, in the violent virtual photon exchange with the
particles and atoms comprising the magnets. A magnet simply acts as a gate
in that energy exchange, as indeed does the bipolarity of an electrical
power source.
Conclusion
Presently the three inventors mentioned have developed prototype engines
which (1) produce COP>1.0, and (2) apply a multivalued potential, pseudo-multivalued
potential, or A-regauging, or both. The Johnson engine is already self-powering.
Both the Takahashi and Kawai engines are readily convertible to self-powering
embodiments.
It would appear that these engines should now move into full development
for introduction upon the world market.[11]
Together with the Patterson cell,[12] we believe that these engines will usher in a
new age of cheap clean energy for everyone.
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