Speed ​​taken by a magnetic rotor in space

[opgnb14]

Hello everyone

mr johnson's patents prove as well that it can work

look at that
finally this american patent of mr johnson US4151431
there I tire you have to look this way:

http://www.uspto.gov/inventors/patents.jsp

of text
ENERGY - SOLUTIONS TO PRODUCE WITHOUT DESTROYING THE ENVIRONMENT
"There is no crisis of Energy, but simply a crisis of Ignorance" B. Fuller


JOHNSON Howard R.

3300 Mt Hope, Rd, Grass Lake, Michigan 49240, USA &
Permanent Magnet Research Institute, PO Box 199, Blacksburg, Virginia 24063

An American engineer, like Gray, he demonstrated his principle by first using a linear arrangement, then later a rotary motor that simply operates with magnetism. He had serious difficulties in explaining how it worked since the physics of tachyons and that of gravity were not familiar to him.

Johnson filed a patent on 06/01/1973. After six years of harassing patent office inspectors saying "We don't grant patents on perpetual motion machines", on 24/04/79, he got it. This Permanent Magnet Motor in US Patent No. 4151431 is a permanent magnetic motor based on what is called a magnetic paradox.


Despite the formidable nature of this invention in the face of the increasing and alarming decrease in energy, Johnson did not rush into promoting his invention as the ultimate solution to all of these problems. He devoted himself to developing prototypes - a 5000 watt generator - and persuading a host of skeptics, physicists saying "it does not work because it violates the laws of conservation of energy" that his ideas were achievable. One of them, Dr Norman Chalfin still at JPL (Caltech) in 1990, challenged his work.

In 1980, a journalist dispatched by Science & Mechanics was skeptical of Blacksburg. He spent two days with Johnson and came back conquered.

Johnson is far from being a crazy inventor, or a handyman. He did university studies. He worked in atomic energy at Oak Ridge, researched magnetism for Burroughs, and was a scientific consultant for Lukens Steel. He participated in the development of electrical systems for medical purposes including devices for injections. For the army, he invented an efficient silencer at 15 m for a portable generator manufactured since 1962.

His contributions to the engine industry include: a hysteresis brake, anti-lock braking materials for anti-skid applications, new methods of cutting brake linings and a method of dissolving asbestos fibers. He also worked on mufflers for small engines, on a super charger, and perfected a 92-pole brushless wheel slip controller for Lincoln cars. The latter system cut the cost of previous designs in half by using metal-filled plastic for the frame and field.

In total, Johnson's name is attached to more than thirty patents in the fields of physics and chemistry. Other Johnson Patent of 31/10/1989 US No. 4877983 Magnetic Force Generating Methods & Apparatus: Method and apparatus for producing magnetic force which relates to its magnetic "gate" method. And also US No. 5402021 Magnetic propulsion system.

Policies prevented Hitachi Magnetics Corp. from California to make this engine when its engineers thought it was as logical as achievable. In 1996 Johnson offered license fees. In 1998, he lived in a comfortable retirement home.

For all his impressive credentials (Thomas Bearden says of him "Make no mistake, Johnson may one day receive a Nobel Prize for his historic discovery of the deep structure of magnetism") Johnson defines himself as a "scientist. tape. "He does not want to waste time on valuable equipment when simple assemblies allow testing of new ideas. The prototypes shown were assembled with tape and aluminum foil, the latter primarily intended for to wrap the magnets to prevent them from escaping.

In 1980 Johnson most needed time to solve practical problems and perfect his invention. He didn't want to deal with the Detroit industries that despised him. The only drawback of such an engine in a car, being that in the event of an accident, the shock can shake the magnets and make them lose power, but this is little compared to the advantages of a car so equipped!

But his greatest challenge has been to make his ideas accepted by an anxious scientific community in which many scientists cannot help but camp on their position of defense of the Law of Conservation of Energy, without ever wondering if this law really needs to be defended. But the problem is rather on the side of scientists who have observed its prototypes, which work despite the impossibility described in the manuals.

Johnson simply says to the scientific community:

"Here is a phenomenon that seems to contradict some of your classic beliefs. For everyone's sake, let's not dismiss this at first glance, let's take the time to really understand what complex forces are at work."

At the time of writing the Science & Mechanics article, a 5000 watt motor was on the way (the larger model built, unfortunately disassembled can deliver up to 18 kW) and Johnson had licensing agreements with at least four companies.
First Johnson system: linear motors


It has more than twelve magnets wrapped in a sheet and assembled to form an open arc. To better focus the magnetic fields where necessary, each magnet is slightly elongated upward at each end to form a flattened U. The total curvature of the mass of magnets apparently has no particular meaning except to show that the distance between these stator magnets and the moving vehicle is not critical.

A transparent plastic plate on this assembly of magnets carries a certain length of track for the track model. The vehicle, a platform type car, is loaded with a pair of wrapped magnets and any weight (a stone). This weight is necessary to keep the vehicle on the track otherwise strong magnetic forces would push it sideways. That's all you need for this linear motor.

The journalist, who opened his eyes, said:

Johnson carefully placed the vehicle at one end of the track, it sped up and literally jumped from end to end and fell to the ground! Trying myself, I felt the powerful magnetic forces to the work when I placed the vehicle on the track, I moved it slowly to the starting point, critical, taking care not to exert any forward push, I let it go, zip! he was on the ground again, at the other end of the track. Doubtful that I would be asked if the track was sloping, I left on the opposite side, and the vehicle operated as before. By the way, he could Even going up a good hill. The photo shows the vehicle in the middle of the track, it's due to the flash, because there is no way to place it that way unless you stop it. "
Second Johnson model: circular motor


It includes U-shaped magnets standing on one end in an approximately circular arrangement curiously reminiscent of Stonehenge in England. All this is mounted on a transparent plastic plate placed on a plywood panel mounted on a pivot below with a freely rotating skateboard wheel.

The journalist testifies:

"As I was told, I gently placed the 226 gram" focus "magnet serving as the focus inside the ring of the larger magnets, while keeping it at least 10cm away. The 1134g magnet assembly immediately began to rotate and accelerated to a very respectable speed, which was maintained as long as the focusing magnet was held in the magnetic field. . By turning this magnet over, the whole assembly would turn in the opposite direction. So it is clearly a kind of motor and without a doubt, it is possible to build a motor powered only by permanent magnets. "
Johnson's third engine model


It looks like the bones of some prehistoric sea creature. It includes a tunnel made with a "rubber" magnet that can be easily bent into rings.

The tunnel apparatus worked very well at Johnson although he observed that the "rubber" magnets are perhaps thousands of times weaker than samarium / cobalt magnets used in other setups. The only big problem with the strongest magnets is their price. Those of the Stonehenge type model make over a thousand dollars. But the cost can be reduced. Johnson and US Magnets and Alloy Cos are in the process of developing other magnetic materials with good performance and affordable price.

It was with one of these models that Johnson demonstrated at the patent office. Inspectors typically spent only a few minutes with each patent applicant, but they played with Johnson's devices for almost an hour. Once the patent was obtained, as well as the praise for his inventive spirit and his victory over the patent office, Johnson had been so moved that he placed on his first page a ferrite diagram belonging to another patent!
Johnson's latest engine


While in its linear configuration the machine works well, the rotary system requires a cam steering to ensure the final stealth output of the magnet with each revolution, which was a disadvantage until then. As seen in the diagrams of Johnson's patents, the base / stator module would contain a ring of spaced magnets supported by a sleeve with high magnetic permeability. The magnets of the arched armature would be mounted in the armature which has a fluted drive belt. The armature is carried by ball bearings on a shaft which is screwed or slid into the stator module. The speed control and start / stop would be done by simply moving the armature towards the stator part or away from it.

The stator magnets provide the repelling force to the armature magnets attached to the rotating drum. When the drum rotates, it drives a belt attached to a conventional generator. The generator supplies electric current and the magnetic motor is autonomous.

Johnson's theory

The N poles partially attract during the approach phase. They grow back completely during the exit phase

Partial negative time field (phase conjugate)

Implication of a negative time field zone on only one side of a magnetic pole in a permanent magnet motor.

Johnson argues that the magnetic forces in a permanent magnet represent superconduction which is similar to the phenomenon one normally associates only with extremely cold superconducting systems. He asserts that a magnet is a superconducting system at room temperature because the flow of electrons never stops and because this flow can be made to do work. (In 1893 Clara B. Moore, in her book "Keely and his discoveries" gave 13 elements of reflection on magnets).

For those who laugh at this idea of ​​magnet work, Johnson has the following answer:

“You come up with a magnet and lift up a piece of iron, some physicists will tell you then that you didn't do any work because you used that magnet. But you are moving a mass at a distance. Right? that requires energy. Or you can hold a magnet in the air indefinitely by placing it on top of another magnet with similar poles facing each other. Physicists will argue that, because magnetic repulsion is involved , there is no work being done. However if you prop the same object up with a stream of water or a draft, they will agree that a job is done right away! "

For Johnson, there is no doubt: he managed to extract usable energy from the atoms of permanent magnets. But does this imply that the electron spin associated with another phenomenon - probable suppliers of this energy - are subsequently completely used? Johnson does not pretend to know the answer:

"I don't start the electron spins and I don't know of any way to stop them… they can stop, but that's not my problem."

Bearden greatly admires Johnson and the theory he is patiently working on. He tells :

"A few years ago I played for an hour with a small rotating permanent magnet device built by Howard Johnson, according to his original patent. This device can keep rotating on its own if you let it. was not a powerful device, just a small laboratory prototype that had taken Johnson a long time to improve the necessary fit of his two magnet assemblies. But he has no other power source than these two assemblies. "

Bearden's Comments on Johnson's Theory of Magnetism

Johnson uses a theory of a two-particle magnetism ahead of that of classical textbooks. He demonstrates that a spin-altered magnetic assembly offering (for a compass or detector) an altered north polarity, can attract another magnetic assembly. unaltered offering a north polarity In short, it can succeed in having one north pole attract another north pole.

In Johnson each line of magnetic flux is seen as having a particle flowing from the north pole to the south pole. Particles spin on themselves, future time particles in one direction, and antiparticles in the opposite direction. Johnson delicately separates the two streams of particles, not just according to their spin, but dividing the lines of flux into two different parts. In his very complex stator field "gates", Johnson creates a pseudo multivalued magnetostatic scalar potential. This is what allows the rotor magnet to receive a free boost as it passes through the stator gate.

Thus separated, the lines become loops and their paths curve. In addition, a predominance of one spiral particle form gives a future time aspect, while a predominance of the other form gives an inverted time aspect.

Thus, a north pole of a magnetic bar whose time is slightly reversed on one side will act in part on this side as a south pole. By partially inverting time (phase conjugate) on one side of the piece with a north magnetic pole, Johnson makes it look like, and act like a south pole. In this way, it is able to create two north poles, one on the stator and the other on the rotor, and an inverted part of time on one side of the piece of north magnetic pole of the stator.

Johnson's non-linear stator and rotor magnets interact with each other to break local symmetry. This machine is an open system, which can therefore be a device with over-unity, it is not a perpetual movement.

So when the true sides of the north and south poles of the stator and the rotor face each other, they attract each other contrary to what all conventional textbooks say. Then the two poles repel each other normally as soon as the north rotor poles pass the north stator pole. As a result, Johnson can successfully force a north pole stator assembly to retract to a north pole rotor assembly on approach, and then drive it to the other side because it has broken local magnetic symmetry.

In short, Johnson's magnetic gate can provide a justified component of unidirectional magnetic thrust, which actually means it can make a permanent rotary motor. By partially separating the rotating particles, and by partially conjugating the phase of one face of the magnet, we obtain the Johnson gate, that is to say, his patented secret which allows his very neat assemblies of magnets d 'be self-sustaining. "

Serious measurements were made using an excellent instrument to the hundredth of a second. They made it possible to verify the effect of boosting potential with multivalues. At the time of Bearden's comments, Johnson was preparing a patent application for this successful free acceleration push by incorporating his pseudo multivalue potential (MVP).

Some comparisons between magnetic motors show that Johnson's includes permanent magnets in both the stator and the rotor; that of Wankel has a single electromagnet in a sector close to the stator and the rest of the stator comprises permanent magnets while the rotor is composed of permanent magnets; that of Kawaï is a motor whose rotor is made up of permanent magnets and the stator of electromagnets. All these approaches are in fact only applications of the master principle of over-unity of Bearden's article. All of them use one or more methods to arrive at auregauging (disruption of the magnetic field by gravity or phenomenon of pumping of the energy of the vacuum field) by a multivalue potential (MVP) or a pseudo-MVP.
Jean-Louis Naudin's measurements on the Johnson engine


Other comments on Johnson's engine

A computer analysis of the system conducted by Prof. William Harrison and his colleagues at the Virginia Polytechnic Institute in Blacksburg provides critical information on optimizing the complex forces at work to achieve even more efficient operation.

As Professor Harrison points out, in addition to the obvious interaction between the two poles of the armature magnet and the stator magnets, there are many other interactions at play. The stator magnets influence each other and on the support plate. Magnet distances and strength vary despite the best quality controls from manufacturers. In assembling the model in operation, there are inevitable differences between the horizontal and vertical intervals. We must improve all of these interrelated factors, which is why computer analysis at this stage of refinement is essential: it is feedback. When changes are made to the concrete system, quick dynamic measurements are made to see if the expected results are there. The new data from the computer is then used to make changes in the design of the experimental model and so on…

Dr. Nieper explained the operating principle of Johnson's motor as follows: the work done by an accelerating magnet on an iron core or on a weaker magnet is more important than the lateral movement of the core which tends to move away, added to the repositioning of the accelerated magnet returning to its original place.




here I look forward to having answers

yours faithfully

[oiseautempete]

Hello,

Magnetic levitation has no interest other than the display effect: the rails are not the limiting factor of trains.

The 2 limiting factors that I know are:
- friction of the air: it would be much more interesting to build tunnels in depression, in order to reduce aerodynamic losses;
- the transmission of energy by the catenaries: it is the "sound barrier" of the catenary which blocks the speed records ... It would be better to transmit by the rails, but it is the safety problems which prevent it , in my opinion.

Having a tunnel closed under significant depression and electrical transmission by the wheels would solve the 2 problems ...

There is also the grip of the wheels which becomes insufficient from a certain speed: magnetic levitation has the effect of eliminating the mechanical friction, numerous on a train ... vacuum tubes would require far too much infrastructure ... we find that those of the TGV are already too expensive ... the transmission by the rails poses problems of insulation compared to the ground: it would be necessary to make raised and electrically isolated tracks = too expensive ... does not pose too many security problems, the metro also works like that, but with much lower voltages ...

[bernardd]

Hello,

There is also the grip of the wheels which becomes insufficient from a certain speed:

Can you clarify? by what phenomenon?

the magnetic levitation has the effect of eliminating the mechanical friction, numerous on a train ...

Do you have figures for the share of mechanical friction on a train at 300km / h, compared to aerodynamic friction?

It would be better to put magnetic bearings on ultra-light and shorter vehicles to have a better frequency of service, because it is the most sensitive parameter for the filling rate.

vacuum tubes would require too much infrastructure ... we find that those of the TGV are already too expensive ...

Certainly, it should not be done for the size of current trains! They should be done for a smart, even a capsule for a man lying.

It wouldn't be worse than a pipeline, and we know how to make pipelines today, especially since it wouldn't have to be made of metal.

the transmission by the rails poses problems of insulation compared to the ground: it would be necessary to make raised and electrically insulated tracks = too expensive ... does not pose too many safety problems, the subway also works like that, but with much lower voltages ...

You can also put the rails on top.

In short it is necessary to create, not always to confine oneself to the existing :-)

[Lietseu]

hello everyone, new

I'm looking to know the speed ratio that can take a magnetic rotor of a motor (minato for example) in space?

and also know by what Can dense gas be replaced to get closer to the vacuum of space?

here is my first question
waiting for your answers

yours faithfully

Greetings to you and welcome opgnb14 from the galaxy?

How could a dense gas replace the vacuum of space?

Meow...

[Forhorse]

Nothing to do with the original subject, but today the problem of the speed limit of the TGV is not the adhesion of the wheels (I do not really see why elsewhere, but am open to explanations) but to the catenary.
The pantograph rubbing on it causes a wave which propagates back and forth. If ever the pantograph catches this wave (a bit like an airplane going beyond the sound barrier) well that would cause the destruction of the catenary.
During the last speed reccord on the new LGV Est, it seems to me that the wave was only a hundred meters ahead of the train, that is to say that we reach the speed limits achievable by this feeding process.
There must be an article on wikipedia about it.

[opgnb14]

totally agree with you bernardd
but the magnetic field remains the best compromise
on the Japanese train there are wheels for arriving at the station
to see

[Cuicui]

I can't wait to have answers

Uh, what's the matter?

[Lietseu]

Well, cuicui, it's like the gases in space ....

... they are ... rare


Meow

[oiseautempete]

Nothing to do with the original subject, but today the problem of the speed limit of the TGV is not the adhesion of the wheels (I do not really see why elsewhere, but am open to explanations) but to the catenary.
The pantograph rubbing on it causes a wave which propagates back and forth. If ever the pantograph catches this wave (a bit like an airplane going beyond the sound barrier) well that would cause the destruction of the catenary.

I was talking about a light train in response to bernardd and a light train necessarily has less grip, while the aerodynamic resistance remains the same ...
The wave propagated by the displacement of the catenary does not directly cause its destruction when it is caught up, but its detachment from the power cable therefore from the arcs. To avoid that, the section of cables of the record (574km / h) was tense more strongly ... But we do not care because the SNCF has already clarified that it is not economically profitable to drive at more than 350km / h because too energy-consuming ... so the current system is ok ...
In the current state of technology, a magnetic levitation system is not realistic because it requires a fully superconductive system which is terribly energy-consuming (cooling with liquid helium ...) and exorbitantly costly. ... If you know an abundant source of Naquadah ... (imaginary superconductive metal at all t ° of the Stargate series ...) similar for vacuum tubes, necessarily metallic or concrete because synthetic materials would be disastrous from the point from an environmental point of view (manufacture and recycling) ... certain potentially indestructible plastics are already found in a significant proportion in reduced particle size in the sand of the beaches of the most isolated corners of the planet, so as much not to add more ...

[elephant]

and then one of the real problems of the TGV, it is above all the management of the network:
Brussels Paris 1h15: it's good!
More than 2h30 to make Brussels Cologne: it is shabby and it is because the network is badly damaged!