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1/17/08 At this point it appears that OC would like a device with the following features
(Tip: Make plenty of stator assemblies (magnet, bearing, Delrin holder). Only 2 out of
15 of Al's actually have good AGW properties)
The bearing system for the rotor was originally a ¼ “ brass shaft that ran thru 2 – 1/2”OD
x 1/4”ID x ??? H flanged ball bearings
The bearing system presently being used is described somewhere in the “Posts from Al
about some of the details” section below.
(Editors note: This following paragraph is what should be considered a rough sketch
of the device, more detailed info follows below)
A dimensioned sketch of the bearing/magnet holder assembly is posted on the other site.
The baseplate that I am using is acrylic plastic, 5/8 in thick, 7 3/4 in x 8 1/2 in, with a
1/4-20 threaded hole in the center for the rotor axle, and 13 evenly-spaced 4-40 threaded
holes for the stator magnet bearing holders, on a circle of radius 3 3/8 in centered on the
axle.
The rotor is 3/4 in thick piece of HDPE plastic, 2 7/8 in radius, with a 0.500 in center
hole bored all the way thru for the flanged axle bearings. Magnets are held in 8 evenly-
spaced 1/4 in wide slots, 7/16 in deep, inner edge of slots at the 2 1/2 in radius from
center.
This is the basic layout for the 13x8 version that I am experimenting with. But I am
mostly just using 3 stator magnets and a couple of "dummy" aluminum pieces of the
same size as the magnets, also mounted in the same type of bearing holder.
Stator magnet holders. The Delrin rod stock is 0.625" nominal OD. ID is bored to just
a rch under 0.5000", so the walls are 0.125"/2, or 1/16" nominal. Height 0.500". One
side bored deep enough for the magnet, other side bored deep enough for the bearing,
with a little ring of material left inside (3/8" center hole) to separate the parts and to
provide clearance for the mounting SHCS (and washer if needed).
The stator magnets are mounted coaxially with and above their bearings. The bearings
are screwed down to the baseplate with a tiny spacer for clearance. The magnets are
diametrically polarized.
The stator magnets are mounted by a single trimmed 4-40 SHCS and a little washer to
make sure only the inner bearing race is contacting the screw or the baseplate.
Stator bearings -
I had 8, they are Stewart-Warner, and I had to buy 5 more from another source, they are
unmarked.
Bearing is generic ball bearing, ferromagnetic, 0.500 x 0.1875 x 0.125
(Editor's note: If you look at the photos it is obvious the bearing is
0.500OD x 0.125ID x 0.1875H )
Also I have changed the rotor bearing/shaft bit: now the rotor itself has no bearings, but
is a light press-fit onto a precision centerless-ground shaft that itself is mounted in a
holder with 2 very fine ball bearings; this holder with shaft and bearings stays attached
to the base when the rotor is removed.
Also I have changed the rotor bearing/shaft bit: now the rotor itself has no bearings,
but is a light press-fit onto a precision centerless-ground shaft that itself is mounted in
a holder with 2 very fine ball bearings; this holder with shaft and bearings stays
attached to the base when the rotor is removed
And here would be a good place to point out that I replaced the original 1/4-20 brass
screw and 2 flanged ball bearings pressed into the rotor, with a system that uses 2
smaller bearings, in a housing, with a 3.5 mm shaft, spring-loaded axially to keep the
bearings at zero end-play. This unit is shock-mounted on the baseplate, in lieu of the
brass screw, by some rubber grommets with screws. I scavenged it from a similar
motor to that Andy describes.
"a system that uses 2 smaller bearings, in a housing, with a 3.5 mm shaft, spring-loaded
axially to keep the bearings at zero end-play. This unit is shock-mounted on the
baseplate".
------------
I think I got it from an old tape deck capstan drive system. Reel-to-reel, remember
those?
I am afraid you will have to go a bit further back in time.
Or just make one. Make a flange, like a plumber's floor flange. Extend a tube up
from it, mount the bearings inside, stick a shaft in there, put a collar and a thrust
washer on the bottom extension of the shaft, put a washer, spring, and another
collar or circlip on the shaft just above the top bearing, screw the flange down
with grommets and screws, slide the rotor on to the shaft. You will have to detail
the ID of the rotor so it doesn't drag on the bearing tube.
from Jan. 12th post
The assembly to which you refer was scavenged from a capstan tape drive
system. I described how I would fabricate one from scratch if necessary, but for a
couple bucks at the surplus store I saved myself 4 or 5 hours work.
What I had in there before were just some generic flanged 1/4 inch bore unshielded
bearings, and the shaft was a 1/4-20 brass screw. Not the most accurate arrangement.
The screw in the baseplate and bearings in the rotor was sort of ok but it wobbled too
much for my taste.
The rotor is made of HDPE which is a bitch to machine, and cuts usually come out a
little small. I used a 0.250 2-fluted end mill, one pass in width, to cut the slots for the 1/4
in nominal OD rotor magnets, and they press into the slots perfectly--that is, a medium
press fit. So if you specify tolerances of +/- 0.0005, which is what I worked to on this
project, all should be well.
The stator magnet/bearing holders are Delrin, and it cuts small too, but not as much as
the HDPE. I cut for exactly 0.5000, and stopped when the mike read 0.4997. I wanted the
magnets to be pretty tight so they wouldn't slip, anticipating the latch requirement.
With the Sherlines, I can always achieve +/- 0.0005 accuracy--they have digital readouts
and are very accurate. If I am careful I can get down to 0.0002 in most materials.
Here's an actual set of measurements made right now. (Note: It seems these were
made at home)
Material HDPE
rotor diameter 144mm (5.6692”)
rotor thickness 18mm (.7087”)
distance from OUTER EDGE of rotor, on a radius, to INNER EDGE of magnet slots
13 mm (.5118”)
slots are symmetrically arrayed 1/4” nominal width, 12 mm depth (.4724”)
slots cut in a single pass with a 2-fluted end mill 0.250”
But I do not recommend using polycarbonate (Lexan )for any part of the machine--it's
in the wrong place on the triboelectric series, if one of my theories is correct.
Nor do I recommend acrylic plastic (Lucite, Plexiglas, Perspex?) for the rotor, if the
base is acrylic. Different materials should probably be used. I used HDPE which at the
opposite end of the plastic tribo series from acrylic.
Mass of rotor assembly, including magnets and shaft adapter, but not including shaft
or bearings:
258 grams. (Note: This appears to be the “plugged “ rotor with the modified
bearing system not the original design. This rotor is best visualized in the
Al's second video that ends with the trash bin. It has cuts underneath that would definitely
effect weight calculations)
Misc Note:
I have little data on variants. If the system works, as I suspect it will, with only the one
stator magnet, you might try that first to see if you can reproduce the antigearwise
motion, as a start.
I wouldn't rely on glue to hold magnets to plastic or other metal; things can spin fast
and you don't want a strong magnet coming loose at 5000 rpm. Guess how I know this
stuff.
Magnokinetic Judson dampers-
The dampers are 6061-T6 aluminum alloy. I believe the silicon and copper content of
this alloy contribute to its characteristics. They are fixed in place but must be adjusted
for optimum orientation, as they are machined from extruded heat-treated 6061 rod and
the properties may be slightly anisotropic.
The dampers are tuned by trial and error. If too close they retard the magnet too much
and it won't synch. Too far and there's no benefit. Once the distance is found, rotating a
little at a time and trying the spin until I found a "sweet spot" is how I did it. The effect of
the dampers is small, in any case.
First, the spacing between the stator magnets and the rotor is critical. With the layout
I've got, 5 mm is the magic dimension. At 6 mm, the magnets lose synch. At less than 4
mm, air resistance between the parts seems to inhibit the free rotation of the stator
magnet assembly. That's from the outside of the holder to the outer edge of the rotor (not
to the rotor magnets).
Second, not all magnet/bearing pairs will produce the effect. I have 15 of the magnets,
and 13 of the bearings. I have not tried all possible combinations of these, obviously. But
of the 13 assembled magnet/bearing pairs, 3 don't seem to work at all, 2 are fairly easy
to get started, and the rest are somewhere in between. Even the "easy" ones usually
require several tries before successful engagement. I have blisters on my fingers from
spinning stuff over and over and over.
Third, the relative height of the stator and rotor magnets seems important. I don't know
if it's because of my particular geometry or whether it is critical to the effect itself, but
the magnets shouldn't be in the same plane--that is, I am getting best results when the
rotor magnets are rotating in a plane that is just slightly higher than the tops of the
stator magnets, rather than down and centered vertically.
Fourth, I have been trying to get three stators spinning, but it turns out that 2 can spin
gear-wise on their own, and the third is finger-flipped antigearwise, and when it synchs
and the rpms go up, the other two stators can actually be stopped, and the rpms will go
up even more!
Just slight differences: the dampers on the real thing are mounted lower. It looks like
everything is on the same plane in the [simulated] model; in the real unit the plane of
the rotor magnets skims the top edge of the plane of the stator magnets, and the
damper plane skims the lower edge, if that makes sense."
Oh, I guess this would be a good time to mention that any metal or magnets lying
around on the work surface can inhibit the ability to synch the stator. I was having fits
trying to start it last night, until I noticed a little precision screwdriver was lying there, 6
inches away--too close. After moving it away, I was able to synch the stator easily. Well,
relatively easily.
On perseverance:
--It took me literally days of spinning and experimenting before I had a hint that
something interesting might be happening--the decreased rotor drag that I first noted
before the holidays. After that, more days of trial and error and serendipitous mistakes
before I even found the AGW rotation modes. By Accident! So don't get discouraged if
nothing seems to work--you may not have the right components or something, or it's not
put together right. Recall also that about half my magnet-bearing pairs are ineffective.
--I would guess that most people will get decreased drag and increased rundown times if
they get the magnets right. But extended run times like I saw are probably a result of
some EM interaction that's happening in my apartment and at work. For sure it isn't
anything like OU.
For those who are machining acrylic plastic: water is the best coolant/lubricant but
who wants to get water all over the tooling; many commercial cutting lubes will wind up
crazing the plastic; I use WD-40, it works great. Clean kerosene is good too. Wash
with warm water and dishsoap when you're done. Also alcohols like methanol or ethanol
will really craze and weaken the plastic, so be careful what you clean it with. Meguiar's
Mirror Glaze is the best, in 2 grades, polishing and cleaning.
-------------------------------------------------------------------------------------------
First Post on New Thread The OC Magnetic Perpetual Motion Machine
OC- Oct 4th 2007
(I decided this thing deserves a thread of its own)
New PMM configuration and animation - someone please tell me why it won't
work!.
My previous animation was limited to a 5x8 configuration mostly because that was as
much as I could geometrically visualize. I finally took the time to draw a 8x13
configuration and animate that as well. This looks much more promising. In fact, I don't
see how it can fail.
Here it is:
http://www.imgbolt.com/files/view/100653/OC13-fast.gif
http://www.imgbolt.com/files/view/100653/OC13-slow.gif
If you want a detailed analysis of what's happening, I also have an annotated image of the
first frame:
http://www.imgbolt.com/files/view/100653/OC13-Frame1.gif
Is there a sticky spot? Sure, there's a couple of them. But with all the other rotational
forces in this rig, I don't see anything to stop it.
If you want to model this using some more sophisticated graphical and/or engineering
software, go ahead ... and post some links to your work. Or just build the damn thing.
If anyone knows of any previous attempts to do this, I sure would appreciate some
references.
There are some similarities. But there are also some significant differences.
I don't see any reason that it should turn unless some outside system was rotating the
stator magnets
@enginerd,
Try it. It'll surprise you.
For those of you who don't quite believe that the magnets will rotate on their own, I took
the time to set up a small demo experiment and photograph it. I created a linear
representation of a small segment of the stator and rotor illustrated above. Now this is not
anything that produces the overall effect, I don't currently have the proper magnets,
materials, or time to do that. This is just a simple demonstration that the rotating magnets
will flip polarity all on their own, without any gears or motors, etc.
http://imgbolt.com/files/100653/Exp1/RotatingMagnets.gif
In this animated sequence taken with a digital still camera, I am moving the stator instead
of the rotor simply so you can see the magnetic relationships and the rotating magnets as
the position changes. I actually only took one sequence of shots (17 frames from right to
left) and then looped it backwards and forwards 10 times.
Nothing fancy, just a visual aid for those who don't think the magnets will rotate
themselves. Have fun.
edit: I almost forgot to mention. In the static photos, you will see some toothpicks stuck
into the rotating magnets. They are removed in the animation so you can see more
rotation. The purpose of the toothpicks is to stop the rotation when passing through the
sticky spot into a repulsive orientation. If I had kept the toothpicks in place, you would
have seen only 1/2 flip.
alsetalokin:
WTF? You know I am in favor of your ideas, OC, but here I fear you tread
perilously close to Omni-bus's S-N-OT.
@Al, I only did this to visually illustrate that the magnets will rotate of their own
accord. There have been comments in this and other threads claiming it couldn't
be done without gears, servos, or cams. In attraction, the rotating magnets will
actually align and keep themselves at an optimum angle. As we pass the sticky
point, the magnets will want to flip back into attraction (as they do in this little
experiment). The stop levers and ramps are designed to prevent this from
occurring by locking the magnet into repulsion.
That's very possible and it's something I hadn't considered. Since I haven't built it yet, the
answer to that question is unknown (at least to me). I really wish someone with a
magnetics lab at their disposal would actually build this thing and do the measurements.
I'm going to try and continue the discussion about my PMM here by contrasting it with
the unworkable device shown at:
http://www.lhup.edu/~dsimanek/museum/newacqui.htm#flip and point out some
additional faults with that system, beyond what has already described on its web page.
Both systems have something in common, rotating magnets which require effort to flip.
No debate here, this does consume energy.
Stop the animation with one of the rotating magnets midway between 2 stator magnets.
Note that the flip has already occurred, the gear is no longer engaged, and the rotating
magnet is now free to rotate (but it doesn't seem to in the animation). If we let it rotate, it
will orient itself to most favorable attraction with the next stator magnet. Unfortunately, it
also aligns itself to most favorable attraction to the previous stator magnet, which will
tend to resist further rotation.
In the unworkable device, the stator magnets are oriented with poles facing towards the
center. The greatest magnetic forces will also be oriented in the same direction, not
towards an approaching rotor magnet. The greatest magnetic force will be felt when the
rotating magnet is near the center of the stator magnet, at the point where the gear
engages. Very little of the force is oriented in the direction the rotor is turning and will
tend to oppose magnet rotation very strongly.
In my concept, the "flipping" of the magnet takes place in the area between poles,
where there is less resistance to rotation. And the non-rotating magnets are oriented
in the direction of rotor movement. A larger portion of the magnetic forces will be
applied in the desired direction, utilizing both repulsion and attraction
simultaneously to assist with continued rotor movement.
Comments?
trim:@OC
I admire your unselfish attitude, giving away your ideas for free like you do. I
wonder, if they ever proved to work whether you will regret not being able to
patent them and seeing Asian countries making billions from them?
I have given things away before, some of them quite successful. Nothing with the
potential this has. But it's just a persistent vision. I have no idea whether it will actually
work. If it does work, I'm sure there will be moments where I'll kick myself for giving it
all away. But overall, I can live with that.
I just wish someone would take it seriously enough to build it, or at least model it
using a capable simulation software.
@Alsetalokin,
In regards to the idea I had for reducing some of the resistance when passing through
the sticky spot, I just put together a small animation showing how the relationships
between the magnets change as a rotor magnet passes the (rotating) stator magnet. This
requires some sort of spring on the rotor. I did not draw the spring, only the magnets
(springs are a lot harder to draw than circles and rectangles).
Anyway, if you want to look at the magnet orientations as the stator magnet interacts with
the rotor magnet, check out this animated GIF. Animation is 5 sec per frame to allow
time to read the text.
http://imgbolt.com/files/100653/MagnetRelationships.gif
Rotor magnet (rectangular) moving up past stator magnet (round)
You can get a "feel" for it by just using a couple cube magnets in your hands and follow
the path I indicate in the graphic, and allow one of the magnets to rotate as shown.
OK, that's clear enough, but I still don't see how it could possibly work--I mean, yes, if
you get past the "sticky spot" sure, but that's the rub--?
I do like the idea of the springs allowing the angle of the rotor magnets to change--
that's an idea I haven't seen before.
I won't let my skepticism get in the way of genuinely trying to implement your idea,
though. I'll try to order some of the magnets you linked--what's the minimum number that
you think will be needed?
I'm still not sure about how to implement the rotation of the stator magnets--I just can't
quite visualize them rolling on their own, and any linkage I can imagine will be a
loser, energetically speaking...
I think the optimum would be 13 rotating stator magnets with 8 spring-mounted rotor
magnets. But that's just from the picture in my head. It has to be an odd/even
combination, where there are an odd number of rotating magnets. I'm trying to put
together something with a 5/4 configuration at the moment, my first crude attempt to
validate the idea.
I'm still not sure about how to implement the rotation of the stator magnets--I just
can't quite visualize them rolling on their own, and any linkage I can imagine will
be a loser, energetically speaking...
They really do rotate all on their own. You saw my crude cardboard demo animation,
right? Try it out with a couple handheld magnets.
I can see some construction advantages for the central hole, maybe. I wish I could afford
to get bigger ones, but if we need 13 or so I'll have to get the smaller cheaper ones.
And given that constraint, which magnets would you choose for the "rotor" magnets?
Either would work, but I would pick (I did pick) the R834DIA for 2 reasons: tiny things
don't agree with my fat fingers, and having the hole in the disc simplifies mounting it so
it will rotate. I'm using 3/16" wooden dowel for a shaft and it's a good loose fit.
It looks like I might have my rotor done sometime next week. Then I can start putting
together a stator. My initial impression for best rotation of 1/2" diameter stator
magnets, the rotor magnets should be between 1/2" and 3/4" long. This may change
with speed though.
Have you figured out a good latching mechanism to prevent the 834s from flipping back
to attraction once a repulsive force is applied on the way out (as the rotor magnet passes
the closest point)?
As to Point 2--yes, they are just some ceramic magnets that I had lying about, I think they
are cabinet latch magnets. They are polarized on the large faces. I intend to use bar
magnets polarized end-wise, as soon as I can get some of the right strength and size. The
only bar magnets I could find today in the lab stash appear to be N52 grade--I couldn't
even pull them apart by hand, even though they were individually wrapped in foam. Too
strong!! I guess I'll be placing another order to KJ on Monday.
I'm going to make little mounts for the 834s that will incorporate a circle of holes,
that can hold little pins, that will provide an adjustable place for an escapement pawl to
latch. The problem here is firmly attaching something to the magnet that will be strong
enough to withstand the torques likely to be generated, yet small and lightweight. I have
some high-strength epoxy that might work. But I'm definitely taking the weekend off, so
it will be Monday or Tuesday before I'm back at it.
Not that I have been converted, you understand--but if I drop out of sight and turn up
slumped over in an airport parking lot, you'll know what happened.
You are welcome to try the chained polarity BUT I think the alternating polarity is
the only way there is a chance for it to work. As far as putting an ODD number of
magnets on the rotor, just take what you have now, hold the rotor still and spin the
stator ... voila, you now have a rotor with an ODD number of magnets.
(ETA did you see the note I put with the pics about the differences in the rotating magnet
rotations? I have confirmed--the rotating magnets rotate 2 full turns for each full
revolution of the rotor in the alternating config, and the rotating magnets rotate 4
full turns for each revolution of the rotor in the chained config.)
I made the 13x8 baseplate, laid out the hole pattern, drilled and tapped the holes, attached
the LRFs (little rubber feets). Also cut and trued a blank for the rotor. I didn't have any
Delrin of the right size so I cut the rotor blank from some UHMW plastic, or maybe it's
HDPE, but anyway it's nasty stuff, not nearly as nice to machine as Delrin. But I got it
done nevertheless.
Latching should occur to stop stator magnet rotation just before the 2 magnetic fields
become
parallel/opposite
----> <----
For the 5-magnet stator, maybe about 15 to 20 degrees before the magnets align. For
the 13-magnet stator, about 5 to 10 degrees before alignment. Sorry I can't give better
figures. The tolerances on my rig aren't very precise.
Latches should release when the approaching rotor magnet (in attraction) and the
receding rotor magnet (in repulsion) are equidistant from the respective poles of the
stator magnet. I'm afraid I haven't given much thought to this part yet. I'm just using
toothpicks and my finger to stop rotation and I have to remove them each time in order to
make more headway. I have considered some sort of magnetic triplever that releases the
latch when the rotor reaches a certain position, but haven't really done any experiments
with that concept. For initial testing some small solenoid latches could be used (doesn't
provide any real power to the mechanism, just latches at the appropriate point).
We might need to go for a larger rotor. Oh well, let's see how it behaves
I estimate (from the photo) that the holes are 4.2 cm apart. The stator magnets are 0.6
cm radius. So that means they will be 3 cm apart, edge-to-edge. These rotor magnets (in
the 5x4 jig) are about 1.35 cm long. So that should be good--yes?
We have discussed the required field orientations (latching of rotating magnets) and
the minimization of resistance in repulsion (hinged, spring loaded stator magnets).
There is one more topic I have not really covered. I briefly mentioned to Cloud Camper
at one point that I also had a way to introduce magnetic viscosity into the equation. I
have no idea whether it will make any difference, but there IS a way to add that as well.
Unfortunately, it will most likely require some major redesign of the rotor.
If we use a rotor that has spokelike disc instead of a simple, round disc, where each
spoke/arm has a magnet mounted at one end and is either hinged at the hub or has a
certain amount of flex in it, we can have some dwell time at the point where each magnet
provides maximum positive H to the other and reduce the time where the fields are in
opposition (maximum negative H).
1) As the rotor magnet approaches the stator magnet the arm will tend towards it,
compressing the spring in one direction, allowing the rotor magnet to get closer, sooner
than it would otherwise, leading the rest of the rotor and maximizing the time spent in the
attractive field. (slow in)
2) When the magnets are in closest proximity, the spring will relax and allow the rotor
magnet to stay close until the spring compresses in the other direction to a critical point,
lagging a bit. Then the combined forces of the rotating rotor and the spring action will
cause the arm to "jump" quickly past the sticky spot, minimizing the time spent in the
repulsive field. (fast out)
Current rotor
___
/
/
__ /_
\ |o| o
o | | |
__/ |_|zzz
^ \
\
\___
z
z
__ _ z
\ |o|==========+===========o
o | | | z
__/ |_|zzz z
^ z
The viscous effects can be enhanced (slowed) by adding some small soft iron discs or
washers to the ends of the rotor magnets.
Then rotate 180 degrees and latch again with opposite polarity for the next passing
rotor magnet.
Some way to adjust the latches might be nice. If things start spinning really fast , we
might want to retune things a bit.
Latch release should occur when the rotor magnet is somewhere around midpoint
between stator magnets, maybe slightly before.
I'm sure this behavior will change when latches are implemented...
One other other thing I noticed is the gap between rotor and stator magnets. If we can
cut this down to half, we'll be able to increase the available forces by 4x when magnets
are in closest proximity.
When I incorporate the pivoting feature on the rotor magnets, the clearance to the
stator magnets will be smaller.
The smaller rotor for the 5x4 version behaves interestingly when all its slots are filled
with the flat magnets, using mutual repulsion to shape the fields a bit asymmetrically.
I forgot to mention that JK, the real magnet motor specialist in our lab, has been looking
over my shoulder with interest, and chuckling under his breath in some Slavonic dialect.
(He's also the one who believes the Earth is hollow.) He has pointed out that mutual
repulsion is stronger than mutual attraction at comparable distances. And of course most
magnet motors attempt to make use of this fact in some manner
The only hard requirement is that one side must have an even number of magnets in order
to provide the alternating magnetic fields. The other side must have an odd number of
magnets AND there must not be a common factor between the two sides in order to
prevent more than one rotor/stator magnet being in the sticky spot at any given moment
(6x9 would definitely be a bad choice
I'm not familiar with the capabilities of the ANSYS software. Can it simulate the
magnetic forces and field vectors? Is it possible to create an animation from the
simulation that is viewable without requiring ANSYS software?
Alsetalokin has some images at:
http://freeenergytrackers.ning.com/photo/photo/listForContributor?
screenName=3pgkrtdln76us. The latest ones are of a 6" rotor with some 1/4" x 1/2" neos,
I believe they are N42s. The rotating stator magnets are 1/2" dia x 1/4" N42s
(http://www.kjmagnetics.com/proddetail.asp?prod=R834DIA).
A simulation of the current state of construction should already be fairly interesting. Two
additional features are being implemented:
1) latches to hold stator magnets into an opposing orientation while the rotor magnet
travels from close proximity to midpoint between stator magnets,
2) pivot points near the leading end of the rotor magnets to allow them to pivot away
from the stator magnets and more easily overcome the repulsive resistance when passing
through into a repulsive orientation.
Except possibly for the bearings, I don't believe any other ferromagnetic materials are in
use. We can probably ignore them for the time being.
If you need more exacting figures, I'm sure Al can provide them, but you should be able
to come pretty close just by studying his photos.
It would be interesting to compare the fields shown by ANSYS with those Al has seen
with viewing film, even at this stage.
Magnets:
Stator Magnets: 13 ea. K&J p/n 834DIA N42 grade, ring, 0.5 in dia, 0.25 in thick, ~3/16
central hole, diametrically polarized.
# Surface Field: 5340 Gauss
# Brmax: 13,200 Gauss
# BHmax: 42 MGOe
Rotor magnets: 8 ea. generic N35 grade, bar, 0.25 in dia, 0.5 in length, axially polarized.
#BHmax: ~35 MGOe
Stator magnet spacing: on a circle, radius 3.375 in, spaced 1.6 in apart around the circle
(or every 27.7 degrees)
Stator magnets each mounted on (above) single ball bearing, 1/2 x 3/16 x 1/8
Rotor magnets equally spaced in rotor, with centerline (axis) of magnets 2.5 in from
center.
A Delrin cylinder 0.625 OD x 0.500 long, with axial 0.375 dia hole bored all the way
through.
Then one end bored out to 0.500 dia x 0.250 deep, to receive magnet.
Then other end bored out to 0.500 dia x 0.175 deep, to receive bearing.
Magnet and bearing light press-fit into the cylinder.
Assembly is mounted to baseplate with a SS #4-40 SHCS with the head trimmed for
clearance, magnet up, with a little SS washer between the bearing inner race and the
baseplate, for clearance and stability.
I will be making some ratchet-type teeth in the OD of the Delrin cylinders for the latches
to grab. I think--I haven't tried this idea yet.
I have described earlier how the stator magnets rotate as if geared to the rotor, but in a
slightly agitated motion, and in the asymmetrical 7x8 variation that I have been playing
with (and AFAIK in all variants with 8 rotor magnets) the stator magnets rotate twice for
each rotor revolution. In opposite directions. That is, rotor goes clockwise, stator magnet
goes counterclockwise.
Still with me?
Now, I ask you to imagine the stator magnet rotating in the same direction as the rotor.
Both going clockwise, very non-gear-like. Now, if things are turning fast enough, we
might be able to get into a situation where the timing sort of reverses, or something, and
extremely interesting things begin to happen, or at least become possible.
So, now I need to ask for someone with the interest to do some math.
I have already given the relevant dimensions in an earlier post. So, hypothetically
speaking if I were to get the rotor spinning at, say, 400 rpm by spinning it by hand; then
quickly spin a stator magnet in the same direction by flipping it with a finger, could there
be some resonant alignment of the fields that would make it "catch hold" and continue
spinning at 1600 rpm (4 x rotor rpm), both rotor and stator magnet going clockwise?
Now suppose this relationship continued locked in phase as the assembly gradually
accelerates until reaching a maximum measured rpm of 1904 rpm for the rotor, and 7633
rpm for the stator magnet, both rotating clockwise.
The math question is this: how long are the magnets in proximity, or how fast are they
passing each other, at these rotation rates?
Are we going fast enough to possibly be seeing the effects of the famous Sv?
7600 rpm / 60 = 126.7 revs per second = 0.0079 secs per rev or about 8 milliseconds
.....Now suppose this relationship continued locked in phase as the assembly gradually
accelerates until reaching a maximum measured rpm of 1904 rpm for the rotor, and
7633 rpm for the stator magnet, both rotating clockwise.....
It's pretty scary when the thing gets up to max rpm. The little stator magnet really
whiizzes at 7600 rpm. The first time I wasn't sure if it would stay together, or punch a
hole in the ceiling, or what.
I got pretty excited, I must admit.
So you spin the rotor to 300-400 rpm (as fast as you can get it going by hand) then
reverse the spin on a stator magnet and it reverses the spin on all the stator magnets.
@OC, believe me I have done what you describe, in many possible variations, for hours
on end. That's why I built these gadgets in the first place. I've even taken them out on the
subway and the bus a few times.
Nothing I saw or felt would have enabled me to predict this behavior of spinning non-
gear-like and causing such rapid rotation. I expected, if anything, a rather stately motion
like a miniature Ferris wheel or something, but this phenomenon is in a completely
different class altogether.
I think it's time to abandon the idea of mechanical latches. We seem to have progressed
beyond that point, to where electronic latching will be needed. Maybe also some kind of
field shaping coils a la Helmholz.
Well, it's clear that I need more data. As you may know, for the last week or so I have
been in my basement apartment, experimenting with a few tools and the 13x8 (or
7Ax8) test jig. I have a laser tachometer and a DMM and a few wrenches and
screwdrivers and that's about it. Of course at the lab I have a bazillion bucks worth of
exotic test equipment, picosecond oscilloscopes, screen rooms, function generators,
machine tools, ceramics lab, you name it, I've pretty much got it at hand. But I haven't
been out there since before Christmas, and won't be working again until Wednesday.
So understand that recent reports are not even preliminary, they are more like
rudimentary, like from Teej's planet or something.
So. recalling RB's great vcr-head PMM, and some of the Steornish theorizing, I realize I
need to dash out to the lab, I guess, and pick up a couple easily portable EM field testing
meters and gadgets, to make sure that the damn electrical panel isn't causing the
hypothetical effects that I hypothetically could be seeing.
Wednesday I'll truck the whole affair out to the lab, and if I still have a job, I'll try to
sneak some more time to do some vids and of course more testing.
(Gee, as I recall we have been using the big screen room for storage, there are a few big
HV devices in there, sparky, EMP-type things, a Podkletnov anti-gravity beam generator,
a couple reverse-engineered ufo propulsors, etc...have to move all that stuff out for
testing...boss thinks I'm nuts...because Permanent Magnet Motors Can't Possibly Work
(PMMCPW!))
The effects with smaller rotors, closer stators, and higher speeds were things I hadn't
really considered when I put this concept together. After hearing some of your results, I
have decided this needs to be investigated as well. There are likely some very interesting
things we can learn here. I believe the most likely anomalies we will see by going this
direction will be from magnetic reconnection phenomena rather than magnetic viscosity.
But I don't want to neglect the original idea. In fact, I think the original idea is where our
initial efforts should be concentrated. Let's see what happens there first. I really think a
larger rotor will be needed to (in)validate my original concept.
Too bad we can't seem to drum up more replicators to help with all the possible
variations. Actually, if we could post a couple videos of things you have already done,
I'm sure we could stir up some interest. A video showing the fields in motion, using the
field viewing film would be interesting. So would this latest behavior you are describing.
These effects you have described here, which configuration are you seeing this with? Is it
the 7x8 or 13x8? In either case, I think the first change that should be made is the
addition of pivots for the rotor magnets. For a rotor of this size, spinning at say 50 rpm or
more, we shouldn't even need any springs, just allow the magnets to pivot and swing the
trailing end away, if and when it wants to. I would think it would be self-regulating above
a certain speed (speed gets too high, centrifugal force is greater than can be overcome by
the repulsive resistance which slows the rotor down until the magnets can pivot again to
reduce resistance and allow the rotor to speed up again).
P.S. I also want to confirm you are saying the rotor is accelerating from say 400 rpm up
to 1160 rpm by only reversing the spin of one stator magnet.
@OC:
Q: These effects you have described here, which configuration are you seeing this with?
Is it the 7x8 or 13x8?
A: 7Ax8
@rX:
Q: "When you have the rotor spinning, how many of the stator magnets have you been
able to get into "reverse" spin?"
A: Three is the most at once and that was really hard and only one kept in synch for
any appreciable time.
Q: "Does the rotor lose rpm (spin down) slower with more "reversed" stator magnets
engaged?"
A: I don't know for sure, because of the instability of more than one spinning.
I usually have been just spinning one stator magnet in the "reversed" mode while
letting the others do whatever they want to. Maybe only one stator magnet is
needed. Or maybe a bigger layout would help.
Q: "P.S. I also want to confirm you are saying the rotor is accelerating from say 400 rpm
up to 1160 rpm by only reversing the spin of one stator magnet."
1) Number of magnets on stator and rotor: 3x2, 3x4, 3x8, 5x4, 5x6, 5x8, 7x8, 9x8, 11x8,
13x8, 15x8
For smaller rotors, we may want to see what happens when the ratio is greater than 2 to 1
(23x8?).
2) Rotor size and stator magnet spacing: various sizes and distances should be tried,
stator magnets in close proximity up to a distance where they have no noticable
interaction with each other.
3) Gap between rotor and stator magnets. Smaller gap produces greater forces, both
positive and negative. Gap can also affect interactions between rotor and stator magnets.
4) Magnet sizes and strengths. I have seen best results when rotor magnet length is
between 1 and 1.5 times stator magnet diameter. Longer rotor magnets and smaller rotor
diameters may also cause more complex magnetic transactions, incorporating field
interactions between 3 or more magnets simultaneously. Larger and more powerful
magnets are available. Different magnet thicknesses can provide different responses due
to field strength and distribution.
5) Pivot angle and magnet offset from pivot point can be varied for optimum results, far
from pivot point for maximum centrifugal effect, closer for less.
6) A latching mechanism may be required, especially at slower speeds with larger rotors,
and more so with longer rotor magnets.
7) Rotor magnet orientation (chained or alternating) can be switched for different effects.
8) Rotor magnet axis with respect to the stator magnet axis when in closest proximity.
10) Ferromagnetic materials or coils can be introduced in a variety of places to note what
effects they have. Pole pieces can be used to concentrate and alter the field distribution.
11) Lead and lag effects (articulated rotor arms) that can possibly leverage magnetic
viscosity. Add viscosity by using different magnetic materials (iron pole pieces, Alnico
magnets, etc). Slow in/fast out.
13) Reverse the roles of stator and rotor. Odd number of rotating magnets on the rotor
and even number of fixed magnets on the stator. Should change the dynamics a little bit.
14) Use different shape magnets. Do rectangular or cube magnets behave differently than
cylinders? Corners and sharp edges may influence the magnetic field interaction.
15) Heavier and/or lighter weight rotor/stator. Lighter weight would respond more
quickly to changes. Heavier would provide more momentum.
16) Dual rings of rotor and/or stator magnets influencing each other from both sides and
greatly complexifying the issue.
17) Dual, counter-rotating rotors or dual stator rings with sandwiched rotor in between.
edit: added 10 - 17
OC- Jan 1th 2007
@Al,
I appreciate your thoughts re electronic latches and Helmholz coils but I see downsides to
either one.
Electronically controlled latches could facilitate our initial analysis. They may be easier
to design and manage than purely mechanical latches and would provide more flexibility
in timing, testing, etc. However, any demonstration device we create would instantly be
suspect if any external power was required for operation. There is also the possibility of
EMI influence on the device. If used, the electromagnetic components should be kept at a
distance where EMI is unlikely and/or shielded from the device.
Helmholz coils are an interesting idea. Again, I have qualms about powered devices
being used (unless they are actually internally powered by the device itself, without any
batteries). Shielding would defeat the purpose of having the coils in the first place.
However, it may be possible to achieve the required effects using permanent magnets and
ferromagnetic materials. Halbach arrays have been successfully used to provide
Helmholz-like fields.
I do not have any objections to using passive coils or ferromagnetic materials to help
shape and focus the fields we are dealing with.
This project is as much yours as it is mine and I encourage you to do whatever you want.
You have already discovered at least one phenomenon that I never would have expected.
Who knows what you'll find next? I'm just kibitzing the best I can. Take it for what it's
worth. This idea would never have progressed beyond a couple drawings and some
random thoughts if you hadn't taken an interest.
If you look through the (growing) list of variations I posted earlier, you will see there are
enough possibilities there to occupy you for a lifetime. And you just broght up a couple
more.
I really think we should try to get as many replicators involved as possible. One way to
do that is to post some videos showing curious behavior and to have some detailed
documentation about how to build it, something any journeyman machinist could follow.
Once they see how easy it is to replicate what you have, then they may be inclined to
modify the experiment and explore other variations on their own.
I'm really happy to see RiterX take an interest. I hope he gets his supplies soon and gets
started on the larger rig he is planning to build. I also hope he gets a chance to flesh out
the documentation a bit more.
I wish some of the SPDC folks would participate. There are some talented folks in there.
Guess they're preoccupied with their orbotic efforts.
OC- Jan 2th 2007
@Al,
I can provide my own magnets if necessary, but it might be better if you mounted them as
well. I'm likely to damage something if I have to use something more complicated than a
screwdriver.
I really think you should get some nonmagnetic bearings for the stators,
nonconductive would be even better. Ferromagnetic materials will have a tendency to
distort the fields by pulling them towards the bearing and will reduce the magnetic
interactions with the rotor magnets. I don't know how much difference it will make ... but
who knows, it might just be enough.
This is the basic layout for the 13x8 version that I am experimenting with. But I am
mostly just using 3 stator magnets and a couple of "dummy" aluminum pieces of the
same size as the magnets, also mounted in the same type of bearing holder.
The stator magnets are mounted by a single trimmed 4-40 SHCS and a little washer to
make sure only the inner bearing race is contacting the screw or the baseplate.
The rotor magnets are press-fit in place.
First, the spacing between the stator magnets and the rotor is critical. With the
layout I've got, 5 mm is the magic dimension. At 6 mm, the magnets lose synch. At less
than 4 mm, air resistance between the parts seems to inhibit the free rotation of the stator
magnet assembly. That's from the outside of the holder to the outer edge of the rotor (not
to the rotor magnets).
Second, not all magnet/bearing pairs will produce the effect. I have 15 of the magnets,
and 13 of the bearings. I have not tried all possible combinations of these, obviously. But
of the 13 assembled magnet/bearing pairs, 3 don't seem to work at all, 2 are fairly easy
to get started, and the rest are somewhere in between. Even the "easy" ones usually
require several tries before successful engagement. I have blisters on my fingers from
spinning stuff over and over and over.
Third, the relative height of the stator and rotor magnets seems important. I don't
know if it's because of my particular geometry or whether it is critical to the effect itself,
but the magnets shouldn't be in the same plane--that is, I am getting best results when
the rotor magnets are rotating in a plane that is just slightly higher than the tops of the
stator magnets, rather than down and centered vertically.
Fourth, I have been trying to get three stators spinning, but it turns out that 2 can spin
gear-wise on their own, and the third is finger-flipped antigearwise, and when it synchs
and the rpms go up, the other two stators can actually be stopped, and the rpms will go up
even more!
I know I'm not being very clear about all this--it's pretty exciting to say the least. Next
step is to see if I can detect any stray oscillating EM fields (the RB effect) with this little
cheapo E-Field meter...
Don't forget, OC saw this design in a dream, and I discovered this interesting behavior
totally by accident--I was trying to flip the damn magnet the other way but I was so, shall
we say, distracted at the time, that I didn't realize which way I was flipping it.
alsetalokin:... The mod I did today had to do with getting the rotor mounted on much
better bearings.........
No.
I mean, I scavenge most of this stuff from surplus junk equipment that I scrounge in back
alleys.
And you want manufacturers?
These that I'm using now are for 3.5 mm shaft size, in a paired housing that slips into the
rotor's central bore, extending down to a shock-mounted base bearing unit.
What I had in there before were just some generic flanged 1/4 inch bore unshielded
bearings, and the shaft was a 1/4-20 brass screw. Not the most accurate arrangement.
Ahh, no. These tests have so far only been performed in my basement. I
discovered the effect over the holidays, today was the first day back at the lab, and
I had the unit disassembled for the bearing mod, and didn't put it back together till
I got home.
(ETA and for a few minutes I thought I had killed it--I couldn't get it to start, for
the longest time--then I realized I had installed one of the "dud" stator magnets.
After I already raised a blister...)
@rX:
Do the stator magnets look any different under the magnetic field indicating film?
I don't know, I hadn't thought of looking, but I will when I get a chance. Thanks for the
suggestion! (Although the film is sort of low-resolution, or rather contrast; it might be
hard to see small differences.)
Do you think this is caused only by the difference in the magnets or the difference of the
stator/bearing assembly? Could certain bearings be the problem?
It could be either one. I suspect the bearings first, as the magnets are obviously a high-
quality product, and the bearings just as obviously aren't. The bearings are from two
different manufacturers, although they are apparently exactly the same in dimensions and
components. I had 8, they are Stewart-Warner, and I had to buy 5 more from another
source, they are unmarked.
What is the strength of the rotor magnet you are using now?
Did you remove the seals on the bearings you are using?
I tried to but I couldn't get them out easily, so I just left them in. These bearings are pretty
sloppy, they aren't really "sealed" but rather "shielded" and the system used doesn't
produce nearly as much drag as a truly "sealed" bearing does. That's actually another
reason why I didn't use the helicopter bearings--the seals on those are a bit draggier, and
even more difficult to remove.
The dampers are tuned by trial and error. If too close they retard the magnet too much
and it won't synch. Too far and there's no benefit. Once the distance is found, rotating a
little at a time and trying the spin until I found a "sweet spot" is how I did it. The effect of
the dampers is small, in any case.
@OC: I think the rotation rate will actually help the pivots move as we want them to,
perhaps requiring a spring for return, but that's OK because that energy is stored and will
be returned later in the cycle.
The dampers are 6061-T6 aluminum alloy. I believe the silicon and copper content of this
alloy contribute to its characteristics. They are fixed in place but must be adjusted for
optimum orientation, as they are machined from extruded heat-treated 6061 rod and the
properties may be slightly anisotropic.
Al- Jan 4th 2007 (Editors note: When all the trouble started)
At the risk of starting a brouhaha, I have posted a video of the stator magnet behavior. I
will only leave this video up for a short time.
Everything you see is real.
http://freeenergytrackers.ning.com/video/video/show?id=1638621%3AVideo%3A2526
The dampers are tuned by trial and error. If too close they retard the magnet too much
and it won't synch. Too far and there's no benefit. Once the distance is found, rotating a
little at a time and trying the spin until I found a "sweet spot" is how I did it. The effect
of the dampers is small, in any case.
@OC: I think the rotation rate will actually help the pivots move as we want them to,
perhaps requiring a spring for return, but that's OK because that energy is stored and will
be returned later in the cycle.
The total amount of energy in the system is a sum of kinetic and potential energy. Kinetic
energy in the rotating masses and potential energy of work that can be done by the
magnetic field.
The geometry of the machine is very complicated which can result in multiple stable
modi of operating. When the machine is running in an unstable position it will
automatically converge into one of the stable ones. It tends to minimise the potential
magnetic energy in exchange for the kinetic energy (optimal entropy).
Start:
After the initial manual start is done 'right' the system has some potential energy stored,
and is in a non-stable position. It then spins up using the potential magnetic energy,
resulting in a stable position.
The magnets don't loose their magnetism. Like pulling two magnets apart increases the
potential energy (making them able to do work), the initial push to start the machine
increases to total potential energy of the system (which is then used to spin up the rotor).
After the machine stops the magnets are still the same.
Nice thing to think about is the possibility that the geometry of this machine results in a
lower potential energy while spinning then when it has halted. It could result in a set of
very complex transformations between different stable positions while spinning down
(maybe even with some upspinning between two positions!).
Just slight differences: the dampers on the real thing are mounted lower. It looks like
everything is on the same plane in the model; in the real unit the plane of the rotor
magnets skims the top edge of the plane of the stator magnets, and the damper plane
skims the lower edge, if that makes sense.
Also I have changed the rotor bearing/shaft bit: now the rotor itself has no bearings,
but is a light press-fit onto a precision centerless-ground shaft that itself is mounted
in a holder with 2 very fine ball bearings; this holder with shaft and bearings stays
attached to the base when the rotor is removed.
Stator mags are K&J Magnetics R834DIA, complete specs are on their website (although
the central hole is a little bigger than advertised).
I understand your suggested protocol and I agree that the replicators should do this
exactly as you have outlined. I did something like that early on, and was able to
determine that the stationary magnets, and the gearwise rotation, extract energy from the
system, as you would expect, of course. Interestingly, if the stator magnets are "frozen"
by overtightening or leaving out the spacer washer, the rotor turns longer than if the
stators are stationary but free to vibrate. Again, as expected.
The unexpected behavior only shows up running with the one magnet spinning anti-
gearwise.
I have arranged a little variable-drag system using pulleys and thread; by starting up with
the thread loop slack, and then swivelling one pulley to tighten the thread once the system
is running, I can put a slight repeatable drag on things. It slows the equilibrium speed
down, but with only a little drag it doesn't stop it or cause it to run down faster, as far as I
can tell (these are VERY preliminary results, like from 2 trials).
I am trying to implement a pony-brake system but the requirement for absolute free-
spinning at the start is requiring a rather sophisticated clutch design. I may have to go
back to a magnetic eddy coupling, like in my old namesake's speedometer design (which
has only recently been replaced by digital stuff in autos, I am proud to note.)
I'm sure the thing could direct-drive a little aircraft propeller without difficulty.
Hello alsetalokin,
I'm not expecting technical (or any) feedback or help from you - there is plenty on the
steorn thread. Just thought i'd let you know the following is what I and my brother have
found so far...
I've done a rough and ready bodge on my rig just to see if i could get the anti-gearing
effect that you have been getting. I am using one stator assembly and a 100mm dia. rotor
with 8 magnets in opposition. I definitely get the anti-gearing effect at higher RPM
that stays in Sync until lower RPM. It really is surprising that the stator is driven in the
opposite direction. I can get the stator to "gear" if I wind the rotor up slowly.
It does not self sustain in any meaningful way - but I'm not expecting it to as the stator is
bodged and very "lossy". I have stuck (hot glue) two 6mm dia x 3mm neos to the outside
of a small ball bearing to give the spinning poles. The flux pretty well seizes up the
bearing but the inner race runs on a 3mm shaft like a plain bearing. One advantage of the
6mm neo's is I can vay the diameter by adding 6mm dia x 1mm disks on either end to
vary the gap and strength. This arrangement works surprisingly well even at very high
stator RPM - none of the neo's has come flying off yet
Diametrally magnetised neo's will be ordered tommorrow and I will get a proper stator
housing assembly made during the week. My rotor is mounted vertically between 2 plates
so the stators will probably end up supported between 2 bearings like the rotor.
Regards
Paul
But once it starts, it looks like the max RPM is down around 875 rpm at the prop, if I can
trust the tach. Can't read anywhere else, like the stator magnet, because the prop is in the
way. But I'm sure the usual 4-1 relationship holds.
It's not making much of a breeze, the prop is a puller so in the current spin direction it's
"pulling" the air from around the rotor and pushing it upwards, so most of its intake is
blocked. But the breeze is easily perceptible.
OK the dampers are non-ferromagnetic, conductive, thick, alloyed and heat treated metal.
To wit, AS I HAVE ALREADY SAID several times, they are 6061-T6 aluminum
extruded rod or bar stock, machined to identical dimensions as the stator magnets,
and oriented and spaced by trial and error.
Hi Al,
I can help out with that one. Forget about the stator magnets for a moment, and
consider the magnetic field from the rotor at the point where the main stator
magnet is attached.
If the rotor is rotating at a constant RPM, the field at this point will vary
periodically, with a frequency of 4 times that RPM, since the rotor moves between
equivalent positions at that rate.
Any such periodic variation can be decomposed mathematically into the sum of
two amplitude-modulated fields -- one that rotates clockwise at that frequency and
one that rotates counter-clockwise at that frequency.
The stator magnet can be synchronized to either one of these fields, keeping itself
aligned with the field line through its center, as long as the rotor RPM is high
enough. At sufficient RPM, the other field has no appreciable effect. The net
torque it applies is zero, and any momentum added in one instant is quickly
counteracted.
Note, however: You may have stable synchronization, but it looks to me like the
field component you're synchronizing to isn't very strong, so the synchronization
might not survive sudden changes in the load on the rotor or stator. I read (in
another thread?) that you were opposed to belts. Why is that?
Cheers,
Mr. Entropy
I am hoping to build this myself and use it as a tool to develop the TPU.
I have made up a jig to cut the disks on a router table:
http://i100.photobucket.com/albums/m25/kingrs/disk_cutter.jpg
The end result is the clear polished disks in this picture of Mikes motor:
http://s100.photobucket.com/albums/m25/kingrs/?action=view¤t=DSCN4986.jpg
I do not have a cnc machine like some have, wish I did, just have to make do with what I
have.
[end of edit]
@Paul: look forward to you diode array device make the next news item.
@Oak: thanks for the heads up. :
Regards
Rob
Have you had a go at getting the anti-gear stator sync'ed without the other 2 stators?
Yes, it will do without the idlers, but is more difficult. I know they are doing something
because of the way they behave when stopped. Again, those details posted elsewhere,
sorry.
The other thing about the stator I am using is that it can float side to side ( up and down if
it were on your rig ). It's not deliberate - I was just keen to get a look at what happened. It
does however become "centered" in the rotor field. I want to be able to fix the stator in
the next version. This floating may allow it to sync more easily.
The other thing is the stator magnet configuration - it is effectively a spinning bar magnet
with a longer narrower field which may make it "engage" with the rotor field more
positively and hence make it easier to sync.
One bit of kit that I don't have readily available is a shaft torque encoder like Steorn used.
I have spoken earlier about designing and constructing and calibrating an eddy-current
damping-coupled pony brake dynamometer, that would allow the appropriate
measurement to be made.
Or I might rip apart an old VW speedometer, if I can find one in the local junkyard. It has
all the components and all I'd have to do would be to hook it up and calibrate it with a
known torque source.
I think. Maybe.
ETA But perhaps you are talking about electro- and magneto-dynamic forces. I made a
start on that with the Rogowski-coil oscilloscope probes of the "active region" if indeed
that is what it is. The waveforms and the coil placement locations were up for a while,
jeez, was it just this morning that I did that? Holy cow.
Anyway I took them down until the dust settles a bit. But I think somebody cached them,
but I don't have a link. Sorry.
@Clanzer: let's see--the position of the rotor when starting the manual movement of the
stators determines how the rotor behaves with a given stator input. If I swivel one of the
stators to just the right angle and hold it against the springy field, then rock it back and
forth about 15 degrees, and the rotor is in the right phase, I can keep the rotor rotating
continuously at about 1 rps or 60 rpm. If the rotor isn't in the right phase or I don't rock at
the right instant (same thing) the rotor stops or reverses direction.
So the fact that it didn't rotate for one magnet at the beginning of that hasty video isn't
significant, I don't think.
As I have indicated before there is variance in how the individual magnet/bearing pairs
behave. The "middle magnet" in the running rig is on the smoothest bearing out of the 13
that I have. I can't tell any variation among the magnets by the means at hand (viewing
film, guesstimations of pull strength, etc.) but there does seem to be something "sweet"
about the one I ended up using. Several of the stator magnets that I have don't seem to
work at all, but it might be the bearings. I haven't tried all possible combinations of the 13
bearings and the 15 magnets I have!
I think the dampers are working by keeping the bearing wobble down, and by providing a
gentle drag force that disappears when the parts are moving slowly. Eddy, Lenz, and all
those things.
Without the dampers the unit seems to speed up to instability, the stator chatters and
drops out, and the rotor coasts to a stop.
And one more time: 6061-T6 extruded aluminum bar stock, machined to the exact
dimensions of the stator magnets (except I really did use a 3/16 hole, the magnets are a
bit bigger here), spaced and oriented by trial and error, and in my unit, the pre-drilled
holes for the stator magnets seemed close enough to the sweet positions so I just used
them.
No I won't tell the story of how I found the sweet spots again, children, it's almost
bedtime and you need to say your prayers.
And please pray for me when you do.
Clanzer, the dampers on the cad rendering are toruses, but the ones I made are, as I said,
cylinders machined to identical dimensions as the stator magnets. My original idea was to
mount them in identical holders as the active magnets but then I realized they should be
stationary once properly positioned.
I think the toruses look way cool though, don't they?
Except the holes in the stator magnets are a little oversize, and the holes in the dampers
are 3/16.
I think if one used toruses that might be better performancewise, but almost impossible to
machine, especially without CNC tooling.
If you can find a copy of the picture sense_1.jpg that I removed from the ning site in a fit
of pique, that shows them quite well. I'd send it to you but for some reason I can't seem to
send attachments from that account. I won't be re-posting it until the fuss dies down but I
know someone has archived all that stuff somewhere.
Yes, that's the one. Thanks Mr Entropy for the analysis and to rX for reminding me of it.
Certainly just the slightest touch on the spinning stator will cause it to drop out of synch
and quickly stop--like from 5k rpm to 0 in about 4 revolutions. I mean when it stops, it
flat Stops. Then it just wiggles and growls (bearing chatter) until the rotor slows waay
down, then it will re-synch spontaneously gearwise, then it starts the washing-machine
motion, then as the rotor is about to halt, it stops too.
I'm not exactly opposed to belts per se, even though as I age I seem to prefer the comfort
of suspenders. Those elastic Spandex things are going too far, however.
No seriously, there seem to be many synch modes available to the system and belting
would cut out a bunch of those modes altogether. Now if one synch mode is somehow
optimum (in what way? I don't know...) then a belting arrangement might make sense, to
keep it in that synch mode during liftoff and orbital insertion.
2) Remember the first couple images you posted, OC_config_a and OC_config_b?
Remember, you asked what the difference was and I focussed on the rotor magnet
polarity difference, but you were actually talking about the rotor magnet positions in the
slot and where they lined up with the stator?
Have you ever tried moving the rotor magnets like that so they align a bit differently?
Specifically, I was curious how it would behave if the magnets were moved forward
(direction of rotation). Does it make any difference in A) starting the anti-gearwise
rotation B) speed C) length of run
With this rig, all you need to do is rotate the rotor 45 degrees and ... voila, opposite
polarity. Make sense?
The mechanical speedometer guts from an old car is a good idea for a load. Here's a
variation: you could mount an aluminum or copper ring (or cup) atop the rotor, and you
could control how deep a bar magnet is lowered into the cup to vary the braking effect.
Some kind of spring scale could measure the torque on the shaft holding the magnet, thus
with RPM and torque you'd know the power absorbed.
The ring would double as a sheave around which you could wrap a starter rope, like on an
old outboard motor or rototiller.
By the way, earlier somebody mentioned a "pony brake". I presume what was meant was
"Prony brake". One problem with it is the significant radial load it puts on the shaft
bearings, and the belt gets hot.
Too bad I got driven off from the ning site. Saturday I posted Rogowski-coil scope traces
from a little coil inserted in the "active zone" and just upspin and downspin of it. Very
interesting waveforms.
But I took them down, because nobody seemed interested, and that Omnibus-clone Kevin
was flaming me in a very insulting manner.
And before you come up with the suggestion, I also showed AC Homopolar activity in
the spinning stator mags. But I couldn't photograph the traces, my hands were full with
the scope probes and the tiny contact wires and all. Clear, robust, repeatable AC output
from the Faraday homopolar effect on a spinning stator magnet.
It would be good to be able to plot the magnet positions to the trace at some point.
Trawling thru my cache now for a copy...
ETA: so squaring it off, each face of the stator mag must see magnets going in alternate
turns - ie. N face see a SN pass, S face sees a NS pass, invert & repeat...
Dirt farmer, yes, it was my experience with homopolar motors that caused me to look for
the effect in the first place. But the Faraday homopolar motor/generator effect has
nothing to do with coil induction, if I follow your meaning.
And homopolar generators are usually DC, the AC variant is rarer.
And, lastly, what is moving, relative to what, in order to generate a voltage, in the
spinning stator magnet?
Think about this, it is far from a trivial observation.
"Applying a magnetic field to a magnetic vortex pushes the vortex away from the center
of the disk towards the frame. If one then turns the field off abruptly, the vortex moves
either clockwise or counter clockwise on a spiral like trajectory back into its initial
position in the center of the disk. This special movement is called gyration. In principal,
the perpendicular magnetization of the vortex core can point either upwards or
downwards, and four different kinds of movement can be found: right- and left rotating
magnetic swirls, combined either with an up- or downward directed perpendicular core
magnetization."
About the rotor scope trace: If I remember correctly, it wasn't entirely symmetric. Do you
know why that is?
Also, can the machine sync and self-accelerate without the dampers?
I did some calculations of the time-varying rotor field at the stator locations as predicted
by the conventional laws. I found that the anti-gearwise synchronization mode does exist,
and its phase relative to the rotor is as follows: With the stator magnet to the right of the
rotor, and a rotor magnet as close as possible to the stator, and it's north pole pointing
upwards, the anti-gearwise synchronized stator will be in the same orientation as the
nearby rotor magnet, with it's north side poiting upwards, too. A gearwise-synchronized
stator would be in exactly the opposite position at this point.
After the stator rotates another 90 degrees, its south pole will point directly into the
middle of the space between two N poles on the rotor. A gearwise-synchronized stator
would be in exactly the same position at this point.
The anti-gearwise synchronization has about 1/5 the torque of the gearwise
synchronization. In that mode, the counter-rotating "noise" is also about 5 times stronger
than the synchronization force, so you will need high RPM to use it. I tried rotor magnet
lengths from 3/8" to 1", and this picture didn't change much.
The gearwise synchronization mode, on the other hand, is 5 times stronger and nice and
smooth. I was actually pretty surprised to find that the strengh of the rotor's field at the
stator point only varies by 25% or so over the whole cycle -- the field there is close to a
constant gearwise-rotating field. It's no wonder that the stator magnets easily self-
syncronize in this mode.
Unfortunately, in perfect alignment, the path by which the magnets come together with
an agw stator is exactly symmetrical to the path by which they separate. That means that
you're not going to be getting OU through any kind of Kedron effect unless the Judson
dampers or friction are significantly altering the phase relationship -- so I'd like to know
if the dampers are really important.
Cheers,
Mr. Entropy
I calculated the stator frequency at 4.83KHz and the rotor frequency at 1.2075KHz
A test to check doppler compression would be a dual probe (or at least dual data log/time)
gauss reading in both the leading and trailing positions relative to the stator. The
precession location should show a higher density. If this is not the case, then we should
look to an outside source such as a nearby EM generator running at a harmonic of those
frequencies.
I believe it to be doppler compression coupled with inertia. Although you may not be
the first to demonstrate it you certainly do deserve accolades for sharing your discovery
and helping to get the concept recognition.
Cheers,
Harvey
I'm not sure if the Bell gaussmeters we have have the dual probe option. However I could
construct a dual flat sense coil and use some kind of calibrated positioner to guide the
insertion into the active zone (is it getting warmer in here?)
Nice to see that the scope supports the high-speed 4-1 synch hypothesis.
For MOI I'm treating it as a solid disc with uniform mass (not correct because of the
magnets) so k=0.5. MOI=k*M*R^2 so I get an MOI of 0.00068791. At 400 rpm the
kinetic energy of the rotor is 55 Joules with the stators, if they are locked 4:1 running at
1600rpm with 0.32J each. So Al's hand is able to impart at least ~56J to the system per
interaction.
With the rotor at 1200 RPM, the KE is 495J - ten times the energy, and at 1904 RPM it's
1241J.
Al says it slows from 1200 rpm (without interactions) in somewhere around 120 seconds,
so if the power drain were constant (it won't be) that would be 4.06 watts. In other words
- to keep spinning at 1200 rpm, a motor might have to consume at least 4 watts (the
actual value will be higher at high rpm because atmospheric drag is proportional to the
square of the speed AFAIR).
For the rotor to spin up from 400 rpm to 1200 rpm would take 440J. If that happened
over 60 seconds, the average power a motor would have to supply is 7.34 watts.
I hope someone will come along and show I've made some kind of mistake!
Well, if you are correct Mr Structures, then following 1560 seconds of reported windown
in err ... 'operating' mode we get :
So compared to a run without any magnetic funny business - the system has gone from
losses of over 4w to one hundredth of a watt. If 4w were expended over 1560s we would
need 6240 J.
Course, there is not neccesarily anything remarkable about that since we don't have a
windown time for the system in a vaccuume. That would tell us the aproximate losses
that are involved in atmospheric drag..
Al's says he can spin his rotor by hand up to about 400rpm, I'm presuming one good flick
will do that. At that point, the rotor has 55 Joules of kinetic energy. 1 joule represents the
energy to move 1Kg 1meter - so methinks Al really does have sore fingers.
And another thought strikes me at this very moment - if the energy is supposedly being
stored, the when Al is winding it up he should be able to feel resistance to his pushing. So
if you are reading this Al please report on how it 'feels' when you flick.
After the rotor accelerates to 1200rpm, it has 495 joules of KE wrapped up. So if there is
an energy store, it's able to store 10 times the energy Al is able to impart with a single
flick. Does he always have to flick it 10 times or more?
So KE = 0.604 joule.
You get 55 joules for KE is if w = 400 radians/sec, which is incorrect. 400 is the RPM,
which is less than 10 revolutions per second, easily attainable by hand with such a
lightweight disc rotor.
Any further analysis based on this incorrect substitution of RPM for angular frequency is
incorrect.
I was led to look for this error by pcstru's later post which contained:
"Al's says he can spin his rotor by hand up to about 400rpm, I'm presuming one good
flick will do that. At that point, the rotor has 55 Joules of kinetic energy. 1 joule
represents the energy to move 1Kg 1meter - so methinks Al really does have sore
fingers."
This contained an error in that 1 joule actually represents the energy to lift a 1 kg weight
by about 10 centimeters on earth, or to exert a 1newton force over a distance of 1meter in
all parts of the known universe.
But the bit about the sore fingers prompted me to compare AL to other athletes.
I looked up the mass of a baseball (~145g) and computed the kinetic energy of a 100mph
pitch (145joules) to see how pcstru's fugure of 55 joules would compare. 55 is only about
3/8 of 145, the performance of the world's faster baseball pitchers, but flicking a 5 inch
disk is considerably different from hurling a baseball. Nevertheless I didn't think 7
revs/sec for a 1/4 kg disc was out of the realm of even avewrage human performance, so I
was led to doublecheck pc's math.
@1250 rpm the rotor has 5.89 J. If it's losing that over 120 seconds, that's an average of
0.05 J per second, so that would give a top end of 1.6 days. No testable perdiction out of
that though - if your 17,000 joules is delivered mostly at the top end of the rpm scale the
higher drag will shaft that.
If the device slowed at a constant rate of 11 rpm per 26 mins, your timed wind down test
of the other night would have lasted 2.5 days.
Regardless of my earlier blunder , the reported energy charactristics of the device are
remarkable. It does seem easily possible for your hand to put in enough energy to make
the thing spin at the claimed speeds but only provided it can store energy and either
reconfigure the effective mass distribution with it or feed the stored energy into the
system slowly.
The gearwise moving stators will always be in attraction until the are stopped in which
case they will be alternating between attraction and repulsion with the rotor magnets, (but
not at the same speed as the anti-gearwise stator, I think).
The magnets may be bouncing up and down their BH curves, and the slow deceleration
over time may be attributable to domain changes, i don't know, but compared to the KE,
the MPE i think can be regarded as constant - IOW i don't see any reason to suppose
large quantities of PE are being pent up & slowly released - there's simply nowhere to
lock it up without obvious effects (ie. heating / glowing / raised mass etc.)
And i can't rationalise a "partially-closed open thermodynamic system". Can true infinity
have a finite start? Surely either a system is open or closed, not both?
One reason i couldn't accept Steorn's theory of "creation" is that a time delay just acts as a
one-way valve for elementary electric charge, and i think the same point applies here.
In a situation where we have an unbalanced wheel with more or less constant PE but
rising KE, we have an input of energy. Perhaps the KE of these vortices are transfering
some kind of environmental PE - and elementary electric charge seems the most obvious
motive force.
This must create a gradient vectored towards the machine. Would it be possible to test for
such by running long wires radially around the assembly? There should be a measurable
current when the machine is in operation....
ETA - six wires could cover all directions, but one would be enough - just move it
between positions and re-measure...
While my model does not rely on new physics, it is "new" in the sense that I haven't seen
it formulated before. It may be the only original idea I have ever had. That's why I haven't
discussed the details.
I hope it will suffice to say that the model says the energy is there from the beginning,
and is dissipated over time as the device runs.
Now, why I can seemingly restart it, well, that's a different question, that may indeed
invalidate my model.
But let's get a good number for the 17000 Joule rundown first.
I'm certain most conventional physicists are getting a good laugh over this thread, if
they're still around. Come on folks, this video is either a ***fake/lie*** (bingo) or it's
capturing energy from an unknown source or by means of an unknown method.
But of course if it is getting a constant supply of energy from some external source, that
isn't depleting appreciably, then it will run indefinitely, and my pet theory is out the
window.
One thing for sure, it is not creating energy, or angular momentum. These quantities are
conserved.
Thanks in advance.
I wouldn't rely on glue to hold magnets to plastic or other metal; things can spin fast and
you don't want a strong magnet coming loose at 5000 rpm. Guess how I know this stuff.
For those who are machining acrylic plastic: water is the best coolant/lubricant but who
wants to get water all over the tooling; many commercial cutting lubes will wind up
crazing the plastic; I use WD-40, it works great. Clean kerosene is good too. Wash with
warm water and dishsoap when you're done. Also alcohols like methanol or ethanol will
really craze and weaken the plastic, so be careful what you clean it with. Meguiar's
Mirror Glaze is the best, in 2 grades, polishing and cleaning.
Used the small 6mm Stator Magnets too test if loose enough, if they will spin with these
small magnets then I am more than confident the bigger ones will be okay.
Forgot to add in the video that I placed a Nut on the end of the 3mm rod and did it up
tight do it press fitted the V-lip into the bearings, well solid :)
Am wondering whether to press fit the rod ends directly into the Magnet Holes rather
than cutting out a mount in the Polycarbonate Rod shown in video.
Also most drills will drill Delrin and Nylon slightly undersize. So if you can find some
solid Delrin rod (the best) you could simply drill it out with a 1/2 inch drill bit, and it
probably would be enough undersize to provide the correct tight fit.
That's why I think the relationship between the stator mass and the force of the magnets
is critical. I expect most of the replications to fail due to not getting this relationship right.
I'm thinking you got very close by accident.
What it doesn't quite explain, and what I was hoping the simulations might reveal, is the
source of the energy for spin-up. It seems it must be a balancing of the forces as the rotar
and stator synch up. Your observations also suggest that there are several synchronous
modes and only one produces the anomalous spin-up.
It would be incredibly interesting to have some visualization of the relative motions and
how they change during spin-up.
Later post
It's quite clearly labelled - the horizontal axis is always time in seconds and the vertical
axis is always Rotor Rpm. By the way, I will put a few more plots up tomorrow. One
other interesting one is increase of KE vs. time on the same graph as torque.
I had suspected that I hadn't corrected for the KE of the stator - but even with that
spinning up to 5000 RPM, as the weight is tiny compared with the stator, it will only ever
be a third or so of the rotor KE. That's a correction factor of about 0.6666 - gave about
0.6 J at about 350 RPM.
So curiously in the sim, which is fairly Newtonian with just a little movement in the BH
graph a la BR's prescription as shown in umpteen papers on the subject apparently, (not
even viscosity to bulge the linear BH curve) all you need is that 4:1 resonance or synch
and then even if you pay the energy bill for spinning the stator it seems to spin up the
rotor. I'll look a bit closer at my sim tomorrow to make sure it's kosher.
My idea has the dampers replaced with a coil, the coil effectively becomes the
damper, but keep in mind that the aluminum dampers are very low resistance in
the order of mOHM's.
Now, the VDG is an extreme example, but around here on a very cold dry day it is really
easy to get a charge of 20-50 kV just by taking your parka off.
Did anybody bother to view or cache my OTHER videos on youtube, before I took them
all down? I illustrate the power of SE, and the ease of obtaining it, in several of those.
No? I didn't think so.
And another thing, on the ning site, I posted several nice artistic renderings of Julia-sets
and associated chaotic dynamical strange attractors. I'll bet most folks thought those were
just pretty pictures.
Well, I recommend going back and looking at the ball-in-a-bowl over the air-powered
Tesla turbine with spinning magnets on it, video that someone linked earlier. Notice the
path of the ball....
It is a classic chaotic dynamical system, following a strange attractor path.
Now here's the clinker: in a chaotic dynamical system, while it is fully mathematically
determined, a tiny change in initial conditions can make a huge, even qualitative,
difference in the output behavior of the system.
Someday folks might even realize that the Conservation of Sham'poo thread isn't what it
seems, either.
Later post
Every time I have actually seen it stop, it does so by the "dropping out" of the spinning
stator. It seems to run at an almost constant rpm until that happens. Spontaneously? Due
to some perturbation? They turn off the Jacuzzi upstairs? I don't know.
But I can say that the slow linear decay to zero rpm, isn't the way it seems to behave. Of
course I do not have any data at all past about 3 1/2 hours, and I expect it to be able to run
for about 1 day 15 hours, or 39 (say 40) hours, thanks to the math models that have been
worked out, and based on my conjecture that there may be as much as 17000 Joules
available for momentum change, per run.
As for the acceleration when I stop the 2 "idler" stators: I feel certain that this is due to
the reduction in drag. It takes energy to rotate each part of the unit, clearly. When the
stators are stopped, the energy that was expended in keeping them rotating is now
available to the rotor, and it speeds up until again, the power output is equal to all drag
and friction sources.
Like I said, the acceleration in spins isn't anything to get excited about. It's the normal
response of a spinning system to the reduction in overall drag.
@gaf:
I realize you joined us late, so you probably aren't aware that the dampers are there
precisely to slow the stator (I think) a little bit and to help stabilize it on its bearing.
You are indeed correct: the unit runs faster without the magnokinetic Judson dampers.
Typical stator speeds are 8000 rpm, rotor 2000. But the unit is quite unstable at those
speeds, maybe due to the cheap bearings I used for the stators. But that's unknown, it
could be that the bearing chatter actually contributes to the effect by some chaotic
dynamical interaction. Don't ask me with what!
Anyway the unit will run up to high speed but only stays for a short time before the stator
"drops out" and the rotor freewheels to a stop. I figured that a little eddy-current damping
at high speeds (and proportionally less at low speeds, so the damping at startup speeds is
essentially zero.) would do the trick. There was an adjustment process that took a couple
hours to find the sweet spot and the orientation, and it seemed so close to an already
drilled and tapped set of holes in the base, that I just used the existing holes, even though
the positioning wasn't totally optimum. It seems to do what I intended. I never anticipated
the need for these dampers when I was laying out the unit.
"a system that uses 2 smaller bearings, in a housing, with a 3.5 mm shaft, spring-loaded
axially to keep the bearings at zero end-play. This unit is shock-mounted on the
baseplate".
I have already dismantled 6 CD ROM or DVD drives some dating back to 1998.
I think I got it from an old tape deck capstan drive system. Reel-to-reel, remember
those?
I am afraid you will have to go a bit further back in time.
Or just make one. Make a flange, like a plumber's floor flange. Extend a tube up
from it, mount the bearings inside, stick a shaft in there, put a collar and a thrust
washer on the bottom extension of the shaft, put a washer, spring, and another
collar or circlip on the shaft just above the top bearing, screw the flange down
with grommets and screws, slide the rotor on to the shaft. You will have to detail
the ID of the rotor so it doesn't drag on the bearing tube.
from Jan. 12th post
The assembly to which you refer was scavenged from a capstan tape drive system. I
described how I would fabricate one from scratch if necessary, but for a couple bucks at
the surplus store I saved myself 4 or 5 hours work.
The screw in the baseplate and bearings in the rotor was sort of ok but it wobbled too
much for my taste.
We know the speed prior to the AGR (Anti Gearwise Rotation) we know the speed post
one syncronisation has occurred. pcstru4 make a very valid point that we can calculate
the rate of acceleration if we know what period it takes to ramp up to a stabilized rotation.
You've stated in response to another question that there is "torque" during the ramp up
phase. (hello blistered fingers)
I just had this image of one of those little bicycle lights that you used by attaching to your
front tyre with a little flywheel to generate a light as you rode along. Sure hell of a lot
more torque on a bycycle wheel, but I also never got my bike tyre to 8000 rpms
-"We know the speed prior to the AGR (Anti Gearwise Rotation) we know the speed post
one syncronisation has occurred"
I would say that only the latter is known accurately. I don't actually know with precision
when the stator synchs. I do know it can be between 400 and 200 rpm.
I just don't have enough hands to measure all that simultaneously and still start the silly
thing.
- sync it up
If, on the other hand, the rotor and stator are being accelerated by an internally generated
torque, then in order to conserve angular momentum (since the rotor and stator are
rotating in the same direction!), there should be a significant reaction torque transferred
to the turntable through the base of the machine, and the turntable should start to turn
pretty quickly in the opposite direction.
I've been fascinated with stuff like Fibonacci sequences and Golden Ratios, et al, since
long before the forum began.
"The best clues for a possible dynamical cause of phyllotaxis came not from botany but
from experiments in physics by L. S. Levitov (in 1991) and by Stephane Douady and
Yves Couder (in 1992 to 1996). The experiment by Douady and Couder was particularly
fascinating. They held a dish full of silicone oil in a magnetic field that was stronger near
the dish's edge than at the center. Drops of a magnetic fluid, which act like tiny bar
magnets, were dropped periodically at the center of the dish. The tiny magnets repelled
each other and were pushed radially by the magnetic field gradient. Douady and Couder
found patterns that oscillated about, but generally converged to, a spiral on which the
Golden Angle separated successive drops." (The Golden Ratio by Mario Livio, 2002)
I wonder if you are willing and/or able to place the rotating stators at 0, 137.51, and
275.02 degrees, or thereabouts and to spiral them out a bit...
After stopping two stators the rig accelerates. Let's say it takes 10 seconds (it's that sort of
order from the video). In 10 seconds the rotor gains 4.83 J, so around .5 joules per second
(watts) on average is being delivered to the rotor during the windup time.
Now Al's theory (not that I know the detail) says that at that point the input energy is
being balanced by the normal retarding forces - drag, friction, eddy currents etc. So let's
see.
The rotor takes about 120 seconds to wind down from 1200 rpm (these are not al's exact
numbers - but should be close enough). So it loses it's 5.43J of KE over 120 seconds, i.e
if the loss is constant, then it's losing 0.05 joules per second, not 0.5 joules per second.
There will be Bonded Neodymium version / experiment happening in the next couple of
days.
http://img256.imageshack.us/img256/7133/spectrumqo7.jpg
The lower curve seems to agree with Al's number, but the mid curve (presumably
the stator fundamental) is 8279/1662 = 4.98 times the lower curve. A factor of 5
instead of a factor of 4.
The upper curve is a factor of x8.2 the lower curve, but what is at this frequency?
It's a very strong harmonic. Could be the stator rattling twice on it's bearing, as it
is first pushed then pulled to the rotor as it rotates?
Added (@br - there are 8 cut-outs for the rotor magnets, which might
account for this. )
Also, looking at the banding at the left of the figure - the 'dominant smudge' here
also seems to be pretty much the same frequency as the clearer line at the right of
the figure. So it seems the 'acceleration' is homing in to this natural frequency,
which is already present?
Later post
@Al,
Also a note on the two 'idle' stators. You mentioned briefly that when the rotor is
spinning and they are stationary that they interact with eachother. This sounds like a
viscosity effect to me. As the rotor passes the first stator, the rotor magnet gets
magnetised slightly. Then as it swings around it holds on to that magnetisation due to
viscosity, and interacts with the second stator. Even though the rotor mags are oriented
longitudinally N-S-S-N, they all get the same lateral magnetisation due to the idle stator.
Does the effect hold just as well when you tweak the second stator - does the first one
move?
Also you mentioned they interact in 'repulsion'? If the viscosity explanation is true, I
would expect the stators would have the same sides pointing in to the rotor.
It could also have something to do with the system being easier to start when all three
stators are in place, as you mention, though that is harder to see.
Now I'm confused again - these don't seem to correspong to anything (I liked the
wrong values better!)
Maybe jcims can comment on what his software is plotting? (Or I might have to
do it myself after all!)
This would also even out torque distribution, perhaps increasing stability...?
Nor do I recommend acrylic plastic (Lucite, Plexiglas, Perspex?) for the rotor, if the base
is acrylic. Different materials should probably be used. I used HDPE which at the
opposite end of the plastic tribo series from acrylic.
I haven't worked out how the AGW stator affects the rotor magnets
yet but if I do I will bear that in mind.
Take two second quadrant knees. Flip one of them twice so they overlap -
hdeasy- Jan 10th 2007
Well, I did the BH plot for my sim. Even without viscosity I get a loopy BH curve,
where for static stator got straight line in the 2nd quad:
Also, note that I only use one stator and one rotor magnet as before, but still get a spin-
up. Thus I think all those extra magnets (8, 3 or whatever) are irrelevant - the key issue is
the spin on stator.
The BH curves, along with plots of B vs time and H vs time (see plot attached here),
show that an effective lag is introduced, though there is no viscosity modelled here. The
lag is in the region of 0.01 sec - i.e. much longer than before where microsec were the
longest
considered for Sv. This would seem to explain the KE gain seen.
http://www.geocities.com/deasyart/steorn/OCAL_B_H_vs_t.JPG
And to remind: the corresponding plots of spin up (RPM of rotor vs. time)
are in the plot below, where different plots just focus on more detailed regions
of the RPM-time graph;
http://www.geocities.com/deasyart/steorn/OC_sim_one_stator_a.JPG
Well, as I said to BR on the SPDC already - sorry! There WAS indeed viscous lag in my
sime before. I took it out though, after being made to realise my mistake by BR but now I
STILL get the same energy gain and spin-up, though the BH curve is different,
namely as below:
http://www.geocities.com/deasyart/steorn/OCAL_BH_curve_nolag.JPG
I confirmed that all lag was eliminated from my sim - the parallel lines in the BH curve
were just artifacts of the precision of my printout - when
I added 2 decimal places this disappeared and I had a perfectly straight line - no area
swept out in BH. The plot below looks at rotor
speed, torque and B (H looks the same just larger scale due to no lag). It could be that the
gain is due to a slightly
stronger kick going out.
http://www.geocities.com/deasyart/steorn/OCAL_gain_nolag.JPG
Whassat mean? Conservation laws seem to start out from the presumption that
information is covariant between time and space. So it always has one foot in each, and is
conserved between them. If 99% of the info about an entity is in space, 1% of it is in time
and so forth. Energy is associated with transits of information between time and space,
and transformation symmetries show how different fields, forces and charges etc.
transform between these two domains.
I don't know yet exactly which symmetry OCAL is breaking, but i believe it's working
because of conservation symmetries, and not in spite of them...
I suspect that there is not only a limited RPM range within which it can be observed but
also a tight synchronisation required between stator and rotor to get the spin-up and I
wonder what would happen if you would keep these two fixed artificially.
On the one hand by applying a load of 0.5 watts (or any other figure that is correct) and
on the other by linking the stator to the rotor in a fixed ratio as proposed by others.
Maybe I should just post this in the replicator's thread. I'm not skilled enough to produce
a test rig myself and my knowledge of physics is pretty basic so don't shoot me for
making these suggestions if I make no sense at all
But I'm sure if you put confidence limits on the data you wouldn't be able to say it wasn't
a horizontal straight line. I bet that when a decent rig is built and run under controlled
conditions the relation between power and time will be of the form:
pppppppppp P = zero.t + a constant
ppppppppppwhere P is power and t is time.
Most of this X energy is used to overcome the various sources of friction in the
system (bearing surfaces, air resistance, magnetic, etc) - Al refers to this as drag. I
think it's important to note however, that all the drag is already present in the
system, even before it is started. Once the unit gets the right combination of rotor/
stator spins and actually "starts up", it is apparent that the RPM of the rotor
accelerates past the level obtained solely by the X energy, and levels off (there is
no way Al spun the main rotor up to 1500 rpm by his hand). Is this caused by a
reduction in drag somewhere? Somehow, somewhere, extra energy is going into
the main rotor to make it spin - I'll explain my reasoning below (feel free to pick it
apart).
When Al stopped the two stators, the main rotor quickly increased in rpm over
2X. If this is caused by the reduction in drag, then that must mean there is some
force being applied to spin the rotor back up. Is this extra available force equal to
what was required to spin those two stators? And more importantly, what is
providing this force? It can't be his hand - and it can't be the kinetic energy that's
already in the system... Is there some other potential energy stored somewhere?
Here is my analogy: It would be something similar to driving a car on a flat road
while simultaneously applying the brakes and the accelerator; the car would
move, but only go so fast, and waste a lot of energy (as heat) in the process. As
soon as the brakes are let up (with the accelerator kept at the same position), the
car would accelerate up to a certain speed, and then stay there. This obviously
requires force imparted by the engine (by burning gas), and is what we see in this
device.
If there was no additional force in this device, then the analogy would change.
It would be more like pushing a car up to speed with the brakes applied. The car
would gradually slow down. As soon as the brakes were removed, the car would
not accelerate. It would simply slow it's rate of deceleration, relying only on it's
momentum and the remaining friction (road, wind, etc) to carry it forward, until it
ultimately came to a stop.
http://img184.imageshack.us/img184/153/bottomzs6.png
thanks! that's great, 88*60 = 5280 RPM, just what we needed for the stator
fundamental.
I cranked the gain way up and tried finding something at ~21Hz, and
there just isn't much of anything there. There's a whisper of something
at ~18Hz and at ~28Hz, but these could just be artifacts.
http://img176.imageshack.us/img176/4921/21rm8.png
indeed. Any chance of increasing the bin-length of the audio software - the longer
the time chunk that is used for the FFT, the clearer the signal will be. Maybe not
worth it, and 20 Hz is at the low end of what mikes and sound cards are good at
anyway.
not sure what they refer to though, especially the x10 one. Could be 21.7Hz
x40 ???
What gets me at this point is that the acceleration at the right of the figure to the
three lines of 175, 867 and 1432 Hz are still at the same frequency as the
'dominant smudges' at left of the figure. Something to do with natural frequencies
I guess.
When the 2 minute run finishes some between 10 and 20 Joules of kinetic energy are
dissipated. Accordingly the 30 hour run would use between 10.000 and 20.000 Joules
(Alsetalokin mentioned 17.000 Joules).
20.000 Joules is the equivalent of 10 penlite AA sized batteries. That is a whole lot of
energy.
Al,
I'm very interested in your theory about the source of this energy and how you calculated
the 17 KJ amount.
NB: do you have a pace-maker? what type of mobile phone? do you have a big watch,
made in Russia?
The high-end speed is a little shaky in my mind. We might need to adjust the angle for
optimum speed.
I don't want to lead you down a false trail. I shall have to think about it
and review Laithwaite's demonstrations and the way precessing gyros
behaved.
I suspect that we will find that repulsion is the key since a "fast in" (above 1600 rpm for
stator) will allow the stator to sneak in at lower force to the rotors field as north faces
north, but as the stator rotates and the souths now face off, the rotor magnet has had the
time to notice the stators repulsive nature and says, let's get the heck out of here...
QUICK and the full force of repulsion kicks in. The rotor accelerated away and the
stator receives an equal, but opposite force, which kicks it's anti-gear rotation into a
faster spin, sufficient for it to meet the next magnet at the right time to repeat this process
of acceleration. It all maxes out when the bearings and air resistance have had enough of
the funny business
In it's simplest form, this thing is two magnets rotating in the same direction (AGW). One
(corresponding to the rotor) is rotating at a more or less constant rate. The other (stator) is
rotating at a variable rate. While they both have the same net RPM, the stator is
alternately speeding up and slowing down over the course of one revolution
So rather than build and study the same thing everyone else is. I think I’ll build a rig that
basically looks like two of the stators on Al’s rig. But I’ll add an axel to each so I can
attach flywheels of different weight, and I’ll make the distance between them adjustable.
I don’t know if I’ll learn anything new, but it will be way easier to start. Pull string
should work marvy!
7 hrs. 26 min.
...and noticed this - it appears the fields may be reconnecting to the outer side of the
stator, such that the closing reconnecting field is pushing the stator, and the exiting
reconnecting fields are pulling it, both torques going in the AGW direction.
Now for new stuff. I scanned the basement kitchen with the TriField meter, and I can
detect a fluctuating magnetic field of 25-100 milliGauss all over the kitchen. It is
especially strong ( > 100 mG ) in the area where I usually run the tests. This is without
the unit running, with it going I need to back completely out of the kitchen before the
meter reads below 50 mG.
The meter tells me that 2 or 3 milliGauss can begin to cause biological effects. The meter
shows fluctuations, I guess about 1/4 second time scale and irregular in magnitude. No
appreciable electric or RF/microwave fields were detected. But there's a lot going on in
the EM for sure.
I was able to get a 12-to-1 resonance going. With the unit operating, presumably on the
one stator, I spun another stator magnet really fast gearwise, and it caught, and ran very
smoothly, I could tell the stator was spinning faster than usual, and I was amazed when
the tach confirmed it. 2 examples: rotor 1050, stator GW 12586. Rotor 1040, stator GW
12454.
I put setscrews in the rotor shaft adapter and on the GWS 1080 prop to eliminate all
chance of slip. I ran the unit, clockwise, and the rpm stabilized at 909, idlers stopped. I
can't get a stator reading easily with the prop in place, but assume 4:1, and AGW for sure.
I stopped the third stator, and the unit took 29 seconds to come to a complete stop from
909 rpm with the prop attached.
My fingers hurt.
I need a night off, so I may not post anymore tonight.
Svein, some of the pictures are taken with a flash and show the motion frozen. I carefully
examined each stator with the magnetic field viewing film that K7J sells, and the Bloch
wall is very distinct and right down the middle of each magnet, and my markings are as
precise as I could do it. (EDIT On the stators, that is. The rotor magnets are just identified
as to polarity, I made no effort to identify the Bloch wall location in these, so please don't
start reading significance into the variations in markings on the rotor magnets.)
I very much believe Slashmans' Visimag to be correct (sans Doppler effect), proper to
ordination...
The guy who wrote this should have his knuckles rapped (and if he teaches magnetics,
which seems to be the case, they should be rapped even harder!). You will find a
description of the magnetometer at
http://image.gsfc.nasa.gov/poetry/activity/l21.pdf
where it is seen to be a suspended bar magnet with its axis horizontal, having a mirror
attached so that tiny angular deflections can be measured using a light beam. It is
designed to measure changes in the vector direction of the local earth’s magnetic field.
Note that it does not measure amplitude.
In the kiddie link given by Harvey the suspended magnet is made to turn from its stable
position by having a relatively large lump of soft iron close to it. The author found that
the angular deflection of the suspended magnet was approximately related to the inverse
cube of the separation distance between magnet and soft iron. He then claims that as
evidence that “magnetism follows an inverse-cube law”.
The so-called magnetometer was really just a field-direction meter, it did not measure
field amplitude. It could be used to determine field laws using the local earth’s field
amplitude as a reference, but the field to be compared must be normal to the local field.
Then for small angles the angular deviation is proportional to the additional field
magnitude. However the experiment did not follow that procedure, the device compared
not linear force but the torque on the magnet due to the nearby soft iron. The actual field
direction that it indicated came from the vector sum of (a) the local earth’s magnetic
field, (b) the field from the soft iron as magnetized by the earth’s field and (c) the field
from the soft iron as magnetized by the proximity of the magnet. Because of the vast
difference in size between magnet and soft iron, range laws from (b) and (c) would be
quite different, so even a true magnetometer reading would not directly indicate the “laws
of magnetism”. Had the author included other variables (such as the size of the soft iron)
he would have found his inverse cube relationship not to be a universal law.
FWIW the “range laws” of magnetism can be almost anything you want depending on
where you do the measurements and over what distance. The 1/r^2 law applies to isolated
point poles, which do not really exist but can be approximated by long thin bar magnets.
If you get close to a practical pole face the inverse square law doesn’t apply, it can be
1/r^1 and even 1/r^0 when you get very close. At distances large compared to the
separation between the poles the bar magnet can be considered as a dipole obeying the
1/r^3 law. Somewhere between the distant 1/r^3 region and the close 1/r^0 region there
will be a region where say 1/r^2.5 applies, or 1/r^1.3, or 1/r^2.7,----you choose it
Harvey- Jan 12th 2007
I believe the Inverse Cube Law relates primarily to normalized fields (more spherical)
beyond the pole cantenoids. The actual density curves of a magnatized object more
closely resembles a ring toroid and the inverse cube center should be very close to the
minor radius center. In some cases we may find the field laps into a spindle toroid or even
resembles a near sphere throughout. Obviously with such a large variety of field shape
interactions applying the inverse cube law in these regions is impractical. My reference to
this law is simply to show the gradient exist and as such is subject to doppler shift.
The Delrin (or Acetal in the civilized world) is what I used for the early rotors and all the
stator bearing/magnet holders, and the 3.5 mm to 1/2 in shaft adapter. It is by far the
nicest plastic to machine. It has a sensual quality about it that is somewhat indescribable.
Why, when I first met Delrin...but that's another story.
Oh, and the mechanical properties are nice too.
I don't think the base-to-rotor distance is important, any more. I did until last night. My
mount doesn't allow me easily to vary that distance so I haven't experimented directly.
But, and please everybody note this well, I have a startlingly intense electromagnetic
radiation situation in my primary work area in the basement kitchen. I discovered this last
evening. My meter shows at least 25 milliGauss, and in most places 50-100+ mG, all
over the kitchen, especially from the wall (which contains, as I have tried to emphasize,
the power distribution panel for the house) near my tiny workbench. The high range of
the meter pegs out at 100 milliGauss!! And as I reported last night, if the device is
operating, I have to get completely out of the kitchen before the field drops below 50 mG.
My first guess about why this thing might do what it seems to do, since I am absolutely
certain that it cannot be anything that violates any conservation laws, is that it works by
the "RB effect". Others have pointed out problems with this theory, and I have not been
able to secure an adequately shielded environment to test it.
The other location where I have observed extended runtimes, and where the video was
shot, is a couple km from a ground-surveillance radar installation.
So, my friends, caveat constructor, but we are most likely chasing artifact.
pcstru4- Jan 12th 2007
What does reduction of flux density have to do with doppler? Surely a doppler effect first
and foremost is about the speed of propoation of the field (supposedly c) in relation to the
speed of the source. Any doppler should be as difficult to spot as sticking a bulb on the
circumference and looking for a red/blue shift in emmitted light.
@pcstru4
EM is just one example of doppler shift.
Moving your finger up and down in a pool as you move your hand produces doppler
compression in front of your finger. Sirens and train horns are often used to explain
doppler shift.
In this case we are talking about magnetic field density. Since the density changes the
farther away from the magnet we get, moving the magnet creates a change in relative
density. And in simple terms, the greater the density the stronger the attraction
“I was able to get a 12-to-1 resonance going. With the unit operating, presumably on the
one stator, I spun another stator magnet really fast gearwise, and it caught, and ran very
smoothly, I could tell the stator was spinning faster than usual, and I was amazed when
the tach confirmed it. 2 examples: rotor 1050, stator GW 12586. Rotor 1040, stator GW
12454.”
----------
This is interesting:
I bet the next sweet spot or ratio might be 20:1, so you got 4:1, 12:1, 20:,1 and then
28:1.
Or (1, 3, 5, 7 …) x 4
This indicating that it is one spot that need to be in sync, and between the sync spot the
“stator” magnet can flip 90° or 3*90° or 5*90° to show the same magnetic direction.
It would be very interesting to see more high speed picture taken to find the sync spot,
and compare with the 4:1 and 12:1 speed and see what position that is the most critical.
I guess the power that the magnets are providing is equal with the friction. So at a stable
speed the sync position is moved a little to compensate for the friction. If we put a load
on the system, the speed will go down some and the sync spot will move some degrees
like an electrical motor.
Harvey- Jan 12th 2007
@sveinutne
That is an interesting sequence.
I imagined that we could get a sync on any multiple of 4, however since the stator would
have to make complete rotations during this period there would be drag associated with
the shear and I suppose the rotor rpm would suffer eventually decaying below momentum
to sustain the sync.
But it may support my hypothesis for flux compression in that since the density would
increase with the rotational speed the extra drag is probably overcome by the increased
density. Theoretically then this could continue to saturation. Obviously conservation of
momentum plays a big part in the stators ability to keep rotating at these speeds and
demonstrates a sort of symbioses whereby the rotor gives up potential speed to the stator.
And this may be where Dirtfarmers dwell becomes important.
I think I would like to try a 4:1 belt & pully and see if we can get it sync'd. If so, then we
could do some experiments with 8:1 and so on. Plus, it could save some thumbs
I think 8:1 will not work if you have eight rotor magnets. Also a belt might be a
disappointment. I think the “stator” magnet is not running at a constant speed. The speed
might vary a lot depending on where it is in the cycle. If you can spin the stator magnet
up with an air gun or something, and then let the system find the sync by itself.
Also I think 4:1 will be easier to find then 12:1 or 20:1.
Doug said that when he was calling the magnet guys they commented something to the
effect that all the sudden people were ordering this one kind of magnet, and they ran out.
They didn't know why there was this sudden rush. I guess no one told them.
Al
one of the things I am considering is cutting the slots at an angle from the vertical so
the magnet must move against the applied forces to leave the pockets.
Again the epoxie is meant more as a filler than a glue.
I have also pointed out on a different thread that it is possible to machine in mechanical
strength to the glue(filler)/plastic interface
Sveintune & RB - you need more mass on the stators by the sounds of it, i've been
playing around today and the stator needs to carry a fair bit of inertia to reverse-sync. I
tested it ad absurdum using a tiny stator and no matter what, the thing immediately
reverses back to gearwise lock. Conversely, heavier stators seem to get progressively
easier to reverse-sync. Haven't hit an upper limit yet...
The forces accelerating and decelerating the stator are not changing, but the amount of
time the stator is subject to the force are changing with RPM, so as the device speeds up,
the stator starts to rotate at a more uniform rate. At a slow speed the stator will get VERY
slow at it's slowest point and the system will become unstable.
See the gain2a image for a close-up of the magnet position sketches, indicating which
time is in question.
http://www.geocities.com/deasyart/steorn/OCAL_gain2a.JPG
http://www.geocities.com/deasyart/steorn/OCAL_gain_composite.JPG
Note that my sim may not be quite comparable with Al's and OC's system - since I have
the rotor magnet aligned radially - I don't plot the N of the Rotor out of laziness - it lies
toward the centre: but it is the Rotor S interactions that are the main ones as shown
Harvey- Jan 12th 2007
@ Dirtfarmer
You are correct. There is a definite relationship between the magnetic mesh of the two
radii. As most will notice during 'gearwise' movement the 'coggy'ness demonstrates a
long tangental slip of the stator between axial magnets where the stator tends to 'flip'
along the Bloch wall.
During AGW operation this slip area is traversed by the stator in a smooth rotation and
shears at the Bloch Wall. Thus the stator field diameter and the rotor field diameter are
important to proper sync.
@ Dirtfarmer
Ratio 8:1
My numbers above are quickie ballparks to show just one possible configuration.
EDIT: I took the radii from http://www.ospmm.com/whipmag but my ratio's off the pics
gives some other numbers. It appears from 3 different angles I keep coming up with the
stator mags at .625 if the rotor is 8". Hmmm.
OC- Jan 12th 2007
It IS 8 to 1 IF the rotor magnets are mounted in a chained fashion, all pointing the same
direction. But in the alternating fashion required by my design, they only rotate 1/2
revolution per rotor magnet. Part of the WhipMag mystery.
http://en.wikipedia.org/wiki/Doppler_effect#Analysis
I fail to see why the 'propagation' of magnetic density needs to change for the
effect to hold but I suspect it occurs at or near the speed of light so its really a
non-issue.
The important thing here is that the 'relative density' of each magnet on approach
is greater than the 'relative density' on retreat. The frequencies were are dealing
with here is the MGOe/Br * approach speed. This is in the realm of accoustics not
light.
Of special note is the relative attraction of the stator to the rotor during both AGW and
GW sync. I am convinced the Bloch Walls of both the stator and rotor mags were
syncronized in my tests. I will have to try and rig up some stroboscopic tests to confirm
however. This places the rotor and stator in a very high ratio of attraction. by having a
portable stator I was able to test out different zones. Sync would normally occur at about
1.5" stator field center to rotor field center. The pulse width was about 45ms so the
frequency was near 22Hz or 1320 RPM on the stator and about 330 rpm on the rotor.
When I get my videos done you will see that stator at rest is in opposition to the rotor in
all postions and actually moves away from it. Once sync'd it is just the opposite, it
gravitates toward the rotor and today, I confirmed this effect is valid for both AGW and
GW modes.
vibrator:@loreman - yep i remember your question re. magnets closing at C. The funny
thing is, even within a hare's whisker of C, in free space the field shape remains
symmetrical in front of the magnet as behind it, and the same goes for two magnets in
head-on collision at such speeds. I hadn't thought of Doppler then for the same reasons i
still don't see it now.
To continue the experiment: In this case we have two magnets approaching with
opposite poles so they are attractive. The flux density of each begins to interact as
they approach. First we have low density interaction, then higher and higher
density interaction until the poles are tangent and physical restraint prevents any
further approach. If the approach is slower, is the density interaction over time
different? If this interaction is based on the density gradient, then does changing
the speed of approach alter the timing and thus frequency of the interaction? If,
then, each magnet becomes an observer for the other magnets approaching field,
does doppler shift occur for the foregoing? And if so, how would it be
manifested?
AFAIK, the Bloch walls are domain walls - relative inhomogeneities in the lattice, whose
motion nucleates domain pooling as B increases. It doesn't refer to the null zone between
poles.
Harvey, unfortunately the discussion's too close to the bone for me - i just can't contribute
the points i see as relevant and which might support your hypothesis, due to NDA
constraints.
What i will say is that Doppler applies to emmitted signals, which have their own
velocity relative to the source. As fas as i'm aware an object's magnetic field shape is a
static property of the material - a spatial extension of it, so its velocity in free space is
dependent only on the relative source/observer velocities. In other words, if H can
experience Doppler shift, all matter should be likewise amenable.
andromeda- Jan 14th 2007
In a nutshell (and relatively plain English) ...
'Domain' wall refers to a 'demark' between any two domains of any given polarity.
'Bloch wall' refers specifically to the domain wall between (isotropic) domains of
opposing polarity.
Allegedly, theoretically, as per several university level physics programs I studied a year
ago in preparation for the SPDC ... during application of a reverse B field to an
(isotropic) lattice, the Bloch wall between opposing domains will "push" or "shift" as one
domain begins to shrink and the other grows. Up to a point, this effect is reversible, ie if
the B field is removed, the domains will return fully, or near so, to their original state.
Depending on the "hardness" or "softness" of the magnetic material (magnetic hardness,
not mo's scale of material hardness), after a point of criticality, the domains will
irreversibly "flip", ie. adjacent opposing domain(s) will fully reverse polarity and remain
reversed after removal of the induced (applied) B field.
Interestingly, when working with especially hard magnets, such as Nd based materials,
the intensity of field required to fully flip the domains will be relatively high and the
material can actually be driven into the third quadrant of opposing polarity at sub-critical
levels of induction, ie "the knee" of the BH graph falls below the x-axis. In other words,
hard magnets can flip polarity and return their original state without a reverse field
applied.
Keep in mind that the current or previous state of polarity or magnetization is important
to defining just what constitutes a "reverse" field. In other words, assuming a "poorly"
magnetized or partially magnetized or somehere less than saturated magnet, any field
might be "reversing" as seen by some domain somewhere.
Typically, broadly opposing domains will be found in a previously saturated and/or then
partially reversed magnet...which is not easy to accomplish with hard materials such as
Nd. In other words, if you apply enough field to reverse some domains of an Nd, you
pretty much guarantee an avalanche of all the domains. Hence the "square" characteristic
of the j graph of intrinsic magnetization ...as opposed to merely the induced B field
characterisitic (which works fine as an assumed magnetizationfor softer materials with a
high knee and shallow fall line).
That fall line can also be extrapolated to indicate a time factor leading to your viscosity
issue which some people seem to be trying to get at here, if I understand what they were
trying to say ...
but nobody has even begun to do the math or conduct real experiments to test for any
hypothesis that I can see much less backed off a tight framed shot of their rig which begs
all sorts of questions ...
In any case, in all cases, to my ear, it sounded like the stator that was making the noise
that everyone sems to be keying on, not the main rotor. In other words, the relatively low
mass stator being spun up (or possibly maintained) by what may or may not be a steady
state rotor.
At the end of the day, until someone hooks up a tacho and samples it all for real...your
eyes and ears cannot say what is even happening for sure. And I think Al should know
that.
Have a look at this latest annotated plot of mine - I think it shows rather well how the
dips and peaks in the RPMs correspond to the stator N and S approaching and receding,
at their higher spin rate, w.r.t. the slower moving rotor pole (N in this case dominant as I
have a radial sim and the S is so far away it's negligible).
http://www.geocities.com/deasyart/steorn/OCAL_frames_110.JPG
I'm with you there RB, As I see it, once the stators are set to spin AGW and the
right speed is reached, the rotor magnets lightly stroke the stator with there
repulsive fields at reduced force due to lag. The momentum of the stator needs to
be sufficient to resist this reversing force, and once it has rotated the field around
enough it received the full repulsive kick which accelerates the stator away from
the rotor.
This, by nature also accelerates the rotor, as Al found out. :big grin:
COnclusion, The mass of the Stator and the loosness of the bearings is critical..
There is a similarity with the original stop start device of Steorn.
It too required two axis. Sean said so in this public forum may moons ago.
He also said (paraphrasing) that through cunning engineering, the excess joules had to be
ferreted away for a short time (during the stop phase) and then some of them used to kick
start the next movement around the cycle. The excess were available as "free energy".
Is seems that Al's AGW stator is doing just that. Accidental Cunning Engineering
Other assumptions gleaned from other posts: rotor mass = 258 grams, diameter = 5 ¾”,
radius = 2.875” = 73.0mm. The moment of inertia I = 6.88 kg.cm^2. At 1250 rpm, the
rotational kinetic energy of the rotor disc is 5.89 joules.
The simplest case is that all drag force is bearing friction. The resulting motion equation
is
w(t) = Wo + Ao.t
The negative sign on power indicates a loss. To maintain 1250 rpm requires a steady 84.2
milliwatt input.
The more complicated case assumes that bearing friction is 20% of the value estimated
above, and that air friction (a velocity-dependent viscous drag) of the spinning rotor
accounts for the remaining loss. The resulting motion equation is provided analytically by
solving a linear non-homogenous differential equation with initial condition w(0) = Wo:
where b is the coefficient of rotational viscous drag and C = -b/I. This describes a quasi-
exponential decay of angular velocity from Wo=131 to 0 radians/second. Solving for
w(t)=0 at 140 sec with Ao = -0.187 rad/sec^2 (20% of the earlier figure) yields C =
-0.190 rad/sec, b = 0.0131 millinewton meter seconds. So the drag torque and initial
power dissipation are
To maintain 1250 rpm requires a steady 241 milliwatt input. When power is removed,
50% of the kinetic energy is lost within about 20 seconds.
Compare these results to those which assumed bearing friction alone. This shows that it is
essential to measure velocities at several points as the system winds down, not just the
total run time, so that the losses can be accurately partitioned between viscous and
velocity-independent components.
Numerical solving (4th order Runge-Kutta) provided the same results and decay curves
for w(t) to better than 1ppm of the analytical method.
Now I’ll comment on the other experimental conditions, relative to the condition
analysed above.
“With rotor magnets installed, stator magnets installed, stator magnets free to move but
not spinning, rotor initial rpm 1250, rundown time ~120-125 seconds.”
Run time is about 10 seconds less than when stators are omitted. The rocking of the
stators causes slightly increased friction loss. Perhaps some eddy current is induced in the
stators, another loss.
“Same as above but with stator magnets (3) spinning gearwise, initial rpm 1250, rundown
time ~ 90-100 seconds.”
Increased bearing friction and air drag on the spinning stators, and eddy currents induced
in the Judson Dampers by the stators rotating nearby cause losses that decrease run time
to its shortest value.
“Same as above but with stator magnets screwed down hard to baseplate, not moveable,
initial rotor RPM 1250, rundown time ~110-120 seconds, with a distinctly ‘coggy’ feel
and a reversal of direction at the very last revolution.”
Same basic result as when stators were ‘free to move but not spinning’, but couldn’t get
over the last ‘cog’ to run unhampered for another 10 seconds in the same direction.
Over to you for questions and/or comments. (Criticism is discouraged from those who
don't know the difference between a newton meter of energy and a newton meter of
torque )
To assess the drag forces in this system, I have analysed the experiment: “stator magnets
removed and far away, initial rotor RPM 1250, rundown time ~ 130-140 seconds”.
Other assumptions gleaned from other posts: rotor mass = 258 grams, diameter = 5 ¾”,
radius = 2.875” = 73.0mm. The moment of inertia I = 6.88 kg.cm^2. At 1250 rpm, the
rotational kinetic energy of the rotor disc is 5.89 joules.
The simplest case is that all drag force is bearing friction. The resulting motion equation
is
w(t) = Wo + Ao.t
The negative sign on power indicates a loss. To maintain 1250 rpm requires a steady 84.2
milliwatt input.
The more complicated case assumes that bearing friction is 20% of the value estimated
above, and that air friction (a velocity-dependent viscous drag) of the spinning rotor
accounts for the remaining loss. The resulting motion equation is provided analytically by
solving a linear non-homogenous differential equation with initial condition w(0) = Wo:
where b is the coefficient of rotational viscous drag and C = -b/I. This describes a quasi-
exponential decay of angular velocity from Wo=131 to 0 radians/second. Solving for
w(t)=0 at 140 sec with Ao = -0.187 rad/sec^2 (20% of the earlier figure) yields C =
-0.190 rad/sec, b = 0.0131 millinewton meter seconds. So the drag torque and initial
power dissipation are
To maintain 1250 rpm requires a steady 241 milliwatt input. When power is removed,
50% of the kinetic energy is lost within about 20 seconds.
Compare these results to those which assumed bearing friction alone. This shows that it is
essential to measure velocities at several points as the system winds down, not just the
total run time, so that the losses can be accurately partitioned between viscous and
velocity-independent components.
Numerical solving (4th order Runge-Kutta) provided the same results and decay curves
for w(t) to better than 1ppm of the analytical method.
Now I’ll comment on the other experimental conditions, relative to the condition
analysed above.
“With rotor magnets installed, stator magnets installed, stator magnets free to move but
not spinning, rotor initial rpm 1250, rundown time ~120-125 seconds.”
Run time is about 10 seconds less than when stators are omitted. The rocking of the
stators causes slightly increased friction loss. Perhaps some eddy current is induced in the
stators, another loss.
“Same as above but with stator magnets (3) spinning gearwise, initial rpm 1250, rundown
time ~ 90-100 seconds.”
Increased bearing friction and air drag on the spinning stators, and eddy currents induced
in the Judson Dampers by the stators rotating nearby cause losses that decrease run time
to its shortest value.
“Same as above but with stator magnets screwed down hard to baseplate, not moveable,
initial rotor RPM 1250, rundown time ~110-120 seconds, with a distinctly ‘coggy’ feel
and a reversal of direction at the very last revolution.”
Same basic result as when stators were ‘free to move but not spinning’, but couldn’t get
over the last ‘cog’ to run unhampered for another 10 seconds in the same direction.
Over to you for questions and/or comments. (Criticism is discouraged from those who
don't know the difference between a newton meter of energy and a newton meter of
torque )
On perseverance:
--It took me literally days of spinning and experimenting before I had a hint that
something interesting might be happening--the decreased rotor drag that I first noted
before the holidays. After that, more days of trial and error and serendipitous mistakes
before I even found the AGW rotation modes. By Accident! So don't get discouraged if
nothing seems to work--you may not have the right components or something, or it's not
put together right. Recall also that about half my magnet-bearing pairs are ineffective.
--I would guess that most people will get decreased drag and increased rundown times if
they get the magnets right. But extended run times like I saw are probably a result of
some EM interaction that's happening in my apartment and at work. For sure it isn't
anything like OU.
(http://www.monstermagnete.de/catalog/advanced_search_result.php?keywords=Z06)
...sells an N35 cylinder magnet that is 6mm (.24 in) in diameter and 15 mm (.59 in) long.
Here's what it has to say about it:
<<<
Diameter(d) = 6 mm
Height(h) = 15 mm
Material/grade: N35
Residual induction KG(mT) = 11.7-12.2 (1170-1220) = 1.1 Tesla
max.operation temperature = 80 °C
So, each of these eight little magnets can lift over 3 lbs. That gives me an idea. So, what
does "N35" mean anyway? This page:
http://www.stanfordmagnets.com/magnet.html#grac
...discusses it here:
<<<
9. How to Choose the Correct Grade of Permanent Magnet Materials
Selecting a grade is the next step, once you have decided which permanent magnet
material is best for your application. Generally, a grade indicates the Maximum Energy
Product of a magnet. For instance, Grade 32 implies the (BH)max is about 32 MGOe. A
higher grade of permanent magnet has a better performance. However, higher grade is
usually associated with a higher cost. Taking sintered Nd-Fe-B magnets as an example,
the price of Grade 45 is twice and even more of that of Grade 33. Other property
parameters, such as Br and Hci, also need to be considered in selecting a grade. One way
to select the suitable grade for your application is "trial and error". You can purchase the
several magnets with different grades (some suppliers have these magnets available on
their shelves) and try each grade until you find one right for your application.
>>>
...and here:
<<<
Maximum Energy Product, (BH)max.: There is a point at the Hysteresis Loop at which
the product of magnetizing force H and induction B reaches a maximum. The maximum
value is called the Maximum Energy Product. At this point, the volume of magnet
material required to project a given energy into its surrounding is a minimum. This
parameter is generally used to describe how "strong" this permanent magnet material is.
Its unit is Gauss Oersted. One MGOe means 1,000,000 Gauss Oersted.
>>>
Most of the overunity.com replicator crowd seems to be using N42 magnets from
http://www.kjmagnetics.com. I wonder whether that is throwing off the effect
considering that some effort has been made to, otherwise, keep the same dimensions as
Al's rig?
Whoops - now I'm seeing that gauss and gauss Oersted are different animals altogether
and likely can't be contrasted.
The N in the N35 just means it's a Neodymium magnet. I think Samarium Cobalt
magnets start with S, Alnico's start with A etc. There are 2 components needed to work
out the rating, (which is also known as BHmax). One is B(r) which is the strength the
magnet holds when not in the presence of another field and I think H(c) which is the
strength of an opposing, (repelling), field needed to demagnetise the magnet. The 2 kind
of plotted together on a graph form a square and the greater the area the greater the grade
of the magnet. The grade can also be measured as KJ/cubic metre as well as MGOe.
MGOe = megagauss-oersteds. I don't know how this relates to Gauss values to be honest.
I think someone recently stated that a magnets field strength decays by an inverse cube
amount but I only know the basics. No doubt some one will educate you, (and me),
further.
A magnet can be partially demagnetized based on the magnetic load placed upon it. This
effect is normally studied by looking at the second quadrant of the hysteresis curve of the
magnetic material, also referred to as the demagnetization curve. Typically, this is the
only section of the hysteresis curve that is reported for a hard magnetic material. This
curve shows the response of the magnets delivered flux into the space around it (B) to the
demagnetizing force (H) imposed on the magnet. To assess the performance of the
magnet material in a given situation, the user should calculate the ratio of B/H (taking
care to ensure the conformity of units). Once this ratio is calculated a line is
superimposed on the demagnetization curve, as below for a B/H ratio of 0.8 (note that the
illustration shows four demagnetization curves to reflect different operating
temperatures):
http://www.mceproducts.com/_img/intranet/DemagGraph.gif
The curve of interest that we are comparing our blue line to is the diagonal red line, the
demagnetization curve. Notice that each of the diagonal lines has a bend in it,
colloquially referred to as the “knee” in the curve. If the blue line, which shows the
working condition of the magnet crosses above the knee in the curve, then the magnet is
operating in its safe linear region and should perform as expected. If the magnet’s load
line is below the knee on the curve, the magnet will become demagnetized and damaged.
It is also important to notice that the knee gets higher with increasing temperatures,
which reflects the material’s increasing vulnerability to demagnetization at higher T.
The poles on the stator seek the opposite pole on the rotor. The magnetic equators align
with very little shift.
Too little mass an you won't be able to sync as the repulsion overcomes the inertia.
From these we also realise there are limits to the speed at which the device will operate.
When and if this ever becomes a production device special stators would need to be
constructed to adjust the mass as needed to allow for various ranges.
As more data is gathered I believe we will find this to be a CoM machine that shapes
greater field density into the leading zone and lower field density in the trailing zone.
OC will be happy to see that the stator does 'flip' slightly as it pushes through the narrow
repulsive zone into the wider attractive zone if the stator is imbedded into the field.
I found that things smooth out when a true 4:1 magnetic circumference is obtained, and in
this position the stator traverses with a relative smoothness through the repulsive zone.
Now, what to do to get a 'self-runner'. Is the key in this traversal zone? Is the shape of the
fields in this area create a differential in Mass-H relationship that has the effect of adding
KE in a resonant manner?
I believe it is possible to establish a magnetic equivalent of a satellite orbit and that this is
what we are witnessing. A balance between interia and an attractive force.
Cheers
Harvey
I've reproduced the waveforms Al posted using my Mock Up, and many have achieved
AGW sync. Some are attempting exact replicas (something I recommend both AL and
OC should do to pin down tolerance anomolies). Others have created wide variants based
on principles alone. As of yet none have acheived sustained operation or acceleration as
AL has and everyone involved is anxious to identify the cause.
A magnet can be partially demagnetized based on the magnetic load placed upon it. This
effect is normally studied by looking at the second quadrant of the hysteresis curve of the
magnetic material, also referred to as the demagnetization curve. Typically, this is the
only section of the hysteresis curve that is reported for a hard magnetic material. This
curve shows the response of the magnets delivered flux into the space around it (B) to the
demagnetizing force (H) imposed on the magnet. To assess the performance of the
magnet material in a given situation, the user should calculate the ratio of B/H (taking
care to ensure the conformity of units). Once this ratio is calculated a line is
superimposed on the demagnetization curve, as below for a B/H ratio of 0.8 (note that the
illustration shows four demagnetization curves to reflect different operating
temperatures):
http://www.mceproducts.com/_img/intranet/DemagGraph.gif
The curve of interest that we are comparing our blue line to is the diagonal red line, the
demagnetization curve. Notice that each of the diagonal lines has a bend in it,
colloquially referred to as the “knee” in the curve. If the blue line, which shows the
working condition of the magnet crosses above the knee in the curve, then the magnet is
operating in its safe linear region and should perform as expected. If the magnet’s load
line is below the knee on the curve, the magnet will become demagnetized and damaged.
It is also important to notice that the knee gets higher with increasing temperatures,
which reflects the material’s increasing vulnerability to demagnetization at higher T.
Therefore if the stator is too light, the stator will go too fast in the accelerations and
slam into the wall of repulsion, if the stator is too heavy it won´t react fast enough and
it will slam into the wall of attraction. The trick is getting a dribble of one or the other.
In this femm graphical representation of the interacting fields we need to stay in the blue
zones to escape with energy
this was done
"guys,
I was looking at the stills and videos of Al's unit again and it seems to me that some of
the rotor magnets are not centered, or so it seems. can some one take a look and confirm
this? I was wondering if this "imbalance" of the magnets may be a key."
I would take ratios for this analysis: Octogon Corners:Magnet spacing. Then
compare the ratios. That way you account for the parallax.
If we have a differential, then you are changing the field density and there must be
an exchange of inertia to compensate. If there is resonance such that drag is
reduced or cancelled by the exchange (Magnetic Reactance = 0) then this may be
a key.
The natural tendency of the device is to conserve momentum. Altering the 'length'
of the field changes its density. When the rotor encounters a density out of sync
with its inertia it will go through an adjustment speeding up or slowing down as
necessary. When these adjustments become resonant its possible to reduce the
magnetic impedance.
This is the continuation of Vid 1 and shows the manner in which I identified the pole
faces of the stator. I rewound the tape; so the beginning of this one overlaps the end of
Vid 1. It's a bit boring, but it does provide the necessary labels to reduce the associated
confusion.
In addtion, I watched the entire sequence again and using pause at the critical points was
able to see clearly each pole's association. There are other tell tail markings, a glue blob
and a missing fan blade that help ID the orientation as well.
So, from the two AGW strobe recordings I have made thus far I have learned that
excessive mass (or magnetism) seems to create erratic shears. I will be testing this
further by increasing the mass but keeping the lower magnet strength.
p.s. I have found my capture card but I'm not sure the drivers are still available. If I can
get that working the quality of the videos should improve. At that point I will take an
overhead shot and set things up a little more professionally.
Until then, if we can get other testers and replicators to post their AGW stroboscopic
shots it would be helpful.
riterX:
MeggerMan:
@Al, one question/test for you, if you stack two of the
rotor magnets in a plastic tube in repulsion, what is the
gap that seperates them?
I know the gap from a N42 1/4"x1/2" rod.
Regards
Rob
Good test.
Almost exactly 3 cm, maybe a rch more, like 3.05 or so.
Of course, density is unknown.
Regards
Rob
Al- Jan 19th 2007
@Rob--maybe, I just don't know. I don't think so though, they certainly don't seem as
strong as the 834DIA stators.
@CLaNZeR--I will email you and you can send me the login. Thanks--it's just the dual-
trace scope readings that Harvey wanted to see.
Just remember that each voltage peak represents the highest rate of change of
magnetic flux through the coil, not the highest flux. So for example a positive
peak might represent a rapid switch from N to S, and a negative peak is a rapid
switch from S to N.
That said, the symmetry_t#.jpg scope traces are not surprising. The upper and
lower traces show basically the same thing, displaced in time in time because of
the angular difference between the coils. The coils are apparently hooked up in
opposite polarities, consistent with being hooked in series and grounded at the
center tap.
The readings from the two coils in dual_1.JPG are likely different because the null
of the stator field lags a few degrees behind the null of the rotor field, so the coils
do not see the same flux changes vs rotor angle. It would be interesting to see if
the upper and lower traces reverse if the rotation is reversed, or how they change
according to RPM.
Dirtfarmer- Jan 19th 2007
modervador,
A few questions,
2. The 6 peaks per period are probably because of the same changes in rotor flux in
symmetry_t2 and dual_1, however in dual_1 the stator flux superimposes on the rotor
flux to alter the shape.
3. I'm unsure of the energetics of this. The flux through the coil is proportional to the
integral of the voltage, but the integrated force of attraction between rotor and stator on
the "upspin" and "downspin" regions is not necessarily the same as what could be
discerned from what the coil measures at this position.
It shows how we can get a positive torque for both the rotor and the stator.
Before I get too carried away here, we need to wait with the champagne till this has been
triple checked.
It shows that the stator needs to deviate from a constant speed to get a gain. In this
simulation this is taken to the extreme where the stator almost stops at the close passing
of the rotor magnet, and gets maximum acceleration. As speed picks up the momentum of
inertia increase and the torque from the magnets will give less change in speed. This will
give less extra torque, and the power gain will be less.
So with a stator with high mass or momentum, it will be more easy to get into AGW
locking, but the inertia will soon be too high for further increase in power. With a lighter
stator it might be difficult to start, but at higher speed it will still fluctuate and give better
torque.
Personally I thought my stator was too light, so I put lead inside it. It helped in getting a
more easy AGW lock, but I do not see the OU any more. The first day before I added the
lead, I had a gleam of what Al might have felt when his rotor started to spin by itself.
So maybe I will remove the lead and see if I still can get an AGW lock.
When I was testing last night with a motor driven stator magnet in AGW rotation the
stator magnet wobbled a lot.
It could be that drill holes for the stator/holder (bearing side or magnet side) were off
angle which may explain why some stators work and others don't even though the
magnets in them are identical.
Could you check this for me as I have an idea this could be the vital missing link.
Another test you could try is using a couple of fibre washers cut in half to mount the
stator diliberately at an angle to the rotor.
Maybe this will enable the sync to work better, or to allow stators that did not work
before to work now.
Regards
Rob
I broke some fins on my mockup stator so I dremeled them all off and put a washer
down. The extra mass of the washer was very counter productive. Not only does it
not sync AGW and barely syncs GW it puts a serious load on the rotor sync'd or not.
.
Hence my post elsewhere regarding the critical nature of both the mass and M value
We need the Math!
@MrEntropy
Yes, at BR's suggestion I first commented out all lag /Sv / viscosity and then even BH
movement (magnetisation) as BR thought my gain was due to that. To my surprise even
after switching all that off I still got the same gain. As you can see by my posted graphs,
the gain now seems to be due to the stator N being nearer to the rotor N at the positive
torque phase than at the negative torque phase. THis makes the push stronger than the
pull and is an effective lag due to motion.
Tomorrow I will implement the mod I worked out after BR queried my 'fudge' factor on
the stator torque. I don't think it will make a difference, but watch this space!
As for that Nov 6th comment - that was back when BR queried my results for the static
stator case - he had sugggested putting in 1/R and not 1/R**2 for the force to see if gain
went away - it didn't, so I re-instated the physically more realistic inverse square law.
Then replace
I'm going to implement that tomorrow, along with the 5g. Maybe you can lug into your C
++ and beat me to it?
I added some blue tack and took the Correct Stators to 10g and latches very easly now as
shown in this video.
On this chart I moved the stator magnet closer as you can see by the sharper decline in
accelaration.
This one latched at around 350rpm .
I need to video the wheel and Tacho at the same time as logging so we can tie this all in
to when it latched etc etc. Will see if I can get one of the kidz to assist LOL
Or is it the straight section between 8 and 13 time units which is the synch period?
By the way, Svein said this a few hours ago in the Petition thread:
"So with a stator with high mass or momentum, it will be more easy to get into AGW
locking, but the inertia will soon be too high for further increase in power. With a lighter
stator it might be difficult to start, but at higher speed it will still fluctuate and give better
torque.
Personally I thought my stator was too light, so I put lead inside it. It helped in getting a
more easy AGW lock, but I do not see the OU any more. The first day before I added the
lead, I had a gleam of what Al might have felt when his rotor started to spin by itself.
So maybe I will remove the lead and see if I still can get an AGW lock."
This time 0.05 sampling rate and also Dummy Run with no Stator to compare.
If it makes any difference, I believe the photo you referenced was a flash photo taken
while the unit was in motion.
The bearings are very ferromagnetic, but they seem not to lock up as I would have
expected, maybe due to the diametric magnetization of the outer race and the free-
spinning of the balls and the inner race.
The answer to the test question is about 10.5 cm.
"Test2:
Using a piece of plastic tube slide the magnet and bearing onto it and measure the
maximum gap before the bearing falls off from its own weight overcoming the attraction
force."
I don't want to do this test right now, as the only bearings I have of this type are mounted
with magnets, and I don't want to disassemble any of them, for what should be obvious
reasons.
"Test3:
Using a tube that the rotor magnet can fit in, measure the repulsion distance between like
pole of the stator ring magnet. Setup should look like and exclamation mark!"
The answer here seems to be, magnet in holder with bearing, about 3.5 or 3.7 cm. A bare
magnet gives roughly the same, maybe, strangely, a few millimeters less. I don't really
have a good tube here, the tube I'm using might have some drag.
@ Clanzer
It is really good to view the real life dynamic data you have provided.
The data clearly shows rotor loading esp. after sync as the KE of the rotor is transferred
to the stator.
Now for the hard part. We need you to plot data for different speeds without changing
any other parameters. I am hoping to see some flat lining with the rotor at speeds between
1000 and 2200
-----
Magnets themselves can have different domain orientaions from the physical shape but in
Al's case he very carefully (As I Recall)mapped the equator of each and determined them
to be accurate.
However, as Slash noted above, moving the magnets in the chord can produce variations
in the field shapes. For instance, pushing all the marked ends (we'll arbitrarially call this
north) together such that the south ends are much farther apart would produce an odd
scallop effect with sharp N fields and rounded S fields. And the dwell time N would be
small while for S would be large. So we trade density for dwell. This would cause the
stator to have to speed up and slow down for each rotation necessitating a resonance with
inertia to function at all.
With all due respect old boy, the needle on your meter is pushing redline.
I read that but didn't understand what was meant by "moving the
magnet in the chord".
Is this some analogy to the chord of an airfoil ?
As for the procedure of measuring just place the probe on the face of the magnet pole and
compare the readings with what you'd get by placing the same probe on the same place
on the face of a pole of another magnet. That's very rough estimate but will give you
some idea.
Al's Separation:
30.5 mm = ?
N42 Separation:
34 mm = N42
S
|
|
|
N
separation to be measured
N
|
|
|
S
N
|
|
|
S
separation to be measured
S
|
|
|
N
Edit Also concerned that whether the rod magnets are precisely cantered. It would only
take 0.25mm to be significant.
At lower speed there must be a driving force higher than the losses at lower speeds, at
least in Al's first video.
Also at lower speeds the avaraging effect of the stator will be less. There is most likely a
wobbling phase effect.
This effect will still be there at high speed but less, due to the higher flywheel effect.
Mmmmmmm, need to think a bit longer on this still....
Al's setupKE Gain: Negative for inital stator angles 30, 40, 50, 120, 210, 300, 330 deg.
(though for some of these the rotor spun down, giving peaks of gain of about 0.01 J
briefly (just PE -> KE -> PE peaks)
before the gain is converted into a loss of hundreds of Joules!)
The mass of the stator was the first parameter I tweaked to go from my 'old' sim to the
OCAL one. In the old sim, it was rather low at 0.0025 kg. A figure quoted for OCAL has
been 10g (5g for the magnet and 5g for support, holders ec.). It seemed unrealistic to
have anything much lighter, so I set it to 10g.
However, with this heavier stator the gain disappeared!!
Thus it seems the gain is very sensitive to weight of stator. It would be good to get it
down as low as possible. Since you had to zonk it up with blue-tack, you might have had
a light stator to start with: I would take off the blue-tack if I were you.
In order to balance the heavy stator, I thought to increase the rotor weight. At 400g, the
gain was there again ! But it was only 0.0015J - less than a tenth its previous value. If I
increased to 800g I got 0.004J and there was little to be gained by increasing rotor weight
further. So I adapted a weight of 800g to be consistent with stator weight 10g.
Next magnet strength was considered: my old sim had stator stregth 0.2T - which I
believe is what OCAL had. But my rotor strength was only 0.05 Teslas. I now increased
it to 0.10 Teslas, which I believe was closer to OCAL's value. This had a positive effect
on the gain, increasing it to 0.017 J : almost what we were getting for the old sim.
By the way - I always have start speed of rotor about 190 RPM and set stator to be
always in 4:1 AGW synch..
edit: ok i take that back, its probably slower than 4620, so youve gotta divide by
something. im too tired to try to do math or think
And in answer to dear Babcat's famous question: Leaving aside aber0der's point below (I
believe the Bible because the Bible tells me to, and so forth) consider the following
points: Either the unit runs of itself ( free energy, OU, cohering the zero point, whatever),
or it doesn't (motor and batteries, the RB effect, cosmic ray inertial transflux, whatever).
And either I am lying about it, or I am not. So there are 4 distinct possibilities. 1) Free
energy device, and I am telling it just like it is (the answer to our prayers). 2) Free energy
device, and I will lie about it (to get everyone off my back and keep the profit for
myself). 3) No free energy device, and I am telling it just like it is. (The real case, by the
way.) 4) No free energy device, and I am lying about it (hoax of some kind).
Now, obviously, my motivation to lie is strongest in Case 2, if there was a real free
energy device like the "WhipMag". If I did have a functioning permanent magnet motor,
it would be to my great advantage, at this point, to lie about it and to say that it was fake.
Right?
So OK, Babcat, just for you: It's got a motor and a battery in it. Somewhere. A
transparent motor and a glass-battery.
(but actually Case 3 is the real deal).
Magnetic induction of the twelve virgin N42 1/4"OD x 1/2" rod magnets (just arrived) is
as follows:
kgauss
S N
4.42 -4.48
4.57 -4.30
4.56 -4.37
4.56 -4.43
4.48 -4.28
4.62 -4.43
4.58 -4.51
4.66 -4.77
4.60 -4.57
4.58 -4.38
4.62 -4.47
4.61 -4.50
The vertical separation of couples of N42 1/4"OD x 1/2" rods placed in repulsion both SS
and NN is approximately 31mm. Needs a more snug clear tube to avoid the tilting,
although quite small, of the magnet couple, to improve accuracy of measurement.
One thing that seems evident is that there is no measurable degradation of the used neo
magnets compared to the virgin ones. In both sets studied, however, there’s a difference
in the absolute value of the average magnetic induction measured for the S compared to
the N pole for the same precision (standard deviation), that precision slightly varying for
the N pole. Someone curious may do some further tests such as student t-test to see how
significant that is but that doesn’t seem to be necessary.
My gaussmeter is F.W.Bell Model 4048
Dynz- Jan 27th 2007
Man, this is a great video(Note: the strobe video, Al's third)... I have been drawing out
magnetic field lines at different stages of rotation, and it seems as though the dampers
would have a noticeable effect on the spin of the stator... Their position is such that the
one on the top would create an induced clockwise field at the same time as the one on the
bottom would create an induced counterclockwise field. (I am assuming the dampers are
just chunks of aluminum)
The way the rotations are syncing, these induced fields would help pull/push the stator
around AGW. This could explain the anecdotal evidence we have been hearing about
dampers making sync easier.
If this is true, the position of the dampers will matter. You want them close enough to the
stator to influence its spin, but far enough apart that they are moving through opposite
magnetic fields (from the rotor) at the same time.
Also, this would help explain why there seems to be a necessary rotational velocity
before we can achieve AGW lock. Up until a certain point, the oscillating field induced in
the damper would be too weak to do much to the stator... It is a bit of a weird situation,
because the induced fields are going to vary with the speed, while the PM fields are going
to be relatively constant.
Background: The fact that AGW lock does not occur until a certain rotational velocity is
met is a huge mystery to me. As far as I can think it through, the only material*
characteristics that would be changing with rotational velocity are the strength of any
induced magnetic fields/electric currents, and "magnetic lag" (which I am not convinced
about in general, and certainly wouldn't seem to have an effect here regardless.)
* - frictional coefficients will change too, but it doesn't seem like this would account for
the behavior.
My point is that the same resonance should occur at any speed, excluding induced current
and/or some sort of "magnetic lag" effect.
- The ratio of rotary velocity between the rotor and stator would be the same at any speed.
- Inertia is dependent on mass. The mass is constant and so the inertia will not change.
(the momentum changes, but because the mass is constant, this just the same as saying
the velocity changes, which shouldn't matter for setting up the "resonance" as long as the
ratios are constant)
- Magnetic effects may change at different speeds, however the changes should be either
as a result of eddy currents (induced electrical currents) or "magnetic lag"
--- Eddy current strength will change with speed, and could give one explanation as to
why the AGW lock only occurs at certain RPM.
--- "Magnetic Lag" (the time it takes for magnetic domains to align in a chunk of
ferromagnetic material) would also be something that gave a variance with speed,
however I can't see how it would make a difference here - The aluminum dampers are not
ferromagnetic, and the magnets themselves are not going to be doing a lot of domain
flipping.
Therefore the fact that the AGW lock "resonance" only occurs at certain speeds must be
due to either the effect of eddy currents (most likely), or some sort of "lag" effect (very
unlikely given the materials, but might explain al's observation that some stators worked
better than others in achieving the effect. EDIT: actually I guess it could be explained by
eddy currents and different conductivity of magnets as well)
Inertia is simply the principle that velocity will not change without a force acting on the
object. The resistance to change in velocity (one possible meaning of inertia of an object),
varies directly with the mass, and so will not change with speed. (http://en.wikipedia.org/
wiki/Inertia)
If you are using "inertia" to mean momentum, momentum varies directly with speed in a
fixed mass system, and so the ratio of momentum will stay constant. Mass (and therefore
all talk of "relative densities") completely drops out of the equation when we are talking
about change and ratios.
If the mass is constant (which it is) it makes NO difference when we are talking about
changes of momentum.
This state of repulsion is highly unstable and can't be sustained while the rotor is stopped
(The stator will simple flip 180 degrees so that the magnets are in attraction).
Similarly it can't be sustained at a very slow speed for the same reason.
There are three factors which can prevent this flipping action. All three are inter related
and inter dependent.
1) The speed: At higher speed the stator doesn't have time to flip
2)The mass/inertia of the stator: This determines the time it takes for the stator to change
speed. If this is high enough it will prevent the stator form flipping even a lower speeds.
3)The strength of the magnets: The stronger the magnets the more unstable the repulsion
state will be. This will make the stator more likely to flip for any given mass or speed.
PS you could add to that the air gap though this will have a similar effect to (3). The
smaller the air gap the stronger the magnetic reaction.
The magnetic ratio of two N35 magnets to one N42 magnet at the fixed distance places
the density reactions in a specific space between them. These are critical in as much as
the turning through these zones must facilitate the observed 4:1 turning ratio.
Because both of the previous two points are valid, the relationship between them must be
conserved. Consider the use of an N50 on the stator and N42's on the rotor. The ratio is
conserved but the repulsion zone increases in width resulting in a braking of the stator
because of its inertial limits. The speed would have to increase in order to accomodate the
needed L in this case.
As far as relative densities we need to qualify this as either mass or magnetic. If we are
discussing mass, this is constant at these speeds and thus drops out. If we are discussing
field density then the matter is very dynamic. Because the rotor magnets are set in
opposition there is a continuous exertion of each on the other to reorganize the weiss
domains and over time the overall strength of the system would degrade. However, when
interacting with the stator this effect is somewhat neutralized as the stator interacts in an
attractive mode for the majority of the cycle. The sum total of field densites for any three
magnets in interaction should not change. However a differential between the
approaching fields and the retreating fields is highly possible. This would indicate a
higher 'relative density' in the approach zone and a lower 'relative density' in the retreat
zone. And this differential is where I believe we are recieving our gains. It would be a
form of doppler compression of a gradient field.