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FREE ENERGY GENERATION
JohnsonMotor
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Table of contents
Introduction……………………………………………………………………………………………4
Free energy – is it really possible? .......................................................................................4
Howard Johnson’s Magnetic Motor ………………………………………………………..5
What did Johnson think? …………………………………………………………………………..7
In terms of theory ……………………………………………………………................................16
Science and Mechanics 1980 Spring Edition ……………………………………………36
An Excerpt by Tom Bearden …………………………………………………………………...58
JohnsonMotor Blueprints ………………………………………………………………….…62
System components ………………………………………………………………........................65
Important information on components …………………………………………………..67
Dimensions …………………………………………………………………………………………...69
Build your own JohnsonMotor – Best practices …………………….....................73
Safety Precautions …………………………………………………………………………………75
Operation of the Motor …………………………………………………………………………..76
Howard Johnson’s Patents …………………………………………………………………..77
US Patent # 4,151,431…………………………………………………………………………….77
Permanent Magnet Motor (April 24, 1979) ……………………………………………..77
United States Patent 4,877,983 …………………………………………............................103
Magnetic Force Generating Method & Apparatus …………………………………..103
US Patent # 5,402,021 ………………………………………………………………………….118
Magnetic Propulsion System ………………………………………………………………...118
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JohnsonMotor Simplified ……………………………………………………………………132
List of materials ………………………………………………………………………………….133
List of tools ………………………………………………………………………..........................139
List of useful instruments ……………………………………………………………………140
Schematics ………………………………………………………………………………………….142
Schematic Drawing ……………………………………………………………………………...143
Schematic Diagram ……………………………………………………………………………...144
Analogous Circuit Drawing with explanations ……………………...........................144
Assembly ……………………………………………………………………………………………147
Connecting the batteries …………………………………………………….........................152
Adjusting Resistance …………………………………………………………………………..152
Cautions ……………………………………………………………………………........................154
Simplified Motor Designs ………………………………………………………………...155
Transistor and Arrangement Diagram ………………………………………………...156
Dual Battery Motor Diagram ………………………………………………………………157
Operation of the Motor ……………………………………………………………………….157
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Introduction
Free energy – is it really possible?
It is not yet certain for everyone if free energy is really possible.
People are skeptic and somehow afraid to try new devices. But the
increasing prices of fossil fuels and the general awareness about the
fact that the Earth is actually running out of this resource sooner
than we thought, might bring the change.
Perhaps уοu hаvе аlѕο come асrοѕѕ a few websites advertising free
electricity generators аnd οthеr forms οf natural energy generators
аnd wondered whether free electricity саn really bе generated thе
way thеу promise. Thе аnѕwеr tο thе quеѕtіοn: саn free electricity
bе generated fοr real using thеѕе devices? is a resounding yes.
However, the free energy devices have been suppressed by the
corporate world because such devices would allow people to create
their own energy for free, which would ultimately shut down the big
energy corporations.
Luckily, many brilliant people through the years have seen the
potential of these devices and have dedicated their lives to building
and creating the FREEE ENERGY THAT PEOPLE ARE ENTITLED TO.
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Howard Johnson’s Magnetic Motor
The battle to reveal a real magnetic motor
that can provide free energy has been going
on for a long time. Inventors come and
inventors go and along the way there have
been several inventors who have promised
to show us a working magnetic motor.
One of these inventors - Howard Johnson - was successful at
obtaining a patent for his ideas (US Patent #4,151,431). He filed the
patent application in 1973, and it was finally granted on April 24,
1979 - some 6 years later.
Howard Johnson spent most of his life studying magnetism and how
to apply it to creating energy. His main focus in the field of
magnetism was creating the magnet powered motor. This motor
uses only the forces of magnetism to create motion. Howard built
several working models of this device and this was the key to his
finally obtaining a patent on the permanent magnet motor.
He has been called “The Father of Spintronics” (meaning spin
transport electronics or magneto-electronics, which exploits both
the intrinsic spin of the electron and its associated magnetic
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moment, in addition to its fundamental electronic charge, in solid-
state devices) and his ideas proved to be revolutionary for the world
of magnets.
In looking over his patent drawings, his concepts seem to be very
capable of working, but we have all been told over and over again
that no one has ever been able to build a working motor-generator
using the patent information. But that changed recently…
We now have enough information to build a magnetic motor
just like Howard Johnson did.
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What did Johnson think? Before you start your project, we thought you might be interested in
what Johnson had to say about this technology and his own work.
The information will prove to be very useful to you later on, when
we will show you how to actually build the motor.
The Permanent Magnet Motor
I. Introductory remarks (by Mr. Johnson - 1979)
Today when energy is so expensive, it is not hard to drum up
interest for most any avenue that offers a breath of hope or a way of
escape, but this was not necessarily so in 1942. We were somewhat
satisfied and convinced that we had the main sources of energy in
view. So it took a pure act of faith to try to develop a new un-named
source.
It took faith to spend time on it. It took faith to spend money on it.
And it took faith to consider facing the opposition later when I made
my work known and faced all the status quo people.
So, in 1942 using the Bohr model of the atom, and knowing that
unpaired electron spins created a permanent magnet dipole, I kept
wondering why we couldn't use these fields to drive something.
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I was sure that the magnetic effect of the spins was similar enough
to the field of a current in a wire to do the same thing. I had no
knowledge of electron spins stopping and knew no method that I
could exert to stop them, so I decided to try to work out a method to
use them.
At the same time there were no good hard magnetic materials that I
knew of, materials that could be opposed with strong magnetic
fields and not be demagnetized enough to damage them. Not only
that, they would not give the thrust that I desired.
Having a chemical background, I thought it would be nice to use the
best magnetic materials I could find in combination with an
interstitial material that was highly diamagnetic to force the
electron spin to stay in place.
The U.S. Navy later made such a compound using bismuth and good
magnetic materials, but the internal coercive forces were so great
that this strong magnet would fall apart if not encased in glass. It
was also expensive.
So I kept checking magnetic materials while I worked on designs
that I thought should be implemented. It was a quiet, sometimes
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lonely job over the years, for I didn't share my plans with my
associates. My self-imposed security would not permit it, and I knew
of few people who would be interested anyway.
In the fifties, as ceramic magnets became better and harder, and
long-field metal magnets appeared on the scene, I began to freeze
some designs and to have magnets custom made to fit them.
It was about this time that I mentioned the fact that just as I
believed, electron spins made permanent magnets. I also believed
that they were responsible for the 60° angles in the structure of
snowflakes, giving the six-spoked wheel, the six-sided spokes, etc.
The dean of the school where I was teaching said, "Maybe so" and
asked me if I knew that snowflakes were mentioned in the Bible as
being important. I told him, "No, I didn't know that," but I looked it
up. It said: "Hast thou entered into the treasures of the snow? Or
hast thou seen the treasures of the hail? Which I have reserved
against the time of trouble, against the day of battle and war."
My comment was, "Well, maybe this is more important than I
thought." So I went ahead and worked on it another ten years. I
went to the Library of Congress and looked up snowflakes. I found a
wonderful book there by Dr. Bentley of New Hampshire. He has
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spent many years making these studies and he had learned a lot, as
well as turning out one of the world's most beautiful books. He had
found that snowflakes have gas pockets oriented on 60° angles and
that the gas has a higher percentage of oxygen than air. That's one
reason why snow water rusts so well. This higher concentration of
oxygen also interested me because oxygen is more attracted to a
magnetic field than other gases.
Finally, using the best ceramic magnets I could find and the best
metal magnets, I worked out a scheme for a linear motor. The stator
would be laid out as if it were unwound from around a motor. The
parts of the armature would ride just above the stator and have the
same beveled angular orientations I have just mentioned.
Dies were made for the curved armature magnets, and an order was
placed for these shapes, despite the objections of magnet
manufacturers who said it was a bad design. They didn't know what
it was for, but they were sure it was a bad design. They wanted to
make horseshoe magnets. They even begged me to content myself
with half an order. I did not agree and once again you have that little
matter of faith; faith to try to implement a new theory; faith to spend
your own limited funds when you have a family and other financial
responsibilities staring you in the face; faith to buck the recognized
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authorities and manufacturers in the field; faith to believe that your
work is good and that someday, despite all the hazards, you will
apply for and receive patent rights in your own country and perhaps
throughout the rest of the world; and finally, faith that you can resist
being smashed into dust by industrial giants and/or being robbed
by others who know only how to steal.
Believe it or not, my first motor assembly showed about two pounds
of thrust. The little toy car on which I fastened the armature
magnets for support ran in both directions over the stator, showing
that the focusing and timing of the interactions was not too bad.
This was the first light at the end of a rather dark tunnel I had been
traveling for many years. I breathed a real sign of relief as my young
son played with this "new toy," and was able to operate it as easily
as I could.
After much testing of linear and circular designs, and looking for an
attorney for years suited to securing a patent on the new theoretical
work, I was led to Dunkan Beaman of Beaman & Beamon in Jackson,
Michigan. It took some time to prepare the patent. The attorney built
some models himself to check certain parameters. Finally, we
entered the case in the patent office expecting a lot of opposition.
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We were correct. We got it. But again, faith saved the day as we
battled for many years to gain a rather complete victory.
Now the work requires different kinds of faith: faith in those who
have taken cut licenses and who will license; faith to continue the
research to replace scarce materials in the magnets; and faith that
this work will continue to progress and that it will eventually fulfill
its goal.
For a number of reasons, the permanent magnet motor has not
received much consideration. In fact, nothing too radical has been
done since Faraday took some very crude materials and showed the
world that it was possible to make a motor. This work of his largely
influenced the thinking of Clerk Maxwell and others who followed.
Today, the two greatest obstacles to using a permanent magnet
motor are, first, the belief that it violates the conservation of energy
law; and, secondly, that the magnetic fields of attraction and
repulsion decrease according to the inverse square law then the air
gap is increased.
In fact, both contentions are quite wrong because they are based on
wrong considerations.
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The permanent magnet is a long time energy source. This has been
shown for many years in the rating of magnets as high or low energy
sources for many applications over long usage.
A loudspeaker composed entirely of electromagnets would be
unreal in size and energy consumption. Yet, despite examples of this
type, many hesitate to apply the same principles to motors and
extend them even further by using permanent magnets for both the
stator and armature.
The elements of all electric and permanent magnet motors are
similar. A field imbalance must be created, the fields must be
focused and timed, and magnetic leakage must be controlled.
In the wound motor, brushes and contact rings give the timing, the
size and shape of the wound fields and poles gives the focusing, and
the motor case and kind of iron used help to limit the leakage.
In our permanent magnet motors the timing is built into the motors
by the size, shape, and spacing of the magnets in the stator and
armature. The focusing is controlled by the shape of the magnets,
pole length, and the width of the air gap. This air gap, through which
magnets oppose and attract each other, is a rare phenomenon.
Usually when a magnetic air gap is increased, the field decreases
inversely as the square.
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When the air gap of the permanent magnet motor is increased, a
curious but definite change takes place. There is a large decrease in
the reading at south pole of the armature and an increase in the
reading at the north pole. Thus, a Hall-effect sensing probe will give
a higher gauss reading at the north pole and a decreasing count at
the south pole. This helps explain why the thrust is better with a
larger air gap than a smaller one. The attracting field is minimized
and will not produce a locking force, while the repulsion of the
crescent magnet is great enough to generate a thrust vector
component that will drive the armature.
As I tried to explain in the patent, I believe that the permanent
magnet is the first room temperature super conductor. In fact, I
believe that super conductors are simply large wound magnets. The
current in a super conductor is not initiated by a strong emf, such as
a battery, but is instead actually induced into existence by a
magnetic field. Then, in order to determine how much current may
be flowing in the super conductor coil, we measure its magnetic
field. This appears to be something like going out the door and
coming back in the window.
Another rather unique feature of super conductors is the fact that
their magnetic lines of force experience a change in direction. No
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longer do these lines flow at right angles to the conductor, but they
now exist parallel to the conductor.
Theoretically, the heavy conductor currents exist in the fine
filaments of niobium within each small wire of niobium tin from
which such super conductors are made. Isn't it interesting that the
finer the wire the less the resistance until eventually there is no
resistance at all?
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In terms of theory
Next, we want to present you some theory regarding Johnson’s work
presented by William P. Harrison, Jr. This might be helpful for those
who want to have full theoretical understanding of the magnetic
motor project. Don’t worry if this sounds too technical for you. It is
not absolutely necessary that you assimilate all these formulas and
equations, but it is important that you have them handy. Try to
extract as much information as possible and it will be very useful
when we start building the device.
II. Theoretical Analysis (presented by William P. Harrison, Jr.)
1. Introduction
Despite the fact that the linear version of the permanent magnet
motor (Johnson, 1979) may appear conceptually simple (see Fig. 1),
the complex interactions of the fields alone place it in a class with
other quite sophisticated motive systems.
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Figure 1: Partial Front and Plan Views of a Linear Model of the
Howard Johnson Permanent Magnet Motor
Many parameters play an important part in making possible the
successful design of a permanent magnet motor. A number of these
variables relate directly to the geometry of the system and its
components. Mathematical models for both the linear and circular
versions of Mr. Johnson's motors are presently under development,
and include such controllable parameters as stator-to-armature air
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gap, stator element air gap spacing, armature pole length, stator
magnet dimensions, magnet material variations, magnetic
permeability and geometry of backing metals, and multiple
armature couplings, to mention only a few.
However, much of the early work involved quit simple mathematical
investigations, and even at this level some remarkable revelations
resulted. Also, as often is true with simple models, considerable
insight into the mechanisms that might prove predominant was
gained. Therefore, it is our intention to share with you some of those
early analytical investigations and findings.
Even though Coulomb's Law, embodying the inverse square
relationship as it does, may yet prove suspect, it nevertheless
provides an exceedingly simple yet viable form upon which to base
an elementary model of the linear version of the permanent magnet
motor. Describing the interaction between two magnetic monopoles,
Coulomb's Law in vector form is recalled as
(1)
where M and M' are the pole strengths (positive if north, negative if
south), u [mu] is the permeability of the medium in which the poles
are located, r is the straight-line separation distance between the
two poles, and f [f with line over top] is the vector of force (see Fig.
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2) acting at each pole (positive in magnitude for repulsion and
negative for attraction).
Figure 2: Coulomb's Law
The vector nature of Eq. (1), the fact that f's line of action is collinear
with the straight-line distance r between poles, its superposition
properties when applied to multiple poles, and its restriction to
static systems fixes in space are all well known conditions on Eq. (1).
We will use the superposition property of Eq. (1) to extend its
application to a spatial domain containing many more poles than the
two shown in Fig. 2. However, Eq. (1) will first be resolved into
scalar components so that analytical expressions can be more easily
developed.
Our analysis will be two-dimensional and coplanar, restricted to the
vertical x-y plane. It should be noted that the horizontal stator
"track" of H.R. Johnson's linear model comprises a plurality of flat
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magnets, rectangular in cross section, each having an aspect ratio
(length-to-thickness ratio) of 16. This high value contributes to the
two-dimensional nature of the model and helps to minimize and
effects in the z direction. Thus there is some justification for a two-
dimensional analysis, at least in the case of the linear model we are
considering here.
Figure 3: Positional Locations of Two Opposing North
monopoles in X-Y Space ~
As shown in Fig. 3, we consider first a north pole of strength M
located at coordinates (E [epsilon], n [nu]) with a second north pole
of strength M', located on the x-axis at (x,0). Force f, acting on the
monopole at (E, n), when resolved into its horizontal and vertical
components yields, respectively,
(2)
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and
(3)
2. The Attractive Sheet
Figure 4: Spatial Orientation of Thin, Magnetized Sheet having
high aspect ratio and with S side face up
To illustrate some of the assumptions and extensions of Coulomb’s
Law that will be made, the simple example of a magnetic sheet lying
along the x-axis will be considered first (see Fig. 4). The sheet, of
finite length L, is a permanent magnet magnetized across its y-
direction thickness and having a high aspect ratio (to eliminate z-
direction edge effects). The south-pole face will be oriented up, with
north facing downward on the underside of the sheet. Underside
effects will be ignored as though the sheet represented a continuous
distribution of only south monopoles along the x-axis. To
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incorporate such distributions into Eq. (1) we replace M’ with the
differential dM’ and introduce the function B(x) so that
(4) dM’ = B(x) dx
Then the magnitude of the total force vector, F, acting on an isolated
north monopole of strength M situated somewhere within the upper
half of the x-y plane, becomes
(5)
where x is the ratio x/L. Assuming that the magnetic density along
the sheet can be represented by the southern constant -B, and
neglecting end effects at x = 0 and x = L, Eq (5) reduces to
(6)
where
(7)
the strength parameter M’ having been determined by integrating
Eq (4) over the sheet length L, and p is the ratio r/L.
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Figure 5: North Monopole Positioned Symmetrically above the
center of a magnetized, attracting sheet
Figure 6: Force Imbalance Acting on a North Monopole above a
magnetized sheet tending to restore the pole to sheet center
If the north monopole is placed directly above the center of the
sheet, at coordinates (E, n), with E = L/2 and the vertical air-gap
separation distance n taken as arbitrary, the symmetrical
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distribution of incremental force vectors acting at (E, n) will appear
as shown in Fig. 5. Note that a shift of the north monopole to the left
results in a force imbalance which tends to pull the pole back to the
right, as shown in Fig. 6. So considering now only the x-component
of F, similar to Eq (2) we write
(8)
where X and Y are the dimensionless ratios
(9)
and
(10)
For any fixed position (X,Y) of the north monopole in the upper half
plane, Eq (8) can be integrated to give
(11)
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Figure 7: X-Direction Distribution of the X-Component of
attractive force exerted on a north monopole by a thin,
magnetized sheet
This ratio is shown in Fig (7) as a continuous function of X locations
with Y treated parametrically. The Y = 1 curve represents the field
influence on the north monopole situated at a constant air-gap
separation (n = L) quite some vertical distance above the sheet;
whereas at Y = 0.1 the monopole is located much closer to the x axis.
Reversal of the force component through its zero value at mid-sheet
(X = ½) is clearly shown.
In order to trace some trajectories through this field, we now
observe that the y-component of force F will be
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(12)
This function is shown in Fig (8) with a Y value of 0.20
Figure 8: [Missing] (it may be the last, unlabeled figure)
In dimensionless form the equations of motion for trajectory paths
of the monopole above the sheet in planar X-Y space become
(13)
and
(14)
where
(15)
(16)
and
(17)
In these expressions t is real time and T is simply a time constant
chosen arbitrarily. As previously noted, L is the length of the sheet;
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whereas, g is the gravitational acceleration constant and W is the
downward weight force of the moving monopole above the sheet.
For magnetic force terms (rx)mag and (ry)mag we substitute
directly Eq (11) and Eq (12), respectively.
Several of the trajectories resulting from the integration of Eq (13)
and Eq (14) are shown in Fig.9. They all exhibit the expected
behavior. As already implied in the discussion of Fig. 7, the function
(rx)mag given by Eq (11) has a stable point of equilibrium at X = ½
and therefore drives the free-falling monopole towards the sheet
center, regardless of the initial drop-point location. The function
(ry)mag from Eq (12) is equally persuasive in pulling the monopole
down towards the sheet itself, and manifests that attraction quite
pervasively throughout the integration of Eq (14), even when the G
term may be omitted (as it was in the trajectories of Fig. 9).
Actually, the computer integration procedure will not carry the
monopole all the way to surface contact with the sheet at Y = 0
because of the infinite condition which exists there as reflected by
Eq (12). Thus, tailings of these trajectories (Fig 9) have been
completed by manually overriding the plotter.
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Figure 9: Trajectories of a North Monopole in an attractive field
generated by the thin, magnetized sheet lying in the X-interval
0-1
As we would anticipate in working with this type of central field,
where B in Eq (4) is a simple constant, the field is conservative with
curl of F vanishing. Also, the reverse symmetry of (rx)mag about X =
½, as seen in Fig. 7, confirms that the energy integral for this
function will vanish without any appropriate limit pairs of X.
3. The Repulsive Sheet
By substituting +B instead of -B for B in Eq (4), the sheet of length L
lying along the x-axis becomes repulsive, with its northern face
directed upward, opposing the north monopole above it at location
(E,n). Of course the sign in Eq (6) becomes positive and the
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functions (rx)mag and (ry)mag reverse their behavior accordingly,
as illustrated in Fig. 10. Again (rx)mag will have an equilibrium
point at X = ½, but now it is destabilizing. As a consequence,
resulting trajectories for the north monopole are much more
interesting in this case than they were with the attractive sheet.
Several paths are shown in Fig 11 with different values used for the
W/J trajectory in Eq (17). Parameter G was included, and in each
example the trajectories commenced at (0.9, 0.2) with zero initial
velocity.
Figure 10: X-Direction Distributions of (rx)mag and (ry)mag for
the repulsive field of a thin, magnetized sheet acting on a
moving north monopole
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Figure 11: Trajectories of a North Monopole in a repulsive field
generated by a thin, magnetized sheet lying in the X- interval 0-
1
The attractive and repulsive sheet results are easily demonstrated
since rubberized flexible sheet magnets are commercially available,
such as those sold by the Permag Corp. of Jamaica, NY. It may also be
interesting to note that with slight modifications this first simple
analytical sheet model can be used to gain some insight into
operation of the so-called "magnetic Wankel" reported on by Scott
(1979).
Figure 12: Pole Strength Influence Factor, M', as a cosine
function of linear displacement distance, x
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Figure 13: Experimentally Determined Magnetic Flux Density,
B, along a linear model of the Johnson permanent magnet
motor
4. The Sinusoidal Model
The first paper (Harrison, 1979) relating, indirectly, to any
mathematical analysis of the permanent magnet motor adopted a
cosine function (Fig 12) to simulate the distribution of influence
parameter M’ generated by the flat stator track of Mr Johnson’s
linear model. An experimentally determined distribution, shown in
Fig 13, was obtained by moving a Hall-effect probe over the stator
track of one of Mr Johnson’s early linear models having seven flat
ceramic magnet elements.
The figure shown was produced by a plotter connected directly to
the monitor computer controlling positioning of the Hall probe and
processing its output signal. Ordinate values on the graph are
magnetic flux density in gauss measured relative to a predetermined
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background value. These direct-reading experimental results
suggest that the function
(18)
substituted into Eq (4) should prove interesting to pursue as a more
challenging test of what might be gleaned from this simple Coulomb
model we have been discussing. It should be noted that one of the
important differences between the function (18) and that shown in
Fig 12 is that in Eq (18) the period length parameter xp is double
that shown in Figure 12.
Using Eq (18), the total force magnitude expression Eq (5) becomes
(19)
where a total track length distance of L has been used to form the
dimensionless ratios p = r/L, x = x/L, and xp = xp/L. Also, if Eq (7) is
used for J in Eq (19), then in that expression one must substitute the
product BL for M’.
Now we plan to hold Y constant while investigating linear motion of
the monopole along this track in the X-direction only. So we need
consider only the X-component of F from Eq (19) which yields
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(20)
Figure 14: Oscillatory Path of a North Monopole restrained to x-
direction motion over a three-element linear stator assembly
With this expression substituted into Eq (13), integration becomes
straightforward and yields the typical oscillatory type of trajectory
path shown in Fig 14. As Mr Johnson has brought out, the focusing
armature magnet of his linear model will start at either end of the
stator track simply by insuring that the north end of this bipoled
crescent is leading the south (see Fig. 1).
So, in Fig. 14, we are showing the X-direction motion from right to
left instead of from left to right as in our previous examples. Also, by
simply rotating the figure clockwise through 90 degrees, it becomes
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easy to follow the behavior of dimensionless velocity, Vx, in Fig 11,
since Vx is defined as
(21)
It will be noted in Fig 14 that the north monopole has been allowed
to self-start its motion at the origin with Vx initially zero.
We now discuss out final adjustment which proved to be an exciting
revelation at the time it was first investigated several months ago.
Johnson (1979, col. 5, line 39) states that the horizontal air-gap
spacing between the magnet elements which the stator track
comprises should vary slightly from normal in order to smooth out
movement of the armature. Introducing this type of variation into a
two-dimensional model, provided the charge is nonuniform, would
certainly transform the field from conservative to nonconservative.
It should by now be apparent that only a nonconservative model has
any chance at all of even partially explaining the phenomena of the
permanent magnet motor.
With these thoughts in mind, an attempt was made to drive the
armature monopole of Fig 14 on to the second stator magnet and
beyond by varying the horizontal gap parameter xp during the
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integration process (i.e., during the motion). The results are shown
in Fig 15.
Figure 15: Continuous Path of a North Monopole restrained to
x- direction motion shown traversing a linear stator assembly
comprised of sever permanent magnet elements
It was found that through small variations in xp in Eq (20), as the
monopole advanced along its trajectory path from one X position to
another, sufficient control over the moving pole could be exercised
to carry it over the full length of the stator and beyond.
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III. References
Harrison, William P., Jr.: "A Solution for the Optimal Gap of a
Monopole Element Moving in a Sinusoidally Distributed Magnetic
Field", paper presented to the Engineering Section, Virginia
Academy of Science, 57th Annual Meeting, Richmond VA, May 8-11,
1979.
Johnson, Howard R: US Patent # 4,151,431 (April 24, 1979),
"Permanent Magnet Motor".
Scott, David, "Magnetic; Wankel’ for Electric Cars", Popular Science,
p. 80, June 1979.
Science and Mechanics 1980 Spring Edition
Below is the transcribed content from the “Science and Mechanics”
Magazine about the Howard Johnson Magnetic Motor. It provides
valuable information about Howard Johnson’s life, his struggle and
priceless tips for the project that we are going to you show right
away.
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Amazing Magnet-Powered Motor "We don't grant patents on
perpetual motion machines,"
said the examiners at the U.S.
Patent Office. "It won't work
because it violates the law of
Conservation of Energy," said
one physicist after another.
But because, inventor Howard
Johnson is not the sort of man
to be intimidated by such seemingly authoritative pronouncements,
he now owns U.S. Patent No. 4,151,431 which describes how it is
possible to generate motive power, as in a motor, using only the
energy contained in the atoms of permanent magnets. That's right.
Johnson has discovered how to build motors that run without an
input of electricity or any other kind of external energy!
The monumental nature of the invention is obvious, especially in a
world facing an alarming, escalating energy shortage. Yet inventor
Johnson is not rushing to peddle his creation as the end-all solution
to world- wide energy problems. He has more important work to do.
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First, there's the need to refine his laboratory prototypes into
workable practical devices -in particular a 5,000-watt electric power
generator already in the building. His second and perhaps more
difficult major challenge: persuade a host of skeptics that his ideas
are indeed practical.
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Johnson, who has been coping with disbelievers for decades, can be
very persuasive in a face-to-face encounter because he cannot do
more than merely theorize; he can demonstrate working models
that unquestionably create motion using only permanent magnets.
When this writer was urged by the editor of Science & Mechanics to
make a thousand mile pilgrimage to Blacksburg, Virginia, to meet
with the inventor, he went there as an "open-minded skeptic" and as
a former research Scientist determined not to be fooled. Within two
days, this former skeptic had become a believer. Here's why.
Doing the Unthinkable
Howard Johnson refuses to view the "laws" of science as somehow
sacred, so doing the unthinkable and succeeding is second nature to
him. If a particular law gets in the way, he sees no harm in going
around it for a while to see if there's something on the other side.
Johnson explains the persistent opposition he experiences from the
established scientific community this way: "Physics is a
measurement science and physicists are especially determined to
protect the ‘Law’ of Conservation of Energy.
Thus the physicists become game wardens who tell us what laws'
we can't violate. In this case they don't even know what the game is.
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But they are so scared that I and my associates are going to violate
some of these laws that they have to get to the pass to head us off!"
The critics say Johnson offers a "free lunch" solution to energy
problems, and that there can be no such thing. Johnson demurs,
reminding repeatedly that he has never suggested that his invention
provides something for nothing. He also points out that no one talks
about a "free lunch" when discussing extraction of enormous
amounts of atomic power by means of nuclear reactors and atom
bombs. In his mind, it's much the same thing.
Johnson is the first to admit he doesn't actually know where the
power be has tapped derives. But he postulates that the energy may
be associated with spinning electrons, perhaps in the form of a
"presently unnamed atomic particle." How do other physicists react
to Johnson's suggestion that there may be an atomic particle so far
overlooked by nuclear physicists? Says Johnson: "I guess it’s fair to
say that most of them are revolted." On the other hand, a few
converted scientists, including some who are associated with large
and prestigious research laboratories, are intrigued enough to
suggest that there should be a hunt for the answer, be it a "particle"
or some other as yet unsuspected characteristic of atomic structure.
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This article is prefaced with the foregoing brief summary of the
ongoing controversy so that, in fairness to the inventor, we might all
view his claims with open minds, even if it means temporary setting
aside of cherished scientific concepts until more complete
explanations are forthcoming. The main question to be answered
here and now is this: Does Johnson permanent magnet motor work?
Before providing the answer, we need to face up to another question
that undoubtedly nags in the minds of many readers: Is Johnson a
bona fide researcher, or merely a "garage mechanic" mad inventor?
As the following brief summary suggests, the inventor's credentials
appear to be impeccable.
Following seven years of college and university training, Johnson
worked on atomic energy projects at Oak Ridge, did magnetics
research for Burroughs company, and served as scientific consultant
to Lukens Steel. He has participated in the development of medical
electrical products, including injection devices. For the military he
invented a ceramic muffler that makes a portable motor generator
silent at 50 feet; this has been in production for the past 18 years.
His contributions to the motor industry include: a hysteresis brake;
non-locking brake materials for anti- skid application, new methods
of curing brake linings; and a method of dissolving asbestos fibers.
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He has also worked on silencers for small motors, a super charger,
and has perfected a 92-pole no-brush generator to go in the wheel of
Lincoln automobiles as a skid control; that last item reduced the cost
to one-eighth of the cost of an earlier design by utilizing metal-filled
plastics for the armature and field. In all, Johnson is connected with
more than 30 patents in the fields of chemistry and physics.
Figures 2, 3 & 4: Magnet Motor Models ~ pictured here are three of
the inventor's early models. Top left is a linear motor which propels
a magnetic vehicle at high speeds through a series of rings. Top right
is rotary motor upon which the prototype will be built. The 8-ounce
magnet, hand held to the large ring weighing 40 pounds, provides
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enough force to spin the entire assembly. In the third assembly
above, the vehicle is propelled, in either direction, by the force of the
large magnets arranged below tracks.
Sticky Tape Scientist
Despite his impressive credentials, this amiable and unpretentious
inventor likes to characterize himself as a "Sticky tape" scientist. He
sees no virtue in wasting time building fancy; elaborate equipment
when more simple assemblies serve as well to test new ideas. The
prototype devices shown in the photographs in this article were
assembled with sticky tape and aluminum foil, the later material
being used mainly to keep individual, permanent magnets packaged
together so that they do not fly apart.
Perhaps the best way to describe what these three gadgets do is by
reciting this writer's personal experiences during the interview
demonstration. That way I will not merely be telling what the
inventor says they do, but I will reveal what happened when I tried
the experiments myself. When we start talking about how and why
the things work as they do, we’ll have to rely on the inventor’s
explanations.
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The first item consists of more than a dozen foil-wrapped magnets
assembled to form a broad arc. Each magnet is extended upward
slightly at each end to form a low U-shape, the better to concentrate
magnetic fields where they are needed. The overall curvature of the
mass of magnets apparently has no particular significance except to
show that the distance between these stator magnets and the
moving vehicle is not critical. A transparent plastic sheet atop this
magnet assembly supports a length of plastic model railroad track.
The vehicle, basically a model railroad flatcar, supports a foil-
wrapped pair of curved magnets, plus some sort of weight, in some
cases merely a rock. The weight is needed to keep the vehicle down
on the track, against the powerful magnetic forces that would
otherwise push it askew. That 'is all there is to the construction of
this representation of a "linear motor."
I was prepared to develop eye strain in an effort to detect some sort
of motion in the vehicle. I need not have been concerned. The
moment the inventor let go of the vehicle be carefully placed at one
end of the track, it accelerated and literally zipped from one end to
the other and flew onto the floor! Wow!
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I tried the experiment myself, and could feel the powerful magnetic
forces at work as I placed the vehicle on the track. I gently eased the
vehicle to the critical starting point, taking great care not to exert
any kind of forward push, even inadvertently. I let go, Zip! It was on
the floor again, at the other end of the track. Knowing that I would
be asked if the track might have had a slant, I reversed the vehicle
and started it from the opposite end of the track. It worked just as
effectively in the reverse direction. In fact, the vehicle can even
navigate a respectable upgrade. In light of these tests, and
considering the remarkable speed of the vehicle, you can discount
any notion that this was a simple "coasting" effect.
Incidentally, the photograph shows the vehicle about half ways
along the track. It was "frozen" there by the electronic flash used to
make the picture; there is no way of "posing" the vehicle in that
position short of tying it down.
The second device has the U-shaped magnets standing on end in a
rough circular arrangement oddly reminiscent of England's
Stonehenge. This assembly is mounted on a transparent plastic
sheet supported on a plywood panel pivoted, underneath, on a free
turning wheel obtained from a skateboard. As instructed, I eased the
8-ounce focusing magnet into the ring of larger magnets, keeping it
at least four inches away from the ring. The 40 pound magnet
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assembly immediately began to turn and accelerated to a very
respectable rotating speed which it maintained for as long as the
focusing magnet was held in the magnetic field. When the focusing
magnet was reversed, the large assembly turned in the opposite
direction.
Since this assembly is clearly a crude sort of motor, there's no doubt
that it is indeed possible to construct a motor powered solely by
permanent magnets.
The third assembly, which looks like the bones of some prehistoric
sea creature, consists of a tunnel constructed of rubber magnet
material that can be easily bent to form rings. This was one of the
demonstration models Johnson took to the U.S. Patent Office during
his appeal proceedings. Normally the patent examiners spend only a
few minutes with each patent applicant, but played with Johnson’s
devices for the better part of an hour. As the inventor was leaving,
he overheard one sideline observer remark: "How would you like to
follow that act?!"
It took Johnson about six years of legal hassling to finally obtain his
patent, and he has been congratulated for his ultimate victory over
patent office bureaucracy as well as for his inventiveness. One sign
that he left the patent office more than a little shaken by the
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experience was the inclusion of diagrammatic material in the
printed patent that does not belong there. So if you look up the
patent, pay no attention to the "ferrite" graph on the first page; it
belongs in some other patent!
The tunnel device of course worked very well in the inventor's office
during my visit although Johnson observed that the rubber magnets
are perhaps a thousand times weaker than the cobalt samarium
magnets used the other assemblies. There's just one big problem
with the more powerful magnets: they cost too much. According to
the inventor, the magnets used to construct the Stonehenge rotating
model are collectively worth more than one thousand dollars. But
there's no need to depend solely on mass-production economies to
bring the cost down to competitive levels. Johnson and U.S. Magnets
and Alloy Co. are in the process of developing alternative, relatively
low cost magnetic materials that perform very well.
How do they work?
The drawing that shows a curved "arcuate" armature magnet in
three successive positions over a line of fixed stator magnets
provides at least highly simplified insights into the theory of
permanent magnet motive power generation. Johnson says curved
magnets with sharp leading and trailing edges are important
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because they focus and concentrate the magnetic energy much more
effectively than do blunt-end magnets. These arcuate magnets are
made slightly longer than the lengths of two stator magnets plus the
intervening space, in Johnson's setups about 3-1/8 inches long.
Note that the stator magnets all have their North faces upward and
that they are resting on a high magnetic permeability support plate
that helps concentrate the force fields. The best gap between the end
poles of the armature magnet and the stator magnets appears to be
about 3/8 inch.
As the armature north pole passes over a magnet, it is repelled by
the stator north pole; and there's an attraction when the north pole
is passing over a space between the stator magnets. The exact
opposite is of course true with respect to the armature South pole. It
is attracted when passing over a stator magnet, repelled when
passing over a space.
The various magnetic forces that come into play are extremely
complex, but the drawing shows some of the fundamental
relationships. Solid lines represent attraction forces, dashed lines
represent repulsion forces, and double lines in each case indicate
the more dominant forces.
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As the top drawing indicates, the leading (N) pole of the armature is
repelled by the north poles of the two adjacent magnets. But, at the
indicated position of the armature magnet, these two repulsive
forces (which obviously work against each other), are not identical;
the stronger of the two forces (double dashed line) overpowers the
other force and tends to move the armature to the left. This left
movement is enhanced by the attraction force between the
armature north pole and the stator south pole at the bottom of the
space between the stator magnets.
But that's not all! Let's see what is happening simultaneously at the
other end (S) of the armature magnet. The length of this magnet
(about 3-1/8 inches) is chosen, in relation to the pairs of stator in
magnets plus the space between them, so that once again the
attraction/repulsion forces work to move the armature magnet to
the left. In this case the armature pole (S) is attracted by the north
surfaces of the adjacent stator magnets but, because of the critical
armature dimensioning, more strongly by the magnet (double solid
line) that tends to "pull" the armature to the left. It overpowers the
lesser "drag" effect of the stator magnet to the right. Here also there
is the added advantage of, in this case, repulsion force between the
south pole of the armature and the south pole in the space between
the stator magnets.
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The importance of correct dimensioning of the armature magnet
cannot be over-emphasized. If it is either too long or too short, it
could achieve an undesirable equilibrium condition that would stall
movement. The objective is to optimize all force conditions to
develop the greatest possible off-balance condition, but always' in
the same direction as the armature magnet moves along the row of
stator magnets. However, if the armature is rotated 180 degrees and
started at the opposite end of the track, it would behave in exactly
the same manner except that it would, in this example, move from
left to right. Also note that once the armature is in motion, it has
momentum that helps carry it into the sphere of influence of the
next pair of magnets where it gets another push and pull, and
additional momentum.
Complex Forces
Some very complex magnetic forces are obviously at play in this
deceptively simple magnetic system, and at this time it is impossible
to develop a mathematical model of what actually occurs. However,
computer analysis of the system, conducted by Professor William
Harrison and his associates at Virginia Polytechnic Institute
(Blacksburg, VA), provide vital feedback information that greatly
helps in the effort to optimize these complex forces to achieve the
most efficient possible operating design.
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As Professor Harrison points out, in addition to the obvious
interaction between the two poles of the armature magnet and the
stator magnets, many other interactions are in play. The stator
magnets affect each other and the support plate. Magnet distances
and their strengths vary despite best efforts of manufacturers to
exercise quality controls. In the assembly of the working model,
there are inevitable differences between horizontal and vertical air
spaces.
All these interrelated factors must be optimized, which is why
computer analysis in this refinement stage is vital. It's a kind of
information feedback system. As changes are made in the physical
design, fast dynamic measurements are made to see whether the
expected results have actually been achieved. The 'new computer
data is then used to develop new changes in the design of the
experimental model. And so on, and on.
That very different magnetic conditions exist at the two ends of the
armature is shown by the actual experimental data displayed in the
table and associated graph. To obtain this information, the
researchers first passed the probe of an instrument used to measure
magnetic field strengths over the stator magnets and the
intervening spaces. We shall call this the "Zero" level although there
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is a very tiny gap between the probe and the tops of the stator
magnets. These measurements in effect indicate what each pole of
the armature magnet "sees" below as it passes over. the stator
magnets.
Next the probe is moved to a position just beneath one of the
armature poles, at the top of the 3/8-inch armature-to-stator air
gap. Another set of magnetic flux measurements is made. The
procedure is repeated with the probe positioned just beneath the
other armature pole.
Now "Instinct" might suggest, and correctly so, that the flux
measurements at the top and bottom of the air gap will differ. But if
"instinct" also suggests that these differences are pretty much the
same at the two armature pole positions, you would be very much in
error!
First study the two tables that show actual flux density
measurements. Note that in this particular experiment the total
magnetic flux amounted to 30,700 Gauss (the unit of magnetic
strength) when the probe was held at the "Zero" level under the
north pole of the magnet, and a total of 28,700 Gauss when the
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probe was moved to the top of the 3/8-inch air gap. The difference
between these total 'measurements is 2,000 Gauss.
Similar readings made at the air gap between the south pole of the
armature and the stator magnets indicates a total flux at "Zero" level
of 33,725 Gauss, and 24,700 Gauss at the top of the air gap. This time
the difference is a much larger 9,025 Gauss, or four and one half
times greater than for the north pole! Clearly, the magnetic force
conditions are far from identical at the two ends of the armature
magnet.
The middle five pairs of figures from each table hive been plotted in
graphic form to make these differences more obvious. In the top
"South Pole" graph the dashed line connects, the "Zero" level
readings made over the stator magnets and over the intervening air
spaces. Points along the solid line indicate comparable readings
made with the probe just beneath the armature south pole. It is easy
to see that there is an average 43% reduction of the attraction
between the armature and stator magnets created by the air gap.
Equally true, but perhaps not so obvious, is the fact that there is an
average 36% increase of repulsion when the south pole of the
armature passes over the spaces between the stator magnets. The
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percentage increase only seems smaller because it applies to a much
smaller "Zero" level value.
The second graph shows that the changes are much less dramatic at
the north pole of the armature. In this case there's an average 11.7%
decrease of attraction over the spaces, and a 2.4% increase, of
repulsion when the armature north pole passes over the stator
magnets.
As you study the data, be sure to note that the columns are labeled
differently. In the case of the north pole data, the stator magnet
areas repulse the armature north pole while the spaces between the
stator magnets attract. The conditions are exactly the opposite for
the south pole of the armature magnet. When the south pole passes
over a magnet, there is strong attraction; when it passes over a
space, there is repulsion.
The Ultimate Motor
A motor based on Johnson's findings would be of extremely simple
design compared to conventional motors. As shown in the diagrams
developed from Johnson’s patent literature, the stator/base unit
would contain a ring of spaced magnets backed by a high magnetic
permeability sleeve. Three arcuate armature magnets would be
mounted in the armature which has a belt groove for power
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transmission. The armature is supported on ball bearings on a shaft
that either screws or slides into the stator unit. Speed control and
start/stop action would be achieved by the simple means of moving
the armature toward and away from the stator section.
There is a noticeable pulsing action in the simple prototype units
that may be undesirable in a practical motor. The movement can be
smoothed, the inventor believes, by simply using two or more
staggered armature magnets as shown in another drawing.
What’s Ahead?
For inventor Howard Johnson and his permanent magnet power
source there's bound to be plenty of controversy, certainly, but also
progress. A 5000 watt electric generator powered by a permanent
magnet motor is already on the way, and Johnson has firm licensing
agreements with at least four companies at this writing.
Will we see permanent magnet motors in automobiles in the near
future? Johnson wants nothing to do with Detroit at this time
because, as he puts it: "It’s too emotional – we’d get smashed into
the earth!" The inventor is equally reluctant to make predictions
about other applications as well, mainly because he just wants time
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to perfect his ideas and, hopefully, get the scientific establishment to
at least consider his unorthodox ideas with a more open mind.
For example, Johnson argues that the magnetic forces in a
permanent magnet represent superconductance that is akin to
phenomena normally associated only with extremely cold
superconducting systems. He argues that a magnet is a room
temperature superconducting system because the electron flow
does not cease, and because this electron flow can be made to do
work.
And for those who pooh- pooh the idea that permanent magnets do
work, Johnson has an answer: "You come along with a magnet and
pick up a piece of iron, then some physicist says you didn't do any
work because you used that magnet. But you moved a mass through
a distance. Right? That's work that requires energy. Or you can hold
one magnet in the air indefinitely by positioning it over another
magnet with like poles facing. The physicist will argue that because
it involves magnetic repulsion, no work is done. Yet if you support
the same object with air, they will agree in a minute that work is
done!"
There's no doubt in Johnson's mind that he has succeeded in
extracting usable energy from the atoms of permanent magnets. But
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does that imply that the electron spins and associated phenomena
that he thinks provide this power will eventually be used up?
Johnson makes no pretense of knowing the answer: I didn't start the
electron spins, and I don't know any way to stop them - do you?
They may eventually stop, but that is not my problem."
Johnson still has many practical problems to solve to perfect his
invention. But his greater challenge may be to win general
acceptance of his ideas by an obviously nervous scientific
community in which many physicists remain compulsive about
defending the law of Conservation of Energy without ever
wondering whether that "law" really needs defending.
The dilemma facing Johnson is not really his dilemma but rather that
of other scientists who have observed his prototypes. The devices
obviously do work. But the textbooks say it shouldn’t work. And all
that Johnson is really saying to the scientific community is this: here
is a phenomenon which seems to contradict some of our traditional
beliefs. For all our sakes let’s not dismiss it outright but take the
time to understand the complex forces at work here.
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Here are a few notes from a man who closely watched Howard
Johnson working and might have a piece of advice for those who
have the courage to build his motor.
An Excerpt by Tom Bearden
Howard Johnson is also a respected colleague, whom I very much
admire. Howard has continued to work quietly and patiently upon
his patented permanent magnet motor, including patenting various
magnetic gates, etc. that are necessary to make such a motor work in
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a rotary configuration. Howard employs a two-particle theory of
magnetism; i.e., each magnetic flux line is envisioned as having a
particle traveling from the north pole to the south pole, and also a
particle traveling from the south pole to the north pole. The
particles are spinning; the forward-time particle spins in one
direction, and the antiparticle spins in the other direction. Howard
then slightly separates the two particle flows.
In other words, Johnson splits the flux lines themselves, into two
different pieces. When so separated, the component lines are now
curls, so their paths curve. The paths of the two "curl particles" are
different; one curls in one direction and the other curls in the
opposite direction. Further, a predominance of one form of curl
particle gives a "time-forward" aspect, while a predominance of the
other form of curl particle gives a "time-reversed" aspect. Johnson is
thus able to employ a deeper kind of magnetism than the textbooks
presently contain.
He demonstrates that a "spin-altered" magnetic assembly exhibiting
(to a compass or other such detector) a north polarity can attract
another unaltered magnetic assembly exhibiting a north polarity. In
short, he can make a north pole attract a north pole. We will give
you further insight into Johnson's two-particle theory in a future
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article. We will also explain how and why the physicists missed that
antiparticle in the magnetic field's flux lines, and thereby failed to
advance the theory of magnetism to a deeper level. Make no
mistake, one day when the new theory is done, Johnson may well be
awarded a Nobel Prize for his epochal discovery of a deeper
structure of magnetism.
I personally saw and closely examined one demonstration rotary
Johnson permanent magnet motor some years ago, and toyed with it
for about one hour. It would definitely self- rotate as long as you
wished to permit it to turn.
As I have pointed out repeatedly in the past, photons also carry time,
not just energy. We have previously shown the process and the
photon interaction mechanism that creates the flow of time itself;
we will discuss this mechanism in the future. So when Johnson
separates the particles and antiparticles, not only does he partially
separate them according to spin, but he also alters the local
character of time flow during which the resulting magnetic field
forces must appear.
In other words, he accomplishes a partial separation of time-
forward and time- reversed polar interactions. A south pole is just a
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time- reversed magnetic north pole, in the first place! So a north
pole of a bar magnet that is slightly time reversed on one side will
partially act on that side just like a south pole. On the other side it
will continue to act like a normal north pole. By partially time-
reversing (phase conjugating) one side of the north magnetic pole
piece, Johnson makes that side look and act like a south pole. That
way Howard is able to create two north poles, one on a stator and
the other on a rotor, and time-reverse part of one face of the stator's
north magnetic pole-piece.
Therefore when the proper sides of the stator and rotor north poles
are facing, they attract each other, contrary to the conventional
textbook. The two poles then repel each other normally as soon as
the north rotor poles passes the north stator pole. Hence Johnson
can make a surrounding north pole stator assembly "draw in" an
approaching north pole rotor assembly, and then kick it on out the
other side, because he has broken the local magnetic symmetry.
In short, Johnson's magnetic gate can provide a legitimate
component of unidirectional magnetic thrust, which means that he
can indeed make a rotary permanent motor. Simply put, this
"partially separating the spin particles," and thereby partially phase
conjugating one face of a magnet, is what Johnson calls a "gate," and
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this is the patented secret by which his magnet assemblies can be
made self-powering. The entire process is still very meticulous, and
assembly and adjustments are extremely critical. With Johnson's
blessings we hope to shed more light on this subject in coming
articles.
JohnsonMotor Blueprints
Here are the original blueprints for the magnetic motor.
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System components
Here are necessary components that you will need in order to build
your magnetic motor.
Motor Chassis
Endplate Magnet Motor
Rotor and Magnet Rotors
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Shield Rotor Magnet
Stator Stator Rotor
Rotor Magnet Spacing Tool
All the components required for this project can be found on
Amazon, eBay or you can also look to one of the magnet retailers on
the internet. Just Google: “magnet retailer”.
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Important information on components Magnets
For soft iron magnets (the weak old fashioned ones, the bar magnets
still sometimes used in class activities) they are to be placed side by
side with opposite poles near each other and a "magnet keeper"
another bar of unmagnetized steel at each end.
Care should be taken not to drop them or allow them to be exposed
to heat (high heat, like someone holding them over a flame) because
this will cause the tiny magnetized bits inside to lose alignment and
cause the magnet to lose strength.
Most magnets today are ceramic or very powerful rare earth metal.
The ceramic magnets are magnetized bits in ceramic, and dropping
them will not cause the bits to move, because they are stuck fast, but
ceramic magnets ARE brittle and can chip or break.
Rare earth magnets are of a harder metal (also more brittle) than
iron and are less likely to lose their magnetism due to how they are
aligned in a box or being dropped.
Still, it's best to line them up north pole to south pole, and
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depending on the shape to keep something between them so you
can pry them apart when you want to. They really have some hold in
them!
Magnet Ratios
One of the crucial aspects is the relationship between the size of the
rotor magnets and the size of the stator magnets. A suggested ratio
is:
R + R + S = T, where:
(R) is the width of the stator magnet (as viewed from the top,
parallel to the stator bar
(S) is the small gap between the two stator magnets (~1/2 the
width of the rotor magnet)
(T) is the length of the rotor magnet.
Rotor magnets
We recommend that you get around 60 magnets to give you
flexibility in your design. Keep in mind; these are “block” magnets,
with the polarity through the thickness. 60 magnets will give you the
option to fully populate (minus one spot) the rotor disc, and to have
some left over in case some are damaged or have the rounded edge
along the length.
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A thing or two about Magnet Polarity
In physics, all magnets have two poles that are distinguished by the
direction of the magnetic flux. In principle these poles could be
labeled in any way; for example, as "+" and "-", or "A" and "B".
However, based on the early use of magnets in compasses they were
named the "north pole" (or more explicitly "north-seeking pole"),
"N", and the "south pole" (or "south-seeking pole"), "S", with the
north pole being the pole that pointed north (i.e. the one attracted to
the Earth's North Magnetic Pole).
Opposite poles attract so the Earth's North Magnetic Pole is
therefore, by this definition, physically a magnetic field south pole.
Conversely, the Earth's South Magnetic Pole is physically a magnetic
field north pole.
Hence, if the "N"-pointing end of a compass points to a magnetic
pole, then you know that pole is "S". And if the "S"-pointing end of a
compass points to a magnetic pole, then you know that pole is "N".
Dimensions
Aluminum Disc
Diameter. 452mm (Cut from a 18 x 18 aluminum plate from
the local sheet metal shop).
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Thickness. 3.2mm
Grade suggested is 1100 or 3003. These are the most common
grades and are available anywhere.
Bearing Assembly
Polycarbonate disc 9.5mm x 127mm dia. Drilled to receive a
Nylon sleeve (Cut from a 12 inch square sheet of 9.5mm
polycarbonate from US Plastic)
Nylon sleeve. 12.6mm OD, 9.4mm ID A bearing is inserted in
each end of sleeve. (Local hardware store)
Bearings. 2 Flange ball bearing. 9.4mm OD 6.5mm ID 3.2mm
thick. (Hobby town) Polycarbonate plate holding the bearings
is bolteds to Aluminum Disc.
Another identical Poly disc is drilled to receive the shaft.
Shaft is 6.5mm brass rod, 28mm long. (Hobby town)
Poly plate holding the shaft is bolted to the base.
A dozen 1/4 inch nylon or aluminum bolts. (Home Depot)
Base
A slab of anything large enough to accommodate the rotor with a
little extra to hold the stator supports.
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Stator Assembly
Two inch x 2 feet aluminum bar drilled on each end to allow a
1/4 inch bolt to slip into it.
1.375 Dia. cast acrylic rod. (US Plastic) drilled and threaded on
both ends to receive 2 inch by 1/4 inch threaded Nylon or
aluminum bolt. Bolted to the base. (Cut off the head of the top
bolts to allow the bar to be attached.)
Two 1/4 inch wing nuts. (Home Depot)
Vertically adjustable Stator Mechanism was built to slide along
the bar using trimmings from the aluminum rotor.
Magnet Adjustment
You will need some way to adjust the stator magnet spacing both
relative to the circumference of the rotor, as well as the gap between
the magnets perpendicular to tangent. There needs to be a space
between these.
We suggest the gap between the two stator magnets should be
greater than the largest gap between adjoining rotor magnets at the
perimeter of the disc.
There can also be an overlap between the two stator magnets as
relative to the circumference of the rotor disc.
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So, position the trailing lip of one so it’s ahead of the trailing lip of
the other.
The N-S orientation of the two stator magnets will be the same,
relative to the circumference of the rotor disc. One direction will
yield rotation in direction. Swapping them 180-degrees will yield
rotation in the opposite direction.
Screws
All screws in the assembly should be non-magnetic. You will need 3
to fasten bearing assembly to rotor disc; and 4-10 to fasten stator
assembly.
Glue
It’s an important principle that the magnets should touch the
aluminum if possible. Hence the use of hot glue is probably not a
good idea as it creates too much of an insulating factor between the
magnets and the aluminum.
Crazy Glue for gluing the magnets to the aluminum.
Super Glue for gluing the rubber feet to the bearing base and
the stator assembly feet.
Razor Blades
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You will need something like a razor blade to scrape off the Crazy
Glue when you remove magnets to adjust them, or when they fall off
for some reason.
Build your own JohnsonMotor – Best practices
Our recommendations:
Use an aluminum rotor disc lined around the circumference
with bar magnets arranged like railroad ties.
The rotor magnets are nominally evenly spaced, but stay away
from exact measurements.
You can experiment with a set of 6 magnets or more (some
successful simplified versions of Johnson’s motor use two sets
of 18 magnets).
Use magnets all the way around except for one spot, which can
be necessary for the flux effect to work.
The polarity of these magnets is through the thickness, not the
length; and N is up.
The second key ingredient for this motor is a set of two offset
stator (stationary) magnets, which are suspended by an
aluminum stator assembly. These are polarized N-S across the
two legs.
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The stator magnets are arranged such that they point down to
the rotor magnets, with one polarity leading and the other
trailing.
The polarity of the two off-set stator magnets have N on the
same side, and S on the other side, and that they are not N-S; S-
N in their relationship.
The speed of operation is apparently in proportional to the
magnet strength and perhaps to the distance between the
stator and the rotor magnets (though the latter may be more a
matter of going in/out of sync). If you are going to use stronger
magnets, you’ll need to build your assembly more sturdy.
Your magnets must be secure but when you are building and
testing you can use his Crazy Glue to attach them, to make it
easy to adjust things in the process of finding an optimal
arrangement. They will come unglued fairly easy, whether
from banging into something, or from the centripetal force of
high rotation speeds, or from being pulled into the stator
magnet.
The horizontal width of the two offset stator magnets,
including the gap between them (positioned pointing down at
the rotor bar magnets) is approximately the same as the
horizontal length of the rotor bar magnets
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Some have also successfully used the bottom of the stator
magnet and positioned it level with the bottom of the top lip of
the rotor magnet.
While others nearly put it level with the rotor magnet. The
higher elevation apparently works better from tests.
Safety Precautions
Generally speaking, one should always wear safety goggles
when using strong magnets.
Because the stator and rotor assembly are positioned by hand
in this set-up, it will be fairly easy to accidentally cause the
rotating rotor magnets to collide with the stationary stator
magnet, causing things to come unglued and to bunch together.
If you chose stronger magnets, be aware of the likelihood of
pinching your skin with the magnets. If you modify this design
and end up with a device that has higher rotation speed, you
will need to guard/protect against rotor magnets becoming
detached and flying off.
The methods for removing magnets and glue can be hazardous:
razor blades, acetone, etc.
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Operation of the Motor
Position the rotor assembly on a nominally flat surface with at least
6 inches of free space around it. Give yourself plenty of room. Make
sure there are not any magnetic objects in the vicinity.
Bring the stator assembly into place so that the stator magnets are
situated directly over the center of a rotor magnet length.
Turn the rotor so it is at the beginning of a row of magnets. The
stator should pull the rotor magnets by, with enough flywheel and
small enough cog to make it to the next set of magnets, where the
effect is repeated, gradually accelerating until an equilibrium speed
is reached.
If your generator doesn’t work for some reason:
Try changing the distance between individual magnets. Make
sure you have some non-symmetry there.
Try changing the numbers of magnets per set.
Moreover, the disc diameter is probably not a highly crucial
component, but changing it will require finding the proper spacing
of magnets to work with the different circumference. You could try
tighter circumferences just by scribing a line on your rotating disc as
a reference point.
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You should try to go with weaker magnets for this replication.
Stronger magnets will require better engineering to prevent
detachment of the rotor magnets.
You do not want to seek uniformly magnetized magnets for the rotor
magnet.
For you to best understand how the JohnsonMotor should
properly be put together, we advise you to go over Howard
Johnson’s Patents.
Howard Johnson’s Patents
US Patent # 4,151,431
Permanent Magnet Motor ( April 24, 1979 )
Howard R. Johnson
Abstract --- The invention is directed to the method of utilizing the
unpaired electron spins in ferro magnetic and other materials as a
source of magnetic fields for producing power without any electron
flow as occurs in normal conductors, and to permanent magnet
motors for utilizing this method to produce a power source. In the
practice of the invention the unpaired electron spins occurring
within permanent magnets are utilized to produce a motive power
source solely through the superconducting characteristics of a
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permanent magnet and the magnetic flux created by the magnets
are controlled and concentrated to orient the magnetic forces
generated in such a manner to do useful continuous work, such as
the displacement of a rotor with respect to a stator. The timing and
orientation of magnetic forces at the rotor and stator components
produced by permanent magnets to produce a motor is
accomplished with the proper geometrical relationship of these
components.
Inventors: Johnson; Howard R. (3300 Mt. Hope Rd., Grass Lake, MI
49240) Appl. No.: 422306 ~ Filed: December 6, 1973
Current U.S. Class: 310/12; 310/152; 415/10; 415/916; 416/3;
505/877 Intern'l Class: H02K 041/00; H02N 011/00 Field of Search:
24/DIG. 9 415/DIG. 2 46/236 ;134 A;135 A;136 B;137 AE;138 A
273/118 A,119 A,120 A,121 A,122 A,123 A,124,125 A, 126 A,130
A,131 A,131 AD
References Cited:
U.S. Patent Documents 4,074,153 (Feb., 1978) Baker, et al. 310/12.
Description
FIELD OF THE INVENTION
The invention pertains to the field of permanent magnet motor
devices solely using the magnetic fields created thereby to product
motive power.
BACKGROUND OF THE INVENTION
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Conventional electric motors employ magnetic forces to produce
either rotative or linear motion. Electric motors operate on the
principle that when a conductor is located in a magnetic field which
carries current a magnetic force is exerted upon it.
Normally, in a conventional electric motor, the rotor, or stator, or
both , are so wired that magnetic fields created by electromagnetic
may employ attraction, repulsion, or both types of magnetic forces,
to impose a force upon the armature to cause rotation, or to cause
the armature to be displaced in a linear path. Conventional electric
motors may employ permanent magnets either in the armature or
stator components, but in the art heretofore known the use of
permanent magnets in either the stator or armature require the
creation of an electromagnetic field to act upon the field produced
by the permanent magnets, and switching means are employed to
control the energization of the electromagnets and the orientation of
the magnetic fields, to produce the motive power.
It is my belief that the full potential of magnetic forces existing in
permanent magnets has not been recognized or utilized because of
incomplete information and theory with respect to the atomic
motion occurring within a permanent magnet. It is my belief that a
presently unnamed atomic particle is associated with the electron
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movement of a superconducting electromagnet and the lossless
current flow of Amperian currents in permanent magnets. The
unpaired electron flow is similar in both situations. This small
particle is believed to be opposite in charge and to be located at
right angles to the moving electron, and the particle would be very
small as to penetrate all known elements, in their various states as
well as their known compounds, unless they have unpaired
electrons which capture these particles as they endeavor to pass
there through.
Ferro electrons differ from those of most elements in that they are
unpaired, and being unpaired they spin around the nucleus in such a
way that they respond to magnetic fields as well as creating one
themselves. If they were paired, their magnetic fields would cancel
out. However, being unpaired they create a measurable magnetic
field if their spins have been oriented in one direction. The spins are
at right angles to their magnetic fields.
In niobium superconductors at a critical state, the magnetic lines of
force cease to be at right angles. This change must be due to
establishing the required conditions for unpaired electronic spins
instead of electron flow in the conductor, and the fact that very
powerful electromagnets that can be formed with superconductors
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illustrates the tremendous advantage of producing the magnetic
field by unpaired electron spins rather than conventional electron
flow.
In a superconducting metal, wherein the electrical resistance
becomes greater in the metal than the proton resistance, the flow
turns to electron spins and the positive particles flow parallel in the
metal in the manner occurring in a permanent magnet where a
powerful flow of magnetic positive particles or magnetic flux causes
the unpaired electrons to spin at right angles. Under cryogenic
superconduction conditions the freezing of the crystals in place
makes it possible for the spins to continue and in a permanent
magnet the grain orientation of the magnetized material results in
the spins permitting them to continue and for the flux to flow
parallel to the metal.
In a superconductor, at first the electron is flowing and the positive
particle is spinning; later, when critical, the reverse occurs, i.e., the
electron is spinning and the positive particle is flowing at right
angles. These positive particles will thread or work their way
through the electron spins present in the metal.
In a sense, a permanent magnet may be considered the only room
temperature superconductor. It is a superconductor because the
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electron flow does not cease, and this electron flow can be made to
do work because of the magnetic field it supplies. Previously, this
source of power has not been used because it was not possible to
modify the electron flow to accomplish the switching functions of
the magnetic field.
Such switching functions are common in a conventional electric
motor where electrical current is employed to align the much
greater electron current in the iron pole pieces and concentrate the
magnetic field at the proper places to give the thrust necessary to
move the motor armature. In a conventional electric motor,
switching is accomplished by the use of brushes, commutators,
alternating current, or other known means.
In order to accomplish the switching function in a permanent
magnet motor, it is necessary to shield the magnetic leakage so that
it will not appear as too great a loss factor at the wrong places. The
best method to accomplish this is to use the superconductor of
magnetic flux and concentrate it to the place where it will be the
most effective. Timing and switching can be achieved in a
permanent magnet motor by concentrating the flux and using the
proper geometry of the motor rotor and stator to make most
effective use of the magnetic fields generated by the electron spins.
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By the proper combination of materials, geometry and magnetic
concentration, it is possible to achieve a mechanical advantage of
high ratio, greater than 100 to 1, capable of producing a continuous
motive force.
To my knowledge, previous work done with permanent magnets,
and motive devices utilizing permanent magnets, have not achieved
the result desired in the practice of the inventive concept, and it is
with the proper combination of materials, geometry and magnetic
concentration that the presence of the magnetic spins within a
permanent magnet may be utilized as a motive force.
SUMMARY OF THE INVENTION
It is an object of the invention to utilize the magnetic spinning
phenomenon of unpaired electrons occurring in ferro magnetic
material to produce the movement of a mass in a unidirectional
manner as to permit a motor to be driven solely by magnetic forces
as occurring within permanent magnets. In the practice of the
inventive concepts, motors of either linear or rotative types may be
produced.
It is an object of the invention to provide the proper combination of
materials, geometry and magnetic concentration to utilize the force
generated by unpaired electron spins existing in permanent
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magnets to power a motor. Whether the motor constitutes a linear
embodiment, or a rotary embodiment, in each instance the "stator"
may consist of a plurality of permanent magnets fixed relative to
each other in space relationship to define a track, linear in form in
the linear embodiment, and circular in form in the rotary
embodiment. An armature magnet is located in spaced relationship
to such track defined by the stator magnets wherein an air gap
exists there between. The length of the armature magnet is defined
by poles of opposite polarity, and the length of the armature magnet
is disposed relative to the track defined by the stator magnets in the
direction of the path of movement of the armature magnet as
displaced by the magnetic forces.
The stator magnets are so mounted that poles of like polarity are
disposed toward the armature magnet and as the armature magnet
has poles which are both attracted to and repelled by the adjacent
pole of the stator magnets, both attraction and repulsion forces act
upon the armature magnet to produce the relative displacement
between the armature and stator magnets.
The continuing motive force producing displacement between the
armature and stator magnets results from the relationship of the
length of the armature magnet in the direction of its path of
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movement as related to the dimension of the stator magnets, and
the spacing there between, in the direction of the path of armature
magnet movement. This ratio of magnet and magnet spacings, and
with an acceptable air gap spacing between the stator and armature
magnets, will produce a resultant force upon the armature magnet
which displaces the armature magnet across the stator magnet
along its path of movement.
In the practice of the invention movement of the armature magnet
relative to the stator magnets results from a combination of
attraction and repulsion forces existing between the stator and
armature magnets. By concentrating the magnetic fields of the stator
and armature magnets the motive force imposed upon the armature
magnet is intensified, and in the disclosed embodiments such
magnetic field concentration means are disclosed.
The disclosed magnetic field concentrating means comprise a plate
of high magnetic field permeability disposed adjacent one side of the
stator magnets in substantial engagement therewith. This high
permeability material is thus disposed adjacent poles of like polarity
of the stator magnets. The magnetic field of the armature magnet
may be concentrated and directionally oriented by bowing the
armature magnet, and the magnetic field may further be
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concentrated by shaping the pole ends of the armature magnet to
concentrate the magnet field at a relatively limited surface at the
armature magnet pole ends.
Preferably, a plurality of armature magnets are used which are
staggered with respect to each other in the direction of armature
magnet movement. Such an offsetting or staggering of the armature
magnets distributes the impulses of force imposed upon the
armature magnets and results in a smoother application of forces to
the armature magnet producing a smoother and more uniform
movement of the armature component.
In the rotary embodiment of the permanent magnet motor of the
invention the stator magnets are arranged in a circle and the
armature magnets rotate about the stator magnets. Means are
disclosed for producing relative axial displacement between the
stator and armature magnets to adjust the axial alignment thereof,
and thereby regulate the magnitude of the magnetic forces being
imposed upon the armature magnets. In this manner the speed of
rotation of the rotary embodiment may be regulated.
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BRIEF DESCRIPTION OF THE DRAWINGS
The aforementioned objects and advantages of the invention will be
appreciated from the following description and accompanying
drawings wherein:
FIG. 1 is a schematic view of electron flow in a superconductor
indicating the unpaired electron spins,
FIG. 2 is a cross-sectional view of a superconductor under a critical
state illustrating the electron spins,
FIG. 3 is a view of a permanent magnet illustrating the flux
movement there through,
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FIG. 4 is a cross-sectional view illustrating the diameter of the
magnet of FIG. 3,
FIG. 5 is an elevational representation of a linear motor embodiment
of the permanent magnet motor of the invention illustrating one
position of the armature magnet relative to the stator magnets, and
indicating the magnetic forces imposed upon the armature magnet,
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FIG. 6 is a view similar to FIG. 5 illustrating displacement of the
armature magnet relative to the stator magnets, and the influence of
magnetic forces thereon at this location,
FIG. 7 is a further elevational view similar to FIGS. 5 and 6
illustrating further displacement of the armature magnet to the left,
and the influence of the magnetic forces thereon,
FIG. 8 is a top plan view of a linear embodiment of the inventive
concept illustrating a pair of armature magnets in linked
relationship disposed above the stator magnets,
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FIG. 9 is a diametrical, elevational, sectional view of a rotary motor
embodiment in accord with the invention as taken along section IX--
IX of FIG. 10, and
FIG. 10 is an elevational view of the rotary motor embodiment as
taken along section X--X of FIG. 9.
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DESCRIPTION OF THE PREFERRED EMBODIMENTS
In order to better understand the theory of the inventive concept,
reference is made to FIGS. 1 through 4. In FIG. 1 a superconductor 1
is illustrated having a positive particle flow as represented by arrow
2, the unpaired electrons of the ferrous conducting material 1 spin
at right angles to the proton flow in the conductor as represented by
the spiral line and arrow 3.
In accord with the theory of the invention the spinning of the
ferrous unpaired electrons results from the atomic structure of
ferrous materials and this spinning atomic particle is believed to be
opposite in charge and located at right angles to the moving
electrons. It is assumed to be very small in size capable of
penetrating other elements and their compounds unless they have
unpaired electrons which capture these particles as they endeavor
to pass there through.
The lack of electrical resistance of conductors at a critical
superconductor state has long been recognized, and
superconductors have been utilized to produce very high magnetic
flux density electromagnets. FIG. 2 represents a cross section of a
critical superconductor and the electron spins are indicated by the
arrows 3.
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A permanent magnet may be considered a superconductor as the
electron flow therein does not cease, and is without resistance, and
unpaired electric spinning particles exist which, in the practice of
the invention, are utilized to produce motor force. FIG. 3 illustrates a
horseshoe shaped permanent magnet at 4 and the magnetic flux
there through is indicated by arrows 5, the magnetic flow being
from the south pole to the north pole and through the magnetic
material. The accumulated electron spins occurring about the
diameter of the magnet 5 are represented at 6 in FIG. 4, and the
spinning electron particles spin at right angles in the iron as the flux
travels through the magnet material.
By utilizing the electron spinning theory of ferrous material
electrons, it is possible with the proper ferromagnetic materials,
geometry and magnetic concentration to utilize the spinning
electrons to produce a motive force in a continuous direction,
thereby resulting in a motor capable of doing work.
It is appreciated that the embodiments of motors utilizing the
concepts of the invention may take many forms, and in the
illustrated forms the basic relationships of components are
illustrated in order to disclose the inventive concepts and principles.
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The relationships of the plurality of magnets defining the stator 10
are best appreciated from FIGS. 5 through 8. The stator magnets 12
are preferably of a rectangular configuration, FIG. 8, and so
magnetized that the poles exist at the large surfaces of the magnets,
as will be appreciated from the N (North) and S (South)
designations.
The stator magnets include side edges 14 and 16 and end edges 18.
The stator magnets are mounted upon a supporting plate 20, which
is preferably of a metal material having a high permeability to
magnetic fields and magnetic flux such as that available under the
trademark Netic CoNetic sold by the Perfection Mica Company of
Chicago, Illinois. Thus, the plate 20 will be disposed toward the
south pole of the stator magnets 12, and preferably in direct
engagement therewith, although a bonding material may be
interposed between the magnets and the plate in order to accurately
locate and fix the magnets on the plate, and position the stator
magnets with respect to each other.
Preferably, the spacing between the stator magnets 12 slightly
differs between adjacent stator magnets as such a variation in
spacing varies the forces being imposed upon the armature magnet
at its ends, at any given time, and thus results in a smoother
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movement of the armature magnet relative to the stator magnets.
Thus, the stator magnets so positioned relative to each other define
a track 22 having a longitudinal direction left to right as viewed in
FIGS. 5 through 8.
In FIGS. 5 through 7 only a single armature magnet 24 is disclosed,
while in FIG. 8 a pair of armature magnets are shown. For purposes
of understanding the concepts of the invention the description
herein will be limited to the use of single armature magnet as shown
in FIGS. 5 through 7.
The armature magnet is of an elongated configuration wherein the
length extends from left to right, FIG. 5, and may be of a rectangular
transverse cross-sectional shape. For magnetic field concentrating
and orientation purposes the magnet 24 is formed in an arcuate
bowed configuration as defined by concave surfaces 26 and convex
surfaces 28, and the poles are defined at the ends of the magnet as
will be appreciated from FIG. 5. For further magnetic field
concentrating purposes the ends of the armature magnet are shaped
by beveled surfaces 30 to minimize the cross-sectional area at the
magnet ends at 32, and the magnetic flux existing between the poles
of the armature magnet are as indicated by the light dotted lines. In
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like manner the magnetic fields of the stator magnets 12 are
indicated by the light dotted lines.
The armature magnet 24 is maintained in a spaced relationship
above the stator track 22. This spacing may be accomplished by
mounting the armature magnet upon a slide, guide or track located
above the stator magnets, or the armature magnet could be
mounted upon a wheeled vehicle carriage or slide supported upon a
nonmagnetic surface or guideway disposed between the stator
magnets and the armature magnet. To clarify the illustration, the
means for supporting the armature magnet 24 is not illustrated and
such means form no part of invention, and it is to be understood that
the means supporting the armature magnet prevents the armature
magnet from moving away from the stator magnets, or moving
closer thereto, but permits free movement of the armature magnet
to the left or right in a direction parallel to the track 22 defined by
the stator magnets.
It will be noted that the length of the armature magnet 24 is slightly
greater than the width of two of the stator magnets 12 and the
spacing there between. The magnetic forces acting upon the
armature magnet when in the position of FIG. 5 will be repulsion
forces 34 due to the proximity of like polarity forces and attraction
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forces at 36 because of the opposite polarity of the south pole of the
armature magnet, and the north pole field of the sector magnets.
The relative strength of this force is represented by the thickness of
the force line.
The resultant of the force vectors imposed upon the armature
magnet as shown in FIG. 5 produce a primary force vector 38
toward the left, FIG. 5, displacing the armature magnet 24 toward
the left. In FIG. 6 the magnetic forces acting upon the armature
magnet are represented by the same reference numerals as in FIG. 5.
While the forces 34 constitute repulsion forces tending to move the
north pole of the armature magnet away from the stator magnets,
the attraction forces imposed upon the south pole of the armature
magnet and some of the repulsion forces, tend to move the armature
magnet further to the left, and as the resultant force 38 continues to
be toward the left the armature magnet continues to be forced to the
left.
FIG. 7 represents further displacement of the armature magnet 24 to
the left with respect to the position of FIG. 6, and the magnetic
forces acting thereon are represented by the same reference
numerals as in FIGS. 5 and 6, and the stator magnet will continue to
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move to the left, and such movement continues the length of the
track 22 defined by the stator magnets 12.
Upon the armature magnet being reversed such that the north pole
is positioned at the right as viewed in FIG. 5, and the south pole is
positioned at the left, the direction of movement of the armature
magnet relative to the stator magnets is toward the right, and the
theory of movement is identical to that described above.
In FIG. 8 a plurality of armature magnets 40 and 42 are illustrated
which are connected by links 44. The armature magnets are of a
shape and configuration identical to that of the embodiment of FIG.
5, but the magnets are staggered with respect to each other in the
direction of magnet movement, i.e., the direction of the track 22
defined by the stator magnets 12.
By so staggering a plurality of armature magnets a smoother
movement of the interconnected armature magnets is produced as
compared when using a single armature magnet as there is variation
in the forces acting upon each armature magnet as it moves above
the track 22 due to the change in magnetic forces imposed thereon.
The use of several armature magnets tends to "smooth out" the
application of forces imposed upon linked armature magnets,
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resulting in a smoother movement of the armature magnet
assembly. Of course, any number of armature magnets may be
interconnected, limited only by the width of the stator magnet track
22.
In FIGS. 9 and 10 a rotary embodiment embracing the inventive
concepts is illustrated. In this embodiment the principle of
operation is identical to that described above, but the orientation of
the stator and armature magnets is such that rotation of the
armature magnets is produced about an axis, rather than a linear
movement being achieved.
In FIGS. 9 and 10 a base is represented at 46 serving as a support for
a stator member 48. The stator member 48 is made of a
nonmagnetic material, such as synthetic plastic, aluminum, or the
like. The stator includes a cylindrical surface 50 having an axis, and
a threaded bore 52 is concentrically defined in the stator. The stator
includes an annular groove 54 receiving an annular sleeve 56 of high
magnetic field permeability material such as Netic Co-Netic and a
plurality of stator magnets 58 are affixed upon the sleeve 56 in
spaced circumferential relationship as will be apparent in FIG. 10.
Preferably, the stator magnets 58 are formed with converging radial
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sides as to be of a wedge configuration having a curved inner
surface engaging sleeve 56, and a convex outer pole surface 60.
The armature 62, in the illustrated embodiment, is of a dished
configuration having a radial web portion, and an axially extending
portion 64. The armature 62 is formed of a nonmagnetic material,
and an annular belt receiving groove 66 is defined therein for
receiving a belt for transmitting power from the armature to a
generator, or other power consuming device.
Three armature magnets 68 are mounted on the armature portion
64, and such magnets are of a configuration similar to the armature
magnet configuration of FIGS. 5 through 7. The magnets 68 are
staggered with respect to each other in a circumferential direction
wherein the magnets are not disposed as 120.degree.
Circumferential relationships to each other. Rather, a slight angular
staggering of the armature magnets is desirable to "smooth out" the
magnetic forces being imposed upon the armature as a result of the
magnetic forces being simultaneously imposed upon each of the
armature magnets. The staggering of the armature magnets 68 in a
circumferential direction produces the same effect as the staggering
of the armature magnets 40 and 42 as shown in FIG. 8.
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The armature 62 is mounted upon a threaded shaft 70 by
antifriction bearings 72, and the shaft 70 is threaded into the stator
threaded bore 52, and may be rotated by the knob 74. In this
manner rotation of the knob 74, and shaft 70, axially displaces the
armature 62 with respect to the stator magnets 58, and such axial
displacement will vary the magnitude of the magnetic forces
imposed upon the armature magnets 68 by the stator magnets
thereby controlling the speed of rotation of the armature.
As will be noted from FIGS. 4-7 and 9 and 10, an air gap exists
between the armature magnet or magnets and the stator magnets
and the dimension of this spacing, effects the magnitude of the
forces imposed upon the armature magnet or magnets. If the
distance between the armature magents, and the stator magnets is
reduced the forces imposed upon the armature magnets by the
stator magnets are increased, and the resultant force vector tending
to displace the armature magnets in their path of movement
increases. However, the decreasing of the spacing between the
armature and stator magnets creates a "pulsation" in the movement
of the armature magnets which is objectionable, but can be, to some
extent, minimized by using a plurality of armature magnets. The
increasing of the distance between the armature and stator magnets
reduces the pulsation tendency of the armature magnet, but also
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reduces the magnitude of the magnetic forces imposed upon the
armature magnets. Thus, the most effective spacing between the
armature and stator magnets is that spacing which produces the
maximum force vector in the direction of armature magnet
movement, with a minimum creation of objectionable pulsation.
In the disclosed embodiments the high permeability plate 20 and
sleeve 56 are disclosed for concentrating the magnetic field of the
stator magnets, and the armature magnets are bowed and have
shaped ends for magnetic field concentration purposes. While such
magnetic field concentration means result in higher forces imposed
upon the armature magnets for given magnet intensities, it is not
intended that the inventive concepts be limited to the use of such
magnetic field concentrating means.
As will be appreciated from the above description of the invention,
the movement of the armature magnet or magnets results from the
described relationship of components. The length of the armature
magnets as related to the width of the stator magnets and spacing
there between, the dimension of the air gap and the configuration of
the magnetic field, combined, produce the desired result and
motion. The inventive concepts may be practiced even though these
relationships may be varied within limits not yet defined and the
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invention is intended to encompass all dimensional relationships
which achieve the desired goal of armature movement.
By way of example, with respect to FIGS. 4-7, the following
dimensions were used in an operating prototype:
The length of armature magnet 24 is 31/8", the stator magnets 12
are 1" wide, 1/4" thick and 4" long and grain oriented. The air gap
between the poles of the armature magnet and the stator magnets is
approximately 11/2" and the spacing between the stator magnets is
approximately 1/2" inch.
In effect, the stator magnets define a magnetic field track of a single
polarity transversely interrupted at spaced locations by the
magnetic fields produced by the lines of force existing between the
poles of the stator magnets and the unidirectional force exerted on
the armature magnet is a result of the repulsion and attraction
forces existing as the armature magnet traverses this magnetic field
track.
It is to be understood that the inventive concept embraces an
arrangement wherein the armature magnet component is stationary
and the stator assembly is supported for movement and constitutes
the moving component, and other variations of
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the inventive concept will be apparent to those skilled in the art
without departing from the scope thereof. As used herein the term
"track" is intended to include both linear and circular arrangements
of the static magnets, and the "direction" or "length" of the track is
that direction parallel or concentric to the intended direction of
armature magnet movement.
United States Patent 4,877,983
Magnetic Force Generating Method & Apparatus
Howard R. Johnson
( October 31, 1989 )
Abstract --- A permanent magnet armature is magnetically
propelled along a guided path by interaction with the field within a
flux zone limited on either side of the path by an arrangement of
permanent stator magnets.
Inventors: Johnson; Howard R. (Box 199, 314 N. Main, Blacksburg,
VA 24060) Appl. No.: 799618 ~ Filed: November 19, 1985
Current U.S. Class: 310/12; 310/152 ~ Intern'l Class: H02K 041/00
Field of Search: 310/152,12,46
References Cited: U.S. Patent Documents USP # 4,074,153 (Feb.,
1978) Baker, et al. (Cl. 310/12). USP # 4,151,431 (Apr., 1979)
Johnson (Cl. 310/12).
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Primary Examiner: Skudy; R. ~ Attorney, Agent or Firm: Fleit,
Jacobson, Cohn, Price, Holman & Stern
Claims
What is claimed as new is as follows:
1. In combination with a movable armature, means for guiding
movement of the armature along a predetermined path and a
permanent armature magnet having magnetic poles of opposite
polarity spaced from each other along said path to establish a
magnetic field of limited extent movable with the armature and
magnetic stator means for establishing a stationary magnetic flux
zone along said path, the improvement comprising flux emitting
surfaces of one polarity mounted on the stator means on opposite
sides of said path for limiting said flux zone through which said path
extends and means mounting the permanent armature magnet on
the armature with the poles thereof orientated relative to said flux
emitting surfaces on the stator means for unidirectionally propelling
the armature along said path through the limited zone in response
to magnetic interaction between the movable magnetic field and the
limited flux zone, said magnetic stator means including a plurality of
magnetic gate assemblies fixedly spaced from each other along said
path and respectively establishing stationary magnetic fields, each
of said gate assemblies including a plurality of interconnected bar
magnets substantially bordering said limited flux zone exposing
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pole faces of opposite polarity in parallel spaced planes intersected
by said path, and magnetic means connected to said interconnected
bar magnets exposing one of the flux emitting surfaces of said one
polarity perpendicular to said parallel planes for magnetic
interaction of the stationary magnetic fields.
2. The combination of claim 1 wherein said armature magnet is
curved between end faces at which said poles of opposite polarity
are located, the end faces being orientated by the mounting means
in converging each other toward the guiding means.
3. In combination with a movable armature, means for guiding
movement of the armature along a predetermined path and a
permanent armature magnet having magnetic poles of opposite
polarity spaced from each other along said path to establish a
magnetic field of limited extent movable with the armature and
magnetic stator means for establishing a stationary magnetic flux
zone along said path, the improvement comprising flux emitting
surfaces of one polarity mounted on the stator means on opposite
sides of said path for limiting said flux zone through which said path
extends and means mounting the permanent armature magnet on
the armature with the poles faces thereof orientated relative to said
flux emitting surfaces on the stator means for unidirectionally
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propelling the armature along said path through the limited zone in
response to magnetic interaction between the movable magnetic
field and the limited flux zone, said armature magnet being curved
between end faces at which said poles of opposite polarity are
located, the end faces being orientated by the mounting means in
converging relation to each other toward the guiding means.
4. In combination with a movable armature, means for guiding
movement of the armature along a predetermined path and a
permanent armature magnet having magnetic poles of opposite
polarity spaced from each other along said path to establish a
magnetic field of limited extent movable with the armature and
magnetic stator means for establishing a stationary magnetic flux
zone along said path, the improvement comprising flux emitting
surfaces of one polarity mounted on the stator means on opposite
sides of said path for limiting said flux zone through which said path
extends and means mounting the permanent armature magnet on
the armature with the poles thereof orientated relative to said flux
emitting surfaces on the stator means for unidirectionally propelling
the armature along said path through the limited zone in response
to magnetic interaction between the movable magnetic field and the
limited flux zone, said magnetic stator means including a pair of
permanent magnet assemblies having continuous, confronting pole
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faces of said one polarity bordering said limited zone, each of said
assemblies having means for varying magnetic field intensity in the
flux zone along said path, and a second armature magnet connected
to the first mentioned armature magnet in mirror image relation
thereto.
5. The combination of claim 4 wherein said armature magnet is
curved between end faces at which said poles of opposite polarity
are located, the end faces being orientated by the mounting means
in a plane parallel to said path.
6. In combination with a movable armature, means for guiding
movement of the armature along a predetermined path and a
permanent armature magnet mounted on the armature having
magnetic poles of opposite polarity spaced from each other along
said path, the improvement comprising a plurality of permanent
magnet gate assemblies mounted in spaced relation to each other
along said path establishing interacting stationary magnetic fields
along said path, each of said assemblies including stator magnets
interconnected in surrounding relation to said path and having pole
faces of opposite polarity aligned with parallel planes intersected by
said path and magnetic means fixed to the pole faces aligned with
one of the parallel planes for interaction of the armature magnet
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with said stationary magnetic fields for unidirectional propulsion of
the armature along said path, said magnetic means being an annular
magnet having a radially inner pole surface of one polarity enclosing
a magnetic flux zone through which said path extends.
Description
BACKGROUND OF THE INVENTION
This invention relates in general to the use of permanent magnets to
generate unidirectional propelling forces.
The generation of unidirectional propelling forces by permanent
magnets is already known and recognized in U.S. Pat. Nos. 4,151,431
and 4,215,330 to Johnson and Hartmen, respectively, by way of
example. According to applicant's own prior Pat. No. 4,151,431, such
forces are generated by magnetic interaction between a curved
magnet bar of an armature guided for movement along a circular
path and an arrangement of spaced stator magnets having pole faces
of one polarity facing the armature on one side thereof parallel to
the path of movement.
It is therefore an important object of the present invention to
provide certain improved stator arrangements of permanent
magnets interacting with a permanent magnet armature for
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unidirectional propulsion thereof in a novel manner believed to be
more efficient.
SUMMARY OF THE INVENTION
In accordance with the present invention, the armature magnet is
guided along a path through a magnetic flux zone limited on
opposite sides of the path by an arrangement of magnetic pole
surfaces of one polarity on stator magnets. According to one
embodiment, the flux zone is formed by spaced gate assemblies of
magnets having exposed pole faces of one polarity in a plane
perpendicular to the armature path from which a magnetic field
extends to the opposite pole faces and a ring magnet fixed to such
opposite pole faces of the other polarity, with a radially inner pole
surface of the same polarity producing a magnetic field
perpendicular to the first mentioned field to their opposite radially
outer pole surfaces.
According to another embodiment, the flux zone is formed between
continuous confronting pole surfaces of one polarity on stator
magnets arranged to produce a magnetic field of varying intensity
along the armature path.
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In yet another embodiment, at least two curved bar magnets are
interconnected to form the armature with two pairs of pole faces
spaced along the armature path.
These together with other objects and advantages which will
become subsequently apparent reside in the details of construction
and operation as more fully hereinafter described and claimed,
reference being had to the accompanying drawings forming a part
hereof, wherein like numerals refer to like parts throughout.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a somewhat schematic side elevational view showing an
installation of the present invention in accordance with one
embodiment, with parts broken away and shown in section.
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FIG. 2 is a transverse sectional view taken substantially through a
plane indicated by section line 2--2 in FIG. 1.
FIG. 3 is an enlarged partial sectional view taken substantially
through a plane indicated by section line 3--3 in FIG. 1.
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FIG. 4 is a top plan view of an installation in accordance with
another embodiment of the invention.
FIG. 5 is a sectional view taken substantially through a plane
indicated by section line 5--5 in FIG. 4.
FIG. 6 is a sectional view taken substantially through a plane
indicated by section line 5--5 in FIG. 5.
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FIG. 7 is a simplified side view through the flux zone shown in FIGS.
4, 5 and 6 with the armature bar magnet positioned therein.
FIG. 8 is a top plan view of an installation in accordance with yet
another embodiment.
FIG. 9 is an enlarged partial sectional view through a plane indicated
by section line 9--9 in FIG. 8.
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DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now to the drawings in detail, FIG. 1 illustrates one
embodiment of the invention in which a magnetic armature
generally referred to by reference numeral 10 is unidirectionally
propelled along a predetermined path established by a motion
guiding track 12 fixed to a frame or support 14. The path is
represented by a line 16 extending through pole faces 18 and 20 of
opposite polarity at the longitudinal ends of a curved armature bar
magnet 22. The armature 10 in the illustrated example includes a
wheeled vehicle mount 24 to which the armature magnet 22 is
fixedly secured with the pole faces 18 and 20 converging toward the
guiding track 12. The pole faces 18 and 20 are furthermore
orientated so that the magnetic field extending between pole faces
18 and 20 is movable therewith within a flux zone 26 limited in
surrounding relation to the guided path at spaced locations by stator
gate assemblies 28 formed by permanent magnets fixed to the frame
support 14.
Each of the stator gate assemblies 28 as shown in FIGS. 1-3, includes
four bar magnets 30 interconnected at corners by non-magnetic
elements 32, such as triangular wooden blocks as more clearly seen
in FIG. 3, to form a rectangular enclosure in surrounding relation to
the track 12. Pole faces 34 and 36 between which a stationary
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magnetic field extends are formed on the bar magnets substantially
aligned with parallel spaced planes in perpendicular intersecting
relation to the path line 16. The pole face 34 of one polarity (north)
is effective through its magnetic field to magnetically interact with
the magnetic field of the armature magnet 22 causing unidirectional
propulsion of the armature 10 as actually observed during tests.
Such magnetic interaction is obviously influenced by the pole face
36 of opposite polarity (south) abutting and fixed to an annular or
circular ring magnet 38 magnets 30. The interconnected and 38 may
be held in assembled relation by an outer skin or sheathing 40 as
shown in FIG. 3.
The ring magnet 38 has a radially inner pole surface 42 of the same
polarity (north) as that of the pole faces 34 to interact with the other
pole faces 36 as aforementioned, to the exclusion of the radially
outer pole surface 44. The obvious effect of said arrangement is to
exert a net magnetic force on the armature magnet 22 causing the
observed continuous, unidirectional propulsion thereof through the
gate assemblies 28. Such assemblies 28 are spaced apart distance
dependent on the magnetic field intensity or strength of the
permanent magnets 30 and 38 which dictate the effective axial
extent of the aforementioned magnetic fields associated with the
assemblies 28 and the armature magnet 22.
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FIGS. 4-7 illustrate another embodiment of the invention utilizing
the same type of movable armature 10 guided along a
predetermined path by a frame mounted track 12 extending
through a flux zone 46 established by another type of permanent
magnet stator arrangement, generally referred to by reference
numeral 48. The stator 48 includes a pair of permanent magnet
assemblies 50 extending in parallel spaced relation to each other on
opposite sides of the armature path established by the track 12.
Each assembly 50 is a mirror image of the other so as to expose
continuous confronting pole surfaces formed by a magnetic layer
material 52 such as Neodynium, mounted on interconnected
ceramic bodies 54. The confronting pole surfaces of the magnetic
layers 52 are of like polarity (north), opposite to the polarity of the
pole surface of magnetic layer sections 56 and 58 made of Samarium
Cobalt, for example, and carried on the ceramic bodies 54. The
bodies 54 have transversely extending flange portions 60 at the
abutting ends so as to mount the layer sections sections 58 laterally
outwardly of layer sections 56 as more clearly seen in FIGS. 4 and 6
to thereby vary the magnetic field intensity along the guided
armature path within the limited flux zone 46 in which the magnetic
fields of the stator assembly 48 interact with the magnetic field of
bar magnet 22.
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The curved armature magnet 22 is orientated within the flux zone
46 between the confronting pole surfaces on 52 as depicted in FIG.
7, with the pole faces 18 and 20 converging toward the track 12 as
previously described in connection with FIGS. 1-3. However, it was
found that maximum propelling thrust is produced by optimum
location of the path line 16 through the pole faces 18 and 20 a
distance 62 closer to the upper edge of surface layer 52 than the
lower edge on the frame support 14.
FIGS. 8 and 9 illustrate yet another embodiment of the invention
involving the same type of permanent magnet stator arrangement
50 as described with respect to FIGS. 4-7. a modified form of
armature 10' is featured in FIGS. 8 and 9, including two curved
armature magnets 64 that are mirror images of each other with
respect to an intermediate abutting portion 66. The magnets 64 are
interconnected at the abutting portion 66 in alignment with a plane
containing the path line 16 centrally between the confronting pole
surfaces on 52. The end pole faces 68 and 70 for each magnet 64, are
aligned with a plane in parallel spaced relation between the path
line 16 and the pole surface on 52. With the number of pole faces
thereby doubled for the armature, a higher and more efficient
propelling thrust may be achieved.
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The foregoing is considered as illustrative only of the principles of
the invention. Further, since numerous modifications and changes
will readily occur to those skilled in the art, it is not desired to limit
the invention to the exact construction and operation shown and
described, and accordingly, all suitable modifications and
equivalents may be restorted to, falling within the scope of the
invention.
US Patent # 5,402,021
Magnetic Propulsion System
Howard R. Johnson
( March 28, 1995 )
Abstract --- A magnetic propulsion system including a plurality of
specifically arranged permanent magnets and a magnetic vehicle
propelled thereby along a path defined by the permanent magnets.
The magnetic vehicle which is to be propelled includes a rigidly
attached armature comprising several curved magnets. The
propulsion system further includes two parallel walls of permanent
magnets arranged so as to define the lateral sides of a vehicle path.
Preferably, the walls are identical to one another except that the
polarities of the magnets which define one wall are opposite from
the polarities of the corresponding magnets in the opposite wall. A
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first wall, for example, includes a series of generally rectangular
magnets, each magnet arranged with a North-to-South axis pointing
longitudinally down the wall in the intended direction of vehicle
travel. Each of the rectangular magnets is separated from the next
successive rectangular magnet by a thinner magnet, which thinner
magnet is arranged with its North-to-South axis pointing laterally
toward the opposite wall and therefore perpendicular with respect
to the North-to-South axis of the rectangular magnets. The opposite
(or second) wall includes the same general arrangement of magnets,
except that the North-to-South axis for each of the generally
rectangular magnets is in a direction opposite from the direction of
vehicle travel and the North-to-South axis of the thinner magnets
points away from the first wall. In addition, the propulsion system
includes several spin accelerators.
Inventors: Johnson; Howard R. (1440 Harding Rd., Blacksburg, VA
24060) Appl. No.: 064930 ~ Filed: May 24, 1993
Current U.S. Class: 310/12; 198/619; 310/152 Intern'l Class: B65G
035/06; H02K 041/00 Field of Search: 310/12,152,46 198/619,805
References Cited [Referenced By]
U.S. Patent Documents: 4,151,431 ~ Aug., 1979 ~ Johnson (Cl.
310/12). 4,215,330 ~ Jun., 1980 ~ Hartman (335/306). 4,877,983 ~
Oct., 1989 ~ Johnson (310/12).
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Other References: Advances in Permanent Magnetism, pp. 44-57 date
unknown. Scientific American, Jan. 1989, pp. 90-97. Introduction to
Magnetic Materials, pp. 129-135 date unknown. Applications of
Magnetism, pp. 42-47 date unknown.
Description
FIELD OF THE INVENTION
The present invention relates to a magnetic propulsion system
including a plurality of specifically arranged permanent magnets
and a magnetic vehicle propelled thereby along a path defined by
the permanent magnets.
BACKGROUND OF THE INVENTION
The generation of unidirectional propelling forces by permanent
magnets is already known and recognized in U.S. Pat. Nos. 4,151,431
and 4,877,983 to Johnson, and U.S. Pat. No. 4,215,330 to Hartmen, by
way of example. According to applicant's first patent (U.S. Pat. No.
4,151,431), such forces are generated by magnetic interaction
between a curved magnet bar of an armature guided for movement
along a circular path and an arrangement of spaced stator magnets
having pole faces of one polarity facing the armature on one side
thereof parallel to the path of movement.
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According to the applicants second patent (U.S. Pat. No. 4,877,983),
the armature magnet is mounted on a vehicle and guided along a
path through a magnetic flux zone limited on opposite sides of the
path by an arrangement of magnetic pole surfaces of one polarity on
stator magnets. According to one embodiment of the second patent,
the flux zone is formed by spaced gate assemblies of magnets having
exposed pole faces of one polarity in a plane perpendicular to the
armature path from which a magnetic field extends to the opposite
pole faces and a ring magnet fixed to such opposite pole faces of the
other polarity, with a radially inner pole surface of the same polarity
producing a magnetic field perpendicular to the first mentioned field
to their opposite radially outer pole surfaces. Several other
embodiments are illustrated including variations in the armature
structure and in the stator structure; however, all of the
embodiments teach use of an annular stator assembly.
SUMMARY OF THE INVENTION
It is therefore an object of the present invention to provide an
improved magnetic propulsion system having a plurality of
permanent magnets and a magnetic vehicle propelled thereby along
a path defined by the permanent magnets, wherein the permanent
magnets need not encircle the path of the magnetic vehicle.
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In order to achieve this and other objects, the present invention
comprises two parallel walls of permanent magnets arranged so as
to define the lateral sides of a vehicle path. The walls are identical to
one another except that the polarities of the magnets which define
one wall are opposite from the polarities of the corresponding
magnets in the opposite wall.
A first wall, for example, includes a series of generally rectangular
magnets, each magnet arranged with a North-to-South axis pointing
longitudinally down the wall in the intended direction of vehicle
travel. Each of the rectangular magnets is separated from the next
successive rectangular magnet by a thinner magnet, which thinner
magnet is arranged with its North-to-South axis pointing laterally
toward the opposite wall and therefore perpendicular with respect
to the North-to-South axis of the rectangular magnets.
The pole-to-pole length of each thinner magnet is preferably no
more than half the width of the generally rectangular magnets.
Accordingly, a gap on the inside surface of the wall is defined by the
presence of each thinner magnet.
The opposite (or second) wall includes the same general
arrangement of magnets, except that the North-to-South axis for
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each of the generally rectangular magnets is in a direction opposite
from the direction of vehicle travel and the North-to-South axis of
the thinner magnets points away from the first wall.
In addition, the propulsion system of the present invention includes
several spin accelerators for crowding the magnetic fields at
predetermined positions along the length of the walls. This
crowding of the magnetic fields serves to intensify the fields and
causes the vehicle's armature to be accelerated faster than would
otherwise be the case without the spin accelerators.
The spin accelerators project laterally outward from each of the
walls at predetermined positions along the longitudinal length of
each wall. Each spin accelerator comprises a generally rectangular
permanent magnet which is preferably identical to that of the first
and second walls. Each spin accelerator further includes a shorter
magnet having a smaller pole-to-pole length than that of the
generally rectangular magnet and a wedge separating the generally
rectangular magnet of the spin accelerator from the shorter magnet.
The orientation of the generally rectangular magnet in the spin
accelerator is determined by which pole of the wall's thinner
magnet is facing outwardly. The rectangular magnet's orientation is
such that face-to-face contact is established between opposite poles
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of the generally rectangular magnet in the spin accelerator and the
thinner magnet in the wall. Accordingly, the North-to-South axis of
the generally rectangular magnet in the spin accelerator points in
the same direction as the North-to-South axis of the thinner magnet
in the wall. The shorter magnet in the spin accelerator is likewise
arranged with its North-to-South axis pointing in the same general
direction as that of the thinner magnet in the wall; but here, an acute
angular tilt away from the North-to-South axis of the thinner magnet
is established by the wedge. In particular, the angle of the wedge
determines the acute angle which exists between the North-to-South
axis of the shorter magnet in the spin accelerator and the North-to-
South axis of the thinner magnet in the wall.
The magnetic vehicle which is to be propelled by the instant
propulsion system includes a rigidly attached armature comprising
several curved magnets. Each curved magnet is arranged on the
vehicle such that its North-to-South axis is parallel with respect to
that of the other curved magnets. In particular, the North-to-South
axes of all the curved magnets point in the same direction as the
North-to-South axes of the thinner magnets in each wall. The vehicle
itself is preferably a wheeled vehicle mounted on a track; however,
it is understood that other vehicle structures will suffice so long as
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the vehicle is maintained between the walls of the propulsion
system.
In operation, the magnetic fields created by the two walls exert a
propelling force on the armature of the vehicle in the desired
direction of travel. Since the armature of the vehicle is rigidly
attached to the vehicle, the vehicle itself begins to accelerate and is
hence set in motion by the propulsion system.
Preferably, the curved magnets of the vehicle armature are "Alnico
8" magnets tipped with neodymium magnets. The magnets which
constitute the walls and spin accelerators are preferably made of
neodymium and ceramic material, except for the thinner magnets.
The thinner magnets are preferably made of rubber or plastic, and
each can comprise a plurality of magnetic rubber or plastic layers.
Although the present invention has been described with regard to
generally rectangular magnets, it is understood that other
permanent magnet shapes will suffice, including but not limited to
generally cylindrical shapes.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a schematic plan view of a magnetic propulsion system in
accordance with a preferred embodiment of the present invention.
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DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
With reference to FIG. 1, a preferred embodiment of the inventive
magnetic propulsion system and vehicle propelled thereby will now
be described.
FIG. 1 schematically illustrates a propulsion system 10 comprising
two parallel magnetic walls 12,14 which are stationary, and an
armature 16 rigidly attached to a vehicle 18. The two parallel walls
12,14 are formed from several permanent magnets arranged so as
to define the lateral sides of a vehicle path. The desired direction of
vehicle travel is indicated by an arrow A in FIG. 1. The two walls
12,14 are identical to one another except that the polarities of the
magnets which define one wall 12 are opposite from the polarities
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of the corresponding magnets in the opposite wall 14. A first wall
12, for example, includes a series of generally rectangular magnets
20, each magnet arranged with a North-to- South axis pointing
longitudinally down the wall in the intended direction of vehicle
travel (indicated by arrow A). Each of the magnets 20 preferably
comprises a ceramic magnet with a neodymium north pole. In
addition, each of the generally rectangular magnets 20 is separated
from the next successive rectangular magnet 20 by a thinner magnet
22. The thinner magnets 22 are arranged with their North-to-South
axes pointing laterally toward the opposite wall 14 and therefore
perpendicular with respect to the North-to-South axis of the
rectangular magnets 20. Each thinner magnet 22 is preferably made
from rubber or plastic permanently magnetic material. Also, the
pole-to-pole length of each thinner magnet 22 is preferably no more
than half the width of the generally rectangular magnets 20.
Consequently, a gap 24 on the inside surface of the wall 12 is
defined by the presence of each thinner magnet 22.
The opposite (or second) wall 14 includes the same general
arrangement of magnets 20,22, except that the North-to-South axis
for each of the generally rectangular magnets 20 points in a
direction opposite from the direction of vehicle travel, while the
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North-to-South axes of the thinner magnets 22 point away from the
first wall 12.
By arranging the thinner magnets 22 between the generally
rectangular magnets 20 in the foregoing manner, there is a pole
shading effect on the magnets 20 of the walls 12,14.
In addition, the propulsion system 10 of the preferred embodiment
includes several spin accelerators 26 for crowding the magnetic
fields at predetermined positions along the length of the walls 12,14.
This crowding of the magnetic fields serves to intensify the fields
and causes the vehicle's armature to be accelerated faster than
would otherwise be the case without the spin accelerators.
The spin accelerators 26 project laterally outward from each of the
walls 12,14 at predetermined positions along the longitudinal length
of each wall 12,14. According to the preferred embodiment, the spin
accelerators 26 are positioned along the walls 12,14 at every other
thinner magnet 22 (as is shown in the middle of FIG. 1). Each spin
accelerator 26 comprises a generally rectangular permanent magnet
28 which is preferably identical or very similar to that of the first
and second walls 12,14. Each spin accelerator 26 further includes a
shorter magnet 30 having a smaller pole-to-pole length than that of
the generally rectangular magnet 28 and a wedge 32 separating the
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generally rectangular magnet 28 of the spin accelerator 26 from the
shorter magnet 30. The orientation of the generally rectangular
magnet 28 in the spin accelerator 26 is determined by which pole of
the wall's thinner magnet 22 is facing outwardly. The rectangular
magnet's orientation is such that face-to-face contact is established
between opposite poles of the generally rectangular magnet 28 in
the spin accelerator 26 and the thinner magnet 22 in the wall 12,14.
Accordingly, the North-to-South axis of the generally rectangular
magnet 28 in the spin accelerator 26 points in the same direction as
the North-to-South axis of the thinner magnet 22 in the wall 12,14.
The shorter magnet 30 in the spin accelerator 26 is likewise
arranged with its North-to-South axis pointing in the same general
direction as that of the thinner magnet 22 in the wall 12,14; but
here, an acute angular tilt away from the North-to-South axis of the
thinner magnet 22 is established by the wedge 32. In particular, the
angle .alpha. of the wedge determines the acute angle which exists
between the North-to-South axis of the shorter magnet 30 and the
North-to-South axis of the thinner magnet 22 in the wall 12,14. The
shorter magnet 30 preferably consists of neodymium.
The magnetic vehicle 18 which is to be propelled by the instant
propulsion system 10 includes a rigidly attached armature 16
comprising several curved magnets 34. Each curved magnet 34 is
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arranged on the vehicle 18 such that its North-to-South axis is
parallel with respect to that of the other curved magnets 34. In
particular, the North-to-South axes of all the curved magnets 34
point in the same direction as the North-to-South axes of the thinner
magnets 22 in each wall 12,14. The vehicle 18 itself, according to the
preferred embodiment, is a wheeled vehicle mounted on a track 36.
It is understood, however, that other vehicle structures will suffice
so long as the vehicle is maintained between the walls 12,14 of the
propulsion system 10.
In operation, when the vehicle 18 is positioned as is shown in FIG. 1,
the magnetic fields created by the two walls 12,14 exert a propelling
force on the armature 16 of the vehicle 18 in the desired direction of
travel (arrow A). Since the armature 16 is rigidly attached to the
vehicle 18, the vehicle 18 itself begins to accelerate and hence is set
in motion by the propulsion system 10.
Furthermore, since the spin accelerators 26 serve to crowd and
thereby intensify the magnetic fields at predetermined positions
along the walls 12,14, the acceleration of the vehicle is enhanced as
the vehicle passes these predetermined positions.
The spin accelerators 26 can be reversed in order to lessen their
effectiveness at crowding the magnetic fields. Reversing of the spin
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accelerators 26 can be accomplished by rotating the spin
accelerators 26 so that the shorter magnets 30 tilt away from the
intended direction of vehicle travel, rather than in the direction of
travel as is the case for the illustrated embodiment.
Preferably, the curved magnets 34 of the vehicle armature 16 are
"Alnico 8" magnets tipped with neodymium magnets, while the
wedges 32 comprise wood or similar material and an angle .alpha. of
45 to 90 degrees.
The width w.sub.20, height, and pole-to-pole length 1.sub.20 of the
generally rectangular magnets 20 in each wall 12,13 are 0.75 inches
to 1.25 inches, 3.75 to 4.25 inches, and 1.25 inches to 1.75 inches,
respectively. The width w.sub.22, height, and pole-to-pole length
1.sub.22 of the thinner magnets 22 in the walls 12,14 are 1 inch to
1.5 inches, 3.75 inches to 4.25 inches, and no more than one half the
width w.sub.20 of the generally rectangular magnets, respectively.
In the spin accelerators 26, the width w.sub.28, height, and pole-to-
pole length 1.sub.28 of the generally rectangular magnets 28 are
1.125 to 1.625 inches, 3.75 to 4.25 inches, and 0.875 inches to 1.375
inches, respectively, while the width w.sub.32, height, and pole-to-
pole length 1.sub.32 of the shorter magnets 30 are 0.75 inch to 1.25
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inches, 3.75 inches to 4.25 inches , and 0.125 inch to 0.375 inch,
respectively.
Preferably, the distance separating the walls 12,14, is such that each
wall 12,14 is 0.5 inch to 1.25 inches away from the tips of the
armature magnets 34, both walls 12,14 being equidistant from the
tips of the armature 16. Also, the curved magnets 34 of the armature
16 are preferably 0.375 inch to 0.625 inch apart from one another.
Testing of the foregoing prototype propulsion system resulted in the
vehicle moving 2 feet in one second.
Although the present invention has been described with reference
to a preferred embodiment, it is understood that various
modifications to this embodiment will become subsequently
apparent to those having ordinary skill in the art. In this regard, the
scope of the invention is limited only by the claims appended hereto,
and not by the illustrated embodiment.
JohnsonMotor Simplified
If the JohnsonMotor inspired by the work of Howard Johnson is too
complicated for you at this time, we know exactly what you need. A
more simple and cheap JohnsonMotor to get you started. Many
people who have gotten this guide have chosen to build numerous
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simplified versions instead of the full motor to provide their energy
needs. There is no limit to how many of these you can build. So if
you get the building process down, you may want to keep building
more of these simplified motors until you feel ready to get back to
the full JohnsonMotor.
List of materials
1. Alligator Clips – They are used to connect batteries to circuit.
Wires need to be larger than #20; clips need to be rated for at least 5
Amps. at least 12" recommended. You will need about four of these.
A dozen recommended for experimental variations (e.g. hooking up
output batteries in parallel).
2. Rechargeable Batteries – They are used for running the circuit-
motor and receiving a charge from the circuit (input and output
need to be from/to different batteries; closed loop will not work).
You need 6 to 24-volt batteries. 12-volt lead acid, gel cell
recommended.
As for the quantity, you want to get at least two: one for input, one
for receiving charge. More recommended for experimental options.
(1) Control. An identical battery to the input battery should be
obtained for a control -- to test the discharge parameters of a
battery independent of the circuit under the same discharge
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parameters being put to the input battery for characterization. (2)
Additional batteries of the same voltage and impedance can be
added to the output in parallel (e.g. to graphically demonstrate more
output than input). This is the widest and most crucial variable in
the system. Plan ahead the experiment you want to run before
purchasing.
Remember, the input and output batteries need to be matched in
their voltage and impedance (size). There can be more than one
battery on the receiving end, connected in parallel, of a matched
voltage and impedance (size) of the input battery. For your first
replication of this, you will want to use new batteries so that bad
batteries will not be a possible reason for malfunction of the circuit.
Not all rechargeables are suitable for receiving charge from this set-
up. Lead acid recommended.
3. Bicycle Wheel Rim - Or Other Rotor Device – You will use this
to cycle the magnets past the coil in repeated motion. 24-inch
diameter would be fine. Bearings should be in good shape. Rotation
should be fairly straight. Make sure the rim is non-magnetic. You
want an approximate + / - 10 inches in the diameter (not crucial at
all).
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It doesn't have to be bicycle wheel. Any non-magnetic rotating
wheel of similar size and weight should work. These plans are for a
24-inch rim. If you go smaller or large than this, you will need to
adjust the number of magnets accordingly so that the spacing is
approximately the same distance as on the 24-inch specified plans.
You might want to source your wheel before purchasing magnets so
you know how many magnets to get. Also, if you want to have your
shaft coming from the wheel to convey the torque of the wheel, you
will need to configure an alternative bearing system.
4. Coil Spool – Used to wind the parallel lengths of magnetic wire
around to (1) create an electromagnet to pump the magnets on the
wheel and (2) receive pulses of energy from the magnets for the
receiving battery. You will need a plastic one, 3 inch diam. by 3
inches long, with 3/4 inch center opening.
5. Diode - Recommended: 1N4001; 1 A, 50 V, low power, fast silicon
diode.
6. Diode, 1000 Volt - Assures one-way flow of energy from circuit
to receiving battery. It should be a 1N4007 (1000 Volt; 1 Amp) one.
7. Heat Sink - Dissipates heat from transistor. You need a 4" x 4" x
1/16" aluminum plate one.
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8. Magnet Core (Welding Rod) - Electromagnet core material to
propel magnets along as it is pulsed by the circuit. Get 3-5 lbs.
(around 10 rods of 3 feet each), welding rod; 0.042" inch diameter
copper coated steel rod. 3 foot lengths. ( it will be cut to length of the
coil spool)
9. Magnet Wire for Coil Winding – It is wound parallel to the #23
magnet wire. The purpose of the #20 gauge is to pass current from
the input battery into the coil to create an electromagnet to pump
the magnets on the wheel. You need one length (900 turns is about
350 feet.) of #20 wire, coated. Can't have splices.
10. Magnet Wire for Trigger Coil Winding – It is wound parallel to
the #20 magnet wire. The #23 gauge magnet wire receives pulses of
energy from the magnets for the receiving battery. You need one
length (900 turns is about 350 feet.) of #23 wire, coated. Can't have
splices. Copper with high voltage coating.
11. Magnets - Affixed to wheel to pass by the coil to both (1) receive
a magnetic pulse from the input battery to propel it along and (2)
infuse a pulse into the receiving winding to pass energy into the
receiving battery. Get 16 for a 24-inch wheel. Get some extra in case
of breakage. You also might consider one or two for a control, to
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measure Gauss before and after experimental runs. They have to be
ceramic 5; dimensions: 1" x 2" x 3/8" inches.
12. Neon Lamps - The lamp provides a path for the output energy in
case the receiving battery is disconnected while the motor is
running. This prevents burn-out of the transistor. The light should
not go on unless the output battery is disconnected. You will need
one Chicago Miniature Neon Base Wire Terminal T-2 65VAC .6mA
NE-2.
13. Resistor - Varying the resistance is the "volume/speed" control
for this device. You want one, for bare minimum, but if you want to
be able to tune your device, you should get one 47 ohms resistor and
one 10k ohms potentiometer to connect in series. 680 Ohms should
work well for this particular arrangement.
14. Super Glue – Used for (1) attaching the transistor to the
aluminum heat sink; (2) securing the welding rods inside the spool
to serve as a core. You will need quite a bit to secure all the welding
rods (e.g. four tubes of 3 gm) - standard super glue.
15. Tape – Used for second level of adhesion of magnets to wheel
(beyond just glue). Also to maintain wires to prevent snagging. Use
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one-sided, non-magnetic, preferably electric tape or duct tape
enough for the circumference of your wheel plus a little for overlap
and do-over.
16. Transistor – You need one, for the circuit and maybe several
extra in case you burn one up, precisely 2N3055 Transistor, 100V,
TO-3 case; fully metal.
17. Wood (Stand) - to hold the wheel steady, and to fasten the
circuit and hold the coil. You need:
- one sheet approximately 3' x 2' feet square by ~3/4" inch thick (to
be cut into three pieces -- two for uprights and one for base)
- two lengths of 2" x 6" or larger of about 6 inches long (to hold coil
and stabilize uprights)
Sourcing
All the materials you need for your motor can be found online. We
recommend you search eBay and Amazon for cheap (possibly used)
parts to keep your costs low.
However, if you cannot find some of the parts you need on Amazon
and eBay we encourage you to search for individual retailers online
that specialize in selling the part you are looking for.
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Also, many of the parts can be found at your local hardware store, so
you can check there first for convenience. However, when we built
our motor we typically found the lowest prices online (namely at
Amazon and eBay).
List of tools
Wire cutter.
Something to cut the welding rods to length (may want to use
cutter available where you purchased the rods).
Something to fabricate the stand for the wheel. (e.g. jig saw to
cut wood).
Soldering gun and solder.
Metal drill to put hole in aluminum heat sink to fasten circuit to
device.
Screw driver and 2-4 screws to screw heat sink to stand.
Paintbrush and paint or sealant, to apply paint or sealant to
wood.
Skill saw, to cut boards.
Drill, to wind wires on coil.
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List of useful instruments
- 10-40 Watt Light Bulb - to quantify the discharging of a
charged battery.
- Multimeter - for measurement of voltage and amperage.
- Battery Capacity Analyzer - Whatever model you get make
sure it measures the storage capacity of 12V Lead Acid
Batteries and displays the batteries capacity as a percentage.
This can help identify batteries, which may be defective or
deteriorated. We used BK Precision Battery Capacity
Analyzer, Model 600 and it pulled just over 5 amps for less
than a second. Non-test load, for digital display is 100 mA.
- Computerized Battery Analyzer
Software provides automatic sensing of the battery cell
count, a safe maximum discharge current and
recommends a minimum safe cutoff voltage
Plug-and-play USB interface to the computer.
Software, supplied with the CBA, is easy and intuitive
Graphically displays and charts voltage versus time
Constant current load is controlled both with software
and electronically.
Graphs may be displayed, saved and printed.
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Multiple graphs of the same battery, or multiple batteries,
may be compared or overlaid.
May be printed on a color or black and white printer.
CBA will even measure the temperature of a battery using
the optional external temperature probe.
- Odometer - Tools for measuring rpm (revolutions per
minute) of a rotating device - optical tach, multimeter
option, makeshift oscilloscope, etc.
- Compass - To be able to detect the North pole of the
magnets.
- Gauss Meter - Would be good for documenting that any
effect is not coming as a result of the degaussing of the
magnets.
Next, we will go over the schematics that will show you exactly how
to build the simplified JohnsonMotor.
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Schematics
Do not worry about paralleling the diodes, just make D2 3W 1000V
1N5408. You can charge the batteries in parallel or otherwise. Try
and get 10 new or used Interstate 6v golf cart batteries. Build as
below but add the small bulb (LP1) and 1K pot (R1) in series with
the resistor (R2 which is now a 100 Ohm resistor or you can use 10
Ohm). D1 can be 1N914. The neon bulb (NE-2) is simply one neon
bulb. One additional update is on the coil (T1). Cut 150 to 350 feet of
each wire (same length). You can use two #18 size wire at 150 feet
instead. Instead of winding two wires in parallel, twist the two wires
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like litz wires. For these smaller size wires you can have 6 or more
twists per inch. Just don't twist too much or they will break. Then
wind it as you would have the other wires. Use the parts listed
below and on this site.
Schematic Drawing
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Schematic Diagram
Analogous Circuit drawing with explanations
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Legend:
1 Solder junction (insulated base [same for 2,3,4]) joining (a) wire
coming from (+) battery "in" and (b) #20 magnetic wire to coil and
then to collector
2 Solder junction joining (a) wire coming from (-) battery "in" and
(b) emitter and (c) Diode 1N4001 and (e) #23 magnetic wire going
to coil then resistor then base.
3 Resistor 680 Ohms, between (a) Base/Diode1N4001 and (b) #23
magnet wire going to coil then emitter.
4 Solder junction joining (a) diode {19} (1N4007) and (b) wire to
battery receiving charge.
5 Insulated wire coming from (+) battery "in"
6 #20 magnetic wire from (+) battery "in" to coil and then to
collector
7 Insulated wire coming from (-) battery "in"
8 #23 magnet wire coming from emitter to coil to resistor.
9 Wire connecting 1N4001 diode to junction {2}
10 Transistor emitter, connected to junction {2}
12 Wire connecting 1N4001 diode to (a) base and (b) resistor {3}.
13 Transistor base: connected to resistor and diode 1N4001
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14 Resistor connected to #23 magnet wire going to coil then to
emitter.
15 from resistor to #23 magnet wire to coil to emitter
16 #20 magnet wire from transistor's "collector" lead
17 connection of transistor's "collector" lead to wire to Diode 19
and to #20 magnet wire 16 to coil to input battery's positive lead
18 wire from transistor's "collector" lead to Diode 19
19 1N4007 Diode 1000V
20 Insulated wire to positive terminal of battery receiving charge
21 Transistor (Different one in this photo than is called in these
plans)
22 Aluminum plate heat sink
23 Neon bulb, between collector and emitter. (not shown in picture,
nor schematic, but that is where it goes, and that is where it is
situated on the motor).
The diode between the base and the emitter of the transistor
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Lay out the diodes, resistor, and neon bulb in a line for easy access
and soldering.
Assembly
1. Building the frame:
Stand needs to have stability front-back, left-right.
Rotor shouldn't have much resistance in its turning, and needs
to be made of non-magnetic material.
Plan for ~1/8 inch gap or less between the coil spool and the
wheel with magnets glued and taped.
Frame material should be non-magnetic, but some metal can
be present.
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You may want to be able to increase or decrease the distance
between the wheel and the spool, for experimental variable
purposes.
Direction of rotation does not have to be perpendicular to coil,
but can be at 90 degrees as well.
2. Fastening Magnets to Wheel
Use a compass to determine "N" the north end of your magnets.
The Earth's North Pole is magnetically south, so the "north"
end of your compass will be attracted to the "south" end of
your magnet. North faces out -- toward the coil.
Label your magnets.
All magnets face the same direction (north out).
Magnet spacing does not need to be uniform unless you are
going to attempt more than one coil.
Determine an equal spacing for the magnets about the
perimeter of the wheel and mark where they should go. This is
not crucial to proper operation with one coil, but if you want to
later add more coils (each with a separate circuit), symmetrical
spacing will be important for symmetrical firing. If your wheel
diameter is more or less than the ~24 inches called in these
plans, adjust the number of magnets accordingly to be within
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the same range of spacing between magnets. You don't want to
get your magnets much closer than 1.5 - 2 widths apart.
If you wish to use more than one coil, each coil will need its
own complete circuit. All coils will need to fire in unison, so the
magnet spacing will need to be uniform. Spacing between
magnets should not be less than 1.5 - 2 magnet widths
(whichever way you have them oriented).
Use super glue and/or tape (or rubber bands, or ...) to affix the
magnets.
3. Winding the Coils
"Fill the spool." Approximately 900 turns.
Wind the two wires on the coil together.
It is very important that the two wires be next to each
other the entire distance of the winding.
Arrangement of the winding is not crucial. There is no
pattern required. Symmetry is not required. Think fishing
spool or kite spool, and you'll be fine. The window of
tolerance is very wide here.
You might use a drill to spin the spool. A cordless drill
generally can turn slower, making it easier to count turns
and to make sure the two wires are wound parallel the
whole distance.
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The Exact number of turns on the coil is not crucial. Close
is adequate. The window of tolerance is quite wide here.
However, an exact count will be necessary for scientific
rigor in documenting and reproducing.
Keep track of input output pairs.
Counting visually is nerve-wracking and prone to error. Use an
audible trigger in winding (e.g. a clacker on the spool). Alternatively,
you might affix tape to both ends of spool, protruding outward
around 1/2 inch. This will hit your hand as the spool turns, helping
you to count turns.
4. Filling Core
Be sure to have the side that will be facing the magnets
flush with the top of the spool so you can spin your
magnets close to the spool without hitting a rod in the
core.
You might drill a 1" inch hole in your base around 1/2
inch deep for the other side of the core to protrude into,
so you don't have to cut your rods short.
Use glue on each rod to keep it from moving.
Tap the last few rods in with some light object until you
can't fit any more.
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5. Soldering the Circuit
Try to keep all wires as short as possible.
Don't overheat your diodes, resistor, or transistor when
soldering.
If you don't know how to solder, you could use wire nuts
or even nuts/bolts to secure your connections.
Make sure the circuit works before soldering the
connections. Alligator clips can be used to hold things in
place until you solidify them.
A little 9-V battery can be used to test the circuit.
Keep the wires in the circuit as short as possible, go
nearly to the quick when fastening his diodes to the
transistor. The circuit will work with the wires being
longer, but it works better when they are short.
Also, be sure to use a heavy gauge wire when connecting
your batteries in parallel or series.
In functional application, you should not draw power from the same
battery that is presently being charged. You should have one bank of
batteries under charge, and another for discharge, and then switch
between them.
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Connecting the batteries
Once your system is confirmed running, you will want to beef up
your connections to optimize the effect. Use a heavy gauge wire and
terminal connectors with crimping.
Use a set-up for rotation of batteries from the back end to the front,
allowing for single battery charging (fresh from the front) while that
battery comes up the same voltage as the bank of batteries, so they
can then be connected in parallel.
Adjusting Resistance
Adjust the resistance on the circuit. The arrangement we used while
doing this includes a switch to enable meter readings without
extended disconnection of the circuit. Depending on how responsive
the meter is, the circuit is interrupted for maybe one or two seconds
using this method.
The 25 Ohm resistors give a fine-tuning capability. The bread board
enables hard resistor plug-in to the appropriate range desired. The
5k Ohm potentiometer enables a wide berth of tuning.
Note, the 5k ohm potentiometer tends to be unstable in how it holds
the resistance. If you wish to lock into a particular resistance, you
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should consider hard wiring the hard resistors into the bread board
and bypassing the 5K potentiometer.
It’s recommended that we set up our 1:4 battery arrangements as
follows:
- in addition to the 1N4007 diode coming from the circuit to
the batteries positive terminal, branch off to each battery
with a 1N4007 diode so that they see the circuit
independently.
- The worst battery in the set does not become the weak link
in the chain.
- no need to stop the circuit when rotating batteries
- no need to have the bank standing idle discharging while the
battery from the input comes up to charge
- when the input battery discharges, the battery with the
highest charge from the bank (not necessarily the one that
has been there the longest), can be brought to the front end
to run the circuit.
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Cautions
- Dangers associated with this project are mainly with the
batteries, but also with wheel rotation and soldering. Be
sure you understand the risks and that you take necessary
precautions.
- While this design can deliver some good shocks, they are not
of a dangerous level.
- If the neon bulb is not in place, the transistor is likely to
burn out if the device is run without a receptacle for the
radiant energy (e.g. a receiving battery). The neon bulb
absorbs the excess output energy and serves similar to a
shock absorber or fuse (though nothing is "tripped" and has
to be reset).
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Simplified Motor Designs
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Transistor and Arrangement Diagram
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Dual Battery Motor Diagram
Operation of the Motor
1. Turning the Motor On
To run the motor, connect circuit and give the rotor a spin (by hand
or some other external mechanical input). It will then accelerate or
decelerate to a point of equilibrium. At some resistances in the
circuit, there is more than one stable rate of rotation.
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2. Characterizing the Window of Operation
You will want to modify the resistor of the circuit from low to high
to find various idea windows of operation.
Generally, low resistance produces high rotation speed, while high
resistance results in lower rotation speed. Also in the higher
resistances you will find solid state resonance either with or without
rotation. In some cases they co-exist. In some cases only one or the
other will exist. Higher than a certain resistance you will find that
only solid state exists.
3. One Input, Four Output, Rotate One
Once the batteries are supercharged, place four batteries on the
back end (charging), with one on the front end running the circuit.
Once that battery has gone down to its 20% from full level, rotate
one of the four batteries on the back end into the front. The
sequence of rotation should be one of taking turns so that the one on
the back side that has been there the longest goes to the front side.
Bear in mind that your success in achieving this may be determined
first by finding the optimal window of performance for your
particular set-up.
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How to Rotate the Batteries without Disconnecting the Circuit
If you have four batteries (each "battery" = 2x 6V in series) on the
back end, and one on the front and you constructed clips with short
wires between to connect the batteries in parallel on the back side,
take a long enough jumper cable with alligator clip and hook the last
battery (going to front end), and disconnect from back end bank,
while keeping it connected via jumper cable, and physically move it
to the front end next to the battery presently there.
Next, move the wire with clips one battery set down, keeping
electrical connect with temporary jumper cables while
disconnecting and reconnecting one position over on the 4x parallel
clips.
Next, connect a 1N4007 diode into the (+) wire coming from the
circuit to the back end. You can do this because the arrangement has
two ways to connect (Y connection): alligator clip and hard clip.
Keep the alligator clip in place, while disconnecting the hard clip and
inserting the diode, which has the male/female clips fastened to it
for insertion.
Next, Make room for the battery presently on input to be placed last
in line on the back side. (Probably a detail I need not mention.)
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Now you’re ready to quickly disconnect the battery in queue for
input and then quickly connect it in parallel to the battery presently
on input, and then quickly disconnect that battery, so the new
battery is providing input power (needs to be quick because of the
voltage differential between them).
Now, physically move the disconnected input battery into the output
row and connect the negative lead from the 4x jumper set you can
make for this experiment. As long as the positive end isn't
connected, it's still electrically isolated.
Remember, on the positive end you can use the diode inserted on
one of the two Y connections. Now disconnect the alligator clip,
which has been providing the direct electrical connection, and hook
it to the new battery coming from input to output.
Then physically move the new input battery into position to hook
the hard terminals into place and remove the jumper cables.
Once the previous input battery comes up to the same voltage level
as the bank on the back end, remove the diode insert and hook the
connection direct.
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That's it. Then repeat the same procedure once the next rotation is
called.
We should mention, too, that we take voltage readings of each
individual battery just before rotation, as well as immediately after
merger of the recent input with the back end bank. These are two
stable times that give a benchmark indication of overall charge level
over time.
In as much as in my set-up, the 12V is made up of two 6Vs in series,
we average the two sums obtained by reading individual 6Vs and by
measuring the group of batteries. They are almost never the same
total. An average is going to provide greater accuracy than going
from one or the other reading alone.
Congratulations! You have managed to build your own
JohnsonMotor and are now on your way to free energy.
We would like to thank you for taking the time to read our guide and
join the other smart people who are producing their own energy
and helping the environment.