REGAUGING

and Multivalued Magnetic Scalar Potential:Master Overunity Mechanisms

© Copyright 1996 by T.E. Bearden

Introduction

This is a flash release of information on the operational principles of three overunity

electromagnetic engines that are in the successful prototype stage or advanced engineering
development. My purpose is to provide an explanation of the master overunity mechanisms
utilized by these devices, and to alert researchers and experimenters that the mechanisms are
well-established in the conventional scientific literature, though still but little known to the
majority of electrical engineers.
My series of articles[1] on overunity engines and mechanisms, for The Virtual Times, Internet
node www.hsv.com, covers these three engines, the master regauging mechanism, the
multivalued potential, and several other overunity mechanisms or proposed mechanisms. The
magazine has just released my latest article over the Internet, entitled "The Master Principle
of EM Overunity and the Japanese Overunity engines: A New Pearl Harbor?" The article is
heavily referenced and gives a thorough explanation of the three overunity devices: (1)
Johnson's nonlinear boosting permanent magnet gate,[2 ,3] (2) the Takahashi engine, and (3)
the Kawai engine.

All Three Engines Use Regauging of Magnetic Scalar Potential

All three devices freely asymmetrically regauge (A-regauge) (recharge or discharge, as

required) the magnetic scalar potential energy of the device in a selected A-regauging sector.
[4 ,5] Johnson uses a multivalued magnetic scalar potential to accomplish this A-regauging
completely by means of a nonlinear permanent magnet rotor and nonlinear permanent magnet
stator, without any electrical input. Takahashi and Kawai both use external electrical input to
create or alter a magnetic scalar potential in the A-regauging section.

Conservative and Nonconservative Fields and Multivalued Potential (MVP)

Normal engine designers work with conservative fields, which require single-valued
potentials. (See Figure 1). They consider A-regauging operations, as well as the multivalued
potential (MVP), to be nuisances, since A-regauging may immediately involve
nonconservative electromagnetic fields (see Figure 2). Most of the favored "engine design"
laws and trusted circuit laws "blow up" during A-regauging, whether by electrical injection or
the MVP region. So electrical power engineers just design conventional electromagnetic
engines to avoid the MVP or eliminate it. On the other hand, if one deliberately evokes and
properly uses the free "jump" of stored potential energy that occurs in an MVP-containing
sector of an engine, a standard gauge-theoretic analysis will show that one can legitimately
have overunity coefficient of performance from that engine. (See Figure 3). I first pointed this
out in 1980.[6 ]

Figure 1 (27k jpeg) Figure 2 (32k jpeg) Figure 3 (23k jpeg)

 Figure 1 (27k jpeg) Figure 2 (32k jpeg) Figure 3 (23k jpeg)

Multivalued Potential (MVP) Frequently Occurs in Nature

The multivalued potential occurs widely in nature,[7] and particularly in

magnetics. In fact, it is quite often the rule rather than the exception.
Still, the MVP is usually ignored by conventional engine designers, and
many electrical engineers have hardly heard of it. S-regauging [8] of the
magnetic potential changes only the magnetic potential; the force fields
themselves need not be changed. A-regauging also creates additional
force fields, which may be used to assist the system's operation.
It is easiest to A-regauge a magnetic scalar potential on a rotary
electromagnetic engine by simply energizing a coil. If the coil is oriented
radially, its associated B-field will not perform radial work on the rotor.
Any tangential field resulting from creation of the magnetic scalar
potential will either be (i) rotor-accelerating, or (ii) rotor decelerating.
Obviously one wants the A-regauging of the magnetic scalar potential to
either (iii) accelerate the rotor, or (iv) go to zero so as to zero out the
back-drag. So one will adjust the polarity and strength of the magnetic
scalar potential created by the radial coil accordingly.
For those unfamiliar with modern gauge theory, we point out that this
discussion is completely consistent with Maxwell's equations, which
formed the first true gauge theory. It is simply a matter of preference by
the electrodynamicists, e.g., that the indefinite potentials of the
Maxwellian equations are usually just symmetrically regauged. By use of
an MVP region and/or an A-regauging region in an engine, however,
additional "free" force terms are created and utilized by the engine
designer to accomplish COP>1.0.

Regauging is Work-Free, and Can Produce Additional Orthogonal

Fields

Work requires the translation of a force through a distance. Since the A-

regauging change creates additional forces, the change in the force fields
already present can be helpful. Rigorously it does not require extra work
to A-regauge the system. However, the regauging is free to create any
number of additional force fields at right angles to those already present
before the regauging, depending upon the relationships between the
regauged potential and various potentials in adjacent locations at right
angles nearby. Let us examine that more closely in Figure 4.
 Figure 4 (25k jpeg)

Rigorously, W = F·ds. That is, work is done by a translating force only

along the direction of translation. Ancillary force field B2, formed at a
right angle to the radial force field B1 in stator coil A, can do tangential
work on rotor C without any additional "drain" or effect upon the radial
coil other than the normal drain utilized to form the primary B1 field.
Simply put, radial forces do not perform work at right angles
(tangentially) to their direction. However, at the fixed stator point S1
where radial magnetic force B1 exists, a magnetic scalar potential F1 also
exists. At the nextmost tangential stator position S2, a scalar potential F2
exists. If F1-F2 0, then a tangential magnetic field B2 exists between S1
and S2. By adjusting the strength and polarity of F1, magnetic field B2
can be made to assist the rotation of rotor C, in what would otherwise be
a "back drag" or decelerating sector. In short, the tangential back-drag
force normally existing between F1-F2 in the normally-decelerating
sector can be reversed and made to accelerate the rotor C in that sector,
without requiring excess work in stator coil A or in stator electromagnet
assembly P when the strength and polarity of F1 are regauged. In short,
one can A-regauge in the normal back-drag region of the rotation, and
reverse what would normally be back-drag into positive acceleration.
Both Johnson and Takahashi do this in their engines. Johnson A-
regauges via a complex assembly of stator magnets (see Figure 5) that
provides an MVP. Takahashi (see Figure 6) A-regauges by utilizing a
radial coil with a weak current through it, where the current is sharply
broken by ignition points to provide a "nearly free," momentarily high
magnetic scalar potential and thereby perform the regauging nearly "for
free."

Figure 5 (35k jpeg) Figure 6 (27k jpeg)

Regauging is Free Electrical or Magnetic "Refueling"

A-regauging a sector of a rotary electromagnetic engine is just like

refueling a car by putting gas in its gas tank: During the regauging
operation, the system is an "open" system receiving an injection of
excess potential (stored) energy from the surrounding vacuum -- except
in the electromagnetic case the refueling is free. (See Figure 3). The
excess stored energy injected into the system from the "refueling" jump
due to A-regauging, can then be dissipated in the load during the
remainder of the rotary cycle -- just as a refueled automobile can
dissipate its additional fuel energy in powering the car, until it is time for
refueling again.
By using one or both of these two master principles (i) A-regauging the
potential energy of the system, and (ii) use of a multivalued potential for
A-regauging, electromagnetic engines can permissibly exhibit COP>1.0,
without any violation of the laws of physics, thermodynamics, Maxwell's
equations, or advanced electrodynamics. And a totally-permanent-
magnet motor can power itself and its load.

The Johnson Force-Producing Magnetic Gate

Figure 5 diagrammatically illustrates the operation of the force-producing

magnetic gate in Johnson's permanent magnet motor. As Johnson has
shown, by using a multivalued potential in his gates, a rotor magnet is
attracted into a highly nonlinear stator gate region where the MVP is
located. When it enters the MVP, the rotor encounters a dramatic jump in
stator's magnetic scalar potential with a change of polarity. In turn, this
produces a sudden accelerating tangential force in the region which
would otherwise have been the back-drag region. This accelerating force
propels and accelerates the rotor magnet on through the gate and out of it.
Rigorous force meter measurements taken at 0.01 second intervals prove
that this occurs as the rotor passes through Johnson's gate. A
representative plot of such force meter measurements is shown as the
dotted line in Figure 3.
Johnson thus uses a highly nonlinear magnet assembly of special design
to create an MVP in his gate. The MVP produces a "magnetic potential
jump" and a reversal of the (otherwise) exiting back-drag on the rotor. In
short, Johnson causes the system to be automatically "refueled" in the A-
regauging sector, so that it can continue to rotate and power a load.

The Takahashi Engine

Figure 6 diagrammatically shows the scheme of operation of the

Takahashi engine. Here a set of permanent magnets, each at an angle to
the various radial lines of the device, comprises a slightly widening spiral
stator that is "almost" circular but not quite. A circular rotor with a sector
magnet is mounted inside this spiral stator. An end gap exists in the stator
as shown, so that the stator is not a completely closed ring. The direction
of rotation for the rotor is clockwise as shown. For demonstration of the
principle, the beginning air gap is 0.1 mm and the ending air gap is 5
mm.
A permanent magnet is mounted along the perimeter of an angular sector
of the rotor. It is magnetized, say, with the north pole facing radially
outwards, and the south pole facing radially inside. In the stator, the
permanent magnet north poles are facing radially in toward the rotor, but
at an angle, and the south poles are facing radially outside but at an
angle.
Thus tangentially the north pole of the rotor is in a nonlinear magnetic
field, and it will experience a clockwise force and acceleration from
position 1 (where the air gap is the minimum) to position 2 (where the air
gap reaches maximum).