The Tesla Project

[Gothic]

HV Wiki, neet stuff here http://wiki.4hv.org/index.php/ScanTesla

[armagdn03]

WOAH!

didnt notice how many posts there were on here lately,  sorry I havent been on the site in a little bit.

CharlieV

The power transfer is a cool concept, but I have never seen very many successful demonstrations of it. Also, as per the quote I put up earlier...."So if you are doing that game resistively you’re immediately restricted by very severe limitations" The incandesent light bulb is a resistive element, and so not the greatest load to demonstrate the power of reactive power! The main reason I chose lightbulbs was because it was a simple visual that many people could pick up off the shelf. but it is FAR from ideal.

If you want a cool experiment, I would try the followig. If you have a DC input tesla coil, fire it up. Measure its power draw durring opperation. Then build some sort of tuned circuit to "collect" the power from that coil, it can even be close, maybe a couple inches away (if there are no sparks) you could use this tuned cirucit to light a bulb. The point of this demonstration will NOT be distance or efficiency of transfer, forget that for now. The thing to take note of is the power draw to the coil. When you have the bulb bright.......does the power draw go up to the coil???  I have personally witnessed (because I made it myself) setups where input decreases as its loaded! this will be shown in the presentations later on down the line.

Also, check out peter lindemans thread on Energetic forum, his motor demonstrated is the very begining of a concept that can be used to make awesome reactive loads. I even commented on it recently and lindeman wrote back, its on the last page.
ill post it here and leave a link as well....

http://www.energeticforum.com/renewable-energy/271-electric-motor-secrets-35.html

"Originally Posted by Armagdn03 
I rarely, post..... and Personally im no motor builder, but I think something is being missed by most on this thread.

I have read several people ask about generators, however the motor in its present incarnation is not all it could be, this is most likely to get the home experimenter comfortable with the basics before moving on.

Take for example an AC generator, with field windings, and permanent magnets on the rotor. The field windings could easily be wound into an LC circuit making the motor supposedly run on reactive power. However, what is not immediately obvious is that the rotation of the rotor will impart upon the filed windings an EMF from the magnets directly related to its rotational speed and the number of poles on the rotor. This counter emf per lenz law will create a frequency within the LC at varying speeds (depending on rev-up, down, loading, etc) which will not match its resonant frequency, hence hindering the resonant rise, Q, and overal efficiency of the motor. However if you had a lenz less motor, the result would be a rotation caused by the driving circuit independent of a generated EMF due to the rotation of the rotor. Such a motor could be run by a resonant circuit, returning all power given to it back to the source, in this case, the source might locally constitute a capacitor with an impedance matching the drive coils for a particular frequency. This tank circuit would be allowed to oscillate freely, without having to worry about any stray emf frequencies created by the rotor.

This cannot be easily applied in its present form to the current motor as it stands. The rotation of the current model is dependent on the position of the rotor with respect to the pole projections of the stator. This means that frequency of operation within the drive coils is dependent on rotor speed, meaning it too is tied down to rev-ups, downs, variable loading etc. In order to reach a reactive state at a particular frequency, the rotor would have to spin at a very specific speed.

Also noted, is that the inductive properties of this motor change constantly! which is terrible for such a design. Hence the fact that it is a variable reluctance motor. This property too is detrimental to reactive conditions.

BUT! it has one of the problems solved, and clever geometries and tricks can solve other problems. Such as reactive rotors (Tesla has patented them) constant reluctance rotors (would need a simulated rotating field, where poles switch at a phase less than 180 degrees) and other ideas come to mind.

What you were all given is gold, but it is far from where it could be, and I get a sneaking suspicion that the only thing that is holding Dr Lindeman back from advancing ideas publicly at this point is the overall comprehension, i.e. no point in leaving people behind at this point.

Get clever with similar concepts and you can apply it all to solid state as well, leaving behind the need for kinetic power supplies.
(like I said im no motor builder........ )

And thank you Dr. Lindeman for your work teaching, and taking the time help people out. I have given you an unfair shake in the past.

Dear Armagdn03,

Thank you for your kind and insightful remarks. With regard to your post about the Jim Murray Generator design, I have known Jim Murray for 20 years and we published this patent in Borderland Magazine back in the 1980's. All of the people I worked with in Santa Barbara, including Mike Knox, Eric Dollard, and Chris Carson, met with Jim Murray a number of times after I moved away in 1992. Jim and Eric subsequently solved the solid-state method for converting reactive power back to real power using Jim's methods applied to Eric's FOUR QUADRANT THEORY of electric waves. All of these things you mention have already been accomplished.

While Jim has built working models of this generator, getting all of the electrical and physical resonances in phase is tricky. The machine does NOT exhibit drag free operation until these conditions are all balanced and synchronized. Still and all, it does PROVE that electric motors and generators are NOT converting mechanical energy into electrical energy. The First Law of Thermodynamics does not apply to properly built motors and generators. For those of us who know the truth, this is not a problem.

As you have correctly stated, there is little purpose showing more precise theory in a forum like this when the model building difficulty only gets worse than what has already been shown. I will tell you plainly, however, that the CONSTANT RELUCTANCE MOTOR is the ticket and special geometries are the method of accomplishment. When the reluctance does not change at all during the power stroke, then the inductance of the circuit remains relatively constant as well. This allows for the design of a true, constant speed, synchronous motor that produces maximum mechanical power on 95% reactive power and about 5% real power. This allows a COP=20 operation as technically feasible.
For those who are interested, here is a link to a rare film of Jim Murray speaking on the history of his work. Most of the concepts are quite beyond the beginner level, and the cinematography is D-, but the information is A+++.

Enjoy.

Jim Murray

Peter"

http://www.energeticforum.com/renewable-energy/271-electric-motor-secrets-35.html

[amigo]

I believe I posted the link to Jim Murray video sometime ago either here or in the Energetic Forum. In any case that's not important, the link did not come across in the post from armagdn03 so here it is again for those interested (I'd say everyone should watch it):

http://video.google.com/videoplay?docid=6761827664845630969&hl=en

[Charlie_V]

The incandesent light bulb is a resistive element, and so not the greatest load to demonstrate the power of reactive power!

Yea I agree with you here, but I chose the incandescent light bulb because it can show that it is conveying real usable power (in the conventional sense) - aka its not powering a florescent light bulb which can basically be turned on by anything high voltage.  I haven't looked to see what the load draw is (on my to do list) but it appears to be rather efficient (depending on how well tuned the circuits are of course). 

The collection method you are referring to is what they are doing at MIT right now - resonantly coupling with the magnetic fields.  So far they can only get a resistive load to light at about 3 meters I think.  I do want to try this but for right now I'm experimenting with the ground waves.  My light bulb only turns on when it is hooked to the same ground as the transmitter.  I'm interested in this because it is a completely overlooked form of energy propagation.  Plus I want to see how far the distance is when both transmitter and receiver are connected to an earth ground.  Theoretically you should be able to power loads in China with a generator/transmitter here in the US.  This is the goal I'm working toward at the moment - only smaller.  It would be nice to deliver industrial levels of power to things a few miles away using only the earth ground as your connection.  At 750kHz, I'm not sure how far my receiver will collect the energy - I'm hoping for atleast a few 100 ft. 

As for motors and generators, one of my goals (along with alot of other people) is to develop a lenzless operation.  Ha maybe someday!  I'd like to read about Jim Murray generator.  Where can I learn about that?

Charlie

[sparks]

     Another thing Tesla teaches in his own parculiar way is the dragless alternator.
The load on the prime mover in an alternator occurs when the stator winding magnetic field opposes the rotor magnetic field.  On a revolving field alternator a continous dc supply at various current levels corresponding to the load requirements is utlized.  The magnetic field resulting from the steel polarization induces a voltage in the stator windings.  The prime mover doesn't load up (small load from steel electrostriction) until current is drawn from the windings because this load CURRENT produces an opposing magnetic field to that of the rotor.  Now if some attention was paid to when you pull the current from the voltage generated in the stator conductors and when the rotor is energised or pulsed (reluctance and retainance of the rotor needs to be controlled)  we could save alot of prime mover fuel.