Submerged piston and magnetic force cooperative driving engine and power generation method

Abstract

The invention discloses a submerged piston and magnetic force cooperative driving engine and a power generation method. The submerged piston and magnetic force cooperative driving engine comprises a supporting mechanism system, a piston cylinder, a gravity box, a submerged piston, a piston motion controller, a piston constant angle control switch, a rotating magnet ring, a driving magnet ring, a rotating magnet, a driving magnet, a magnet clutch, a starting and braking system and the like. The gravitational potential energy, buoyancy potential energy and magnetic potential energy cooperative driving technology is created, under the cooperative effect of the submerging piston, the piston cylinder, the gravity box, the driving magnet and the rotating magnet, the engine rotating large disc and the engine rotating shaft are jointly driven to rotate, high-quality power is output outwards, and power supply is provided for equipment in the fields of energy, traffic, industry and the like. The whole power generation and use process does not need to consume any fossil energy such as coal, petroleum and natural gas and nuclear materials, does not generate any waste emission, and does not need to use unstable natural forces such as wind power, river water, sea waves, tides, terrestrial heat and solar energy.

Description

Technical Field

[0001] This invention belongs to the field of engines, and particularly relates to a highly stable, efficient, clean, high-quality, resource-free submersible piston and magnetic force co-driven engine and its power generation method. Background Technology

[0002] Engines are the primary power source for industrial, agricultural, and service sector development and human life. In the domestic and international engine market, there are currently steam turbine engines, diesel engines, gasoline engines, gas engines, electric motors, and nuclear engines. The widespread use of steam turbine engines, diesel engines, gasoline engines, and gas engines requires the combustion of large amounts of fossil fuels such as coal, oil, and natural gas. Electric motors consume a large amount of electrical energy, and over 70% of this electricity comes from thermal power plants. Producing this electricity also requires the combustion of large amounts of coal, oil, and natural gas, resulting in a continuous increase in greenhouse gas emissions such as carbon dioxide. This exacerbates global warming, leading to frequent natural disasters and disease outbreaks, seriously threatening human safety and survival. Countries around the world are seeking new power sources to replace traditional power sources. Although many countries have developed clean energy sources such as hydropower, wind power, and solar power on a large scale, these systems are directly affected by weather, climate, seasons, sunshine duration, day-night cycles, and natural environmental conditions. This results in unstable power output and low power quality, and the construction costs of these power generation facilities are very high. While nuclear engines provide stable power, they consume expensive nuclear materials, continuously release radioactive nuclear waste, and, in the event of a nuclear leak or explosion, cause significant loss of life, property, and damage to the surrounding environment. Therefore, there is an urgent need for humanity to explore and utilize new engine technologies and equipment that are highly stable, efficient, clean, high-quality, and low-resource-consumption.

[0003] Through technical literature review and research, although some researchers are exploring methods and devices for converting gravity, buoyancy, and magnetism into power, existing methods and devices are too simplistic. They fail to solve the technical challenges of converting gravity, buoyancy, and magnetism into a synergistic driving force, and even more so, they fail to address the stability, sustainability, and efficiency issues of this power conversion. This results in low power generation efficiency, low output power, and poor power stability, making it impossible to provide high-quality power output continuously over long periods. Consequently, these technological achievements lack innovation and practicality, hindering industrialization and large-scale production. To date, no engine that converts gravity, buoyancy, and magnetism into power has been truly commercialized.

[0004] It is under the above social needs and background technology that the inventors, through long-term in-depth research and development and prototype testing, have invented a highly stable, efficient, clean, high-quality, and resource-free submersible piston and magnetic force co-driven engine and power generation method, which truly realizes the clean development, green development and sustainable development of power systems. Summary of the Invention

[0005] In fact, objects anywhere on Earth possess stable and unchanging gravitational potential energy. Moreover, gravitational potential energy is ubiquitous, constant, inexhaustible, and readily available. Within a container of a certain volume and shape, the buoyant potential energy of a liquid on objects within it is stable, constant, and permanent. Permanent magnets possess constant and continuous magnetic potential energy. According to relevant research reports both domestically and internationally, under normal temperature, pressure, cleanliness, without strong vibrations, without powerful electromagnetic interference, and under normal use conditions, a saturated neodymium iron boron permanent magnet has a lifespan of over 30 years; that is, the magnetic induction intensity of a neodymium iron boron permanent magnet will not show significant attenuation within 30 years. More importantly, gravitational potential energy, buoyant potential energy, and magnetic potential energy are unaffected by weather, climate, seasons, day-night cycles, or natural environmental conditions, and do not have any impact on the ecological environment. Therefore, gravitational potential energy, buoyant potential energy, and magnetic potential energy can serve as ideal cold static energy. If these cold static energies can be cleverly and effectively converted into synergistic driving forces, a stable, efficient, and high-quality power output can be continuously generated.

[0006] Based on the theory of cold static energy, the inventors have created a collaborative driving technology for gravitational potential energy, buoyancy potential energy, and magnetic potential energy; a two-stage continuous push-pull coupling collaborative driving technology between the piston cylinder and gravity box, the submerged piston, the driving magnet, and the rotating magnet; a single magnet pole coupling collaborative driving technology; a magnet clutch technology; an engine starting and braking technology; and an intelligent control system. Furthermore, they have invented a submerged piston and magnetic collaborative driving engine and its power generation method, which effectively ensures the stability, reliability, and continuity of the submerged piston and magnetic collaborative driving engine's operation, and effectively guarantees the high efficiency and high quality of power generation. Moreover, throughout the entire process of power generation and use of the submerged piston and magnetic collaborative driving engine, it does not consume any fossil fuels such as coal, oil, or natural gas, nor does it produce any wastewater, exhaust gas, or waste emissions. It also does not require the use of unstable natural forces such as wind, river water, lake water, ocean waves, tides, geothermal energy, or solar energy, and is unaffected by weather, climate, seasons, day-night cycles, or natural environmental conditions.

[0007] The technical solution of the present invention is as follows:

[0008] A submersible piston and magnetically driven engine includes a support mechanism system, several piston cylinders and gravity boxes with opposite directions at both ends, equal amounts of liquid in each piston cylinder and gravity box, several submersible pistons or submersible piston strings, several piston motion controllers, several piston angle control switches, a rotating magnet ring, a drive magnet ring, a rotating magnet, a drive magnet, a magnetic clutch, a starting and braking system, an intelligent control system, and a multi-stage gearbox. The entire rotating mechanism system, connected and supported by the engine's central shaft, constitutes the engine's rotating disk. The rotating magnets include magnets with two types of magnetic poles: rotating magnets with serrated arc-shaped cylindrical magnetic poles. A rotating magnet with iron and serrated spherical magnetic poles can be used in a submersible piston and magnetically driven engine. One type of rotating magnet can be used, specifically a driving magnet with long-legged, serrated, obliquely shaped magnetic poles. After the driving magnet poles and the rotating magnet poles are arranged in an orthogonal, staggered configuration, a two-stage continuous push-pull coupling mechanism is formed between the driving magnet on the driving magnet ring and the rotating magnet on the rotating magnet ring, or a strip magnet pole coupling mechanism. This allows the driving magnet to stably, continuously, and efficiently drive the rotating magnet to rotate, thereby driving the rotating magnet ring, along with the engine's rotating disk and the engine's central shaft. Simultaneously, the submerged pistons in each piston cylinder, under the combined effect of liquid buoyancy and their own gravity, circulate reciprocally within their respective cylinders. This creates a torque and force difference between the submerged pistons on either side of the vertical axis of the engine's central shaft, driving the piston cylinders, along with the engine's rotating disc and central shaft, to rotate. Furthermore, the liquid within each piston cylinder and gravity box circulates within their respective cylinders and gravity boxes, creating a gravitational torque and force difference between the liquid in the piston cylinders and gravity boxes on either side of the vertical axis of the engine's central shaft. This again drives the piston cylinders and gravity boxes, along with the engine's rotating disc and central shaft, to rotate, thereby driving... The rotational torque applied by the driving magnet on the magnetic ring to the rotating magnet on the rotating magnetic ring, the torque and torque difference generated by the reciprocating motion of the submerged and floating pistons in the piston cylinders on both sides of the vertical axis of the engine center shaft, and the gravitational torque and torque difference generated by the fluid circulation between the piston cylinders on both sides of the vertical axis of the engine center shaft and the gravity box, work together to drive the rotation of the engine rotating disc and the engine center shaft. The drive wheel on the engine center shaft is connected to and drives the power input wheel of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output wheel of the multi-stage gearbox outputs the speed and power required by the driven equipment, thus driving the driven equipment to work.

[0009] The aforementioned support system is a support system that supports and fixes all piston cylinders, gravity boxes, and the entire engine. It includes rotating rims, starter and brake discs, rotating rim fixing brackets, circular plate-like stirrups, rotating rim support platforms, central shaft outer edge hub platforms, engine central shaft, central shaft bracket, rotating magnet rings, drive magnet rings, drive magnet ring connecting shafts, drive magnet ring support frames, drive magnet ring support columns, drive magnet ring connecting stabilizing mechanisms, upper crossbeams of the support columns, lower beams of the support columns, and the engine base. The rotating rims are two circular rings located on either side of the outer end of the piston cylinders. The center of the rotating rims is the center of the engine central shaft. The two rotating rims are connected and fixed by several parallel, horizontal, and evenly distributed crossbeams of the same length, forming a whole. The starter and brake discs are... Two circular plate-shaped rings are installed and fixed on the outer edge of the rotating wheel rim. The outer edge of the starter and brake discs has a gear structure. The rotating wheel rim fixing bracket is a support rod that connects and fixes the two rotating wheel rims at equal distances to the hub platform on the outer edge of the central shaft. All rotating wheel rim fixing brackets are connected and reinforced in the middle by one or more circular plate-shaped stirrups. The center of the circular plate-shaped stirrups is the center of the engine central shaft. The hub platform on the outer edge of the central shaft is located on the outer edge of the engine central shaft and is fastened to the engine central shaft. The engine central shaft is the shaft that carries the power output of the engine by the floating piston and magnetic force. The engine central shaft is in a horizontal state and is supported by the central shaft bracket. The central shaft bracket is installed and fixed on the support column base beam, and the support column base beam is installed and fixed on the engine base.

[0010] The rotating wheel rim support platform is a support platform formed by laying flat steel plates or other flat plates on two rotating wheel rim crossbeams. The central shaft outer edge hub platform is a regular polygonal box centered on the center line of the engine central shaft, which is fastened to the engine central shaft. The two sides of the regular polygonal box are made of regular polygonal steel plates. Each side of the two regular polygonal steel plates is fixed with flat steel plates or other flat plates to enhance the support strength and rigidity of the central shaft outer edge hub platform. The rotating wheel rim support platform, the central shaft outer edge hub platform, and the rotating wheel rim fixing bracket together constitute the piston cylinder support platform. Each submersible piston and magnetically driven engine has several evenly distributed piston cylinder support platforms. Each piston cylinder and the gravity boxes at both ends are installed and fixed on the piston cylinder support platform. That is, the inner end of the piston cylinder and the inner gravity box are installed and fixed on the central shaft outer edge hub platform, and the outer end of the piston cylinder and the outer gravity box are installed and fixed on the rotating wheel rim support platform. The middle part of the piston cylinder is connected and fixed by the rotating wheel rim fixing bracket.

[0011] The rotating magnet ring is installed and fixed in the middle of the outer edge of the rotating wheel ring. The center of the outer edge of the rotating magnet ring is the center of the engine central shaft. The rotating magnets are evenly and equidistantly installed and fixed in the magnet grooves on the outer edge of the rotating magnet ring.

[0012] The drive magnet ring consists of two detachable and detachable semi-circular rings. When the two semi-circular drive magnet rings are joined, their inner edges form a complete circular ring. The center of the inner edge of this circular ring is the center of the engine's central shaft. The drive magnets are evenly and equally spaced and installed on the magnet slots on the inner edges of the two semi-circular drive magnet rings. The magnetic poles of the drive magnets and the magnetic poles of the rotating magnets are precisely coupled. The upper or lower ends of the two semi-circular drive magnet rings are connected together by a drive magnet ring connecting shaft. The other end can rotate around the drive magnet ring connecting shaft. When the upper ends of the two semi-circular drive magnet rings are connected together, the drive magnet ring connecting shaft is... The moving magnet ring support frame is connected, and the driving magnet ring support frame is installed and fixed in the middle of the crossbeam on the support column. When the lower ends of the two semi-circular driving magnet rings are connected together, the driving magnet ring connecting shaft is supported by the driving magnet ring support frame. The driving magnet ring support frame is installed and fixed in the middle of the bottom beam of the support column. A driving magnet ring support column of the same length is set on each side of the driving magnet ring. The bottom ends of the two driving magnet ring support columns are installed and fixed on the bottom beam of the support column and are perpendicular to the bottom beam of the support column. The top ends of the two driving magnet ring support columns are connected and fixed by the crossbeam on the support column. The middle of the two semi-circular driving magnet rings is connected and stabilized by the driving magnet ring connection stabilization mechanism in the middle of the two support columns.

[0013] The aforementioned engine rotating disc is a rotating mechanism system and power generation system that uses a submerged piston and magnetic force to collaboratively drive the engine. The rotating rim, starting and braking disc, rotating magnet ring, rotating magnet, rotating rim fixing bracket, circular plate-shaped stirrups, central shaft outer edge hub platform, rotating rim support platform, piston cylinder and its two end gravity boxes, the liquid inside the piston cylinder and gravity boxes, the submerged piston or submerged piston string, piston motion controller, piston angle control switch, and engine central shaft constitute the engine rotating disc. The engine rotating disc uses the engine central shaft as its axis of rotation and is securely connected to it. When the engine rotating disc rotates, it drives the engine central shaft to rotate, outputting power. High-strength bearings are used to connect and support the engine central shaft and its support, allowing the engine central shaft to rotate flexibly and freely under the support of the bearings. The central shaft support is installed and fixed on the support column base beam, which is installed and fixed on the engine base. The engine rotating disc is a completely balanced rigid structure that maintains stability during rotation without deformation or vibration.

[0014] The piston cylinder and gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the piston cylinder, with the gravity boxes forming a 90-degree angle or other angle with the piston cylinder; this is also known as a double-bend gravity box. The gravity box located at the rotating wheel end is the outer gravity box, and the piston cylinder end at the rotating wheel end is the outer end. The gravity box located at the hub platform end of the central shaft is the inner gravity box, and the piston cylinder end at the hub platform end of the central shaft is the inner end. The outer and inner gravity boxes at both ends of the piston cylinder are oriented in opposite directions. The piston cylinder and the gravity boxes at both ends are connected continuously, allowing the liquid to flow freely between the piston cylinder and the gravity boxes without obstructing the flow of liquid. External leakage is prevented. Each piston cylinder, outer gravity box, and inner gravity box has the same length, shape, volume, and capacity. The liquid weight in each piston cylinder and gravity box is also the same. Each piston cylinder and gravity box is evenly distributed in its plane of rotation, ensuring that the engine's rotating disc is completely balanced. Each piston cylinder has a parallel piston sliding groove installed on each of its two inner walls. The submerged piston or submerged piston string moves in a cyclic reciprocating motion under the constraint of the two parallel piston sliding grooves. A piston motion controller and a piston fixed angle control switch are installed on the inner walls of each end of the piston cylinder to control the locking and starting of the submerged piston or submerged piston string.

[0015] The piston cylinder and gravity box can be of balanced or unbalanced structure. A balanced structure means that the diameters of both ends of the piston cylinder and gravity box are the same, and the outer and inner gravity boxes at both ends of the piston cylinder have the same volume and capacity. Furthermore, the piston cylinder is perpendicular to the outer edge of the hub platform plane of the central shaft. A balanced structure provides excellent operational stability. However, provided that the length, shape, volume, and capacity of each piston cylinder and gravity box are identical, and the weight of the liquid in each piston cylinder and gravity box is also identical, the piston cylinder and gravity box can also be designed and manufactured as an unbalanced structure. A balanced piston cylinder and gravity box structure refers to a piston cylinder and gravity box whose ends can have different thicknesses. It can be designed with a piston cylinder and gravity box that are larger at one end and smaller at the other. Furthermore, the thickness and shape of the piston cylinder and gravity box can differ, and the volume and capacity of the outer and inner gravity boxes at both ends of the piston cylinder can also differ. Additionally, the piston cylinder and the outer edge of the hub platform plane of the central shaft can not be perpendicular. All piston cylinders, along with the outer gravity box, can be installed at the same tilt angle in the direction of rotation, forming an unbalanced structure. This unbalanced piston cylinder and gravity box structure provides excellent operational stability and increases the gravitational torque and torque differences between the liquids in the piston cylinder and gravity box, thereby increasing the engine's speed and output power.

[0016] The liquid in the piston cylinder and gravity box serves both as the fluid supporting the submersible piston or submersible piston string for its upward movement and as the gravity body driving the piston cylinder and gravity box, along with the engine's rotating disc and central shaft, to rotate. The weight of the liquid in each piston cylinder and gravity box is identical. The length, shape, volume, and capacity of the piston cylinder, as well as the length, volume, and weight of the submersible piston or submersible piston string, determine the volume and weight of the liquid in the piston cylinder and gravity box. The liquid level in the piston cylinder and gravity box when vertically aligned with the piston cylinder must be... After the submersible piston or submersible piston string floats out of the liquid surface, the piston motion controller can lock the submersible piston or submersible piston string, thereby ensuring that the submersible piston or submersible piston string can circulate and reciprocate along the piston cylinder under the combined action of the liquid buoyancy force and its own weight in the piston cylinder. When the submersible piston and magnetic force work together to drive the engine, it is necessary to first inject an equal amount of liquid into all piston cylinders and gravity boxes. The liquid injected into the piston cylinders and gravity boxes is room temperature clean water. Under special circumstances, oil, alcohol or other special liquids can also be used.

[0017] The aforementioned submersible piston and piston string, the submersible piston being the engine's drive mechanism, consists of a gravity body, a sealed floating body support mechanism, and a sealed hollow floating body. The gravity body is positioned and fixed in the center within the sealed hollow floating body. The submersible piston is designed and manufactured in a "shuttle" shape, meaning both ends are designed and manufactured in a conical, hemispherical, or semi-ellipsoidal shape to reduce fluid resistance during its movement in the liquid. Two or more sets of bearing pulleys are installed on each side of the outer wall of the submersible piston along the direction of movement, each set consisting of three pulleys. A perfectly parallel groove-shaped, "U"-shaped, or "T"-shaped piston sliding groove is installed on each side of the inner wall of the piston cylinder. Three parallel sliding tracks are installed, and the submersible piston is mounted between two parallel piston sliding grooves. The bearing pulleys on both sides of the submersible piston are clamped in the middle of the sliding tracks of the two piston sliding grooves, allowing the submersible piston to slide freely along the sliding tracks without detaching from the piston sliding grooves. In the design and manufacture of the submersible piston, the buoyancy force of the liquid acting on it is always greater than its own weight, ensuring that the submersible piston always has the ability to float in the liquid within the piston cylinder. After equal amounts of liquid are injected into each piston cylinder and the gravity box, the submersible piston continuously circulates along the sliding tracks of the piston sliding grooves under the combined action of liquid buoyancy and its own weight. The reciprocating motion causes a torque and torque difference between the submerged pistons on both sides of the vertical axis of the engine. Simultaneously, the continuous circulation of liquid in the piston cylinder and the gravity boxes at both ends creates a gravitational torque and torque difference between the piston cylinder and the liquid in the gravity boxes. It is this continuous torque and torque difference generated by the submerged pistons and the gravitational torque and torque difference generated by the liquid that drives the piston cylinder and gravity boxes to rotate, thereby rotating the engine's rotating disc and the engine's central axis, outputting power. The submerged piston string consists of two or more independent submerged pistons connected end-to-end and securely fastened, and the submerged piston string is uniformly installed on the piston sliding groove. As a whole, under the combined effect of liquid buoyancy and its own weight, the piston slides along the sliding track of the piston, making a cyclic reciprocating motion. The entire submersible piston string is designed and manufactured in a "shuttle" shape. The connecting part of the two submersible pistons has the same shape as the middle part of the submersible piston and is tightly connected, so that the connecting part of the two submersible pistons forms a smooth column to reduce the liquid resistance when the submersible piston string moves in the liquid. Compared with a single submersible piston, the submersible piston string can increase the weight of the drive mechanism, thereby increasing the torque difference and torque force difference between the left and right sides of the submersible piston string on the vertical line of the engine's central axis, and improving the speed and output power of the engine driven by the submersible piston and magnetic force.

[0018] The rotating magnet is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the rotating magnet is a U-shaped permanent magnet, it is evenly and equidistantly installed and fixed on the magnet slots on the outer edge of the rotating magnet ring. The plane formed by the N-pole and S-pole of the rotating magnet is perpendicular to the plane of the rotating magnet ring. The two poles of the rotating magnet are installed outward along the radial direction of the rotating magnet ring, corresponding to the magnetic poles of the driving magnet. The thickness of the rotating magnet ring is consistent with the length of the rotating magnet body, ensuring complete fixation of the rotating magnet. The number and size of the rotating magnets are also specified. The performance indicators are determined based on the diameter of the rotating magnet ring, the output power of the engine, and the number of driving magnets. When the rotating magnet is a bar permanent magnet, the two bar magnets need to form the same N and S poles as the U-shaped magnet. The plane formed by the two bar magnets is perpendicular to the plane of the rotating magnet ring and is respectively installed and fixed on both sides of the outer edge of the rotating magnet ring, corresponding to the magnetic poles of the driving magnet. The magnetic poles of the rotating magnet include two types of magnetic poles, namely the toothed arc-shaped cylindrical magnetic pole and the toothed spherical magnetic pole. A submerged piston and a magnetically driven engine can use one of these two types of rotating magnet magnetic poles.

[0019] The driving magnet is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the driving magnet is a U-shaped permanent magnet, it is uniformly installed in two parallel rows on both sides of the inner edge of the driving magnet ring. That is, the plane of each row of driving magnets is perpendicular to the plane of each rotating magnet. The two magnetic poles of each driving magnet are fixed along the inner radius of the driving magnet ring towards the center, forming a coupling relationship with one magnetic pole of each rotating magnet on the rotating magnet ring. In the two rows of driving magnets on the driving magnet ring, the N and S poles of the first row of driving magnets are arranged in the opposite order to those of the second row of driving magnets. When the left magnetic pole of the iron is the N pole and the right magnetic pole is the S pole, then the left magnetic pole of the corresponding second row of driving magnets is the S pole and the right magnetic pole is the N pole. The number, size and performance indicators of the driving magnets are determined according to the diameter of the inner edge of the driving magnet ring, the output power of the engine and the number of rotating magnets. When the driving magnet is a bar permanent magnet, the N and S poles of the two bar permanent magnets are arranged in the same direction as the N and S poles of a U-shaped permanent magnet. The bar permanent magnets are evenly installed in two rows on both sides of the inner edge of the driving magnet ring. The magnetic poles of the two bar permanent magnets are arranged in the same way as the two magnetic poles of a U-shaped permanent magnet. The magnetic pole of the driving magnet is a long-legged sawtooth-shaped oblique side magnetic pole.

[0020] The aforementioned magnetic clutch is a controller that controls the engagement and disengagement of two semi-circular drive magnet rings, enabling the submersible piston and magnetic force to work together to start and stop the engine. The magnetic clutch includes two types: a lever-type magnetic clutch and a push-button magnetic clutch. One of these two types of magnetic clutches can be used in a single submersible piston and magnetically driven engine.

[0021] The aforementioned lever-type magnetic clutch includes a lever, a clutch cable, and a magnetic clutch switch. The lever is mounted and fixed on the control panel of the intelligent control system. The clutch cable is threaded through a conduit between the lever and the magnetic clutch switch, with one end connected to the lever and the other end connected to the magnetic clutch switch. When the submersible piston and magnetic force work together to drive the engine and require starting, the lever is pulled to the start position. The lever pulls the clutch cable, which in turn pulls the linkage drive mechanism on the magnetic clutch switch. The linkage drive mechanism pulls the connecting rods on the two semi-circular drive magnet rings together, causing the two semi-circular drive magnet rings to align and form a complete circular drive. The magnetic rings and linkage drive mechanism lock the two semi-circular drive magnetic rings in a mating state, forming a precise coupling relationship between the drive magnet and the rotating magnet. When the submersible piston and the magnetic force work together to drive the engine and need to stop, the control lever is pulled to the stop position. The control lever pulls the clutch line in the opposite direction. The clutch line pulls the linkage drive mechanism on the magnetic clutch switch. The linkage drive mechanism pulls the linkages on the two semi-circular drive magnetic rings to separate, thereby separating the two semi-circular drive magnetic rings. This also causes the drive magnet and the rotating magnet to separate, and the magnetic force between them weakens and disappears. The linkage drive mechanism locks the two semi-circular drive magnetic rings in a separated state.

[0022] The described push-button magnetic clutch includes a start button, a stop button, a motor, a motor drive mechanism, a motor intelligent switch, a clutch cable, and a magnetic clutch switch. The start and stop buttons are mounted on the control panel of the intelligent control system. The motor, motor drive mechanism, and motor intelligent switch are mounted on the engine base. The clutch cable is threaded through a conduit between the motor drive mechanism and the magnetic clutch switch, with one end connected to the motor drive mechanism and the other end connected to the magnetic clutch switch. The start and stop buttons are connected to the motor intelligent switch via the intelligent control system, and the motor intelligent switch controls the start and stop of the motor. When the submersible piston and magnetic force work together to drive the engine and require starting, pressing the start button activates the motor intelligent switch, which starts the motor. The drive wheel on the motor shaft pulls the clutch cable via the motor drive mechanism, which in turn pulls the linkage drive mechanism on the magnetic clutch switch. The linkage drive mechanism then pulls two half-clutches... The connecting rod on the circular drive magnet ring closes, causing the two semi-circular drive magnet rings to align and form a complete circular drive magnet ring. This creates a precise coupling relationship between the drive magnet and the rotating magnet. When the clutch cable is pulled to the exact distance that the two semi-circular drive magnet rings are in the locked, the motor intelligent switch controls the motor to stop. When the submersible piston and magnetic force work together to drive the engine and need to stop, pressing the stop button starts the motor. The drive wheel on the motor shaft pulls the clutch cable in the opposite direction through the motor drive mechanism. The clutch cable pulls the connecting rod drive mechanism on the magnet clutch switch, which pulls the two semi-circular drive magnet rings apart. The drive magnet and the rotating magnet then separate. The connecting rod drive mechanism locks the two semi-circular drive magnet rings in the separated state, and the motor intelligent switch controls the motor to stop. The push-button magnetic clutch is connected to the intelligent control system and is controlled by the intelligent control system.

[0023] The aforementioned starting and braking system is a control system that provides auxiliary thrust to the engine's rotating disc when the submersible piston and magnetic force work together to start the engine, and effectively brakes the engine's rotating disc when the engine stops. It includes a starting and braking controller and a starting and braking disc. The starting and braking controller includes a motor, a motor intelligent switch, a starting gear, a starting gear connecting mechanism, brake pads, a brake pad drive mechanism, a start button, and a stop button. The motor and motor intelligent switch are integrated into the lower part of the starting and braking controller housing, while the starting gear, starting gear connecting mechanism, brake pads, and brake pad drive mechanism are integrated into the upper part of the starting and braking controller housing. The start button and stop button... The button is mounted and fixed on the control panel of the intelligent control system, and is integrated with the start and stop buttons of the push-button magnetic clutch into the same set of buttons. The intelligent control system is connected to the starting and braking system via a control cable, and implements linkage control with the starting and braking system. Each starting and braking disc is controlled by two symmetrically mounted starting and braking controllers, which are mounted and fixed on the engine base. When the engine needs to be started by the combined action of the submersible piston and magnetic force, first, pull the magnetic clutch lever to the start position, so that the two semi-circular drive magnet rings match and the drive magnet and rotating magnet are in a precise coupling state. Then, press the start button. Pressing the button activates the intelligent control system, which uses a smart motor switch to start the motor in the start and brake controller. The motor, via a starter gear connecting mechanism, drives the starter gear to mesh with the outer gear of the starter and brake disc, thus rotating the starter and brake disc, along with the engine's rotating disc and central shaft. When the speed sensor in the intelligent control system detects that the engine speed has reached the set speed, the system controls the motor to drive the starter gear connecting mechanism to disengage the starter gear from the starter and brake disc, and then uses the smart motor switch to shut down the motor, allowing the engine to resume normal operation. When the engine needs to be stopped due to the combined action of the submersible piston and magnetic force, first, the magnetic clutch lever is pulled. When the engine reaches the stop position, the two semi-circular drive magnet rings separate, and the drive magnet separates from the rotating magnet. Then, when the brake button is pressed, the intelligent control system controls the motor in the start and brake controller to start via the motor intelligent switch. The motor drives the brake pads in a disc braking manner, pushing the two brake pads to slowly clamp the start and brake discs until the engine rotating disc stops smoothly. When the speed sensor of the intelligent control system detects that the engine speed is zero, the intelligent control system controls the two brake pads of the brake pad drive mechanism to continue clamping the start and brake discs to prevent the engine rotating disc from rotating, and controls the motor to shut down via the motor intelligent switch.

[0024] The aforementioned intelligent control system is a computer control system that controls the starting and braking of the submersible piston and magnetically driven engine, monitors the engine and multi-stage transmission speeds, and monitors and controls the operating status of the engine and driven equipment. It includes a motherboard, central processing unit (CPU), memory, display, input / output interfaces, control box, control panel, start button, brake button, green safety indicator light, red fault warning indicator light, alarm buzzer, speed sensor, relevant sensors for monitoring the operating status of the driven equipment, control cables, power cables, and an external power supply. When the power-driven engine, multi-stage transmission, and driven equipment are operating normally, the green safety indicator light illuminates, and the red fault warning indicator light goes out. When the starting and braking system malfunctions, the engine or multi-stage transmission speed becomes abnormal, or the driven equipment's operating status becomes abnormal, the green safety indicator light goes out, the red fault warning indicator light illuminates, and the alarm buzzer sounds. The control box of the intelligent control system is mounted and fixed on the engine base. The intelligent control system controls the push-button magnetic clutch and the intelligent motor switch in the starting and braking controller, and receives, processes, stores, and displays the monitoring data from various sensors in real time.

[0025] The aforementioned serrated arc-shaped cylindrical magnetic pole refers to a rotating magnet whose magnetic end portion is made into an arc-shaped cylindrical shape. Using the center line of the arc-shaped cylindrical magnetic pole as a boundary, one half of the magnetic end portion is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in a surface of the entire arc-shaped cylindrical magnetic end portion consisting of a smooth cylindrical surface and a serrated cylindrical surface. The radius of curvature of the entire arc-shaped cylindrical magnetic end portion is less than or equal to the radius of the inner edge of the driving magnet ring. The edge of the smooth portion of the magnetic end portion maintains a smooth state with its magnetic cylindrical surface, without sharp edges or corners. This allows the magnetic induction intensity of the smooth portion of the magnetic end portion to be uniformly distributed along its radial direction. The serrated magnetic end portion has several sharp edges and corners, making the serrated magnetic end portion... The part with the greatest magnetic induction intensity in its radial direction has a magnetic field strength that weakens when the driving magnet pole encounters the smooth end of the rotating magnet pole and strengthens when it encounters the sawtooth end of the rotating magnet pole during the rotation of the rotating magnet ring. That is, the magnetic induction intensity of half of the smooth rotating magnet pole is uniformly distributed along the radial direction of the arc-shaped cylindrical pole, while the other half of the sawtooth rotating magnet pole has the greatest magnetic induction intensity. This constitutes a magnetic field in which the magnetic induction intensity of a rotating magnet pole can change and be controlled in its rotation direction. Therefore, during the rotation of the rotating magnet ring, when a rotating magnet pole moves relative to a driving magnet pole, the corresponding two poles can generate an attractive or repulsive force with changing magnetic force.

[0026] The aforementioned serrated spherical magnetic poles refer to the rotating magnet's magnetic end portions being made into spherical shapes. With the center line of the spherical magnetic poles as the boundary, one half of the spherical magnetic end portion is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in the entire spherical magnetic end portion forming a surface where one half is a smooth magnetic pole and the other half is a serrated magnetic end portion. The radius of curvature of the entire spherical magnetic end portion is less than or equal to the radius of the inner edge of the driving magnet ring. The edges of the smooth portion of the magnetic end portion maintain a smooth state with its magnetic cylinder surface, without edges or corners, allowing light to pass through. The magnetic induction intensity of the magnetic pole of the smooth part is uniformly distributed along its radial direction. The magnetic pole of the sawtooth part has several sharp edges and corners. The magnetic induction intensity of the sawtooth magnetic pole is the largest in its radial direction. This constitutes a magnetic field in which the magnetic induction intensity of the rotating magnet pole changes and can be controlled in its rotation direction. Therefore, during the rotation of the rotating magnet ring, the magnetic force weakens when the driving magnet pole encounters the magnetic pole of the smooth part of the rotating magnet pole, and strengthens when it encounters the magnetic pole of the sawtooth rotating magnet pole.

[0027] The aforementioned long-legged serrated oblique side magnetic pole refers to a design where, when using a U-shaped permanent magnet as the driving magnet, the two magnetic pole ends of the driving magnet are made into a "long-legged" shape, with the "toes" of the two magnetic pole ends pointing in opposite directions and outwards. The 1 / 3 to 1 / 2 portion of the "heel" end of the "long-legged" magnetic pole end is made into an oblique plane at a 45-degree angle or other acute angle to the plane of the magnetic pole end. The edge of the oblique plane remains smooth with the surface of the magnet cylinder, without sharp lines or corners, so that the magnetic force rapidly weakens when the rotating magnet pole passes through the oblique plane magnetic pole end. The 1 / 2 to 2 / 3 portion of the long-legged magnetic pole end along the "toe" direction is made into a serrated shape, and the "toe tip" is made into several... The tapered, pointed shape allows the serrated magnetic poles in the 1 / 2-2 / 3 section to have the greatest magnetic induction intensity. The rotating magnet experiences maximum attraction when its pole approaches the opposite pole of the driving magnet ("toe") and passes through the serrated magnetic poles in the 1 / 2-2 / 3 section. As the rotating magnet continues to move towards the inclined plane magnetic pole in the "heel" direction, the attraction between the driving magnet pole and the rotating magnet pole in the inclined plane section weakens rapidly. This causes the attraction between the rotating magnet pole and the opposite direction of rotation to weaken rapidly, allowing the rotating magnet to rotate quickly. When the rotating magnet approaches and passes the other pole of the driving magnet (the inclined plane magnetic pole in the "heel" direction), the attraction between the driving magnet pole and the opposite pole of the driving magnet... The repulsive force between the poles of a rotating magnet with the same polarity is minimal. The rotating magnet experiences its maximum repulsive force as it continues to rotate and passes and moves away from the "toe" direction of the driving magnet's pole. During this process, one pole of the rotating magnet and the two poles of the driving magnet form a pulling-pull relationship. Each pole of the rotating magnet and the two poles of the driving magnet exert a pulling-pull force, creating a powerful rotational resultant force that drives the rotating magnet ring to rotate. This configuration of the rotating and driving magnet poles causes a change in magnetic induction intensity between them along the rotation direction of the rotating magnet ring. A controllable magnetic field is generated, which maximizes the attraction when the opposite poles of the rotating magnet and the driving magnet meet, minimizes the attraction when they separate, minimizes the repulsion when they meet, and maximizes the repulsion when they separate. Therefore, the driving efficiency between the poles of the rotating magnet and the driving magnet is effectively improved, and the rotational torque of the rotating magnet ring is also effectively increased. When using bar permanent magnets as driving magnets, the ends of the two opposite-pole bar permanent magnets are made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles are arranged in the same way as U-shaped permanent magnet poles, forming the same structural shape as U-shaped permanent magnets.

[0028] A method for generating power in an engine using a submersible piston and magnetic force co-drive as described in any one of claims 1-14 includes a method for constructing a two-stage continuous push-pull coupling co-drive mechanism between a driving magnet and a rotating magnet, a method for calculating and determining the power of the submersible piston and magnetic force co-drive engine, a method for controlling the rotation direction of the engine's rotating disk, a method for constructing a bar magnet magnetic pole coupling co-drive mechanism, and a method for co-frequency, co-directional, and coaxial series operation, wherein:

[0029] The method for constructing the two-stage continuous push-pull coupled collaborative driving mechanism includes the following specific methods:

[0030] (1) Calculation and determination of the number of driving magnets and rotating magnets. The method for calculating the number of rotating magnets and driving magnets is as follows: after determining the outer radius of the rotating magnet ring and the inner radius of the driving magnet ring, calculate the circumference of the inner edge of the driving magnet ring based on the inner radius of the driving magnet ring. Based on the principle of uniformly distributing the driving magnet poles on the driving magnet ring and constructing a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, calculate and determine the number of driving magnets based on the size of the driving magnets. Then, based on the outer radius of the rotating magnet ring, calculate the circumference of the outer edge of the rotating magnet ring. Based on the principle of uniformly distributing the rotating magnet poles on the rotating magnet ring and constructing a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, calculate and determine the number of rotating magnets based on the size of the rotating magnets.

[0031] (2) Construction of a two-stage continuous push-pull coupling and synergistic driving mechanism: The two-stage continuous push-pull coupling and synergistic driving mechanism between the rotating magnet poles and the driving magnet poles refers to the following: After the two rows of driving magnet poles on the driving magnet ring form a coupling correspondence with the N pole and S pole of the rotating magnet on the rotating magnet ring, respectively, when the rotational torque between the two poles of the first driving magnet in the first row of driving magnets and the corresponding two rotating magnet poles is the minimum, the rotational torque between the adjacent driving magnet poles on both sides of the driving magnet and their corresponding rotating magnet poles is the maximum, driving the rotating magnet ring to rotate. This process continues, thus forming the first-stage continuous push-pull coupling and synergistic driving relationship. At the same time, when the first row of... When the rotational torque between the two magnetic poles of the driving magnet and the corresponding two rotating magnet poles is at its minimum, the rotational torque between the first magnetic pole of the second adjacent column of the driving magnet and its corresponding rotating magnet pole is at its maximum, driving the rotating magnet ring to rotate. This process continues, thus forming a second-level continuous push-pull coupling cooperative driving relationship. By constructing a two-level continuous push-pull coupling cooperative driving mechanism, the magnetic pole driving efficiency between all driving magnets and rotating magnets reaches its maximum, and the rotational stability of the rotating magnet ring reaches its highest level. This greatly improves the magnetic utilization rate between the rotating magnet and the driving magnet, and improves the operating efficiency and operating stability of the submersible piston and the magnetically driven engine.

[0032] (3) The arrangement, installation, and power generation of the driving magnets and rotating magnets under the two-stage continuous push-pull coupling and synergistic driving mechanism: When both the driving magnets and rotating magnets are U-shaped permanent magnets, two rows of driving magnets are arranged and installed parallel and uniformly on the magnet slots on both sides of the inner edge of the driving magnet ring. The N and S poles of all rotating driving magnets in the same row are arranged in the same direction, but the N and S poles of the first and second rows of driving magnets are arranged in the opposite order. All driving magnet poles face the center direction of the inner edge of the driving magnet ring. Rotating magnets are arranged and installed parallel and uniformly on the magnet slots on the outer edge of the rotating magnet ring, which is perpendicular to the rotation plane of the rotating magnet ring. All rotating magnet poles face outward along the radius of the rotating magnet ring. All rotating magnet N and S poles face the center direction of the inner edge of the rotating magnet ring. The S-pole orientations are identical, ensuring the plane formed by the two poles of the rotating magnet is perpendicular to the plane formed by the poles of the two columns of driving magnets. Furthermore, each column of driving magnets has only one pole coupled to one pole of the rotating magnet. To construct a two-stage continuous push-pull coupled cooperative driving mechanism, a staggered arrangement of the driving and rotating magnets within the same column is adopted. Specifically, when the two poles of the first driving magnet in each column are precisely coupled to the two corresponding rotating magnet poles, the two poles of the second driving magnet in that column are aligned with the midpoints of two adjacent rotating magnet poles. Finally, the two poles of the third driving magnet in that column are precisely coupled to the two corresponding rotating magnet poles. In this alternating staggered arrangement, the two poles of the fourth driving magnet in the first column are positioned precisely at the midpoint of the poles of two adjacent rotating magnets. All the driving magnets in the first column are then arranged in this manner. When the two poles of the first driving magnet in the first column are perfectly coupled to the two corresponding rotating magnet poles, one pole of the driving magnet and the rotating magnet pole have the greatest attractive force in the radial direction of the rotating magnet ring, while the other pole of the driving magnet and the rotating magnet pole have the greatest repulsive force in the radial direction of the rotating magnet ring. This results in the minimum rotational torque exerted by the driving magnet pole on the rotating magnet pole, and the state is unstable. However, at this time, the two poles of the second driving magnet are precisely positioned at the midpoint of the poles of two adjacent rotating magnets. In the middle, the rotating magnet poles are simultaneously subjected to the repulsive force of one driving magnet pole and the attractive force of another driving magnet pole. This causes the driving magnet pole to exert the maximum rotational torque on the rotating magnet pole, driving the rotating magnet and the rotating magnet ring to rotate. As the rotating magnet ring continues to rotate, when the two poles of the first driving magnet are respectively in the exact middle of two adjacent rotating magnet poles, the driving magnet pole exerts the maximum rotational torque on the rotating magnet pole. At this time, the two poles of the second driving magnet are exactly coupled to the two corresponding rotating magnet poles, and the rotational torque exerted by the driving magnet pole on the rotating magnet pole is minimal and in an unstable state. During the rotation of the rotating magnet ring, within the same column of driving magnets...When half of the driving magnet poles and half of the rotating magnet poles are coupled and correspond precisely, and the rotational torque is minimal and the system is unstable, then the other half of the driving magnet poles is positioned precisely between two adjacent poles of the other half of the rotating magnets, and the rotational torque is maximum. This ensures that the driving magnet poles continuously and stably drive the rotating magnet poles to rotate without stopping. This staggered arrangement of the driving and rotating magnets in the same column constitutes the first-stage continuous push-pull coupling cooperative driving mechanism.

[0033] Meanwhile, to improve the driving efficiency of the driving magnet on the rotating magnet and the continuity and stability of the rotating magnet ring's rotation, as well as to increase the torque and output power of the rotating magnet ring, a method of staggered arrangement of two rows of driving magnets and rotating magnets is adopted. That is, each driving magnet in the first row and each driving magnet in the second row are staggered and installed in two rotation planes, and the staggered distance is exactly half the distance between the geometric centers of the magnetic pole ends of two adjacent rotating magnets in the same row. When the two magnetic poles of the first driving magnet in the first row are exactly coupled to the corresponding magnetic poles of the rotating magnet, and the rotational torque is minimal and in an unstable state, then the second driving magnet in the second row... A driving magnet has two poles positioned exactly between the poles of two adjacent rotating magnets in the same plane, and the driving magnet exerts maximum rotational torque on the rotating magnet, driving the rotating magnet ring to rotate. As the rotating magnet ring continues to rotate, when the two poles of the first driving magnet in the second column are exactly coupled to the corresponding rotating magnet pole, and the rotational torque is minimum and in an unstable state, then the two poles of the first driving magnet in the first column are exactly between the poles of two adjacent rotating magnets in the same plane, and the driving magnet exerts maximum rotational torque on the rotating magnet, driving the rotating magnet ring to rotate. This... The staggered arrangement of the two rows of driving magnets and rotating magnets constitutes the second-stage continuous push-pull coupling and cooperative driving mechanism. Under this mechanism, the magnetic poles of the driving magnets continuously, stably, and efficiently drive the rotating magnets to rotate, which in turn drives the rotating magnet ring, the engine rotating disk, and the engine central shaft to rotate. The drive wheel on the engine central shaft drives the power input wheel of the multi-stage gearbox to rotate. After speed change by the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus driving the equipment to work. The two-stage linkage between the driving magnets and rotating magnets... The construction of the push-pull coupling collaborative drive mechanism greatly improves the magnetic drive efficiency between the drive magnet and the rotating magnet and the output power of the engine, and improves the continuity and stability of the operation of the rotating magnet ring and the engine. When the drive magnet and the rotating magnet are bar permanent magnets, the two bar permanent magnets must be constructed in the same way as the U-shaped permanent magnet according to the magnetic pole combination of the N pole and the S pole of the U-shaped permanent magnet. When the bar permanent magnets are arranged and installed on the rotating magnet ring and the drive magnet ring, they must be installed in the same way as the U-shaped permanent magnet according to the arrangement order and installation method of the N pole and the S pole of the U-shaped permanent magnet to form the same structure and function as the U-shaped permanent magnet.

[0034] The method for calculating and determining the power of the submersible piston and magnetically driven engine includes the following specific methods:

[0035] (1) The method for determining the rotational power generated by the submersible piston and magnetic force co-driving the engine is as follows: the power generated by the rotational torque formed by the torque difference generated by the reciprocating motion of the submersible piston in the piston cylinders on both sides of the vertical axis of the engine, the rotational torque formed by the gravitational torque difference generated by the liquid circulation in the piston cylinders on both sides of the vertical axis of the engine and the gravity box, and the vector sum of the rotational torque exerted by the driving magnet on the driving magnet ring on the rotating magnet ring. Where:

[0036] The method for generating rotational torque using a submersible piston involves designing and manufacturing the piston so that the buoyancy force from the liquid is greater than its own weight. This ensures the submersible piston always has the ability to float in the liquid within its piston cylinder. The motion of each submersible piston is precisely controlled by a piston motion controller and a piston angle control switch. Under the combined effect of liquid buoyancy and their own weight, all submersible pistons sequentially and rhythmically circulate within their respective piston cylinders. When the engine's rotating disc rotates clockwise, the submersible piston located on the right side below the horizontal plane of the engine's central axis... When the piston approaches the lower right side of the engine's central shaft, the piston angle control switch drives the piston motion controller to release the submersible piston. Under the influence of fluid buoyancy, the submersible piston rapidly moves towards the outer edge of the central shaft hub platform. When the submersible piston reaches the outer edge of the central shaft hub platform, the piston motion controller automatically locks it, reducing the lever arm and torque of the submersible piston. As the engine's rotating disc continues to rotate, all submersible pistons located on the left side of the engine's central shaft are locked at the outer edge of the central shaft hub platform, minimizing the vector sum of the torques of all submersible pistons on the left side of the engine's central shaft. When the submersible piston, located on the left side above the horizontal plane of the engine's central axis, approaches the left side of the vertical line above the engine's central axis, the piston angle control switch drives the piston motion controller to release the submersible piston. Under the action of liquid buoyancy, the submersible piston moves rapidly towards the rotating wheel support platform. When the submersible piston reaches the end of the rotating wheel support platform, the piston motion controller automatically locks the submersible piston, increasing its lever arm and torque. As the engine's rotating disc continues to rotate, all submersible pistons located on the right side of the vertical line of the engine's central axis are locked at the end of the rotating wheel support platform, thus locking the right side of the engine's central axis... The vector sum of the torques of all the submerged pistons is at its maximum, which results in the maximum torque difference and torque force difference between the submerged pistons on the left and right sides of the vertical axis of the engine. It is the continuous existence of this torque difference and torque force difference that causes the submerged piston to apply greater torque to the piston cylinder on the side with greater torque, thereby driving the piston cylinder and gravity box to rotate continuously and stably in the clockwise direction, and driving the engine rotating disk and the engine central axis to rotate in the clockwise direction, outputting power to the outside. When the engine rotating disk rotates in the counterclockwise direction, the method by which the submerged piston generates rotational power is the same as when the engine rotating disk rotates in the clockwise direction.

[0037] Regarding the method of generating rotational torque in the piston cylinder and gravity box, when the engine rotating disk rotates clockwise, all outer gravity boxes point clockwise, while the inner gravity box points in the opposite direction. During the rotation of the engine rotating disk, the liquid in the outer gravity box and piston cylinder located to the left of the engine's central axis always flows towards the inner gravity box, reducing the lever arm between the piston cylinder and the center of mass of the liquid in the gravity box, and thus reducing the gravitational torque of the liquid's center of mass. As the engine rotating disk continues to rotate, the liquid in all the outer gravity boxes and piston cylinders located to the left of the engine's central axis flows sequentially towards the inner gravity box, minimizing the vector sum of the gravitational torques of all the piston cylinders and liquid centers of mass located to the left of the engine's central axis. Simultaneously, the liquid in the inner gravity box and piston cylinder located to the right of the engine's central axis always flows towards the outer gravity box, reducing the lever arm between the piston cylinder and the center of mass of the liquid in the gravity box. The increase in gravity also increases the gravitational torque of the liquid's center of mass. As the engine's rotating disc continues to rotate, the liquid in all the inner gravity boxes and piston cylinders located on the right side of the engine's central axis flows sequentially to the outer gravity box. This maximizes the vector sum of the gravitational torques of the centers of mass of the liquid in all the piston cylinders and gravity boxes located on the right side of the engine's central axis. This results in a difference in gravitational torque and torque between the centers of mass of the liquid in the gravity boxes and the piston cylinders on the left and right sides of the engine's central axis. It is the continuous existence of this difference in gravitational torque and torque that causes the liquid to exert a greater torque on the piston cylinder and gravity box on the side with greater torque, driving the piston cylinder and gravity box to rotate clockwise, and causing the engine's rotating disc and engine's central axis to rotate clockwise, outputting power to the outside. When the engine's rotating disc rotates counterclockwise, the method by which the liquid in the piston cylinder and gravity box generates rotational power is the same as when the engine's rotating disc rotates clockwise.

[0038] Regarding the rotational torque applied by the driving magnet to the rotating magnet, the construction of the two-stage continuous push-pull coupling cooperative driving mechanism between the driving magnet and the rotating magnet or the construction of the bar magnet magnetic pole coupling cooperative driving mechanism, so that the magnetic pole of the driving magnet applies rotational torque to the magnetic pole of the rotating magnet in the tangential direction of the rotation of the magnetic pole of the rotating magnet, continuously driving the rotating magnet to rotate, and causing the rotating magnet ring to rotate together with the engine rotating disk and the engine central shaft, outputting power to the outside.

[0039] Therefore, the method of generating rotational power by the submerged piston and magnetic force co-driving the engine is to create a power engine composed of a piston cylinder and a gravity box and the liquid inside, a submerged piston, a driving magnet and a rotating magnet, which effectively converts gravitational potential energy, buoyancy potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine's rotating disk and the engine's central shaft to rotate, providing power to the driven equipment.

[0040] (2) Calculate and determine the specific data of the power contribution elements, including the inner and outer radii of the rotating wheel ring, the number of piston cylinders and gravity boxes, the length, shape, diameter, and capacity of each piston cylinder and gravity box, the weight and liquid level of the liquid in the piston cylinder and gravity box, the shape, volume, and weight of the submerged piston or submerged piston string, the inner radius of the driving magnet ring, the outer radius of the rotating magnet ring, and the number, size, shape, and performance indicators of the driving magnet and rotating magnet as contributing factors to improve engine power. These factors determine the speed and power of the submerged piston and magnetically driven engine. After the design speed and design power of the submerged piston and magnetically driven engine are determined, firstly, calculate and determine the inner and outer radii of the rotating wheel ring, which are the inner radius of the driving magnet ring, the outer radius of the rotating magnet ring, and the number, size, shape, and performance indicators of the driving magnet and rotating magnet. The calculation and determination of the number of rotating magnets and the length of the piston cylinder provide a basis for the calculation and determination of the number, shape, diameter and capacity of the piston cylinder and gravity box. Then, the calculation and determination of the weight and liquid level of the liquid in the piston cylinder and gravity box, as well as the power generated by the liquid circulation flow, provide a basis for the calculation and determination of the buoyancy of the submersible piston, its own weight, the cycle of the submersible piston, and the power generated by the reciprocating motion of the submersible piston. In order to accurately calculate the specific data of each power contribution element, a speed model and power model of the submersible piston and magnetic force co-drive engine are constructed. Through multiple iterative calculations, the specific data of each power contribution element that meets the engine design speed and design power requirements can be calculated and determined.

[0041] (3) Calculate and determine the power of the submersible piston and magnetically driven engine. The power of the submersible piston and magnetically driven engine is the sum of the power generated by the reciprocating motion of all submersible pistons, the power generated by the circulating flow of liquid in all piston cylinders and gravity boxes, and the power generated by the rotational torque applied by all driving magnets to the rotating magnets. Therefore, after determining the specific data of each power contribution element, it is necessary to calculate and determine the magnitude of these three powers. The specific calculation and determination methods are as follows:

[0042] The power generated by the reciprocating motion of all submersible pistons is calculated using the torque formula M. 活 =F×L, where M 活 The torque is the torque of the submerged piston's center of mass, F is the weight of the submerged piston's center of mass, and L is the vector distance between the submerged piston's center of mass and the vertical line of the engine's central axis. Based on the method of generating rotational torque by the submerged piston, the torque difference ΔM generated by all submerged pistons on the left and right sides of the vertical line of the engine's central axis is... 活 for: Among them, F 活L is the weight of the submerged piston center in each piston cylinder, and the weight of the submerged piston center in each piston cylinder is equal. 右i L is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder to the right of the engine's central axis and the vertical line of the engine's central axis. 左i This is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder on the left side of the engine's central axis and the vertical line of the engine's central axis. n is the number of piston cylinders on one side of the engine's central axis. Once the number of piston cylinders, the lever arm length of the submerged piston's center of mass, and the weight of the submerged piston's center of mass are determined, the torque difference between the submerged pistons on the left and right sides of the engine's central axis can be calculated. This torque difference is then calculated using the engine power calculation formula P. 活 =ΔM 活 ×N / 9549, where P 活 N is the power generated by the reciprocating motion of all submersible pistons, and N is the engine speed. Once the engine speed is determined, the engine power driven by the submersible pistons can be calculated using the engine power calculation formula.

[0043] The power generated by the circulating liquid in all piston cylinders and gravity boxes is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the center of mass of the piston cylinder and the liquid in the gravity box, F be the weight of the center of mass of the piston cylinder and the liquid in the gravity box, and L be the vector distance between the center of mass of the piston cylinder and the liquid in the gravity box and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the piston cylinder and the liquid in the gravity box, the difference in gravitational torque generated by all piston cylinders and the liquid in the gravity box on both sides of the vertical line of the engine's central axis is: Where, ΔM 液 F represents the difference in gravitational torque between all piston cylinders on both sides of the vertical axis of the engine and the center of mass of the liquid in the gravity box. 液 L is the weight of each piston cylinder and the center of mass of the liquid in the gravity box. The weight of each piston cylinder and the center of mass of the liquid in the gravity box is equal. 右i L is the vector distance between the i-th piston cylinder to the right of the vertical line of the engine's central axis and the center of mass of the liquid in the gravity box and the vertical line of the engine's central axis. 左i This is the vector distance between the i-th piston cylinder on the left side of the vertical axis of the engine and the center of mass of the liquid in the gravity box, and the vertical axis of the engine's central axis. n is the number of piston cylinders on one side of the vertical axis of the engine's central axis. Once the number, length, shape, volume, and weight of the liquid in the piston cylinders and gravity boxes are determined, the gravitational torque difference between the center of mass of the liquid in the gravity box and the piston cylinders on the left and right sides of the vertical axis of the engine can be calculated. Based on the engine power calculation formula P... 液 =ΔM 液 ×N / 9549, where P 液The power generated by the circulating flow of liquid in all piston cylinders and gravity boxes is N, where N is the engine speed. Once the engine speed is determined, the power generated by the circulating flow of liquid in the piston cylinders and gravity boxes can be calculated using the engine power calculation formula.

[0044] The power generated by the rotational torque applied by the driving magnet to the rotating magnet is calculated using the torque formula M = F × L, where M is the torque of the rotating magnet pole, F is the rotational torque applied by the driving magnet pole to the rotating magnet pole in the tangential direction of the rotating magnet pole's rotation, and L is the perpendicular distance between the rotating magnet pole and the centerline of the engine's central axis. The vector sum of the torques of all the rotating magnet poles on the rotating magnet ring is... Among them, M 磁 F is the vector sum of the torques of all the rotating magnet poles on the rotating magnet ring. i L is the rotational torque exerted by the driving magnet on the i-th rotating magnet pole of the rotating magnet ring. i Let M be the perpendicular distance between the i-th rotating magnet pole on the rotating magnet ring and the centerline of the engine's central axis, and n be the number of rotating magnet poles on the rotating magnet ring. Since all rotating magnets on the rotating magnet ring have the same weight, size, shape, and performance specifications, and all driving magnets on the driving magnet ring also have the same weight, size, shape, and performance specifications, the rotational torque exerted by each driving magnet on each rotating magnet pole is the same. The direction of this rotational torque is the tangent to the rotation of the rotating magnet pole and is perpendicular to the line connecting the rotating magnet pole to the centerline of the engine's central axis. The perpendicular distance between each rotating magnet pole and the centerline of the engine's central axis is equal, meaning the lever arm of each rotating magnet pole is equal. Therefore, M... 磁 =nFL, according to the engine power calculation formula P 磁 =M 磁 ×N / 9549, where P 磁 The power generated by the rotational torque applied by all driving magnets to all rotating magnets is N, where N is the engine speed. Once the engine speed is determined, the power generated by the rotational torque applied by all driving magnets to all rotating magnets can be calculated using the engine power calculation formula.

[0045] Therefore, the power P of the engine driven by the submerged piston and magnetic force is P = P 活 +P 液 +P 磁However, because all the piston cylinders and the liquid in the gravity box rely on their own circulation, a gravitational torque difference can be generated on both sides of the engine's central axis. This drives the piston cylinders and gravity box, along with the engine's rotating disk and central axis, to rotate, outputting power. After the driving magnet applies rotational torque to the rotating magnet, on the one hand, it directly drives the rotating magnet ring, along with the engine's rotating disk and central axis, to rotate, forming the power of the submerged piston and magnetic force working together to drive the engine. On the other hand, a small portion of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the piston cylinders. The rotational speed of the gravity box accelerates the cycle of liquid circulation in the piston cylinder and gravity box, playing an intrinsic role of "using minimal force to achieve maximum effect". This enables the coordinated operation of the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston, thus establishing a correlation between the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston. Therefore, in the speed and power models of the submerged piston and magnetic force-driven engine, the correlation element between the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston has been added.

[0046] When the calculated power of the submersible piston and magnetically driven engine cannot meet the engine's design power, it is necessary to readjust the specific data of the power contribution elements. This can be achieved by using the submersible piston and magnetically driven engine speed model and power model for multiple iterative calculations until the calculated power of the submersible piston and magnetically driven engine meets the engine's design power. After the submersible piston and magnetically driven engine is manufactured, it is necessary to use a torque tester and a power measuring instrument to actually measure and calibrate the engine's torque and power.

[0047] The aforementioned method for controlling the rotation direction of the engine rotating disc includes the following specific methods:

[0048] The rotational power of the engine rotating disc originates from the combined force of three forces: the rotational torque generated by the reciprocating motion of the submerged piston in the piston cylinder, the rotational torque generated by the circulating flow of liquid in the piston cylinder and gravity box, and the rotational torque applied by the driving magnet to the rotating magnet. Therefore, it is essential to ensure that these three rotational torques, all in the same direction, form an effective combined force to collaboratively drive the engine rotating disc and the engine central shaft to rotate, thereby outputting power.

[0049] (1) The rotation direction of the engine's rotating disc is controlled by the direction indicated by the outer gravity boxes. When all the outer gravity boxes are installed clockwise, the liquid in the outer gravity box and piston cylinder located on the left side of the engine's central axis always flows towards the inner gravity box. This reduces the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinders on the left side of the engine's central axis. Since the weight of the liquid in each gravity box and piston cylinder is the same and constant, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinders on the left side of the engine's central axis decreases. At the same time, the liquid in the inner gravity box and piston cylinder located on the right side of the engine's central axis always flows towards the outer gravity box. This increases the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinders on the right side of the engine's central axis. Therefore, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinders increases. This makes the engine... The sum of the gravitational moments of the center of mass of the liquid in the piston cylinder and the gravity box on the right side of the vertical axis of the engine center is greater than the sum of the gravitational moments of the center of mass of the liquid in the piston cylinder and the gravity box on the left side. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes and the piston cylinder on the left and right sides of the vertical axis of the engine center. It is this difference in gravitational moment and torque that causes the liquid in the piston cylinder and the gravity box to exert a greater torque on the side with the greater gravitational moment, namely the piston cylinder and the outer gravity box on the right side of the vertical axis of the engine center. This drives the piston cylinder and the gravity box to rotate clockwise, and drives the engine disk and the engine center axis to rotate clockwise. Conversely, when all the outer gravity boxes are installed in a counterclockwise direction, the engine disk and the engine center axis rotate counterclockwise. Therefore, the direction pointed to by the outer gravity boxes is the direction of rotation of the engine disk and the engine center axis.

[0050] (2) The rotation direction of the engine rotating disk is controlled by the starting angle and starting position of the submersible piston. After the direction indicated by the external gravity box is determined, when the engine rotating disk rotates clockwise, and the submersible piston is located at the outer end of the piston cylinder and moves to below the horizontal plane of the engine central axis and close to the right side of the vertical line of the engine central axis, the starting angle and corresponding position of the submersible piston close to the right side of the vertical line of the engine central axis are taken as the starting angle and starting position of the submersible piston. The piston fixed angle control switch controls the piston motion controller to release the submersible piston. Under the action of liquid buoyancy, the submersible piston begins to move towards the engine central axis and is locked by the piston motion controller located at the inner end of the piston cylinder, so that the submersible piston... As the lever arm of the piston's center of mass decreases, the torque of the submerged piston's center of mass also decreases. As the engine's rotating disc rotates clockwise, all submerged pistons located to the left of the engine's central axis move sequentially towards the engine's central axis and lock into the inner end of the piston cylinder. This minimizes the vector sum of the torques of all submerged pistons to the left of the engine's central axis. When the submerged piston is located at the inner end of the piston cylinder and has moved above the horizontal plane of the engine's central axis and is close to the left of the engine's central axis, the starting angle and starting position of the submerged piston are taken as the starting angle and starting position of the submerged piston near the left of the engine's central axis. The piston fixed angle control switch controls the piston motion controller to release the submerged piston. Under the influence of buoyancy, the piston begins to move towards the rotating wheel support platform and is locked by the piston motion controller located at the outer end of the piston cylinder. This increases the lever arm of the submerged piston's center of mass, and consequently, the torque of the submerged piston's center of mass. As the engine's rotating disc continues to rotate clockwise, all submerged pistons located on the right side of the engine's central axis move sequentially towards the rotating wheel support platform and are locked at the outer end of the piston cylinder. This maximizes the vector sum of the torques of all submerged pistons on the right side of the engine's central axis. Consequently, the vector sum of the torques of all submerged pistons on the right side of the engine's central axis is greater than the vector sum of the torques of all submerged pistons on the left side of the engine's central axis, thus causing the engine... The submersible pistons on the left and right sides of the vertical axis of the engine center create a torque difference and a torque difference. It is this torque difference and torque difference that causes the submersible piston to apply a greater torque to the piston cylinder on the side with greater torque, that is, the right side of the vertical axis of the engine center, thereby driving the piston cylinder to rotate clockwise, and driving the engine disc and the engine center axis to rotate clockwise. This makes the direction of the rotational torque generated by the reciprocating motion of the submersible piston consistent with the direction of the rotational torque generated by the piston cylinder and the circulating flow of liquid in the gravity box. Conversely, when the engine disc rotates counterclockwise, the control method for the direction of the rotational torque of the submersible piston is the same as the control method when the engine disc rotates clockwise.

[0051] (3) Controlling the rotation direction of the rotating magnet ring: After determining the direction of the rotational torque generated by the reciprocating motion of the submerged piston and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder and gravity box, the rotation direction of the rotating magnet ring must be consistent with the direction of the rotational torque generated by the reciprocating motion of the submerged piston and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder and gravity box. The construction of the rotating magnet with the serrated arc-shaped cylindrical magnetic pole or the rotating magnet with the serrated spherical magnetic pole and the driving magnet with the long-legged sawtooth-shaped oblique side magnetic pole, as well as the arrangement order of the N pole and S pole of the rotating magnet and the driving magnet, determines the rotation direction of the rotating magnet ring. Therefore, after the shape of the rotating magnet pole and the driving magnet pole is determined, The rotation direction of the rotating magnet ring can be controlled by adjusting the arrangement order of the rotating magnet poles and the driving magnet poles. When the rotating magnet ring needs to rotate clockwise, all driving magnet poles in the first column must be arranged clockwise from the S pole to the N pole, and all driving magnet poles in the second column must be arranged clockwise from the N pole to the S pole. The N poles of all rotating magnet poles should correspond to the first column of driving magnet poles, and the S poles of all rotating magnet poles should correspond to the second column of driving magnet poles. Following this arrangement, when the two poles of the first driving magnet in the first column are perfectly coupled to the two corresponding rotating magnet poles, and the rotational torque is minimal and the ring is in an unstable state, the two poles of the second driving magnet in that column will then... Corresponding to the exact center of two adjacent rotating magnet poles, the left pole of the driving magnet is the S pole, and the two rotating magnet poles corresponding to this S pole are both N poles. The "heel" part of the S pole is an inclined surface. The rotating magnets are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet pole is a smooth curved surface pole, and the right half is a sawtooth pole. This makes the attraction between the left S pole of the driving magnet and the N pole of the rotating magnet to its left greater than the attraction between the left S pole and the N pole of the rotating magnet to its right. The driving magnet is stationary, thus pulling the rotating magnets to rotate clockwise. The right pole of the driving magnet is the N pole, and the two rotating magnet poles corresponding to this N pole are both N poles. The driving magnet's poles point to the right. The rotating magnet has a long, serrated, beveled side pole, and the "heel" portion of the N pole is an inclined surface. The inclined surface of the rotating magnet pole to the left of the N pole corresponds to the driving magnet pole, making the repulsive force between the N pole and the N pole of the rotating magnet to its left less than the repulsive force between the N pole of the rotating magnet to its right. This causes the driving magnet to push the rotating magnet to rotate clockwise, forming a push-pull driving relationship between the driving magnet pole and the rotating magnet pole. In the first row of driving magnets, half of the driving magnet poles drive the rotating magnet pole to rotate clockwise. Simultaneously, when the two poles of the first driving magnet in the first row are exactly coupled to the two corresponding rotating magnet poles, and the rotational torque is minimal and in an unstable state...The two poles of the first driving magnet in the second column are positioned precisely between the poles of the two rotating magnets on either side of it. The left side of the first driving magnet is the N pole, and the right side is the S pole. The rotating magnet poles corresponding to the poles of the driving magnets in the second column are all S poles. The attraction between the left N pole of the first driving magnet and the S pole of the rotating magnet to its left is greater than the attraction between the right N pole and the S pole of the rotating magnet to its right. Therefore, pulling the rotating magnet clockwise causes it to rotate. The repulsive force between the right S pole of the driving magnet and the S pole of the rotating magnet to its left is less than the repulsive force between the right S pole and the rotating magnet to its right. Therefore, pushing the rotating magnet clockwise causes it to rotate. In the second column of driving magnets, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Therefore, the combined force of the first and second columns of driving magnets drives the rotating magnet to rotate clockwise, and also causes the rotating magnet ring and the engine's central shaft to rotate clockwise.

[0052] Similarly, when the rotating magnet ring needs to rotate counterclockwise, if the arrangement order of the magnetic poles of the first and second columns of driving magnets remains unchanged, as long as the S poles of all rotating magnets are aligned with the magnetic poles of the first column of driving magnets, and the N poles of all rotating magnets are aligned with the magnetic poles of the second column of driving magnets, the rotating magnet ring will rotate counterclockwise. Likewise, if the arrangement order of the magnetic poles of the rotating magnets remains unchanged, as long as the magnetic poles of each driving magnet in the first column are arranged clockwise from the N pole to the S pole, and the magnetic poles of each driving magnet in the second column are arranged clockwise from the S pole to the N pole, the rotating magnet ring will also rotate counterclockwise.

[0053] The method for constructing the bar magnet magnetic pole coupling and cooperative driving mechanism refers to using a bar permanent magnet as both the driving magnet and the rotating magnet, so that the magnetic poles of the driving magnet and the rotating magnet form a coupled and cooperative driving mechanism. The specific method includes:

[0054] (1) Determining the shape of the magnetic pole of the bar permanent magnet: make one pole of a single bar driving magnet into a long-legged sawtooth-shaped oblique side magnetic pole, and make one pole of a single bar rotating magnet into a toothed arc-shaped cylindrical magnetic pole or a toothed spherical magnetic pole.

[0055] (2) Arrangement and installation of driving magnets and rotating magnets: One or more rows of driving magnets are uniformly installed in the plane of rotation of the rotating magnet ring parallel to the inner edge of the driving magnet ring, and one or more rows of rotating magnets are uniformly installed in the plane of rotation of the rotating magnet ring parallel to the outer edge of the rotating magnet ring, so that the magnetic poles of each row of driving magnets and the magnetic poles of each row of rotating magnets form a precise coupling correspondence. Each row of driving magnets in the inner edge of the driving magnet ring has the same magnetic poles and the same magnetic pole shape and arrangement direction. Each row of rotating magnets in the outer edge of the rotating magnet ring also has the same magnetic poles and the same magnetic pole shape and arrangement direction, so as to ensure that each row of driving magnets can drive each row of rotating magnets to rotate in the same direction.

[0056] (3) Determining the rotation direction of the rotating magnet ring: When the rotating magnet ring needs to rotate clockwise, if the "toes" of all the driving magnet poles are oriented clockwise, and the serrated magnetic ends of all rotating magnets are on the left and the smooth magnetic ends are on the right, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all the driving magnet poles are oriented counterclockwise, and the serrated magnetic ends of all rotating magnets are on the right and the smooth magnetic ends are on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. The magnetic poles must be opposite poles. When the rotating magnet ring needs to rotate counterclockwise, if the "toes" of all the driving magnet poles are facing counterclockwise, and the serrated magnetic ends of all the rotating magnets are on the right and the smooth magnetic ends are on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all the driving magnet poles are facing clockwise, and the serrated magnetic ends of all the rotating magnets are on the left and the smooth magnetic ends are on the right, then the driving magnet poles and the rotating magnet poles must be opposite poles.

[0057] (4) Construct a bar magnet magnetic pole coupling cooperative driving mechanism. When the first driving magnet of the first column and the first rotating magnet of the first column are exactly in a coupled relative state, the second driving magnet of the first column is exactly in the middle of the two rotating magnets of the first column. The third driving magnet of the first column and the rotating magnet of the first column are exactly in a coupled relative state. The fourth driving magnet of the first column is exactly in the middle of the two rotating magnets of the first column, and so on. Install the driving magnets and rotating magnets in this arrangement so that when half of the driving magnets and half of the rotating magnets of the first column are exactly in a coupled relative state and the rotational torque is minimal, the other half of the driving magnets of the first column are exactly in the middle of the two adjacent rotating magnets of the first column, so that the magnetic poles of this other half of the rotating magnets obtain the maximum rotational torque, driving the rotating magnet ring to rotate. In the case of multiple columns of driving magnets and multiple columns of rotating magnets, when the first driving magnet of the first column and the first rotating magnet of the first column are exactly in a coupled relative state, the first driving magnet of the second column is exactly in the middle of the two adjacent rotating magnets of the second column. In the center of the rotating magnet, the first driving magnet of the third column is placed in a coupled state with the rotating magnet of the third column. The first driving magnet of the fourth column is placed in the center of the two rotating magnets of the fourth column, and so on. The driving magnets and rotating magnets are installed in this arrangement so that when half of the driving magnets in the first column are in a coupled state with the rotating magnets in the first column and the rotational torque is minimal, the half of the driving magnets in the second column are placed in the center of the two adjacent rotating magnets in the second column, obtaining the maximum rotational torque and driving the rotating magnet ring to rotate. When half of the driving magnets in the third column are in a coupled state with the rotating magnets in the third column and the rotational torque is minimal, the half of the driving magnets in the fourth column are placed in the center of the two adjacent rotating magnets in the fourth column, obtaining the maximum rotational torque and driving the rotating magnet ring to rotate. This establishes a bar magnet magnetic pole coupling cooperative drive mechanism, which greatly improves the magnetic drive efficiency of the driving magnet poles to the rotating magnet poles and improves the stability and continuity of the submersible piston and magnetic cooperative drive engine operation.

[0058] The aforementioned method of simultaneous, co-directional, and coaxial series operation refers to the use of simultaneous, co-directional, and co-axial series operation when the power of a single submersible piston and magnetically driven engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more submersible pistons and magnetically driven engines with the same frequency and rotation direction in series on the same shaft to achieve synchronous operation and increase the output power of the submersible piston and magnetically driven engine. Specific methods include:

[0059] (1) Calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model and the power of a single submersible piston and magnetic drive engine. According to the purpose and model of the submersible piston and magnetic drive engine of the specified model, first calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single submersible piston and magnetic drive engine, and calculate and determine the number of single submersible piston and magnetic drive engines that need to be connected in series on the same shaft.

[0060] (2) Establish the frequency and rotation direction of a single submersible piston and magnetically driven engine. Each submersible piston and magnetically driven engine connected in series on the same shaft must have the same frequency and the same rotation direction in order to ensure that each engine operates in coordination and forms an effective combined force. This requires establishing the frequency and rotation direction of a single submersible piston and magnetically driven engine to ensure that each engine connected in series on the same shaft has the same frequency and the same rotation direction.

[0061] (3) Implement series operation with the same frequency, direction and axis. Based on the rated power of the submersible piston and the magnetic co-drive engine and the number of a single submersible piston and the magnetic co-drive engine, the number of a single submersible piston and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of submersible pistons and the magnetic co-drive engine jointly drive a rotating shaft to rotate, thereby effectively increasing the output power of the series engine group and meeting the requirements of the rated power of the engine.

[0062] A method for connecting and driving a multi-stage gearbox and a driven device using a submersible piston and magnetically driven engine as described in any one of claims 1-14. The submersible piston and magnetically driven engine can be installed on the engine base in two ways: vertical installation and parallel installation. The vertical installation method involves the central axis of the submersible piston and magnetically driven engine being perpendicular to the center line of the engine base, while the parallel installation method involves the central axis of the submersible piston and magnetically driven engine being parallel to the center line of the engine base. Under these two installation methods, there are seven ways to connect and drive the multi-stage gearbox and the driven device using the submersible piston and magnetically driven engine:

[0063] (1) Belt connection drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the submersible piston and magnetic co-drive engine, the power input pulley and power output pulley of the multi-stage gearbox, and the pulley on the shaft of the driven equipment, drive pulleys of corresponding radius are installed on the central shaft of the submersible piston and magnetic co-drive engine. Power input pulleys and power output pulleys of corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox, respectively. Pulleys of corresponding radius are installed on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected to the power input pulley of the multi-stage gearbox through a belt and drives the power input pulley of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output pulley of the multi-stage gearbox is connected to the pulley on the shaft of the driven equipment through a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0064] (2) Gear connection drive method: After accurately calculating the speed ratio between each gear, drive gears of corresponding radius are installed on the central shaft of the submersible piston and magnetic co-drive engine. Power input gears and power output gears of corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox, respectively. Gears of corresponding radius are installed on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive gears on the central shaft of the engine mesh and drive the power input gears of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output gears of the multi-stage gearbox mesh and drive the gears on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0065] (3) The belt-gear connection drive method involves accurately calculating the speed ratio of each pulley and gear, installing a drive pulley of the corresponding radius on the central shaft of the submersible piston and magnetic co-drive engine, installing a power input pulley of the corresponding radius on the power input shaft of the multi-stage gearbox, installing a power output gear of the corresponding radius on the power output shaft of the multi-stage gearbox, and installing a gear of the corresponding radius on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected by a belt and drives the power input pulley of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output gear of the multi-stage gearbox meshes and drives the gear on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0066] (4) The gear-belt connection drive method involves accurately calculating the speed ratio between each gear and pulley, installing a drive gear of the corresponding radius on the central shaft of the submersible piston and magnetically driven engine, installing a power input gear of the corresponding radius on the power input shaft of the multi-stage gearbox, installing a power output pulley of the corresponding radius on the power output shaft of the multi-stage gearbox, and installing a pulley of the corresponding radius on the shaft of the driven equipment. When the submersible piston and magnetically driven engine is running, the drive gear on the central shaft of the engine meshes and drives the power input gear of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output pulley of the multi-stage gearbox is connected by a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0067] (5) Direct belt drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the submersible piston and the magnetic co-drive engine and the pulley on the shaft of the driven equipment, if the output speed of the submersible piston and the magnetic co-drive engine is consistent with the speed required by the driven equipment, then there is no need for a multi-stage gearbox to perform speed change. A drive pulley of the corresponding radius is installed on the central shaft of the submersible piston and the magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven equipment. When the submersible piston and the magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected by a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0068] (6) Direct gear connection drive method: After accurately calculating the speed ratio between the drive gear on the central shaft of the submersible piston and the magnetic co-drive engine and the gear on the shaft of the driven equipment, if the output speed of the submersible piston and the magnetic co-drive engine is consistent with the speed required by the driven equipment, then there is no need for multi-stage gearbox for speed change. A drive gear of the corresponding radius is installed on the central shaft of the submersible piston and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the shaft of the driven equipment. When the submersible piston and the magnetic co-drive engine are running, the drive gear on the central shaft of the engine directly meshes and drives the gear on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0069] (7) The engine simultaneously drives two sets of multi-stage gearboxes and driven equipment. The central shaft of the engine, driven by the floating piston and magnetic force, is in a horizontal state and perpendicular to the engine's rotating disk. Therefore, a drive wheel can be installed at each end of the engine's central shaft. The drive wheels at both ends of the engine's central shaft can simultaneously drive two sets of multi-stage gearboxes and driven equipment. The specific connection and drive methods can be belt connection drive method, gear connection drive method, and belt and gear combination connection drive method.

[0070] Because the present invention adopts the above technical solution, it has the following advantages and significant effects compared with the prior art:

[0071] (1) This invention creates a submersible piston and magnetic force co-drive engine and power generation method, which continuously converts stable, inexpensive, clean and sustainable gravitational potential energy, buoyancy potential energy and magnetic potential energy into co-drive force, thereby generating stable rotational kinetic energy, and effectively converting rotational kinetic energy into high-quality power, making gravitational potential energy, buoyancy potential energy and magnetic potential energy a new and important power source, opening up a new path for power generation and use for human production and life.

[0072] (2) This invention creates a technology for the coordinated driving of gravitational potential energy, buoyancy potential energy and magnetic potential energy, a two-stage continuous push-pull type coupled coordinated driving mechanism, a single magnet magnetic pole coupled coordinated driving mechanism, as well as a piston cylinder and gravity box, a submerged piston, a driving magnet, a rotating magnet, a magnetic clutch, an engine starting and braking system and an intelligent control system. This effectively ensures the stability, reliability and continuity of the engine operation driven by the submerged piston and magnetic force, and effectively ensures the high efficiency and high quality of power generation, thereby greatly improving the originality and practicality of this invention.

[0073] (3) This invention creates magnetic clutch technology and equipment, engine starting and braking technology and equipment, and intelligent control system, thereby greatly improving the automation and precision of engine starting and braking control by the submersible piston and magnetic force, and ensuring the engine starting, stopping, maintenance and upkeep.

[0074] (4) This invention creates an intelligent control system for a submersible piston and magnetically driven engine, which intelligently controls the operation of the entire submersible piston and magnetically driven engine, multi-stage gearbox, and driven equipment, thereby comprehensively improving the automation and intelligence level of the submersible piston and magnetically driven engine, making the overall coordination control and operation of the engine very simple and convenient.

[0075] (5) This invention creates a power control method for a submersible piston and magnetically driven engine, which can effectively control the engine's power. Furthermore, this invention creates a series operation technology with the same frequency, direction, and axis. Through the application of this technology, submersible piston and magnetically driven engines of various power and applications can be designed and manufactured to meet the needs of a wide range of users for engines with different power and applications. In particular, the submersible piston and magnetically driven engine only requires stable, inexpensive, clean, and sustainable gravitational potential energy, buoyancy potential energy, and magnetic potential energy, resulting in high power generation efficiency, stability, and continuity. Therefore, this invention can be fully commercialized and industrialized, and has broad market prospects.

[0076] (6) Compared with existing steam turbine engines, diesel engines, gasoline engines, and gas engines, these engines require the combustion of large amounts of coal, oil, and natural gas resources, and generate significant greenhouse gas emissions and environmental pollution. The submersible piston and magnetically driven engine does not consume any fossil fuels; it only requires gravitational potential energy, buoyancy potential energy, and magnetic potential energy, and produces no wastewater, exhaust gas, or waste emissions, making it a very clean power system. Therefore, the industrialization of this invention plays a crucial role in gradually reducing and replacing engines that primarily rely on fossil fuels, lowering greenhouse gas emissions and environmental pollution, and accelerating the achievement of carbon peaking and carbon neutrality goals.

[0077] (7) Compared with electric motors, electric motors require a large amount of electrical energy to generate power. Existing electrical energy comes from thermal power plants, hydropower stations, wind power plants, and solar power plants. Thermal power plants also require the combustion of large amounts of coal, natural gas, and biomass fuels, resulting in large greenhouse gas emissions and environmental pollution. Hydropower, wind power, solar power, and ocean tidal power generation are directly affected by weather, climate, seasons, day and night cycles, and natural environmental conditions, resulting in unstable power production and low power quality in these power systems. Moreover, the construction cost of these power generation facilities is very high. In contrast, the submersible piston and magnetic drive engine does not consume any fossil energy such as coal, oil, or natural gas, nor does it require the use of unstable natural forces such as wind, river water, lake water, ocean waves, tides, geothermal energy, and solar energy. It is not affected by weather, climate, seasons, day and night cycles, or natural environmental conditions. Moreover, the generated power has good stability and high quality, and the generation and use of power will not have any impact on the surrounding ecological environment. It is a stable, clean, and sustainable power system.

[0078] (8) Compared with nuclear engines, although nuclear engines produce high-quality power, they consume expensive nuclear materials, emit radioactive nuclear waste, and cause significant loss and damage to life, property, and the environment in the surrounding area in the event of a nuclear leak or explosion. The submersible piston and magnetic drive engine does not consume any nuclear materials or produce any radiation or safety hazards during operation, making it a very safe power system.

[0079] (9) All technologies and intellectual property rights contained in this invention are independent intellectual property rights of my country. The materials, components, and equipment required for the industrialization of this invention are all manufactured by the inventors themselves and produced by domestic manufacturers. There is no need to import any technology, materials, components, or equipment from foreign manufacturers. Therefore, there are no trade barriers to the industrialization of this invention. Considering existing engine technologies and equipment, this invention, as a set of disruptive original scientific and technological achievements, will inevitably fundamentally change the structure of human power after its large-scale industrialization, powerfully promoting the world's power revolution and industrial transformation. Attached Figure Description

[0080] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, wherein:

[0081] Figure 1 This is a plan view of the submersible piston and magnetically driven engine of the present invention;

[0082] Figure 2 This is a plan view of the support mechanism system for the submersible piston and magnetically driven engine of the present invention;

[0083] Figure 3 This is a plan view of the piston cylinder and gravity box of the balancing structure of the present invention;

[0084] Figure 4 This is a plan view of the piston cylinder and gravity box of the unbalanced structure of the present invention;

[0085] Figure 5 This is a three-dimensional rendering of the rotating magnet of the present invention;

[0086] Figure 6 This is a schematic diagram of the magnetic pole plane of the rotating magnet of the present invention;

[0087] Figure 7 This is a three-dimensional rendering of the driving magnet of the present invention;

[0088] Figure 8 This is a schematic diagram of the magnetic pole plane of the driving magnet of the present invention;

[0089] Figure 9 This is a schematic diagram illustrating the construction of the two-stage continuous push-pull coupling collaborative driving mechanism of the present invention.

[0090] Explanation of reference numerals in the attached figures:

[0091] 1: Piston cylinder; 2: Outer gravity box; 3: Inner gravity box; 4: Submersible piston; 5: Engine central shaft; 6: Central shaft outer edge hub platform; 7: Rotating wheel rim fixing bracket; 8: Circular sheet-like stirrup; 9: Rotating wheel rim support platform; 10: Rotating wheel rim; 11: Starting and braking disc; 12: Bearing of engine central shaft; 13: Central shaft bracket; 14: Rotating magnet ring; 15: Drive magnet ring; 16: Rotating magnet; 17: Drive magnet; 18: Magnetic drive ring connecting shaft; 19: Connecting... 20: Magnetic drive ring support column; 21: Connecting stabilizing mechanism; 22: Upper crossbeam of drive magnet ring; 23: Bottom beam of drive magnet ring; 24: Engine base; 25: Magnetic clutch switch; 26: Start and brake controller; 27: Multi-stage gearbox; 28: Driven equipment; 29: Intelligent control system; 30: Operating lever of magnetic clutch; 31: Start button; 32: Stop button; 33: Display; 34: Piston motion controller; 35: Piston fixed angle control switch. Detailed Implementation

[0092] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages, features, and significant effects of the present invention will become clearer from the following description and claims. It should be noted that the drawings are all in a very simplified form and use non-precise ratios, and are only used to clearly and conveniently assist in illustrating the embodiments of the present invention.

[0093] See Figure 1 and Figure 2This invention provides a submersible piston and magnetically driven engine, comprising a support mechanism system, several piston cylinders 1 and gravity boxes with opposite directions at both ends, equal amounts of liquid in each piston cylinder 1 and gravity box, several submersible pistons 4 or submersible piston strings, several piston motion controllers 34, several piston angle control switches 35, rotating magnet ring 14, driving magnet ring 15, rotating magnet 16, driving magnet 17, magnetic clutch, starting and braking system, intelligent control system 29, and multi-stage gearbox 27. The entire rotating mechanism system, connected and supported by the engine central shaft 5, constitutes the engine rotating disk. The rotating magnet 16 includes magnets with two magnetic poles, namely, toothed arc-shaped cylinders. A submersible piston and a magnetically driven engine can use either a rotating magnet with a surface magnetic pole or a rotating magnet with a serrated spherical magnetic pole. The driving magnet 17 is a driving magnet with a long-legged serrated oblique side magnetic pole. After the driving magnet poles and the rotating magnet poles are arranged in an orthogonal staggered manner, the driving magnet 17 on the driving magnet ring 15 and the rotating magnet 16 on the rotating magnet ring 14 form a two-stage continuous push-pull coupling cooperative driving mechanism, or a bar magnet pole coupling cooperative driving mechanism. This allows the driving magnet 17 to stably, continuously, and efficiently drive the rotating magnet 16 to rotate, and drive the rotating magnet ring 14, along with the engine rotating disk and the engine central shaft. 5. Simultaneously, the submerged piston 4 located in each piston cylinder 1, under the combined effect of liquid buoyancy and its own gravity, reciprocates within its respective piston cylinder 1. This creates a torque and torque difference between the submerged pistons 4 on the left and right sides of the vertical axis 5 of the engine, driving the piston cylinder 1, along with the engine rotating disc and the engine central axis 5, to rotate. Furthermore, the liquid in each piston cylinder 1 and gravity box circulates within their respective piston cylinder 1 and gravity box, creating a gravitational torque and torque difference between the liquid in the piston cylinder 1 and gravity box on the left and right sides of the vertical axis 5 of the engine, driving the piston cylinder 1 and gravity box, along with the engine rotating disc and the engine central axis 5, to rotate. This, in turn, drives the magnetic ring 15... The rotational torque applied by the driving magnet 17 to the rotating magnet 16 on the rotating magnet ring 14, the torque difference and torque difference generated by the reciprocating motion of the submerged piston 4 in the piston cylinders 1 on both sides of the vertical line of the engine central shaft 5, and the gravitational torque difference and torque difference generated by the circulating flow of liquid between the piston cylinders 1 on both sides of the vertical line of the engine central shaft 5 and the gravity box, work together to drive the rotating disc of the engine and the engine central shaft 5 to rotate. The drive wheel on the engine central shaft 5 is connected to and drives the power input wheel of the multi-stage gearbox 27 to rotate. After the multi-stage gearbox 27 changes speed, the power output wheel of the multi-stage gearbox 27 outputs the speed and power required by the driven equipment 28, thereby driving the driven equipment 28 to work.

[0094] See Figure 2The support system is a support system that supports and fixes all piston cylinders 1, gravity boxes, and the entire engine. It includes rotating rings 10, starting and braking discs 11, rotating ring fixing brackets 7, circular sheet-like stirrups 8, rotating ring support platform 9, central shaft outer edge hub platform 6, engine central shaft 5, central shaft bracket 13, rotating magnet ring 14, drive magnet ring 15, drive magnet ring connecting shaft 18, drive magnet ring support frame 19, drive magnet ring support column 20, drive magnet ring connecting and stabilizing mechanism 21, upper crossbeam of support column 22, bottom beam of support column 23, and engine base 24. The rotating rings 10 are two circular rings located on either side of the outer end of the piston cylinders 1. The center of the rotating rings 10 is the center of the engine central shaft 5. The two rotating rings 10 are connected and fixed by several parallel, horizontal, and evenly distributed crossbeams of the same length, forming a whole. The starting and braking discs 11 are two circular plate-shaped rings mounted and fixed on the outer edge of the rotating wheel rim 10. The outer edge of the starting and braking discs 11 has a gear structure. The rotating wheel rim fixing bracket 7 is a support rod that connects and fixes the two rotating wheel rims 10 at equal distances to the hub platform 6 on the outer edge of the central shaft. The middle part of the rotating wheel rim fixing bracket 7 is connected and reinforced by one or more circular plate-shaped stirrups 8. The center of the circular plate-shaped stirrups 8 is the center of the engine central shaft 5. The hub platform 6 on the outer edge of the central shaft is located on the outer edge of the engine central shaft 5 and is fastened to the engine central shaft 5. The engine central shaft 5 is the shaft that carries the power output of the engine by the floating piston and magnetic force. The engine central shaft 5 is in a horizontal state and is supported by the central shaft bracket 13. The central shaft bracket 13 is mounted and fixed on the support column bottom beam 23. The support column bottom beam 23 is mounted and fixed on the engine base 24.

[0095] See Figure 2 The rotating wheel rim support platform 9 is a support platform constructed by laying flat steel plates or other flat plates on the crossbeams of the two rotating wheel rims 10. The outer edge hub platform 6 of the central shaft is a regular polygonal box centered on the centerline of the engine central shaft 5, and is firmly connected to the engine central shaft 5. The two sides of the regular polygonal box are made of regular polygonal steel plates, and each side of the two regular polygonal steel plates is fixed with flat steel plates or other flat plates to enhance the support strength and rigidity of the outer edge hub platform 6 of the central shaft. The outer edge hub platform 6 of the central shaft and the rotating wheel ring fixing bracket 7 together constitute the piston cylinder support platform. Each submersible piston and magnetically driven engine has several evenly distributed piston cylinder support platforms. Each piston cylinder 1 and the gravity boxes at both ends are installed and fixed on the piston cylinder support platform. That is, the inner end of the piston cylinder 1 and the inner gravity box 3 are installed and fixed on the outer edge hub platform 6 of the central shaft, and the outer end of the piston cylinder 1 and the outer gravity box 2 are installed and fixed on the rotating wheel ring support platform 9. The middle part of the piston cylinder 1 is connected and fixed by the rotating wheel ring fixing bracket 7.

[0096] See Figure 2 The rotating magnet ring 14 is installed and fixed in the middle of the outer edge of the rotating wheel rim 10. The center of the outer edge of the rotating magnet ring 14 is the center of the engine central shaft 5. The rotating magnet 16 is installed and fixed evenly and at equal intervals on the magnet groove of the outer edge of the rotating magnet ring 14.

[0097] See Figure 2 The drive magnet ring 15 consists of two detachable and detachable semi-circular rings. When the two semi-circular drive magnet rings 15 are engaged, their inner edges form a complete circular ring. The center of the inner edge of this circular ring is the center of the engine's central shaft 5. Drive magnets 17 are evenly and equidistantly installed and fixed on the magnet slots on the inner edges of the two semi-circular drive magnet rings 15. The magnetic poles of the drive magnets and the magnetic poles of the rotating magnets are precisely coupled. The upper or lower ends of the two semi-circular drive magnet rings 15 are connected together by a drive magnet ring connecting shaft 18. The other end can rotate around the drive magnet ring connecting shaft 18. When the upper ends of the two semi-circular drive magnet rings 15 are connected together, the drive magnet ring connecting shaft 18 is supported by a drive magnet ring support frame 19. The drive magnet ring support frame 19 is installed and fixed in the middle of the crossbeam 22 on the support column. When the lower ends of the two semi-circular drive magnet rings 15 are connected together, the drive magnet ring connecting shaft 18 is supported by the drive magnet ring support frame 19. The drive magnet ring support frame 19 is installed and fixed in the middle of the bottom beam 23 of the support column. A drive magnet ring support column 20 of the same length is set on each side of the drive magnet ring 15. The bottom ends of the two drive magnet ring support columns 20 are installed and fixed on the bottom beam 23 of the support column and are perpendicular to the bottom beam 23 of the support column. The top ends of the two drive magnet ring support columns 20 are connected and fixed by the crossbeam 22 on the support column. The middle of the two semi-circular drive magnet rings 15 is connected and stabilized by the drive magnet ring connection stabilization mechanism 21 in the middle of the two support columns.

[0098] See Figure 2The engine rotating disc is a rotating mechanism system and power generation system that uses a submerged piston and magnetic force to drive the engine. The rotating wheel rim 10, starting and braking disc 11, rotating magnet ring 14, rotating magnet 16, rotating wheel rim fixing bracket 7, circular plate-shaped stirrup 8, central shaft outer edge hub platform 6, rotating wheel rim support platform 9, piston cylinder 1 and its two end gravity boxes, the liquid inside the piston cylinder 1 and gravity boxes, submerged piston 4 or submerged piston string, piston motion controller 34, piston fixed angle control switch 35, and engine central shaft 5 constitute the engine rotating disc, which rotates around the engine central shaft 5. It is tightly connected to the engine central shaft 5. When the engine rotating disc rotates, it drives the engine central shaft 5 to rotate and output power. The engine central shaft 5 and the central shaft support 13 are connected and supported by high-strength bearings 12, so that the engine central shaft 5 can rotate flexibly and freely under the support of the bearings 12. The central shaft support 13 is installed and fixed on the support column base beam 23, and the support column base beam 23 is installed and fixed on the engine base 24. The engine rotating disc is a completely balanced rigid structure. The engine rotating disc always maintains a stable state during rotation and will not deform or vibrate.

[0099] See Figure 2 , Figure 3 and Figure 4 The piston cylinder 1 and the gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the piston cylinder 1, forming a 90-degree angle or other angle with the piston cylinder 1; this is also known as a double-bend gravity box. The gravity box located at the end of the rotating ring 10 is the outer gravity box 2, and the end of the piston cylinder 1 at the end of the rotating ring 10 is the outer end. The gravity box located at the end of the hub platform 6 on the outer edge of the central shaft is the inner gravity box 3, and the end of the piston cylinder 1 at the hub platform 6 on the outer edge of the central shaft is the inner end. The outer gravity box 2 and the inner gravity box 3 at both ends of the piston cylinder 1 are oriented in opposite directions. The piston cylinder 1 is continuously connected to the gravity boxes at both ends, allowing the liquid to flow freely between the piston cylinder 1 and the gravity boxes at both ends without... The leakage is outward. Each piston cylinder 1, outer gravity box 2, and inner gravity box 3 has the same length, shape, volume, and capacity. The weight of the liquid in each piston cylinder 1 and gravity box is also the same. Each piston cylinder 1 and gravity box is evenly distributed in its plane of rotation, ensuring that the engine's rotating disc is completely balanced. Each piston cylinder 1 has a parallel piston sliding groove installed on each of its two inner walls. The submerged piston 4 or submerged piston string moves in a cyclic reciprocating motion under the constraint of the two parallel piston sliding grooves. A piston motion controller 34 and a piston fixed angle control switch 35 are installed on the inner walls of each end of the piston cylinder 1 to control the locking and starting of the submerged piston 4 or submerged piston string.

[0100] See Figure 3 and Figure 4The piston cylinder 1 and gravity box can be of balanced or unbalanced structure. A balanced structure means that the diameters of both ends of the piston cylinder 1 and gravity box are the same, and the outer gravity box 2 and inner gravity box 3 at both ends of the piston cylinder 1 have the same volume and capacity. Furthermore, the piston cylinder 1 is perpendicular to the plane of the hub platform 6 on the outer edge of the central shaft. A balanced structure provides excellent operational stability. However, provided that the length, shape, volume, and capacity of each piston cylinder 1 and each gravity box are identical, and the weight of the liquid in each piston cylinder 1 and gravity box is also identical, the piston cylinder 1 and gravity box can also be designed and manufactured as an unbalanced structure. The piston cylinder 1 and the gravity box refer to the fact that the thickness of the two ends of the piston cylinder 1 and the gravity box can be different. It can be designed as a piston cylinder with one end larger than the other and a gravity box with one end larger than the other. Moreover, the thickness and shape of the piston cylinder 1 and the gravity box can be different. The volume and capacity of the outer gravity box 2 and the inner gravity box 3 at both ends of the piston cylinder 1 can also be different. Furthermore, the piston cylinder 1 and the plane of the outer edge hub platform 6 of the central shaft can not be perpendicular. All piston cylinders 1 together with the outer gravity box 2 can be installed at the same tilt angle in the direction of rotation to form an unbalanced structure. The unbalanced structure piston cylinder and gravity box have good operating stability and can increase the difference in gravitational torque and torque between the liquid in the piston cylinder 1 and the gravity box, thereby increasing the engine speed and output power.

[0101] See Figure 3 and Figure 4 The liquid in piston cylinder 1 and the gravity box serves both as the liquid supporting the floating piston 4 or the floating piston string for upward movement and as the gravity body driving the piston cylinder 1 and the gravity box, along with the engine rotating disc and the engine central shaft 5, to rotate. The weight of the liquid in each piston cylinder 1 and gravity box is exactly the same. The length, shape, volume, and capacity of piston cylinder 1, as well as the length, volume, and weight of the floating piston 4 or the floating piston string, determine the volume and weight of the liquid in piston cylinder 1 and the gravity box. The liquid level in piston cylinder 1 and the gravity box when the liquid is vertically aligned with piston cylinder 1 must be maintained at a certain height. After the submersible piston 4 or the submersible piston string floats out of the liquid surface, the piston motion controller 34 can lock the submersible piston 4 or the submersible piston string, thereby ensuring that the submersible piston 4 or the submersible piston string can reciprocate along the piston cylinder 1 under the combined action of the liquid buoyancy force and its own weight in the piston cylinder 1. When the submersible piston and the magnetic force work together to drive the engine, it is necessary to first inject an equal amount of liquid into all the piston cylinders 1 and the gravity box. The liquid injected into the piston cylinders 1 and the gravity box is room temperature, clean water. In special cases, oil, alcohol or other special liquids can also be used.

[0102] See Figure 1 , Figure 2 , Figure 3 and Figure 4 The submersible piston 4 and its string are a driving mechanism for the engine. The submersible piston 4 consists of a gravity body, a sealed floating body support mechanism, and a sealed hollow floating body. The gravity body is positioned and fixed in the center within the sealed hollow floating body. The submersible piston is designed and manufactured in a shuttle shape, meaning both ends are designed and manufactured as conical, hemispherical, or semi-ellipsoidal shapes to reduce fluid resistance during its movement in the liquid. Two or more sets of bearing pulleys are installed on each side of the outer wall of the submersible piston 4 along the direction of movement. Each set of bearing pulleys consists of three pulleys. A perfectly parallel groove-shaped, "U"-shaped, or "T"-shaped piston sliding groove is installed on each side of the inner wall of the piston cylinder 1. Each piston sliding groove contains... Three parallel sliding tracks are used to mount the submersible piston 4 between two parallel piston sliding grooves. The bearing pulleys on both sides of the submersible piston 4 are clamped in the middle of the sliding tracks of the two piston sliding grooves, allowing the submersible piston 4 to slide freely along the sliding tracks of the piston sliding grooves without detaching from them. In the design and manufacture of the submersible piston 4, the buoyancy force of the liquid acting on it is always greater than its own weight, ensuring that the submersible piston 4 always has the ability to float in the liquid within the piston cylinder 1. After equal amounts of liquid are injected into each piston cylinder 1 and the gravity box, the submersible piston 4 continuously circulates along the sliding tracks of the piston sliding grooves under the combined action of liquid buoyancy and its own weight. The reciprocating motion creates torque and torque differences between the submerged pistons 4 on both sides of the vertical axis 5 of the engine. Simultaneously, the continuous circulation of liquid in the piston cylinder 1 and the gravity boxes at both ends creates gravitational torque and torque differences between the piston cylinder 1 and the liquid in the gravity boxes on both sides of the vertical axis 5. It is these torque and torque differences generated by the submerged pistons 4 and the gravitational torque and torque differences generated by the liquid that continuously drive the piston cylinder 1 and the gravity boxes to rotate, thereby rotating the engine's rotating disc and the engine's central axis 5, outputting power. The submerged piston string consists of two or more independent submerged pistons 4 connected end-to-end and securely fastened, and the submerged piston string is uniformly installed in the piston sliding groove. The piston string, as a whole, reciprocates along the sliding track of the piston sliding groove under the combined action of liquid buoyancy and its own weight. The entire submersible piston string is designed and manufactured in a "shuttle" shape. The connecting part of the two submersible pistons 4 has the same shape as the middle part of the submersible piston 4 and is tightly connected, so that the connecting part of the two submersible pistons 4 forms a smooth column to reduce the liquid resistance when the submersible piston string moves in the liquid. Compared with a single submersible piston 4, the submersible piston string can increase the weight of the drive mechanism, thereby increasing the torque difference and torque difference between the left and right sides of the submersible piston string on the vertical line of the engine central shaft 5, and improving the speed and output power of the engine driven by the submersible piston and magnetic force.

[0103] See Figure 2 , Figure 5 and Figure 6The rotating magnet 16 is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the rotating magnet 16 is a U-shaped permanent magnet, it is evenly and equidistantly installed and fixed on the magnet slots on the outer edge of the rotating magnet ring 14. The plane formed by the N-pole and S-pole of the rotating magnet 16 is perpendicular to the plane of the rotating magnet ring 14. The two poles of the rotating magnet 16 are installed outward along the radial direction of the rotating magnet ring 14, corresponding to the magnetic poles of the driving magnet. The thickness of the rotating magnet ring 14 is consistent with the length of the main body of the rotating magnet 16, ensuring that the rotating magnet 16 can be completely fixed. The number, size, and performance indicators of 16 are determined based on the diameter of the rotating magnet ring 14, the output power of the engine, and the number of drive magnets 17. When the rotating magnet 16 is a bar permanent magnet, the two bar magnets need to form the same N and S poles as the U-shaped magnet. The plane formed by the two bar magnets is perpendicular to the plane of the rotating magnet ring 14 and is respectively installed and fixed on both sides of the outer edge of the rotating magnet ring 14, corresponding to the magnetic poles of the drive magnet. The magnetic poles of the rotating magnet include two types of magnetic poles, namely the toothed arc-shaped cylindrical magnetic pole and the toothed spherical magnetic pole. A submerged piston and a magnetically driven engine can use one of these two types of rotating magnet magnetic poles.

[0104] See Figure 2 , Figure 7 and Figure 8 The driving magnet 17 is a U-shaped permanent magnet or bar permanent magnet with identical performance specifications, size, shape, and weight. When the driving magnet 17 is a U-shaped permanent magnet, it is uniformly installed in two parallel rows on both sides of the inner edge of the driving magnet ring 15. That is, the plane of each row of driving magnets 17 is perpendicular to the plane of each rotating magnet 16. The two magnetic poles of each driving magnet 17 are fixed along the inner radius of the driving magnet ring 15 towards the center, and are coupled to one magnetic pole of the rotating magnet 16 on the rotating magnet ring 14. In the two rows of driving magnets 17 on the driving magnet ring 15, the N and S poles of the first row of driving magnets 17 are arranged in the opposite order to those of the second row of driving magnets 17. When the left magnetic pole of the first column of driving magnets 17 is the N pole and the right magnetic pole is the S pole, then the left magnetic pole of the corresponding second column of driving magnets 17 is the S pole and the right magnetic pole is the N pole. The number, size and performance indicators of the driving magnets 17 are determined according to the diameter of the inner edge of the driving magnet ring 15, the output power of the engine and the number of rotating magnets 16. When the driving magnet 17 is a bar permanent magnet, the N and S poles of the two bar permanent magnets are arranged in the same direction as the N and S poles of a U-shaped permanent magnet. The bar permanent magnets are evenly installed in two columns on both sides of the inner edge of the driving magnet ring 15. The magnetic poles of the two bar permanent magnets are arranged in the same way as the two magnetic poles of a U-shaped permanent magnet. The magnetic pole of the driving magnet is a long-legged sawtooth-shaped oblique side magnetic pole.

[0105] See Figure 1 and Figure 2 A magnetic clutch is a controller that controls the engagement and disengagement of two semi-circular drive magnet rings, enabling the submersible piston and magnetic force to work together to start and stop the engine. There are two types of magnetic clutches: lever-type and push-button-type. An engine driven by a submersible piston and magnetic force can use one of these two types of magnetic clutches.

[0106] The lever-type magnetic clutch includes a lever 30, a clutch cable, and a magnetic clutch switch 25. The lever 30 is mounted on the control panel of the intelligent control system 29. The clutch cable is threaded through a conduit between the lever 30 and the magnetic clutch switch 25, with one end connected to the lever 30 and the other end connected to the magnetic clutch switch 25. When the submersible piston and magnetic force work together to drive the engine and require starting, the lever 30 is pulled to the starting position. The lever 30 pulls the clutch cable, which in turn pulls the linkage drive mechanism on the magnetic clutch switch 25. The linkage drive mechanism pulls the connecting rods on the two semi-circular drive magnet rings 15 to close, causing the two semi-circular drive magnet rings 15 to engage and form a complete circular drive. The magnetic ring 15 and the linkage drive mechanism lock the two semi-circular drive magnetic rings 15 in a mating state, so that the drive magnet 17 and the rotating magnet 16 form a precise coupling relationship. When the submersible piston and the magnetic force work together to drive the engine and need to stop, the control lever 30 is pulled to the stop position. The control lever 30 pulls the clutch line in the opposite direction. The clutch line pulls the linkage drive mechanism on the magnetic clutch switch 25. The linkage drive mechanism pulls the linkage on the two semi-circular drive magnetic rings 15 to separate, so that the two semi-circular drive magnetic rings 15 are separated. This also causes the drive magnet 17 and the rotating magnet 16 to separate, and the magnetic force between them weakens and disappears. The linkage drive mechanism locks the two semi-circular drive magnetic rings 15 in a separated state.

[0107] The push-button magnetic clutch includes a start button 31, a stop button 32, a motor, a motor drive mechanism, a motor intelligent switch, a clutch cable, and a magnetic clutch switch 25. The start button 31 and stop button 32 are mounted on the control panel of the intelligent control system 29. The motor, motor drive mechanism, and motor intelligent switch are mounted on the engine base 24. The clutch cable is threaded through a conduit between the motor drive mechanism and the magnetic clutch switch 25, with one end connected to the motor drive mechanism and the other end connected to the magnetic clutch switch 25. The start button 31 and stop button 32 are connected to the motor intelligent switch via the intelligent control system 29, and the motor intelligent switch controls the start and stop of the motor. When the submersible piston and magnetic force work together to drive the engine and require starting, pressing the start button 31 activates the motor intelligent switch, which in turn starts the motor. The drive wheel on the motor shaft pulls the clutch cable via the motor drive mechanism, which in turn pulls the linkage drive mechanism on the magnetic clutch switch 25. The linkage drive mechanism then pulls two semi-circular... The connecting rod on the drive magnet ring 15 closes, causing the two semi-circular drive magnet rings 15 to match and form a complete circular drive magnet ring 15. This creates a precise coupling relationship between the drive magnet 17 and the rotating magnet 16. When the clutch line is pulled to the exact distance that the two semi-circular drive magnet rings 15 are in a locked, matched state, the motor intelligent switch controls the motor to stop. When the submersible piston and magnetic force work together to drive the engine and need to stop, pressing the stop button 32 starts the motor. The drive wheel on the motor shaft pulls the clutch line in the opposite direction through the motor drive mechanism. The clutch line pulls the connecting rod drive mechanism on the magnet clutch switch 25. The connecting rod drive mechanism pulls the two semi-circular drive magnet rings 15 apart, and the drive magnet 17 and the rotating magnet 16 separate accordingly. The connecting rod drive mechanism locks the two semi-circular drive magnet rings 15 in the separated state, and the motor intelligent switch controls the motor to stop. The button-type magnetic clutch is connected to the intelligent control system 29 and is controlled by the intelligent control system 29.

[0108] See Figure 1 and Figure 2The starting and braking system is a control system that provides auxiliary thrust to the engine's rotating disc when the submerged piston and magnetic force work together to start the engine, and effectively brakes the engine's rotating disc when the engine stops. It includes a starting and braking controller 26 and a starting and braking disc 11. The starting and braking controller includes a motor, a motor intelligent switch, a starting gear, a starting gear connecting mechanism, brake pads, a brake pad drive mechanism, a start button 31, and a stop button 32. The motor and motor intelligent switch are integrated into the lower part of the starting and braking controller 26 housing. The starting gear, starting gear connecting mechanism, brake pads, and brake pad drive mechanism are integrated into the upper part of the starting and braking controller 26 housing. The start button 31 and stop button 32 are fixedly mounted on... On the control panel of the intelligent control system 29, the start button 31 and stop button 32 of the push-button magnetic clutch are integrated into the same set of buttons. The intelligent control system 29 is connected to the starting and braking system via a control cable and implements linkage control with the starting and braking system. Each starting and braking disc 11 is controlled by two symmetrically installed starting and braking controllers 26, which are mounted and fixed on the engine base 24. When the engine needs to be started due to the combined action of the submersible piston and magnetic force, firstly, the magnetic clutch operating lever 30 is pulled to the start position, so that the two semi-circular drive magnet rings 15 are engaged, and the drive magnet 17 and the rotating magnet 16 are in a precise coupling state. Then, the start button is pressed. Press button 31. The intelligent control system 29 controls the motor in the start and brake controller 26 to start via the intelligent motor switch. The motor drives the start gear to mesh with the outer gear of the start and brake disc 11 through the start gear connection mechanism, and drives the start and brake disc 11, along with the engine rotating disc and the engine central shaft 5, to rotate. When the speed sensor of the intelligent control system 29 detects that the engine speed has reached the set speed, the intelligent control system 29 controls the motor to drive the start gear connection mechanism to pull the start gear away from the start and brake disc 11, and controls the motor to shut down via the intelligent motor switch, and the engine starts to run normally. When the engine needs to be stopped due to the combined action of the submersible piston and magnetic force, first, pull the magnetic clutch control lever 3. From the 0 to the stop position, the two semi-circular drive magnet rings 15 separate, and the drive magnet 17 separates from the rotating magnet 16. Then, press the brake button 32. The intelligent control system 29 controls the motor in the start and brake controller 26 to start through the motor intelligent switch. The motor drives the brake pads in a disc braking manner, pushing the two brake pads to slowly clamp the start and brake discs until the engine rotating disc stops smoothly. When the speed sensor of the intelligent control system 29 detects that the engine speed is zero, the intelligent control system 29 controls the two brake pads of the brake pad drive mechanism to continue clamping the start and brake discs to prevent the engine rotating disc from rotating, and controls the motor to shut down through the motor intelligent switch.

[0109] See Figure 1 The intelligent control system 29 is a computer control system that controls the starting and braking of the submersible piston and magnetically driven engine, monitors the speed of the engine and multi-stage transmission 27, and monitors and controls the operating status of the engine and driven equipment 28. It includes a mainboard, a central processing unit (CPU), memory, a display 33, input / output interfaces, a control box, a control panel, a start button 31, a brake button 32, a green safety indicator light, a red fault warning indicator light, an alarm buzzer, a speed sensor, relevant sensors for monitoring the operating status of the driven equipment, control cables, power cables, and an external power supply. When the engine, multi-stage transmission 27, and driven equipment 28 are running normally, the green safety indicator light illuminates, and the red fault warning indicator light goes out. When the starting and braking system malfunctions, the engine or multi-stage transmission 27 speed becomes abnormal, or the driven equipment 28 operating abnormally, the green safety indicator light goes out, the red fault warning indicator light illuminates, and the alarm buzzer sounds. The control box of the intelligent control system 29 is mounted and fixed on the engine base 24. The intelligent control system 29 controls the push-button magnetic clutch and the intelligent motor switch in the starting and braking controller 26, and receives, processes, stores, and displays the monitoring data of each sensor in real time.

[0110] See Figure 5 and Figure 6The serrated arc-shaped cylindrical magnetic pole refers to the magnetic pole ends of the rotating magnet 16 being made into arc-shaped cylindrical shapes. Taking the center line of the arc-shaped cylindrical magnetic pole as a boundary, one half of the magnetic pole end is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in the entire arc-shaped cylindrical magnetic pole end forming a surface where one half is a smooth cylinder and the other half is a serrated cylinder. The radius of curvature of the entire arc-shaped cylindrical magnetic pole end is less than or equal to the radius of the inner edge of the driving magnet ring. The edge of the smooth part of the magnetic pole end remains rounded with its magnetic cylinder surface, without sharp edges or corners, causing the magnetic induction intensity of the smooth part of the magnetic pole end to be uniformly distributed along its radial direction. The serrated magnetic pole end has several sharp edges and corners, making the serrated magnetic pole end... The magnetic field strength is greatest in the radial direction. This means that during the rotation of the rotating magnet ring 14, the magnetic force weakens when the driving magnet pole encounters the smooth end of the rotating magnet pole and strengthens when it encounters the sawtooth end. That is, the magnetic field strength of half of the smooth rotating magnet pole is uniformly distributed along the radial direction of the arc-shaped cylindrical pole, while the other half of the sawtooth rotating magnet pole has the greatest magnetic field strength. This constitutes a rotating magnet pole that can form a magnetic field with a controllable change in magnetic field strength in its rotation direction. Therefore, during the rotation of the rotating magnet ring 14, when a rotating magnet pole moves relative to a driving magnet pole, the corresponding two poles can generate an attractive or repulsive force with a change in magnetic force.

[0111] The serrated spherical magnetic pole refers to a rotating magnet 16 whose magnetic pole ends are all made into a spherical shape. With the center line of the spherical magnetic pole as the boundary, one half of the spherical magnetic pole end is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in a surface where one half of the spherical magnetic pole end is smooth and the other half is serrated. The radius of curvature of the entire spherical magnetic pole end is less than or equal to the radius of the inner edge of the driving magnet ring. The edges of the smooth magnetic pole end remain rounded with the surface of the magnet cylinder, without any sharp lines or corners. The magnetic induction intensity of the magnetic poles is uniformly distributed along their radial direction. The serrated magnetic poles have several sharp edges and corners. The serrated magnetic poles have the greatest magnetic induction intensity in their radial direction. This constitutes a rotating magnet pole that can generate a magnetic field with changing and controllable magnetic induction intensity in its rotation direction. Therefore, during the rotation of the rotating magnet ring 14, the magnetic force weakens when the driving magnet pole encounters the smooth part of the rotating magnet pole, and strengthens when it encounters the serrated rotating magnet pole.

[0112] See Figure 7 and Figure 8The long-legged serrated oblique side magnetic pole refers to the two magnetic pole ends of the driving magnet 17 being made into a "long-legged" shape when a U-shaped permanent magnet is used as the driving magnet 17. The "toes" of the two magnetic pole ends are opposite in direction and each points outward. The 1 / 3 to 1 / 2 portion of the "heel" end of the "long-legged" magnetic pole end is made into an oblique plane at a 45-degree angle or other acute angle with the plane of the magnetic pole end. The edge of the oblique plane is smooth with the surface of the magnet cylinder, without any edges or corners, so that the magnetic force weakens rapidly when the magnetic pole of the rotating magnet passes through the oblique plane magnetic pole end. The 1 / 2 to 2 / 3 portion of the long-legged magnetic pole end along the "toe" direction is made into a serrated shape, and the "toe tip" is made into several conical sharp corners. The shape allows the serrated magnetic pole ends of the 1 / 2-2 / 3 section to have the maximum magnetic induction intensity. When the rotating magnet's magnetic pole approaches the opposite pole of the driving magnet's "toe" and passes the serrated magnetic pole ends of the 1 / 2-2 / 3 section, it obtains the maximum attraction. As the rotating magnet 16 continues to move towards the inclined plane magnetic pole in the "heel" direction, the attraction between the driving magnet's magnetic pole in the inclined plane section and the rotating magnet's magnetic pole weakens rapidly. This causes the attraction between the rotating magnet's magnetic pole and the opposite direction of rotation to weaken rapidly, allowing the rotating magnet to rotate quickly. When the rotating magnet approaches and passes the other pole of the driving magnet, the inclined plane magnetic pole in the "heel" direction, causes the attraction between the driving magnet's magnetic pole and the rotating magnet's magnetic pole to weaken rapidly. The repulsive force of the magnetic poles is minimal. The rotating magnet 16 experiences maximum repulsive force as it continues to rotate and passes and leaves the "toe" direction of the driving magnet's pole. During this process, one pole of the rotating magnet 16 and the two poles of the driving magnet 17 form a pulling-pull relationship. Each rotating magnet pole and the two poles of the driving magnet generate a pulling-pull force, resulting in a powerful rotational resultant force that drives the rotating magnet ring 14 to rotate. This configuration of the rotating and driving magnet pole shapes causes a change in magnetic induction intensity between the rotating magnet poles and the driving magnet poles in the rotation direction of the rotating magnet ring 14. The controllable magnetic field ensures that the rotating magnet 16 and the driving magnet 17 have the greatest attraction when their opposite poles meet and the least attraction when they separate. The same poles have the least repulsive force when they meet and the same poles have the greatest repulsive force when they separate. Therefore, the driving efficiency between the poles of the rotating magnet and the driving magnet is effectively improved, and the rotational torque of the rotating magnet ring 14 is effectively increased. When a bar permanent magnet is used as the driving magnet 17, the ends of the two opposite poles of the bar permanent magnet are made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles are arranged in the same way as the U-shaped permanent magnet poles, forming the same structural shape as the U-shaped permanent magnet.

[0113] See Figure 1 , Figure 2 and Figure 9A method for generating power in a submerged piston and magnetically driven engine includes a method for constructing a two-stage continuous push-pull coupling collaborative drive mechanism between a driving magnet 17 and a rotating magnet 16, a method for calculating and determining the power of the submerged piston and magnetically driven engine, a method for controlling the rotation direction of the engine's rotating disk, a method for constructing a bar magnet magnetic pole coupling collaborative drive mechanism, and a method for co-frequency, co-directional, and coaxial series operation.

[0114] See Figure 9 Regarding the construction method of the two-level continuous push-pull coupled collaborative driving mechanism, the specific methods include:

[0115] (1) Calculation and determination of the number of driving magnets 17 and rotating magnets 16. The method for calculating the number of rotating magnets 16 and driving magnets 17 is as follows: after the outer radius of the rotating magnet ring 14 and the inner radius of the driving magnet ring 15 are determined, the circumference of the inner edge of the driving magnet ring 15 is calculated based on the inner radius of the driving magnet ring 15. Based on the principle of uniform distribution of the driving magnet poles on the driving magnet ring 15 and the construction of a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, the number of driving magnets 17 is calculated and determined based on the size of the driving magnets. Then, based on the outer radius of the rotating magnet ring 14, the circumference of the outer edge of the rotating magnet ring 14 is calculated. Based on the principle of uniform distribution of the rotating magnet poles on the rotating magnet ring and the construction of a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, the number of rotating magnets 16 is calculated and determined based on the size of the rotating magnets.

[0116] (2) Construction of a two-stage continuous push-pull coupling cooperative driving mechanism: The two-stage continuous push-pull coupling cooperative driving mechanism between the rotating magnet poles and the driving magnet poles refers to the following: After the two rows of driving magnet poles on the driving magnet ring 15 form a coupling correspondence with the N pole and S pole of the rotating magnet on the rotating magnet ring 14, respectively, when the rotational torque between the two poles of the first driving magnet 17 in the first row of driving magnets 17 and the corresponding two rotating magnet poles is the minimum, the adjacent driving magnet poles on both sides of the driving magnet and their corresponding rotating magnet poles generate the maximum rotational torque, driving the rotating magnet ring 14 to rotate. This process continues, thus forming the first-stage continuous push-pull coupling cooperative driving relationship. At the same time, when the first row of driving magnets 15... When the rotational torque between the two magnetic poles of the moving magnet and the corresponding two rotating magnet poles is at its minimum, the rotational torque between the first magnetic pole of the second column adjacent to the driving magnet and its corresponding rotating magnet pole is at its maximum, driving the rotating magnet ring 14 to rotate. This process continues, thus forming a second-level continuous push-pull coupling cooperative driving relationship. By constructing a second-level continuous push-pull coupling cooperative driving mechanism, the magnetic pole driving efficiency between all driving magnets 17 and rotating magnets 16 reaches its maximum, and the rotational stability of the rotating magnet ring 14 reaches its highest level. This greatly improves the magnetic utilization rate between the rotating magnet 16 and the driving magnet 17, and improves the operating efficiency and operating stability of the submersible piston and magnetic cooperative driving engine.

[0117] (3) Under the two-stage continuous push-pull coupling and cooperative driving mechanism, the driving magnet 17 and the rotating magnet 16 are arranged, installed, and power is generated. When both the driving magnet 17 and the rotating magnet 16 are U-shaped permanent magnets, two rows of driving magnets 17 are arranged and installed parallel and uniformly on the magnet slots on both sides of the inner edge of the driving magnet ring 15. The N and S poles of all rotating driving magnets 17 in the same row are arranged in the same direction, but the N and S poles of the first and second rows of driving magnets 17 are arranged in the opposite order. All driving magnet poles face the center of the inner edge of the driving magnet ring 15. The rotating magnets 16 are arranged and installed parallel and uniformly on the magnet slots on the outer edge of the rotating magnet ring 14, which is perpendicular to the rotation plane of the rotating magnet ring 14. The magnetic poles of the rotating magnets 16 are oriented outward along the radius of the rotating magnet ring. The N and S poles of all rotating magnets 16 are arranged in the same direction, making the plane formed by the two magnetic poles of the rotating magnets perpendicular to the plane formed by the magnetic poles of the two columns of driving magnets. Furthermore, the two magnetic poles of each column of driving magnets 17 are coupled to only one magnetic pole of each rotating magnet 16. To construct a two-stage continuous push-pull coupled cooperative driving mechanism, a staggered arrangement of the driving magnets 17 and rotating magnets 16 in the same column is adopted. This staggered arrangement means that when the two magnetic poles of the first driving magnet 17 in each column are exactly coupled to the two corresponding magnetic poles of the rotating magnets, the two magnetic poles of the second driving magnet 17 in that column are then... The magnetic poles are respectively positioned at the exact midpoint of two adjacent rotating magnet poles. Then, the two magnetic poles of the third driving magnet 17 in this column are coupled precisely to the two corresponding rotating magnet poles. Similarly, the two magnetic poles of the fourth driving magnet 17 in this column are respectively positioned at the exact midpoint of two adjacent rotating magnet poles. Following this alternating staggered arrangement, all the driving magnets 17 in the first column are arranged sequentially. When the two magnetic poles of the first driving magnet 17 in the first column are precisely coupled to the two corresponding rotating magnet poles, one magnetic pole of the driving magnet 17 has the greatest attraction with the rotating magnet pole in the radial direction of the rotating magnet ring, and the other magnetic pole of the driving magnet 17 has the greatest repulsion with the rotating magnet pole in the radial direction of the rotating magnet ring 14. The repulsive force minimizes the rotational torque exerted by the driving magnet pole on the rotating magnet pole, placing it in an unstable state. However, at this moment, the two poles of the second driving magnet 17 are precisely located in the middle of two adjacent rotating magnet poles, causing the rotating magnet pole to experience both the repulsive force of one driving magnet pole and the attractive force of the other. This results in the driving magnet pole exerting the maximum rotational torque on the rotating magnet pole, driving the rotating magnet 16 and the rotating magnet ring 14 to rotate. As the rotating magnet ring 14 continues to rotate, when the two poles of the first driving magnet 17 are precisely in the middle of two adjacent rotating magnet poles, the driving magnet pole exerts the maximum rotational torque on the rotating magnet pole. At this point...The two poles of the second driving magnet 17 are coupled to the corresponding poles of the two rotating magnets. The driving magnet poles exert minimal rotational torque on the rotating magnet poles, and are in an unstable state. During the rotation of the rotating magnet ring 14, within the same column of driving magnets 17, when half of the driving magnet poles are coupled to half of the rotating magnet poles, and the rotational torque is minimal and unstable, the other half of the driving magnet poles are positioned between the two adjacent poles of the other half of the rotating magnets, and the rotational torque is maximum. This ensures that the driving magnet poles continuously and stably drive the rotating magnet poles to rotate without stopping. This staggered arrangement of the driving magnets 17 and rotating magnets 16 within the same column constitutes the first-stage continuous push-pull coupling cooperative driving mechanism.

[0118] Meanwhile, in order to improve the driving efficiency of the driving magnet 17 on the rotating magnet 16 and the continuity and stability of the rotation of the rotating magnet ring 14, and to increase the torque and output power of the rotating magnet ring 14, a method of staggered arrangement of two rows of driving magnets 17 and rotating magnets 16 is adopted. That is, each driving magnet 17 in the first row and each driving magnet 17 in the second row are staggered and installed in two rotation planes, and the staggered distance is exactly half the distance between the geometric centers of the magnetic pole ends of two adjacent rotating magnets in the same row. When the two magnetic poles of the first driving magnet 17 in the first row are exactly coupled to the corresponding magnetic poles of the rotating magnet, and the rotational torque is minimal and in an unstable state, then the second row of the first driving magnet 16... The two poles of a driving magnet 17 are exactly in the middle of the poles of two adjacent rotating magnets in the same column plane, and the rotational torque exerted by the driving magnet pole on the rotating magnet pole is at its maximum, driving the rotating magnet ring 14 to rotate. As the rotating magnet ring 14 continues to rotate, when the two poles of the first driving magnet 17 in the second column are exactly coupled to the corresponding rotating magnet pole, and the rotational torque is at its minimum and in an unstable state, then the two poles of the first driving magnet 17 in the first column are exactly in the middle of the poles of two adjacent rotating magnets in the same column plane, and the rotational torque exerted by the driving magnet pole on the rotating magnet pole is at its maximum, driving the rotating magnet ring 14 to rotate. This two-column driving magnet... The staggered arrangement of drive magnet 17 and rotating magnet 16 constitutes the second-level continuous push-pull coupling cooperative drive mechanism. Under this mechanism, the magnetic poles of drive magnet 17 continuously, stably, and efficiently drive rotating magnet 16 to rotate, which in turn drives rotating magnet ring 14, engine rotating disk, and engine central shaft 5 to rotate. The drive wheel on engine central shaft 5 drives the power input wheel of multi-stage gearbox 27 to rotate. After speed change by multi-stage gearbox 27, the power output wheel of multi-stage gearbox 27 outputs the required speed and power for driven device 28, driving device 27 to work. The construction of the two-stage continuous push-pull coupling collaborative drive mechanism greatly improves the magnetic drive efficiency between the drive magnet 17 and the rotating magnet 16 and the output power of the engine, and improves the continuity and stability of the operation of the rotating magnet ring 14 and the engine. When the drive magnet 17 and the rotating magnet 16 are bar permanent magnets, the two bar permanent magnets must be constructed in the same way as the U-shaped permanent magnet according to the magnetic pole combination of the N pole and the S pole of the U-shaped permanent magnet. When the bar permanent magnets are arranged and installed on the rotating magnet ring 14 and the drive magnet ring 15, they must be installed in the same way as the U-shaped permanent magnet according to the arrangement order and installation method of the N pole and the S pole of the U-shaped permanent magnet to form the same structure and function as the U-shaped permanent magnet.

[0119] The specific methods for calculating and determining the power of a submersible piston and magnetically driven engine include:

[0120] (1) The method for determining the rotational power generated by the submersible piston and magnetic force co-driving the engine is as follows: the power generated by the rotational torque formed by the torque difference generated by the reciprocating motion of the submersible piston 4 in the piston cylinder 1 on both sides of the vertical axis of the engine, the rotational torque formed by the gravitational torque difference generated by the circulating flow of liquid in the piston cylinder 1 on both sides of the vertical axis of the engine, and the rotational torque exerted by the driving magnet 17 on the driving magnet ring 15 on the rotating magnet 16 on the rotating magnet ring 14, wherein:

[0121] Regarding the method for generating rotational torque in the submersible piston 4, during the design and manufacture of the submersible piston, the buoyancy force on the submersible piston 4 is always designed and manufactured to be greater than its own weight, so that the submersible piston 4 always has the ability to float in the liquid of the piston cylinder 1. The motion state of each submersible piston 4 is precisely controlled by the piston motion controller 34 and the piston fixed angle control switch 35. Under the combined action of liquid buoyancy and its own weight, all submersible pistons 4 perform uniform and regular cyclic reciprocating motion in their respective piston cylinders 1. When the engine rotating disc rotates clockwise, the submersible piston 4 located on the right side below the horizontal plane of the engine central axis 5 approaches the engine... When the engine center shaft 5 is on the lower right vertical line, the piston fixed angle control switch 35 drives the piston motion controller 34 to release the submersible piston 4. Under the action of liquid buoyancy, the submersible piston 4 moves rapidly towards the outer edge hub platform 6 of the center shaft. When the submersible piston 4 reaches the end of the outer edge hub platform 6 of the center shaft, the piston motion controller 34 automatically locks the submersible piston 4, reducing the lever arm and torque of the submersible piston 4. As the engine rotating disc continues to rotate, all the submersible pistons 4 located on the left side of the engine center shaft vertical line are locked at the end of the outer edge hub platform 6 of the center shaft, minimizing the vector sum of the torques of all the submersible pistons 4 on the left side of the engine center shaft 5 vertical line. Simultaneously, when the submersible piston 4, located on the left side above the horizontal plane of the engine central shaft 5, approaches the left side of the upper vertical line of the engine central shaft 5, the piston fixed angle control switch 35 drives the piston motion controller 34 to release the submersible piston. Under the action of liquid buoyancy, the submersible piston 4 moves rapidly towards the rotating wheel support platform 9. When the submersible piston 4 reaches the end of the rotating wheel support platform 9, the piston motion controller 34 automatically locks the submersible piston 4, increasing the lever arm and torque of the submersible piston 4. As the engine rotating disc continues to rotate, all the submersible pistons 4 located on the right side of the vertical line of the engine central shaft 5 are locked at the end of the rotating wheel support platform 9, thus making the engine central shaft... The vector sum of the torques of all the submerged pistons 4 on the right side of the vertical line 5 is the maximum. This results in the maximum torque difference and torque difference between the submerged pistons 4 on the left and right sides of the vertical line of the engine central shaft 5. It is the continuous existence of this torque difference and torque difference that causes the submerged pistons 4 to apply greater torque to the piston cylinder 1 on the side with greater torque, thereby driving the piston cylinder 1 and the gravity box to rotate continuously and stably in the clockwise direction, and driving the engine rotating disk and the engine central shaft 5 to rotate in the clockwise direction, outputting power to the outside. When the engine rotating disk rotates in the counterclockwise direction, the method by which the submerged pistons 4 generate rotational power is the same as when the engine rotating disk rotates in the clockwise direction.

[0122] Regarding the method of generating rotational torque in the piston cylinder 1 and the liquid in the gravity box, when the engine rotating disk rotates clockwise, all outer gravity boxes 2 point in a clockwise direction, while the inner gravity box 3 points in the opposite direction. During the rotation of the engine rotating disk, the liquid in the outer gravity box 2 and piston cylinder 1 located on the left side of the vertical line of the engine central axis 5 always flows towards the inner gravity box 3, reducing the lever arm between the center of mass of the piston cylinder 1 and the liquid in the gravity box, and also reducing the gravitational torque of the center of mass of the liquid. As the engine rotating disk continues to rotate, the liquid in all outer gravity boxes 2 and piston cylinder 1 located on the left side of the vertical line of the engine central axis 5 flows towards the inner gravity box 3 in sequence, minimizing the vector sum of the gravitational torques of the center of mass of the piston cylinder 1 and the liquid in the gravity box located on the left side of the vertical line of the engine central axis 5. At the same time, the liquid in the inner gravity box 3 and piston cylinder 1 located on the right side of the vertical line of the engine central axis 5 always flows towards the outer gravity box 3, minimizing the gravitational torque vector sum between the center of mass of the piston cylinder 1 and the liquid in the gravity box. As the lever arm of the engine increases, the gravitational torque of the liquid's center of mass also increases. As the engine's rotating disc continues to rotate, the liquid in all the inner gravity boxes 3 and piston cylinders 1 located on the right side of the vertical axis 5 of the engine flows sequentially to the outer gravity box 2. This maximizes the vector sum of the gravitational torques of the center of mass of the liquid in all the piston cylinders 1 and gravity boxes located on the right side of the vertical axis 5 of the engine. This results in a difference in gravitational torque and torque between the center of mass of the piston cylinders 1 and the liquid in the gravity boxes on the left and right sides of the vertical axis 5 of the engine. It is the continuous existence of this difference in gravitational torque and torque that causes the liquid to exert a greater torque on the piston cylinder 1 and gravity box on the side with greater torque, driving the piston cylinder 1 and gravity box to rotate clockwise, and driving the engine's rotating disc and engine's central axis 5 to rotate clockwise, outputting power to the outside. When the engine's rotating disc rotates counterclockwise, the method by which the liquid in the piston cylinder 1 and gravity box generates rotational power is the same as when the engine's rotating disc rotates clockwise.

[0123] The rotational torque applied by the driving magnet to the rotating magnet, the construction of the two-stage continuous push-pull coupling cooperative driving mechanism between the driving magnet and the rotating magnet, or the construction of the bar magnet magnetic pole coupling cooperative driving mechanism, so that the magnetic pole of the driving magnet applies rotational torque to the magnetic pole of the rotating magnet in the tangential direction of the rotation of the magnetic pole of the rotating magnet, continuously driving the rotating magnet 16 to rotate, and driving the rotating magnet ring 14 together with the engine rotating disk and the engine central shaft 5 to rotate, and output power to the outside.

[0124] Therefore, the method of generating rotational power by the submerged piston and magnetic force co-driving the engine is to create a power engine composed of piston cylinder 1, gravity box and liquid therein, submerged piston 4, driving magnet 17 and rotating magnet 16, which effectively converts gravitational potential energy, buoyancy potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine rotating disk and engine central shaft 5 to rotate, providing power to the driven device 28.

[0125] (2) Calculate and determine the specific data of the power contribution elements, including the inner and outer radii of the rotating ring 10, the number of piston cylinders 1 and gravity boxes, the length, shape, diameter and capacity of each piston cylinder 1 and gravity box, the weight and liquid level of the liquid in the piston cylinder 1 and gravity box, the shape, volume and weight of the submerged piston 4 or submerged piston string, the inner radius of the driving magnet ring 15, the outer radius of the rotating magnet ring 14, and the number, size, shape and performance indicators of the driving magnet 17 and rotating magnet 16. These factors contribute to improving engine power and determine the speed and power of the submerged piston and magnetically driven engine. After determining the design speed and design power of the submerged piston and magnetically driven engine, firstly, calculate and determine the inner and outer radii of the rotating ring, which are the inner radii of the driving magnet ring 15, the outer radius of the rotating magnet ring 14, and the number, size, shape and performance indicators of the driving magnet 17 and rotating magnet 16. The calculation and determination of the number of 17 and rotating magnets 16, and the length of piston cylinder 1 are provided. Then, the number, shape, diameter and capacity of piston cylinder 1 and gravity box are calculated and determined, providing a basis for the calculation and determination of the weight and liquid level of the liquid in piston cylinder 1 and gravity box, as well as the power generated by the liquid circulation. Finally, the shape, volume and weight of submerged piston 4 are calculated and determined, providing a basis for the calculation and determination of the liquid buoyancy, self-weight and the cycle of submerged piston 4 and the power generated by the reciprocating motion of submerged piston 4. In order to accurately calculate the specific data of each power contribution element, this invention constructs a submerged piston and magnetic force co-drive engine speed model and power model. Through multiple iterative calculations, the specific data of each power contribution element that meets the engine design speed and design power requirements can be calculated and determined.

[0126] (3) Calculate and determine the power of the submersible piston and magnetically driven engine. The power of the submersible piston and magnetically driven engine is the sum of the power generated by the reciprocating motion of all submersible pistons 4, the power generated by the circulating flow of liquid in all piston cylinders 1 and gravity box, and the power generated by the rotational torque applied by all driving magnets 17 to rotating magnets 16. Therefore, after determining the specific data of each power contribution element, it is necessary to calculate and determine the magnitude of these three powers. The specific calculation and determination methods are as follows:

[0127] The power generated by the reciprocating motion of all submersible pistons is calculated using the torque formula M.活 =F×L, where M 活 The torque is the torque of the submerged piston's center of mass, F is the weight of the submerged piston's center of mass, and L is the vector distance between the submerged piston's center of mass and the vertical line of the engine's central axis. Based on the method of generating rotational torque by the submerged piston, the torque difference ΔM generated by all submerged pistons on the left and right sides of the vertical line of the engine's central axis is... 活 for: Among them, F 活 L is the weight of the submerged piston center in each piston cylinder, and the weight of the submerged piston center in each piston cylinder is equal. 右i L is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder to the right of the engine's central axis and the vertical line of the engine's central axis. 左i This is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder on the left side of the engine's central axis and the vertical line of the engine's central axis. n is the number of piston cylinders on one side of the engine's central axis. Once the number of piston cylinders, the lever arm length of the submerged piston's center of mass, and the weight of the submerged piston's center of mass are determined, the torque difference between the submerged pistons on the left and right sides of the engine's central axis can be calculated. This torque difference is then calculated using the engine power calculation formula P. 活 =ΔM 活 ×N / 9549, where P 活 N is the power generated by the reciprocating motion of all submersible pistons, and N is the engine speed. Once the engine speed is determined, the engine power driven by the submersible pistons can be calculated using the engine power calculation formula.

[0128] The power generated by the circulating liquid in all piston cylinders and gravity boxes is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the center of mass of the piston cylinder and the liquid in the gravity box, F be the weight of the center of mass of the piston cylinder and the liquid in the gravity box, and L be the vector distance between the center of mass of the piston cylinder and the liquid in the gravity box and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the piston cylinder and the liquid in the gravity box, the difference in gravitational torque generated by all piston cylinders and the liquid in the gravity box on both sides of the vertical line of the engine's central axis is: Where, ΔM 液 F represents the difference in gravitational torque between all piston cylinders on both sides of the vertical axis of the engine and the center of mass of the liquid in the gravity box. 液 L is the weight of each piston cylinder and the center of mass of the liquid in the gravity box. The weight of each piston cylinder and the center of mass of the liquid in the gravity box is equal. 右i L is the vector distance between the i-th piston cylinder to the right of the vertical line of the engine's central axis and the center of mass of the liquid in the gravity box and the vertical line of the engine's central axis. 左iThis is the vector distance between the i-th piston cylinder on the left side of the vertical axis of the engine and the center of mass of the liquid in the gravity box, and the vertical axis of the engine's central axis. n is the number of piston cylinders on one side of the vertical axis of the engine's central axis. Once the number, length, shape, volume, and weight of the liquid in the piston cylinders and gravity boxes are determined, the gravitational torque difference between the center of mass of the liquid in the gravity box and the piston cylinders on the left and right sides of the vertical axis of the engine can be calculated. Based on the engine power calculation formula P... 液 =ΔM 液 ×N / 9549, where P 液 The power generated by the circulating flow of liquid in all piston cylinders and gravity boxes is N, where N is the engine speed. Once the engine speed is determined, the power generated by the circulating flow of liquid in the piston cylinders and gravity boxes can be calculated using the engine power calculation formula.

[0129] The power generated by the rotational torque applied by the driving magnet to the rotating magnet is calculated using the torque formula M = F × L, where M is the torque of the rotating magnet pole, F is the rotational torque applied by the driving magnet pole to the rotating magnet pole in the tangential direction of the rotating magnet pole's rotation, and L is the perpendicular distance between the rotating magnet pole and the centerline of the engine's central axis. The vector sum of the torques of all the rotating magnet poles on the rotating magnet ring is... Among them, M 磁 F is the vector sum of the torques of all the rotating magnet poles on the rotating magnet ring. i L is the rotational torque exerted by the driving magnet on the i-th rotating magnet pole of the rotating magnet ring. i Let M be the perpendicular distance between the i-th rotating magnet pole on the rotating magnet ring and the centerline of the engine's central axis, and n be the number of rotating magnet poles on the rotating magnet ring. Since all rotating magnets on the rotating magnet ring have the same weight, size, shape, and performance specifications, and all driving magnets on the driving magnet ring also have the same weight, size, shape, and performance specifications, the rotational torque exerted by each driving magnet on each rotating magnet pole is the same. The direction of this rotational torque is the tangent to the rotation of the rotating magnet pole and is perpendicular to the line connecting the rotating magnet pole to the centerline of the engine's central axis. The perpendicular distance between each rotating magnet pole and the centerline of the engine's central axis is equal, meaning the lever arm of each rotating magnet pole is equal. Therefore, M... 磁 =nFL, according to the engine power calculation formula P 磁 =M 磁 ×N / 9549, where P 磁 The power generated by the rotational torque applied by all driving magnets to all rotating magnets is N, where N is the engine speed. Once the engine speed is determined, the power generated by the rotational torque applied by all driving magnets to all rotating magnets can be calculated using the engine power calculation formula.

[0130] Therefore, the power P of the engine driven by the submerged piston and magnetic force is P = P 活 +P 液 +P 磁 However, because all the piston cylinders and the liquid in the gravity box rely on their own circulation, a gravitational torque difference can be generated on both sides of the engine's central axis. This drives the piston cylinders and gravity box, along with the engine's rotating disk and central axis, to rotate, outputting power. After the driving magnet applies rotational torque to the rotating magnet, on the one hand, it directly drives the rotating magnet ring, along with the engine's rotating disk and central axis, to rotate, forming the power of the submerged piston and magnetic force working together to drive the engine. On the other hand, a small portion of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the piston cylinders. The rotational speed of the gravity box accelerates the cycle of liquid circulation in the piston cylinder and gravity box, playing an intrinsic role of "using minimal force to achieve maximum effect". This enables the coordinated operation of the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston, thus establishing a correlation between the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston. Therefore, in the speed and power models of the submerged piston and magnetic force-driven engine, the correlation element between the driving magnet and rotating magnet with the liquid in the piston cylinder and gravity box and the submerged piston has been added.

[0131] When the calculated power of the submersible piston and magnetically driven engine cannot meet the engine's design power, it is necessary to readjust the specific data of the power contribution elements. This can be achieved by using the submersible piston and magnetically driven engine speed model and power model for multiple iterative calculations until the calculated power of the submersible piston and magnetically driven engine meets the engine's design power. After the submersible piston and magnetically driven engine is manufactured, it is necessary to use a torque tester and a power measuring instrument to actually measure and calibrate the engine's torque and power.

[0132] See Figure 2 , Figure 3 , Figure 4 and Figure 9 Regarding the method for controlling the rotation direction of the engine's rotating disc, the specific methods include:

[0133] The rotational power of the engine's rotating disc originates from the combined force of three forces: the rotational torque generated by the reciprocating motion of the submerged piston 4 in the piston cylinder, the rotational torque generated by the circulating liquid in the piston cylinder 1 and the gravity box, and the rotational torque applied by the drive magnet 17 to the rotating magnet 16. Therefore, it is essential to ensure that the rotational torque generated by the reciprocating motion of the submerged piston 4 in the piston cylinder 1, the rotational torque generated by the circulating liquid in the piston cylinder 1 and the gravity box, and the rotational torque applied by the drive magnet 17 to the rotating magnet 16 are in the same direction. This ensures that these three rotational torques with the same direction of rotation form an effective combined force, collaboratively driving the engine's rotating disc and the engine's central shaft 5 to rotate and output power. Specifically:

[0134] (1) The rotation direction of the engine rotating disc is controlled by the direction pointed to by the outer gravity box 2. When all the outer gravity boxes 2 are installed in a clockwise direction, the liquid in the outer gravity box 2 and piston cylinder 1 located on the left side of the vertical line of the engine central axis 4 always flows to the inner gravity box 3, which reduces the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinder 1 on the left side of the vertical line of the engine central axis 5. Since the weight of the liquid in each gravity box and piston cylinder 1 is the same and constant, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinder 1 located on the left side of the vertical line of the engine central axis 5 decreases. At the same time, the liquid in the inner gravity box 3 and piston cylinder 1 located on the right side of the vertical line of the engine central axis 5 always flows to the outer gravity box 2, which increases the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinder 1 located on the right side of the vertical line of the engine central axis 5. Therefore, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinder 1 increases. This makes The sum of the gravitational moments of the center of mass of the liquid in the right gravity box and piston cylinder 1 on the vertical line of the engine center axis 5 is greater than the sum of the gravitational moments of the center of mass of the liquid in the left gravity box and piston cylinder 1. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes and piston cylinder 1 on the left and right sides of the vertical line of the engine center axis 5. It is this difference in gravitational moment and torque that causes the liquid in the piston cylinder 1 and the gravity box to exert a greater torque on the side with a larger gravitational moment, namely the piston cylinder 1 and the outer gravity box 2 on the right side of the vertical line of the engine center axis 5. This drives the piston cylinder 1 and the gravity box to rotate clockwise, and drives the engine disk and the engine center axis 5 to rotate clockwise. Conversely, when all the outer gravity boxes 2 are installed in the counterclockwise direction, the engine disk and the engine center axis 5 rotate counterclockwise. Therefore, the direction pointed to by the outer gravity boxes 2 is the rotation direction of the engine disk and the engine center axis 5.

[0135] (2) The rotation direction of the engine rotating disk is controlled by the starting angle and starting position of the submersible piston 4. After the direction indicated by the outer gravity box 2 is determined, when the engine rotating disk rotates clockwise, when the submersible piston 4 is located at the outer end of the piston cylinder 1 and moves to below the horizontal plane of the engine central axis 5 and close to the right side of the vertical line of the engine central axis 5, the starting angle and corresponding position of the submersible piston 4 close to the right side of the vertical line of the engine central axis 5 are taken as the starting angle and starting position of the submersible piston 4. The piston fixed angle control switch 35 controls the piston motion controller 34 to release the submersible piston 4. Under the action of liquid buoyancy, the submersible piston 4 begins to move towards the engine central axis 5 and is controlled by the piston motion control located at the inner end of the piston cylinder 1. The locking mechanism 34 reduces the lever arm of the center of mass of the submerged piston 4, thus reducing the torque of the center of mass of the submerged piston 4. As the engine rotating disc rotates clockwise, all the submerged pistons 4 located on the left side of the vertical axis 5 of the engine move sequentially towards the engine axis 5 and lock into the inner end of the piston cylinder 1. This minimizes the vector sum of the torques of all the submerged pistons 4 on the left side of the vertical axis 5. When the submerged piston 4 is located at the inner end of the piston cylinder 1 and has moved above the horizontal plane of the engine axis 5 and is close to the left side of the vertical axis 5, the starting angle and starting position of the submerged piston 4 near the left side of the vertical axis 5 are taken as the starting angle and starting position of the submerged piston 4. The piston fixed angle control switch... 35. The piston motion controller 34 releases the submerged piston 4. Under the action of liquid buoyancy, the submerged piston 4 begins to move towards the rotating wheel support platform 9 and is locked by the piston motion controller 34 located at the outer end of the piston cylinder 1. This increases the lever arm of the center of mass of the submerged piston 4, and the torque of the center of mass of the submerged piston 4 also increases. As the engine rotating disc continues to rotate clockwise, all the submerged pistons 4 located on the right side of the vertical line of the engine central axis 5 move sequentially towards the rotating wheel support platform 9 and are locked at the outer end of the piston cylinder 1. This maximizes the vector sum of the torques of all the submerged pistons 4 located on the right side of the vertical line of the engine central axis 5. The vector sum of the torques of all the submerged pistons 4 on the left side of the vertical line of the engine's central axis 5 is greater than the vector sum of the torques of all the submerged pistons 4 on the left and right sides of the vertical line of the engine's central axis 5. This torque difference causes the submerged pistons 4 to apply greater torque to the piston cylinder 1 on the side with the greater torque, i.e., the right side of the vertical line of the engine's central axis 5. This drives the piston cylinder 1 to rotate clockwise, which in turn drives the engine's main disc and the engine's central axis 5 to rotate clockwise. This ensures that the direction of the rotational torque generated by the reciprocating motion of the submerged pistons 4 is consistent with the direction of the rotational torque generated by the piston cylinder 1 and the circulating fluid in the gravity box. Conversely, when the engine's main disc rotates counterclockwise...The control method for the rotational torque direction of the submersible piston 4 is the same as the control method when the engine's rotating disc rotates clockwise;

[0136] (3) Controlling the rotation direction of the rotating magnet ring 14: After the direction of the rotational torque generated by the reciprocating motion of the submerged piston 4 and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder 1 and the gravity box are determined, the rotation direction of the rotating magnet ring 14 must be consistent with the direction of the rotational torque generated by the reciprocating motion of the submerged piston 4 and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder and the gravity box. The construction of the rotating magnet 16 with serrated arc-shaped cylindrical magnetic poles or the rotating magnet 16 with serrated spherical magnetic poles and the driving magnet 17 with long-legged sawtooth-shaped oblique side magnetic poles, as well as the arrangement order of the N poles and S poles of the rotating magnet 16 and the driving magnet 17, determines the rotation direction of the rotating magnet ring 14. Therefore, the rotation direction of the rotating magnet ring 14 is determined by the direction of the rotational torque generated by the reciprocating motion of the submerged piston 4 and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder 1 and the gravity box. Once the shape of the ferromagnetic poles is determined, the rotation direction of the rotating magnet ring can be controlled by controlling the arrangement order of the rotating magnet poles and the driving magnet poles. When the rotating magnet ring 14 needs to rotate clockwise, all the driving magnet poles in the first column must be arranged clockwise from the S pole to the N pole, and all the driving magnet poles in the second column must be arranged clockwise from the N pole to the S pole. The N poles of all rotating magnet poles should correspond to the driving magnet poles in the first column, and the S poles of all rotating magnet poles should correspond to the driving magnet poles in the second column. Following this arrangement, when the two poles of the first driving magnet 17 in the first column are exactly coupled to the two corresponding rotating magnet poles, and the rotational torque is minimal and in an unstable state, the second driving magnet in that column... The two magnetic poles of magnet 17 correspond to the exact midpoints of the magnetic poles of two adjacent rotating magnets. The left magnetic pole of the driving magnet 17 is the S pole, and the two rotating magnet poles corresponding to this S pole are both N poles. The "heel" portion of the S pole is an inclined surface. The rotating magnets are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet pole is a smooth curved surface, and the right half is a sawtooth-shaped pole. This results in the attraction between the left S pole of the driving magnet 17 and the N pole of the rotating magnet to its left being greater than the attraction between the left S pole and the N pole of the rotating magnet to its right being. The driving magnet 17 is fixed, thus pulling the rotating magnet 16 to rotate clockwise. The right magnetic pole of the driving magnet 17 is the N pole, and the two rotating magnet poles corresponding to this N pole are... All are N poles. The driving magnet pole is the long-legged, serrated, oblique side pole pointing to the right rotating magnet pole, and the "heel" part of this N pole is an inclined surface. The rotating magnet pole to the left of this N pole corresponds to the inclined surface of the driving magnet pole, so that the repulsive force between this N pole and the N pole of the rotating magnet to its left is less than the repulsive force between the N pole of the rotating magnet to its right. This causes the driving magnet 17 to push the rotating magnet 16 to rotate clockwise, thus forming a push-pull driving relationship between the driving magnet pole and the rotating magnet pole. In the first row of driving magnets 17, half of the driving magnet poles drive the rotating magnet pole to rotate clockwise. At the same time, when the two poles of the first driving magnet in the first row are exactly coupled to the two corresponding rotating magnet poles, they are also in direct contact.When the rotational torque is at its minimum and the system is unstable, the two poles of the first driving magnet 17 in the second column are precisely positioned between the poles of the two rotating magnets on either side of it. The left side of the first driving magnet 17 in the second column is the N pole, and the right side is the S pole. The rotating magnet poles corresponding to the poles of the second column driving magnets are all S poles. The attraction between the N pole on the left side of the first driving magnet 17 and the S pole of the rotating magnet to its left is greater than the attraction between the N pole and the S pole of the rotating magnet to its right is greater. Therefore, it pulls the rotating magnet 16 to rotate clockwise. The repulsive force between the S pole on the right side of the driving magnet and the S pole of the rotating magnet to its left is less than the repulsive force between the S pole and the S pole of the rotating magnet to its right is less. Therefore, it pushes the rotating magnet 16 to rotate clockwise. In the second column of driving magnets 17, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Therefore, the combined force of the first and second columns of driving magnets 17 drives the rotating magnet 16 to rotate clockwise, and also drives the rotating magnet ring 14 and the engine central shaft to rotate clockwise.

[0137] Similarly, when the rotating magnet ring 14 needs to rotate counterclockwise, if the arrangement order of the magnetic poles of the first and second columns of driving magnets remains unchanged, as long as the S poles of all rotating magnets are arranged to correspond to the magnetic poles of the first column of driving magnets, and the N poles of all rotating magnets are arranged to correspond to the magnetic poles of the second column of driving magnets, the rotating magnet ring 14 will rotate counterclockwise. Likewise, if the arrangement order of the magnetic poles of the rotating magnets remains unchanged, as long as the magnetic poles of each driving magnet in the first column are arranged clockwise from the N pole to the S pole, and the magnetic poles of each driving magnet in the second column are arranged clockwise from the S pole to the N pole, the rotating magnet ring 14 will also rotate counterclockwise.

[0138] Regarding the method for constructing the bar magnet magnetic pole coupling cooperative driving mechanism, the method refers to using a bar permanent magnet as the driving magnet 17 and the rotating magnet 16, so that the magnetic poles of the driving magnet and the rotating magnet form a coupling cooperative driving mechanism. The specific method includes:

[0139] (1) Determining the shape of the magnetic pole of the bar permanent magnet: make one pole of the single bar driving magnet 17 into a long-legged sawtooth-shaped oblique side magnetic pole, and make one pole of the single bar rotating magnet 16 into a toothed arc cylindrical magnetic pole or a toothed spherical magnetic pole.

[0140] (2) Arrangement and installation of drive magnets 17 and rotating magnets 16: One or more rows of drive magnets 17 are uniformly installed in the plane of rotation of the drive magnet ring 14 parallel to the inner edge of the drive magnet ring 15. One or more rows of rotating magnets 16 are uniformly installed in the plane of rotation of the rotating magnet ring 14 parallel to the outer edge of the rotating magnet ring 14. The magnetic poles of each row of drive magnets and the magnetic poles of each row of rotating magnets form a precise coupling correspondence. Each row of drive magnets 17 in the inner edge of the drive magnet ring 15 has the same magnetic poles and the same magnetic pole shape and arrangement direction. Each row of rotating magnets 16 in the outer edge of the rotating magnet ring 14 also has the same magnetic poles and the same magnetic pole shape and arrangement direction, so as to ensure that each row of drive magnets 17 can drive each row of rotating magnets 16 to rotate in the same direction.

[0141] (3) The rotation direction of the rotating magnet ring 14 is determined. When the rotating magnet ring 14 needs to rotate clockwise, if the "toes" of all the driving magnet poles are oriented clockwise, and the serrated magnetic end ends of all the rotating magnets 16 are located on the left and the smooth magnetic end ends are located on the right, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all the driving magnet poles are oriented counterclockwise, and the serrated magnetic end ends of all the rotating magnets are located on the right and the smooth magnetic end ends are located on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. The magnetic poles must be opposite poles. When the rotating magnet ring 14 needs to rotate counterclockwise, if the "toes" of all the driving magnet poles are oriented counterclockwise, and the serrated magnetic end ends of all the rotating magnets 16 are located on the right and the smooth magnetic end ends are located on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all the driving magnet poles are oriented clockwise, and the serrated magnetic end ends of all the rotating magnets 16 are located on the left and the smooth magnetic end ends are located on the right, then the driving magnet poles and the rotating magnet poles must be opposite poles.

[0142] (4) Construct a bar magnet pole coupling cooperative driving mechanism. When the first driving magnet 17 and the first rotating magnet 16 of the first column are in a coupled relative state, the second driving magnet 17 of the first column is placed exactly in the middle of the two rotating magnets 16 of the first column. The third driving magnet 17 and the rotating magnet 16 of the first column are in a coupled relative state. The fourth driving magnet 17 of the first column is placed exactly in the middle of the two rotating magnets 16 of the first column, and so on. Install the driving magnets 17 and rotating magnets 16 in this arrangement so that the first column... When half of the driving magnet 17 and half of the rotating magnet 16 in the first column are in a coupled relative state and the rotational torque is minimal, then the other half of the driving magnet 17 in the first column is exactly in the middle of two adjacent rotating magnets 16 in the first column. This allows the magnetic poles of this other half of the rotating magnet to obtain the maximum rotational torque, driving the rotating magnet ring 14 to rotate. In the case of multiple columns of driving magnets 17 and multiple columns of rotating magnets 16, when the first driving magnet 17 and the first rotating magnet 16 in the first column are in a coupled relative state, then the first driving magnet 17 in the second column is exactly in the second column. The first driving magnet 17 of the third column is positioned precisely in the middle of the two rotating magnets 16, and the first driving magnet 17 of the third column is positioned in a coupled state with the rotating magnet 16 of the third column. Similarly, the first driving magnet 17 of the fourth column is positioned precisely in the middle of the two rotating magnets 16 of the fourth column, and so on. This arrangement of driving magnets 17 and rotating magnets 17 ensures that half of the driving magnets 17 in the first column are coupled with half of the rotating magnets 16 in the first column, minimizing rotational torque. In this arrangement, half of the driving magnets 17 in the second column are positioned precisely in the middle of the two adjacent rotating magnets 16 in the second column, achieving the maximum rotational torque. The rotational torque drives the rotating magnet ring 14 to rotate. When the driving magnet 17 and the rotating magnet 16 of the third column are in a coupled relative state and the rotational torque is at its minimum, the driving magnet 17 of the fourth column is exactly in the middle of the two adjacent rotating magnets 16 in the fourth column, obtaining the maximum rotational torque and driving the rotating magnet ring 14 to rotate. This establishes a bar magnet magnetic pole coupling cooperative drive mechanism, which greatly improves the magnetic drive efficiency of the driving magnet pole to the rotating magnet pole, and improves the stability and continuity of the submersible piston and magnetic cooperative drive engine operation.

[0143] The method of series operation with the same frequency, direction, and axis refers to the practice of using a single submersible piston and magnetically driven engine in series when the power output of one engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more submersible pistons and magnetically driven engines with the same frequency and direction of rotation in series on the same shaft to achieve synchronous operation and increase the output power of the submersible piston and magnetically driven engine. Specific methods include:

[0144] (1) Calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model and the power of a single submersible piston and magnetic drive engine. According to the purpose and model of the submersible piston and magnetic drive engine of the specified model, first calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single submersible piston and magnetic drive engine, and calculate and determine the number of single submersible piston and magnetic drive engines that need to be connected in series on the same shaft.

[0145] (2) Establish the frequency and rotation direction of a single submersible piston and magnetically driven engine. Each submersible piston and magnetically driven engine connected in series on the same shaft must have the same frequency and the same rotation direction in order to ensure that each engine operates in coordination and forms an effective combined force. This requires establishing the frequency and rotation direction of a single submersible piston and magnetically driven engine to ensure that each engine connected in series on the same shaft has the same frequency and the same rotation direction.

[0146] (3) Implement series operation with the same frequency, direction and axis. Based on the rated power of the submersible piston and the magnetic co-drive engine and the number of a single submersible piston and the magnetic co-drive engine, the number of a single submersible piston and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of submersible pistons and the magnetic co-drive engine jointly drive a rotating shaft to rotate, thereby effectively increasing the output power of the series engine group and meeting the requirements of the rated power of the engine.

[0147] See Figure 1 A method for connecting a submersible piston and a magnetically driven engine to drive a multi-stage gearbox and a driven device is disclosed. The submersible piston and magnetically driven engine can be installed on the engine base in two ways: vertical installation and parallel installation. The vertical installation method involves the central shaft 5 of the submersible piston and magnetically driven engine being perpendicular to the center line of the engine base 24. The parallel installation method involves the central shaft 5 of the submersible piston and magnetically driven engine being parallel to the center line of the engine base 24. Under these two installation methods, there are seven ways to connect the submersible piston and magnetically driven engine to drive the multi-stage gearbox 27 and the driven device 28:

[0148] (1) Belt connection drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft 5 of the submersible piston and magnetic co-drive engine, the power input pulley and power output pulley of the multi-stage gearbox 27 and the pulley on the shaft of the driven device 28, a drive pulley of the corresponding radius is installed on the central shaft of the submersible piston and magnetic co-drive engine. A power input pulley and a power output pulley of the corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox 27, respectively. A pulley of the corresponding radius is installed on the shaft of the driven device 28. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft 5 of the engine is connected to the power input pulley of the multi-stage gearbox 27 through a belt, and drives the power input pulley of the multi-stage gearbox 27 to rotate. After the multi-stage gearbox 27 changes speed, the power output pulley of the multi-stage gearbox 27 is connected to the pulley on the shaft of the driven device 28 through a belt, and drives the pulley on the shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0149] (2) Gear connection drive method: After accurately calculating the speed ratio between each gear, drive gears of corresponding radius are installed on the central shaft 5 of the submersible piston and magnetic force co-drive engine. Power input gears and power output gears of corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox 27, respectively. Gears of corresponding radius are installed on the rotating shaft of the driven device 28. When the submersible piston and magnetic force co-drive engine is running, the drive gears on the central shaft 5 of the engine mesh and drive the power input gears of the multi-stage gearbox 27 to rotate. After the multi-stage gearbox 27 changes speed, the power output gears of the multi-stage gearbox 27 mesh and drive the gears on the rotating shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0150] (3) The belt-gear connection drive method involves accurately calculating the speed ratio of each pulley and gear, installing a drive pulley of the corresponding radius on the central shaft 5 of the submersible piston and magnetic co-drive engine, installing a power input pulley of the corresponding radius on the power input shaft of the multi-stage gearbox 27, installing a power output gear of the corresponding radius on the power output shaft of the multi-stage gearbox 27, and installing a gear of the corresponding radius on the shaft of the driven device 28. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft 5 of the engine is connected by a belt and drives the power input pulley of the multi-stage gearbox 27 to rotate. After the multi-stage gearbox 27 changes speed, the power output gear of the multi-stage gearbox 27 meshes and drives the gear on the shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0151] (4) The gear-belt connection drive method involves accurately calculating the speed ratio between each gear and pulley, installing a drive gear of the corresponding radius on the central shaft 5 of the submersible piston and magnetically driven engine, installing a power input gear of the corresponding radius on the power input shaft of the multi-stage gearbox 27, installing a power output pulley of the corresponding radius on the power output shaft of the multi-stage gearbox 27, and installing a pulley of the corresponding radius on the shaft of the driven device 28. When the submersible piston and magnetically driven engine is running, the drive gear on the central shaft 5 of the engine meshes and drives the power input gear of the multi-stage gearbox 27 to rotate. After the multi-stage gearbox 27 changes speed, the power output pulley of the multi-stage gearbox 27 is connected by a belt and drives the pulley on the shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0152] (5) Direct belt drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft 5 of the submersible piston and magnetic co-drive engine and the pulley on the shaft of the driven device 28, if the output speed of the submersible piston and magnetic co-drive engine is consistent with the speed required by the driven device 28, then the multi-stage gearbox 27 is not required for speed change. A drive pulley of the corresponding radius is installed on the central shaft 5 of the submersible piston and magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven device 28. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft 5 of the engine is connected by a belt and drives the pulley on the shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0153] (6) Direct gear connection drive method: After accurately calculating the speed ratio between the drive gear on the central shaft 5 of the submersible piston and the magnetic co-drive engine and the gear on the rotating shaft of the driven device 28, if the output speed of the submersible piston and the magnetic co-drive engine is consistent with the speed required by the driven device 28, then there is no need for the multi-stage gearbox 27 to perform speed change processing. A drive gear of the corresponding radius is installed on the central shaft 5 of the submersible piston and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the rotating shaft of the driven device 28. When the submersible piston and the magnetic co-drive engine are running, the drive gear on the central shaft 5 of the engine directly meshes and drives the gear on the rotating shaft of the driven device 28 to rotate, thereby driving the driven device 28 to work.

[0154] (7) The connection and driving method of the engine simultaneously driving the two sets of multi-stage gearboxes 27 and the driven equipment 28. The central shaft of the engine driven by the floating piston and magnetic force is in a horizontal state and perpendicular to the engine rotation disk. Therefore, a drive wheel can be installed at each end of the engine central shaft 5. The drive wheels at both ends of the engine central shaft 5 can simultaneously drive the two sets of multi-stage gearboxes 27 and the driven equipment 28. The specific connection and driving method can be the belt connection driving method, the gear connection driving method, and the belt and gear combination connection driving method.

[0155] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to the above embodiments. Even if various changes are made to the present invention, if these changes fall within the scope of the claims of the present invention and their equivalents, they shall still fall within the protection scope of the present invention.

Claims

1. A submersible piston and magnetically driven engine, characterized in that, The system includes a support mechanism system, several piston cylinders and gravity boxes with opposite directions at both ends, equal amounts of liquid in each piston cylinder and gravity box, several submersible pistons or submersible piston strings, several piston motion controllers, several piston angle control switches, rotating magnet rings, drive magnet rings, rotating magnets, drive magnets, magnet clutches, starting and braking systems, intelligent control systems, and multi-stage gearboxes. The entire rotating mechanism system, connected and supported by the engine's central shaft, constitutes the engine's rotating disk. The rotating magnets include magnets with two types of magnetic poles: rotating magnets with serrated arc-shaped cylindrical magnetic poles and rotating magnets with serrated spherical magnetic poles. Iron, a submersible piston and magnetically driven engine can use one of two types of rotating magnets. The driving magnet is a driving magnet with long-legged, serrated, obliquely shaped magnetic poles. After the driving magnet poles and the rotating magnet poles are arranged in an orthogonal staggered manner, the driving magnet on the driving magnet ring and the rotating magnet on the rotating magnet ring form a two-stage continuous push-pull coupling cooperative driving mechanism, or a strip magnet pole coupling cooperative driving mechanism. This allows the driving magnet to stably, continuously, and efficiently drive the rotating magnet to rotate, and drive the rotating magnet ring, along with the engine's rotating disk and the engine's central shaft, to rotate. Simultaneously, located in each Under the combined effect of liquid buoyancy and their own gravity, the submerged pistons in each piston cylinder circulate reciprocally within their respective cylinders. This creates a torque and force difference between the submerged pistons on either side of the engine's central axis, driving the piston cylinders, along with the engine's rotating disc and central axis, to rotate. Furthermore, the liquid within each piston cylinder and gravity box circulates within these spaces, creating a gravitational torque and force difference between the liquid in the piston cylinders and gravity boxes on either side of the engine's central axis. This again drives the piston cylinders, gravity boxes, engine rotating disc, and central axis to rotate, thereby driving the magnetic rings... The rotational torque applied by the driving magnet to the rotating magnet on the rotating magnet ring, the torque and torque difference generated by the reciprocating motion of the submerged and floating pistons in the piston cylinders on both sides of the vertical axis of the engine center shaft, and the gravitational torque and torque difference generated by the liquid circulation in the piston cylinders on both sides of the vertical axis of the engine center shaft and the gravity box work together to drive the rotation of the engine rotating disc and the engine center shaft. The drive wheel on the engine center shaft is connected to and drives the power input wheel of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output wheel of the multi-stage gearbox outputs the speed and power required by the driven equipment, thus driving the driven equipment to work.

2. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned support system is a support system that supports and fixes all piston cylinders, gravity boxes, and the entire engine. It includes rotating rims, starter and brake discs, rotating rim fixing brackets, circular plate-like stirrups, rotating rim support platforms, central shaft outer edge hub platforms, engine central shaft, central shaft bracket, rotating magnet rings, drive magnet rings, drive magnet ring connecting shafts, drive magnet ring support frames, drive magnet ring support columns, drive magnet ring connecting stabilizing mechanisms, upper crossbeams of the support columns, lower beams of the support columns, and the engine base. The rotating rims are two circular rings located on either side of the outer end of the piston cylinders. The center of the rotating rims is the center of the engine central shaft. The two rotating rims are connected and fixed by several parallel, horizontal, and evenly distributed crossbeams of the same length, forming a whole. The starter and brake discs are... Two circular plate-shaped rings are mounted and fixed on the outer edge of the rotating wheel rim. The outer edge of the starter and brake discs has a gear structure. The rotating wheel rim fixing brackets are support rods that connect and fix the two rotating wheel rims at equal intervals to the hub platform on the outer edge of the central shaft. All rotating wheel rim fixing brackets are reinforced by one or more circular plate-shaped stirrups in the middle. The center of the circular plate-shaped stirrups is the center of the engine central shaft. The hub platform on the outer edge of the central shaft is located on the outer edge of the engine central shaft and is firmly connected to the engine central shaft. The engine central shaft is the shaft that carries the submersible piston and magnetically drives the engine's power output. The engine central shaft is horizontal and is supported by a central shaft bracket, which is mounted and fixed on a support column base beam. The support column base beam is mounted and fixed on the engine base. The rotating rim support platform is a support platform constructed by laying flat steel plates or other flat plates on two rotating rim crossbeams. The central shaft outer edge hub platform is a regular polygonal box centered on the centerline of the engine central shaft, which is rigidly connected to the engine central shaft. The two sides of the regular polygonal box are made of regular polygonal steel plates, and each side of the two regular polygonal steel plates is fixed with flat steel plates or other flat plates to enhance the support strength and rigidity of the central shaft outer edge hub platform. The rotating rim support platform, the central shaft outer edge hub platform, and the rotating rim fixing bracket together constitute the piston cylinder support platform. Each submersible piston and magnetically driven engine has several evenly distributed piston cylinder support platforms. Each piston cylinder and its two end gravity boxes are installed and fixed on the piston cylinder support platform. That is, the inner end of the piston cylinder and the inner gravity box are installed and fixed on the central shaft outer edge hub platform, and the outer end of the piston cylinder and the outer gravity box are installed and fixed on the rotating rim support platform. The middle part of the piston cylinder is connected and fixed by the rotating rim fixing bracket. The rotating magnet ring is mounted and fixed in the center of the outer edge of the rotating wheel rim. The center of the outer edge of the rotating magnet ring is the center of the engine's central shaft. The rotating magnets are evenly and equidistantly mounted and fixed in the magnet grooves on the outer edge of the rotating magnet ring. The drive magnet ring consists of two detachable and detachable semi-circular rings. When the two semi-circular drive magnet rings are joined, their inner edges form a complete circular ring. The center of the inner edge of this circular ring is the center of the engine's central shaft. The drive magnets are evenly and equally spaced and installed on the magnet slots on the inner edges of the two semi-circular drive magnet rings. The magnetic poles of the drive magnets and the magnetic poles of the rotating magnets are precisely coupled. The upper or lower ends of the two semi-circular drive magnet rings are connected together by a drive magnet ring connecting shaft. The other end can rotate around the drive magnet ring connecting shaft. When the upper ends of the two semi-circular drive magnet rings are connected together, the drive magnet ring connecting shaft is... The moving magnet ring support frame is connected to the driving magnet ring support frame, which is installed and fixed in the middle of the crossbeam on the support column. When the lower ends of the two semi-circular driving magnet rings are connected together, the driving magnet ring connecting shaft is supported by the driving magnet ring support frame, which is installed and fixed in the middle of the bottom beam of the support column. Two driving magnet ring support columns of the same length are set on each side of the driving magnet ring. The bottom ends of the two driving magnet ring support columns are installed and fixed on the bottom beam of the support column, perpendicular to the bottom beam. The top ends of the two driving magnet ring support columns are connected and fixed by the crossbeam on the support column. The middle of the two semi-circular driving magnet rings is connected and stabilized by the driving magnet ring connection stabilization mechanism in the middle of the two support columns. The aforementioned engine rotating disc is a rotating mechanism system and power generation system that uses a submerged piston and magnetic force to collaboratively drive the engine. The rotating rim, starting and braking disc, rotating magnet ring, rotating magnet, rotating rim fixing bracket, circular plate-shaped stirrups, central shaft outer edge hub platform, rotating rim support platform, piston cylinder and its two end gravity boxes, the liquid inside the piston cylinder and gravity boxes, the submerged piston or submerged piston string, piston motion controller, piston angle control switch, and engine central shaft constitute the engine rotating disc. The engine rotating disc uses the engine central shaft as its axis of rotation and is securely connected to it. When the engine rotating disc rotates, it drives the engine central shaft to rotate, outputting power. High-strength bearings are used to connect and support the engine central shaft and its support, allowing the engine central shaft to rotate flexibly and freely under the support of the bearings. The central shaft support is installed and fixed on the support column base beam, which is installed and fixed on the engine base. The engine rotating disc is a completely balanced rigid structure that maintains stability during rotation without deformation or vibration.

3. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The piston cylinder and gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the piston cylinder, with the gravity boxes forming a 90-degree angle or other angle with the piston cylinder; this is also known as a double-bend gravity box. The gravity box located at the rotating wheel end is the outer gravity box, and the piston cylinder end at the rotating wheel end is the outer end. The gravity box located at the hub platform end of the central shaft is the inner gravity box, and the piston cylinder end at the hub platform end of the central shaft is the inner end. The outer and inner gravity boxes at both ends of the piston cylinder are oriented in opposite directions. The piston cylinder and the gravity boxes at both ends are connected continuously, allowing the liquid to flow freely between the piston cylinder and the gravity boxes without obstructing the flow of liquid. External leakage is prevented. Each piston cylinder, outer gravity box, and inner gravity box has the same length, shape, volume, and capacity. The liquid weight in each piston cylinder and gravity box is also the same. Each piston cylinder and gravity box is evenly distributed in its plane of rotation, ensuring that the engine's rotating disc is completely balanced. Each piston cylinder has a parallel piston sliding groove installed on each of its two inner walls. The submerged piston or submerged piston string moves in a cyclic reciprocating motion under the constraint of the two parallel piston sliding grooves. A piston motion controller and a piston fixed angle control switch are installed on the inner walls of each end of the piston cylinder to control the locking and starting of the submerged piston or submerged piston string.

4. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The piston cylinder and gravity box can be of balanced or unbalanced structure. A balanced structure means that the piston cylinder and gravity box have the same diameter at both ends, and the outer and inner gravity boxes at both ends of the piston cylinder have the same volume and capacity. Furthermore, the piston cylinder is perpendicular to the outer edge of the hub platform plane of the central shaft. A balanced structure provides excellent operational stability. Provided that the length, shape, volume, and capacity of each piston cylinder and gravity box are identical, and the weight of the liquid in each piston cylinder and gravity box is also identical, the piston cylinder and gravity box can also be designed and manufactured as an unbalanced structure. A balanced piston cylinder and gravity box structure refers to a piston cylinder and gravity box whose ends can have different thicknesses. It can be designed with a piston cylinder and gravity box that are larger at one end and smaller at the other. Furthermore, the thickness and shape of the piston cylinder and gravity box can differ, and the volume and capacity of the outer and inner gravity boxes at both ends of the piston cylinder can also differ. Additionally, the piston cylinder and the outer edge of the hub platform plane of the central shaft can not be perpendicular. All piston cylinders, along with the outer gravity box, can be installed at the same tilt angle in the direction of rotation, forming an unbalanced structure. This unbalanced piston cylinder and gravity box structure provides excellent operational stability and increases the gravitational torque and torque differences between the liquids in the piston cylinder and gravity box, thereby increasing the engine's speed and output power.

5. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The liquid in the piston cylinder and gravity box serves both as the fluid supporting the submersible piston or submersible piston string for its upward movement and as the gravity body driving the piston cylinder and gravity box, along with the engine's rotating disc and central shaft, to rotate. The weight of the liquid in each piston cylinder and gravity box is identical. The length, shape, volume, and capacity of the piston cylinder, as well as the length, volume, and weight of the submersible piston or submersible piston string, determine the volume and weight of the liquid in the piston cylinder and gravity box. The liquid level in the piston cylinder and gravity box when vertically aligned with the piston cylinder must be... After the submersible piston or submersible piston string floats out of the liquid surface, the piston motion controller can lock the submersible piston or submersible piston string, thereby ensuring that the submersible piston or submersible piston string can circulate and reciprocate along the piston cylinder under the combined action of the liquid buoyancy force and its own weight in the piston cylinder. When the submersible piston and magnetic force work together to drive the engine, it is necessary to first inject an equal amount of liquid into all piston cylinders and gravity boxes. The liquid injected into the piston cylinders and gravity boxes is room temperature clean water. Under special circumstances, oil, alcohol or other special liquids can also be used.

6. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned submersible piston and piston string, the submersible piston being the engine's drive mechanism, consists of a gravity body, a sealed floating body support mechanism, and a sealed hollow floating body. The gravity body is positioned and fixed in the center within the sealed hollow floating body. The submersible piston is designed and manufactured in a "shuttle" shape, meaning both ends are designed and manufactured in a conical, hemispherical, or semi-ellipsoidal shape to reduce fluid resistance during its movement in the liquid. Two or more sets of bearing pulleys are installed on each side of the outer wall of the submersible piston along the direction of movement, each set consisting of three pulleys. A perfectly parallel groove-shaped, "U"-shaped, or "T"-shaped piston sliding groove is installed on each side of the inner wall of the piston cylinder. Three parallel sliding tracks are installed, and the submersible piston is mounted between two parallel piston sliding grooves. The bearing pulleys on both sides of the submersible piston are clamped in the middle of the sliding tracks of the two piston sliding grooves, allowing the submersible piston to slide freely along the sliding tracks without detaching from the piston sliding grooves. In the design and manufacture of the submersible piston, the buoyancy force of the liquid acting on it is always greater than its own weight, ensuring that the submersible piston always has the ability to float in the liquid within the piston cylinder. After equal amounts of liquid are injected into each piston cylinder and the gravity box, the submersible piston continuously circulates along the sliding tracks of the piston sliding grooves under the combined action of liquid buoyancy and its own weight. The reciprocating motion causes a torque and torque difference between the submerged pistons on both sides of the vertical axis of the engine. Simultaneously, the continuous circulation of liquid in the piston cylinder and the gravity boxes at both ends creates a gravitational torque and torque difference between the piston cylinder and the liquid in the gravity boxes. It is this continuous torque and torque difference generated by the submerged pistons and the gravitational torque and torque difference generated by the liquid that drives the piston cylinder and gravity boxes to rotate, thereby rotating the engine's rotating disc and the engine's central axis, outputting power. The submerged piston string consists of two or more independent submerged pistons connected end-to-end and securely fastened. The submerged piston string is uniformly mounted on the piston sliding groove. As a whole, under the combined effect of liquid buoyancy and its own weight, the piston reciprocates along the sliding track of the piston sliding groove. The entire submersible piston string is designed and manufactured in a "shuttle" shape. The connecting part of the two submersible pistons has the same shape as the middle part of the submersible piston and is tightly connected, so that the connecting part of the two submersible pistons forms a smooth column to reduce the liquid resistance when the submersible piston string moves in the liquid. Compared with a single submersible piston, the submersible piston string can increase the weight of the drive mechanism, thereby increasing the torque difference and torque difference between the left and right sides of the submersible piston string on the vertical line of the engine's central axis, and improving the speed and output power of the engine driven by the submersible piston and magnetic force.

7. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The rotating magnet is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the rotating magnet is a U-shaped permanent magnet, it is evenly and equidistantly installed and fixed on the magnet slots on the outer edge of the rotating magnet ring. The plane formed by the N-pole and S-pole of the rotating magnet is perpendicular to the plane of the rotating magnet ring. The two poles of the rotating magnet are installed outward along the radial direction of the rotating magnet ring, corresponding to the magnetic poles of the driving magnet. The thickness of the rotating magnet ring is consistent with the length of the rotating magnet body, ensuring complete fixation of the rotating magnet. The number and size of the rotating magnets are also specified. The performance indicators are determined based on the diameter of the rotating magnet ring, the output power of the engine, and the number of driving magnets. When the rotating magnet is a bar permanent magnet, the two bar magnets need to form the same N and S poles as the U-shaped magnet. The plane formed by the two bar magnets is perpendicular to the plane of the rotating magnet ring and is respectively installed and fixed on both sides of the outer edge of the rotating magnet ring, corresponding to the magnetic poles of the driving magnet. The magnetic poles of the rotating magnet include two types of magnetic poles, namely the toothed arc-shaped cylindrical magnetic pole and the toothed spherical magnetic pole. A submerged piston and a magnetically driven engine can use one of these two types of rotating magnet magnetic poles.

8. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The driving magnet is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the driving magnet is a U-shaped permanent magnet, it is uniformly installed in two parallel rows on both sides of the inner edge of the driving magnet ring. That is, the plane of each row of driving magnets is perpendicular to the plane of each rotating magnet. The two magnetic poles of each driving magnet are fixed along the inner radius of the driving magnet ring towards the center, forming a coupling relationship with one magnetic pole of each rotating magnet on the rotating magnet ring. In the two rows of driving magnets on the driving magnet ring, the N and S poles of the first row of driving magnets are arranged in the opposite order to those of the second row of driving magnets. When the left magnetic pole of the iron is the N pole and the right magnetic pole is the S pole, then the left magnetic pole of the corresponding second row of driving magnets is the S pole and the right magnetic pole is the N pole. The number, size and performance indicators of the driving magnets are determined according to the diameter of the inner edge of the driving magnet ring, the output power of the engine and the number of rotating magnets. When the driving magnet is a bar permanent magnet, the N and S poles of the two bar permanent magnets are arranged in the same direction as the N and S poles of a U-shaped permanent magnet. The bar permanent magnets are evenly installed in two rows on both sides of the inner edge of the driving magnet ring. The magnetic poles of the two bar permanent magnets are arranged in the same way as the two magnetic poles of a U-shaped permanent magnet. The magnetic pole of the driving magnet is a long-legged sawtooth-shaped oblique side magnetic pole.

9. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned magnetic clutch is a controller that controls the engagement and disengagement of two semi-circular drive magnet rings, enabling the submersible piston and magnetic force to work together to start and stop the engine. The magnetic clutch includes two types: a lever-type magnetic clutch and a push-button magnetic clutch. An engine driven by a submersible piston and magnetic force can use one of these two types of magnetic clutches. The aforementioned lever-type magnetic clutch includes a lever, a clutch cable, and a magnetic clutch switch. The lever is mounted and fixed on the control panel of the intelligent control system. The clutch cable is threaded through a conduit between the lever and the magnetic clutch switch, with one end connected to the lever and the other end connected to the magnetic clutch switch. When the submersible piston and magnetic force work together to drive the engine and require starting, the lever is pulled to the start position. The lever pulls the clutch cable, which in turn pulls the linkage drive mechanism on the magnetic clutch switch. The linkage drive mechanism pulls the connecting rods on the two semi-circular drive magnet rings together, causing the two semi-circular drive magnet rings to align and form a complete circular drive. The magnetic rings and linkage drive mechanism lock two semi-circular drive magnetic rings in a mating state, creating a precise coupling relationship between the drive magnet and the rotating magnet. When the submersible piston and magnetic force work together to drive the engine and need to stop, pulling the control lever to the stop position pulls the clutch cable in the opposite direction. The clutch cable pulls the linkage drive mechanism on the magnetic clutch switch, which in turn pulls the connecting rods on the two semi-circular drive magnetic rings to separate them. This causes the two semi-circular drive magnetic rings to separate, and consequently, the drive magnet and the rotating magnet to separate, weakening and eliminating the magnetic force between them. The linkage drive mechanism then locks the two semi-circular drive magnetic rings in the separated state. The described push-button magnetic clutch includes a start button, a stop button, a motor, a motor drive mechanism, a motor intelligent switch, a clutch cable, and a magnetic clutch switch. The start and stop buttons are mounted on the control panel of the intelligent control system. The motor, motor drive mechanism, and motor intelligent switch are mounted on the engine base. The clutch cable is threaded through a conduit between the motor drive mechanism and the magnetic clutch switch, with one end connected to the motor drive mechanism and the other end connected to the magnetic clutch switch. The start and stop buttons are connected to the motor intelligent switch via the intelligent control system. The motor intelligent switch controls the start and stop of the motor. When the submersible piston and magnetic force work together to drive the engine and require starting, pressing the start button activates the motor intelligent switch, which starts the motor. The drive wheel on the motor shaft pulls the clutch cable via the motor drive mechanism. The clutch cable pulls the linkage drive mechanism on the magnetic clutch switch, which in turn pulls two half-clutches. The connecting rod on the circular drive magnet ring closes, causing the two semi-circular drive magnet rings to align and form a complete circular drive magnet ring. This creates a precise coupling relationship between the drive magnet and the rotating magnet. When the clutch cable is pulled to the exact distance that the two semi-circular drive magnet rings are in the locked, the intelligent motor switch controls the motor to stop. When the submersible piston and magnetic force work together to drive the engine and need to stop, pressing the stop button starts the intelligent motor switch. The drive wheel on the motor shaft pulls the clutch cable in the opposite direction through the motor drive mechanism. The clutch cable pulls the connecting rod drive mechanism on the magnet clutch switch, which pulls the two semi-circular drive magnet rings apart. The drive magnet and the rotating magnet then separate. The connecting rod drive mechanism locks the two semi-circular drive magnet rings in the separated state, and the intelligent motor switch controls the motor to stop. The push-button magnetic clutch is connected to the intelligent control system and is controlled by the intelligent control system.

10. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned starting and braking system is a control system that provides auxiliary thrust to the engine's rotating disc when the submersible piston and magnetic force work together to start the engine, and effectively brakes the engine's rotating disc when the engine stops. It includes a starting and braking controller and a starting and braking disc. The starting and braking controller includes a motor, a motor intelligent switch, a starting gear, a starting gear connecting mechanism, brake pads, a brake pad drive mechanism, a start button, and a stop button. The motor and motor intelligent switch are integrated into the lower part of the starting and braking controller housing, while the starting gear, starting gear connecting mechanism, brake pads, and brake pad drive mechanism are integrated into the upper part of the starting and braking controller housing. The start button and stop button... The button is mounted and fixed on the control panel of the intelligent control system, and is integrated with the start and stop buttons of the push-button magnetic clutch into the same set of buttons. The intelligent control system is connected to the starting and braking system via a control cable, and implements linkage control with the starting and braking system. Each starting and braking disc is controlled by two symmetrically mounted starting and braking controllers, which are mounted and fixed on the engine base. When the engine needs to be started, driven by the submersible piston and magnetic force, first, the magnetic clutch lever is pulled to the start position, so that the two semi-circular drive magnet rings match and the drive magnet and rotating magnet are in a precise coupling state. Then, the start button is pressed. Press the button, and the intelligent control system controls the motor in the start and brake controller to start via the intelligent motor switch. The motor drives the start gear to mesh with the outer gear of the start and brake disc through the start gear connecting mechanism, driving the start and brake disc, along with the engine rotating disc and the engine central shaft, to rotate. When the speed sensor of the intelligent control system detects that the engine speed has reached the set speed, the intelligent control system controls the motor to drive the start gear connecting mechanism to pull the start gear away from the start and brake disc, and controls the motor to shut down via the intelligent motor switch, and the engine begins normal operation. When the engine needs to be stopped due to the combined action of the submersible piston and magnetic force, first, pull the magnetic clutch control lever. When the engine reaches the stop position, the two semi-circular drive magnet rings separate, and the drive magnet separates from the rotating magnet. Then, when the brake button is pressed, the intelligent control system controls the motor in the start and brake controller to start via the motor intelligent switch. The motor drives the brake pads in a disc braking manner, pushing the two brake pads to slowly clamp the start and brake discs until the engine rotating disc stops smoothly. When the speed sensor of the intelligent control system detects that the engine speed is zero, the intelligent control system controls the two brake pads of the brake pad drive mechanism to continue clamping the start and brake discs to prevent the engine rotating disc from rotating, and controls the motor to shut down via the motor intelligent switch.

11. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The intelligent control system is a computer control system that controls the starting and braking of the submersible piston and magnetically driven engine, monitors the speed of the engine and multi-stage gearbox, and monitors and controls the operating status of the driven equipment. It includes a motherboard, a central processing unit (CPU), a memory, a display, input / output interfaces, a control box, a control panel, a start button, a brake button, a green safety indicator light, a red fault warning indicator light, an alarm buzzer, a speed sensor, relevant sensors for monitoring the operating status of the driven equipment, control cables, power cables, and an external power supply. When the submersible piston and magnetically driven engine, multi-stage gearbox, and driven equipment are operating normally, the green safety indicator light illuminates, and the red fault warning indicator light goes out. When a fault occurs in the starting and braking system, the engine or multi-stage gearbox speed becomes abnormal, or the operating status of the driven equipment becomes abnormal, the green safety indicator light goes out, the red fault warning indicator light illuminates, and the alarm buzzer sounds. The control box of the intelligent control system is mounted and fixed on the engine base. The intelligent control system controls the push-button magnetic clutch and the intelligent motor switch in the start and brake controller, and receives, processes, stores, and displays the monitoring data from various sensors in real time.

12. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned serrated arc-shaped cylindrical magnetic pole refers to a rotating magnet whose magnetic end portion is made into an arc-shaped cylindrical shape. Using the center line of the arc-shaped cylindrical magnetic pole as a boundary, one half of the magnetic end portion is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in a surface of the entire arc-shaped cylindrical magnetic end portion consisting of a smooth cylindrical surface and a serrated cylindrical surface. The radius of curvature of the entire arc-shaped cylindrical magnetic end portion is less than or equal to the radius of the inner edge of the driving magnet ring. The edge of the smooth portion of the magnetic end portion maintains a smooth state with its magnetic cylindrical surface, without sharp edges or corners. This allows the magnetic induction intensity of the smooth portion of the magnetic end portion to be uniformly distributed along its radial direction. The serrated magnetic end portion has several sharp edges and corners, making the serrated magnetic end portion... The part with the greatest magnetic induction intensity in its radial direction has a magnetic field strength that weakens when the driving magnet pole encounters the smooth end of the rotating magnet pole and strengthens when it encounters the sawtooth end of the rotating magnet pole during the rotation of the rotating magnet ring. That is, the magnetic induction intensity of half of the smooth rotating magnet pole is uniformly distributed along the radial direction of the arc-shaped cylindrical pole, while the other half of the sawtooth rotating magnet pole has the greatest magnetic induction intensity. This constitutes a magnetic field in which the magnetic induction intensity of a rotating magnet pole can change and be controlled in its rotation direction. Therefore, during the rotation of the rotating magnet ring, when a rotating magnet pole moves relative to a driving magnet pole, the corresponding two poles can generate an attractive or repulsive force with changing magnetic force.

13. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned serrated spherical magnetic poles refer to the rotating magnet's magnetic end portions being made into spherical shapes. With the center line of the spherical magnetic poles as the boundary, one half of the spherical magnetic end portion is made into a smooth magnetic pole, and the other half into a serrated magnetic pole. This results in the entire spherical magnetic end portion forming a surface where one half is a smooth magnetic pole and the other half is a serrated magnetic end portion. The radius of curvature of the entire spherical magnetic end portion is less than or equal to the radius of the inner edge of the driving magnet ring. The edges of the smooth portion of the magnetic end portion maintain a smooth state with its magnetic cylinder surface, without edges or corners, allowing light to pass through. The magnetic induction intensity of the magnetic pole of the smooth part is uniformly distributed along its radial direction. The magnetic pole of the sawtooth part has several sharp edges and corners. The magnetic induction intensity of the sawtooth magnetic pole is the largest in its radial direction. This constitutes a magnetic field in which the magnetic induction intensity of the rotating magnet pole changes and can be controlled in its rotation direction. Therefore, during the rotation of the rotating magnet ring, the magnetic force weakens when the driving magnet pole encounters the magnetic pole of the smooth part of the rotating magnet pole, and strengthens when it encounters the magnetic pole of the sawtooth rotating magnet pole.

14. The submersible piston and magnetically driven engine according to claim 1, characterized in that, The aforementioned long-legged serrated oblique side magnetic pole refers to a design where, when using a U-shaped permanent magnet as the driving magnet, the two magnetic pole ends of the driving magnet are made into a "long-legged" shape, with the "toes" of the two magnetic pole ends pointing in opposite directions and outwards. The 1 / 3-1 / 2 portion of the "heel" end of the "long-legged" magnetic pole end is made into an oblique plane at a 45-degree angle or other acute angle to the plane of the magnetic pole end. The edge of the oblique plane remains smooth with the surface of the magnet cylinder, without sharp lines or corners, so that the magnetic force rapidly weakens when the rotating magnet pole passes through the oblique plane magnetic pole end. The 2 / 3-1 / 2 portion of the long-legged magnetic pole end along the "toe" direction is made into a serrated shape, and the "toe tip" is made into several cones. The sharp, pointed shape allows the serrated magnetic pole ends of the 2 / 3-1 / 2 section to have the greatest magnetic induction intensity. The rotating magnet experiences maximum attraction when its pole approaches the opposite pole of the driving magnet ("toe") and passes the serrated magnetic pole ends of the 2 / 3-1 / 2 section. As the rotating magnet continues to move towards the inclined plane magnetic pole in the "heel" direction, the attraction between the driving magnet pole and the rotating magnet pole in the inclined plane section weakens rapidly. This causes the attraction between the rotating magnet pole and the opposite direction of rotation to weaken rapidly, allowing the rotating magnet to rotate quickly. When the rotating magnet approaches and passes the other like pole of the driving magnet ("heel") in the inclined plane direction, the attraction between the driving magnet pole and the like pole weakens rapidly. The repulsive force of the rotating magnet's poles is minimal. The maximum repulsive force is obtained when the rotating magnet continues to rotate and passes and leaves the "toe" direction of the driving magnet's pole. During this process, one pole of the rotating magnet and the two poles of the driving magnet form a pulling-pull relationship. Each rotating magnet pole and the two driving magnet poles generate a pulling-pull force, thus forming a powerful rotational resultant force that jointly drives the rotating magnet ring to rotate. This configuration of the rotating and driving magnet poles causes a change in magnetic induction intensity between them along the rotation direction of the rotating magnet ring. A controllable magnetic field is created, which maximizes the attraction when the opposite poles of the rotating magnet and the driving magnet meet, minimizes the attraction when they separate, minimizes the repulsion when they meet, and maximizes the repulsion when they separate. This effectively improves the driving efficiency between the poles of the rotating magnet and the driving magnet, and also increases the rotational torque of the rotating magnet ring. When using bar permanent magnets as the driving magnet, the ends of the two opposite-pole bar permanent magnets are made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles are arranged in the same way as U-shaped permanent magnet poles, forming the same structural shape as U-shaped permanent magnets.

15. A method for generating power in an engine using a submersible piston and magnetic force in synergistic drive as described in any one of claims 1-14, characterized in that, This includes a method for constructing a two-stage continuous push-pull coupling cooperative drive mechanism between the driving magnet and the rotating magnet, a method for calculating and determining the power of a submerged piston and magnetic force cooperative drive engine, a method for controlling the rotation direction of the engine's rotating disk, a method for constructing a bar magnet magnetic pole coupling cooperative drive mechanism, and a method for series operation with the same frequency, direction, and axis. The method for constructing the two-stage continuous push-pull coupled collaborative driving mechanism includes the following specific methods: (1) Calculation and determination of the number of driving magnets and rotating magnets. The method for calculating the number of rotating magnets and driving magnets is as follows: after determining the outer radius of the rotating magnet ring and the inner radius of the driving magnet ring, calculate the circumference of the inner edge of the driving magnet ring based on the inner radius of the driving magnet ring. Based on the principle of uniformly distributing the driving magnet poles on the driving magnet ring and constructing a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, calculate and determine the number of driving magnets based on the size of the driving magnets. Then, based on the outer radius of the rotating magnet ring, calculate the circumference of the outer edge of the rotating magnet ring. Based on the principle of uniformly distributing the rotating magnet poles on the rotating magnet ring and constructing a two-level continuous push-pull coupling cooperative driving relationship between the rotating magnet poles and the driving magnet poles, calculate and determine the number of rotating magnets based on the size of the rotating magnets. (2) Construction of a two-stage continuous push-pull coupling and synergistic driving mechanism: The two-stage continuous push-pull coupling and synergistic driving mechanism between the rotating magnet poles and the driving magnet poles refers to the following: After the two rows of driving magnet poles on the driving magnet ring form a coupling correspondence with the N pole and S pole of the rotating magnet on the rotating magnet ring, respectively, when the rotational torque between the two poles of the first driving magnet in the first row of driving magnets and the corresponding two rotating magnet poles is the minimum, the rotational torque between the adjacent driving magnet poles on both sides of the driving magnet and their corresponding rotating magnet poles is the maximum, driving the rotating magnet ring to rotate. This process continues, thus forming the first-stage continuous push-pull coupling and synergistic driving relationship. At the same time, when the first row of... When the rotational torque between the two magnetic poles of the driving magnet and the corresponding two rotating magnet poles is at its minimum, the rotational torque between the first magnetic pole of the second adjacent column of the driving magnet and its corresponding rotating magnet pole is at its maximum, driving the rotating magnet ring to rotate. This process continues, thus forming a second-level continuous push-pull coupling cooperative driving relationship. By constructing a two-level continuous push-pull coupling cooperative driving mechanism, the magnetic pole driving efficiency between all driving magnets and rotating magnets reaches its maximum, and the rotational stability of the rotating magnet ring reaches its highest level. This greatly improves the magnetic utilization rate between the rotating magnet and the driving magnet, and improves the operating efficiency and operating stability of the submersible piston and the magnetically driven engine. (3) The arrangement, installation, and power generation of the driving magnets and rotating magnets under the two-stage continuous push-pull coupling and synergistic driving mechanism: When both the driving magnets and rotating magnets are U-shaped permanent magnets, two rows of driving magnets are arranged and installed parallel and uniformly on the magnet slots on both sides of the inner edge of the driving magnet ring. The N and S poles of all rotating driving magnets in the same row are arranged in the same direction, but the N and S poles of the first and second rows of driving magnets are arranged in the opposite order. All driving magnet poles face the center direction of the inner edge of the driving magnet ring. Rotating magnets are arranged and installed parallel and uniformly on the magnet slots on the outer edge of the rotating magnet ring, which is perpendicular to the rotation plane of the rotating magnet ring. All rotating magnet poles face outward along the radius of the rotating magnet ring. All rotating magnet N and S poles face the center direction of the inner edge of the rotating magnet ring. The S-pole orientations are identical, ensuring the plane formed by the two poles of the rotating magnet is perpendicular to the plane formed by the poles of the two columns of driving magnets. Furthermore, each column of driving magnets has only one pole coupled to one pole of the rotating magnet. To construct a two-stage continuous push-pull coupled cooperative driving mechanism, a staggered arrangement of the driving and rotating magnets within the same column is adopted. Specifically, when the two poles of the first driving magnet in each column are precisely coupled to the two corresponding rotating magnet poles, the two poles of the second driving magnet in that column are aligned with the midpoints of two adjacent rotating magnet poles. Finally, the two poles of the third driving magnet in that column are precisely coupled to the two corresponding rotating magnet poles. In this alternating staggered arrangement, the two poles of the fourth driving magnet in the first column are positioned precisely at the midpoint of the poles of two adjacent rotating magnets. All the driving magnets in the first column are then arranged in this manner. When the two poles of the first driving magnet in the first column are perfectly coupled to the two corresponding rotating magnet poles, one pole of the driving magnet and the rotating magnet pole have the greatest attractive force in the radial direction of the rotating magnet ring, while the other pole of the driving magnet and the rotating magnet pole have the greatest repulsive force in the radial direction of the rotating magnet ring. This results in the minimum rotational torque exerted by the driving magnet pole on the rotating magnet pole, and the state is unstable. However, at this time, the two poles of the second driving magnet are precisely positioned at the midpoint of the poles of two adjacent rotating magnets. In the middle, the rotating magnet poles are simultaneously subjected to the repulsive force of one driving magnet pole and the attractive force of another driving magnet pole. This causes the driving magnet pole to exert the maximum rotational torque on the rotating magnet pole, driving the rotating magnet and the rotating magnet ring to rotate. As the rotating magnet ring continues to rotate, when the two poles of the first driving magnet are respectively in the exact middle of two adjacent rotating magnet poles, the driving magnet pole exerts the maximum rotational torque on the rotating magnet pole. At this time, the two poles of the second driving magnet are exactly coupled to the two corresponding rotating magnet poles, and the rotational torque exerted by the driving magnet pole on the rotating magnet pole is minimal and in an unstable state. During the rotation of the rotating magnet ring, within the same column of driving magnets...When half of the driving magnet poles and half of the rotating magnet poles are coupled and correspond exactly, and the rotational torque is minimal and the system is unstable, then the other half of the driving magnet poles is positioned exactly between two adjacent poles of the other half of the rotating magnets, and the rotational torque is maximum. This ensures that the driving magnet poles continuously and stably drive the rotating magnet poles to rotate without stopping. This staggered arrangement of the driving and rotating magnets in the same column constitutes the first-stage continuous push-pull coupling cooperative driving mechanism. Meanwhile, to improve the driving efficiency of the driving magnet on the rotating magnet and the continuity and stability of the rotating magnet ring's rotation, as well as to increase the torque and output power of the rotating magnet ring, a method of staggered arrangement of two rows of driving magnets and rotating magnets is adopted. That is, each driving magnet in the first row and each driving magnet in the second row are staggered and installed in two rotation planes, and the staggered distance is exactly half the distance between the geometric centers of the magnetic pole ends of two adjacent rotating magnets in the same row. When the two magnetic poles of the first driving magnet in the first row are exactly coupled to the corresponding magnetic poles of the rotating magnet, and the rotational torque is minimal and in an unstable state, then the second driving magnet in the second row... A driving magnet has two poles positioned exactly between the poles of two adjacent rotating magnets in the same plane, and the driving magnet exerts maximum rotational torque on the rotating magnet, driving the rotating magnet ring to rotate. As the rotating magnet ring continues to rotate, when the two poles of the first driving magnet in the second column are exactly coupled to the corresponding rotating magnet pole, and the rotational torque is minimum and in an unstable state, then the two poles of the first driving magnet in the first column are exactly between the poles of two adjacent rotating magnets in the same plane, and the driving magnet exerts maximum rotational torque on the rotating magnet, driving the rotating magnet ring to rotate. This... The staggered arrangement of the two rows of driving magnets and rotating magnets constitutes the second-stage continuous push-pull coupling and cooperative driving mechanism. Under this mechanism, the magnetic poles of the driving magnets continuously, stably, and efficiently drive the rotating magnets to rotate, which in turn drives the rotating magnet ring, the engine rotating disk, and the engine central shaft to rotate. The drive wheel on the engine central shaft drives the power input wheel of the multi-stage gearbox to rotate. After speed change by the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus driving the equipment to work. The two-stage linkage between the driving magnets and rotating magnets... The construction of the push-pull coupling collaborative drive mechanism greatly improves the magnetic drive efficiency between the drive magnet and the rotating magnet and the output power of the engine, and improves the continuity and stability of the operation of the rotating magnet ring and the engine. When the drive magnet and the rotating magnet are bar permanent magnets, the two bar permanent magnets must be constructed in the same way as the U-shaped permanent magnet according to the magnetic pole combination of the N pole and the S pole of the U-shaped permanent magnet. When the bar permanent magnets are arranged and installed on the rotating magnet ring and the drive magnet ring, they must be installed in the same way as the U-shaped permanent magnet according to the arrangement order and installation method of the N pole and the S pole of the U-shaped permanent magnet to form the same structure and function as the U-shaped permanent magnet. The method for calculating and determining the power of the submersible piston and magnetically driven engine includes the following specific methods: (1) The method for determining the rotational power generated by the submersible piston and magnetic force co-driving the engine is as follows: the power generated by the reciprocating motion of the submersible piston in the piston cylinders on both sides of the vertical axis of the engine is the rotational torque formed by the torque difference generated by the reciprocating motion of the submersible piston in the piston cylinders on both sides of the vertical axis of the engine and the gravitational torque difference generated by the liquid circulation in the gravity box on both sides of the vertical axis of the engine, and the vector sum of the rotational torque exerted by the driving magnet on the driving magnet ring on the rotating magnet ring. The method for generating rotational torque using a submersible piston involves designing and manufacturing the piston so that the buoyancy force from the liquid is greater than its own weight. This ensures the submersible piston always has the ability to float in the liquid within its piston cylinder. The motion of each submersible piston is precisely controlled by a piston motion controller and a piston angle control switch. Under the combined effect of liquid buoyancy and their own weight, all submersible pistons sequentially and rhythmically circulate within their respective piston cylinders. When the engine's rotating disc rotates clockwise, the submersible piston located on the right side below the horizontal plane of the engine's central axis... When the piston approaches the lower right side of the engine's central shaft, the piston angle control switch drives the piston motion controller to release the submersible piston. Under the influence of fluid buoyancy, the submersible piston rapidly moves towards the outer edge of the central shaft hub platform. When the submersible piston reaches the outer edge of the central shaft hub platform, the piston motion controller automatically locks it, reducing the lever arm and torque of the submersible piston. As the engine's rotating disc continues to rotate, all submersible pistons located on the left side of the engine's central shaft are locked at the outer edge of the central shaft hub platform, minimizing the vector sum of the torques of all submersible pistons on the left side of the engine's central shaft. When the submersible piston, located on the left side above the horizontal plane of the engine's central axis, approaches the left side of the vertical line above the engine's central axis, the piston angle control switch drives the piston motion controller to release the submersible piston. Under the action of liquid buoyancy, the submersible piston moves rapidly towards the rotating wheel support platform. When the submersible piston reaches the end of the rotating wheel support platform, the piston motion controller automatically locks the submersible piston, increasing its lever arm and torque. As the engine's rotating disc continues to rotate, all submersible pistons located on the right side of the vertical line of the engine's central axis are locked at the end of the rotating wheel support platform, thus locking the right side of the engine's central axis... The vector sum of the torques of all the submerged pistons is maximized, resulting in the maximum torque and torque difference between the submerged pistons on both sides of the vertical axis of the engine. This persistent torque and torque difference causes the submerged pistons to apply greater torque to the piston cylinder on the side with the higher torque, driving the piston cylinder and gravity box to rotate continuously and stably clockwise. This, in turn, causes the engine's rotating disk and engine axis to rotate clockwise, outputting power. When the engine's rotating disk rotates counterclockwise, the submerged pistons generate rotational power in the same way as when it rotates clockwise. Regarding the method of generating rotational torque in the piston cylinder and gravity box, when the engine rotating disk rotates clockwise, all outer gravity boxes point clockwise, while the inner gravity box points in the opposite direction. During the rotation of the engine rotating disk, the liquid in the outer gravity box and piston cylinder located to the left of the engine's central axis always flows towards the inner gravity box, reducing the lever arm between the piston cylinder and the center of mass of the liquid in the gravity box, and thus reducing the gravitational torque of the liquid's center of mass. As the engine rotating disk continues to rotate, the liquid in all the outer gravity boxes and piston cylinders located to the left of the engine's central axis flows sequentially towards the inner gravity box, minimizing the vector sum of the gravitational torques of all the piston cylinders and liquid centers of mass located to the left of the engine's central axis. Simultaneously, the liquid in the inner gravity box and piston cylinder located to the right of the engine's central axis always flows towards the outer gravity box, reducing the lever arm between the piston cylinder and the center of mass of the liquid in the gravity box. The increase in mass also increases the gravitational torque of the liquid's center of mass. As the engine's rotating disc continues to rotate, the liquid in all the inner gravity boxes and piston cylinders located to the right of the engine's central axis flows sequentially to the outer gravity box. This maximizes the vector sum of the gravitational torques of the centers of mass of the liquids in all the piston cylinders and gravity boxes located to the right of the engine's central axis. This creates a difference in gravitational torque and torque between the centers of mass of the liquids in the gravity boxes and the piston cylinders on both sides of the engine's central axis. It is the continued existence of this difference in gravitational torque and torque that causes the liquid to exert a greater torque on the piston cylinder and gravity box on the side with the greater torque, driving the piston cylinder and gravity box to rotate clockwise, and thus driving the engine's rotating disc and central axis to rotate clockwise, outputting power. When the engine's rotating disc rotates counterclockwise, the method by which the liquid in the piston cylinder and gravity box generates rotational power is the same as when the engine's rotating disc rotates clockwise. Regarding the rotational torque applied by the driving magnet to the rotating magnet, the construction of the two-stage continuous push-pull coupling cooperative driving mechanism or the construction of the bar magnet magnetic pole coupling cooperative driving mechanism enables the driving magnet pole to apply rotational torque to the rotating magnet pole in the tangential direction of the rotating magnet pole's rotation, continuously driving the rotating magnet to rotate, and causing the rotating magnet ring, along with the engine rotating disk and the engine central shaft, to rotate, thus outputting power externally. Therefore, the method of generating rotational power by the submerged piston and magnetic force co-driving the engine is to create a power engine composed of a piston cylinder and a gravity box and the liquid inside, a submerged piston, a driving magnet and a rotating magnet, which effectively converts gravitational potential energy, buoyancy potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine's rotating disk and the engine's central shaft to rotate, providing power to the driven equipment. (2) Calculate and determine the specific data of the power contribution elements, including the inner and outer radii of the rotating wheel ring, the number of piston cylinders and gravity boxes, the length, shape, diameter, and capacity of each piston cylinder and gravity box, the weight and liquid level of the liquid in the piston cylinder and gravity box, the shape, volume, and weight of the submerged piston or submerged piston string, the inner radius of the driving magnet ring, the outer radius of the rotating magnet ring, and the number, size, shape, and performance indicators of the driving magnet and rotating magnet as contributing factors to improve engine power. These factors determine the speed and power of the submerged piston and magnetically driven engine. After the design speed and design power of the submerged piston and magnetically driven engine are determined, firstly, calculate and determine the inner and outer radii of the rotating wheel ring, which are the inner radius of the driving magnet ring, the outer radius of the rotating magnet ring, and the number, size, shape, and performance indicators of the driving magnet and rotating magnet. The calculation and determination of the number of rotating magnets and the length of the piston cylinder provide a basis for the calculation and determination of the number, shape, diameter and capacity of the piston cylinder and gravity box. Then, the calculation and determination of the weight and liquid level of the liquid in the piston cylinder and gravity box, as well as the power generated by the liquid circulation flow, provide a basis for the calculation and determination of the buoyancy of the submersible piston, its own weight, the cycle of the submersible piston, and the power generated by the reciprocating motion of the submersible piston. In order to accurately calculate the specific data of each power contribution element, a speed model and power model of the submersible piston and magnetic force co-drive engine are constructed. Through multiple iterative calculations, the specific data of each power contribution element that meets the engine design speed and design power requirements can be calculated and determined. (3) Calculate and determine the power of the submersible piston and magnetically driven engine. The power of the submersible piston and magnetically driven engine is the sum of the power generated by the reciprocating motion of all submersible pistons, the power generated by the circulating flow of liquid in all piston cylinders and gravity boxes, and the power generated by the rotational torque applied by all driving magnets to the rotating magnets. Therefore, after determining the specific data of each power contribution element, it is necessary to calculate and determine the magnitude of these three powers. The specific calculation and determination methods include: The power generated by the reciprocating motion of all submersible pistons is calculated using the torque formula M. 活 =F×L, where M 活 The torque is the torque of the submerged piston's center of mass, F is the weight of the submerged piston's center of mass, and L is the vector distance between the submerged piston's center of mass and the vertical line of the engine's central axis. Based on the method of generating rotational torque by the submerged piston, the torque difference ΔM generated by all submerged pistons on the left and right sides of the vertical line of the engine's central axis is... 活 for: Among them, F 活 L is the weight of the submerged piston center in each piston cylinder, and the weight of the submerged piston center in each piston cylinder is equal. 右i L is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder to the right of the engine's central axis and the vertical line of the engine's central axis. 左i This is the vector distance between the center of mass of the submerged piston in the i-th piston cylinder on the left side of the engine's central axis and the vertical line of the engine's central axis. n is the number of piston cylinders on one side of the engine's central axis. Once the number of piston cylinders, the lever arm length of the submerged piston's center of mass, and the weight of the submerged piston's center of mass are determined, the torque difference between the submerged pistons on the left and right sides of the engine's central axis can be calculated. This torque difference is then calculated using the engine power calculation formula P. 活 =ΔM 活 ×N / 9549, where P 活 Let N be the power generated by the cyclic reciprocating motion of all submersible pistons, and let N be the engine speed. Once the engine speed is determined, the engine power driven by the submersible pistons can be calculated using the engine power calculation formula. The power generated by the circulating liquid in all piston cylinders and gravity boxes is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the center of mass of the piston cylinder and the liquid in the gravity box, F be the weight of the center of mass of the piston cylinder and the liquid in the gravity box, and L be the vector distance between the center of mass of the piston cylinder and the liquid in the gravity box and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the piston cylinder and the liquid in the gravity box, the difference in gravitational torque generated by all piston cylinders and the liquid in the gravity box on both sides of the vertical line of the engine's central axis is: Where, ΔM 液 F represents the difference in gravitational torque between all piston cylinders on both sides of the vertical axis of the engine and the center of mass of the liquid in the gravity box. 液 L is the weight of each piston cylinder and the center of mass of the liquid in the gravity box. The weight of each piston cylinder and the center of mass of the liquid in the gravity box is equal. 右i L is the vector distance between the i-th piston cylinder to the right of the vertical line of the engine's central axis and the center of mass of the liquid in the gravity box and the vertical line of the engine's central axis. 左i This is the vector distance between the i-th piston cylinder on the left side of the vertical axis of the engine and the center of mass of the liquid in the gravity box, and the vertical axis of the engine's central axis. n is the number of piston cylinders on one side of the vertical axis of the engine's central axis. Once the number, length, shape, volume, and weight of the liquid in the piston cylinders and gravity boxes are determined, the gravitational torque difference between the center of mass of the liquid in the gravity box and the piston cylinders on the left and right sides of the vertical axis of the engine can be calculated. Based on the engine power calculation formula P... 液 =ΔM 液 ×N / 9549, where P 液 Let N be the power generated by the fluid circulation in all piston cylinders and gravity boxes, and let N be the engine speed. Once the engine speed is determined, the power generated by the fluid circulation in the piston cylinders and gravity boxes can be calculated using the engine power calculation formula. The power generated by the rotational torque applied by the driving magnet to the rotating magnet is calculated using the torque formula M = F × L, where M is the torque of the rotating magnet pole, F is the rotational torque applied by the driving magnet pole to the rotating magnet pole in the tangential direction of the rotating magnet pole's rotation, and L is the perpendicular distance between the rotating magnet pole and the centerline of the engine's central axis. The vector sum of the torques of all the rotating magnet poles on the rotating magnet ring is... Among them, M 磁 F is the vector sum of the torques of all the rotating magnet poles on the rotating magnet ring. i L is the rotational torque exerted by the driving magnet on the i-th rotating magnet pole of the rotating magnet ring. i Let M be the perpendicular distance between the i-th rotating magnet pole on the rotating magnet ring and the centerline of the engine's central axis, and n be the number of rotating magnet poles on the rotating magnet ring. Since all rotating magnets on the rotating magnet ring have the same weight, size, shape, and performance specifications, and all driving magnets on the driving magnet ring also have the same weight, size, shape, and performance specifications, the rotational torque exerted by each driving magnet on each rotating magnet pole is the same. The direction of this rotational torque is the tangent to the rotation of the rotating magnet pole and is perpendicular to the line connecting the rotating magnet pole to the centerline of the engine's central axis. The perpendicular distance between each rotating magnet pole and the centerline of the engine's central axis is equal, meaning the lever arm of each rotating magnet pole is equal. Therefore, M... 磁 =nFL, according to the engine power calculation formula P 磁 =M 磁 ×N / 9549, where P 磁 Let N be the engine speed, and N be the power generated by the rotational torque applied by all the driving magnets to all the rotating magnets. Once the engine speed is determined, the power generated by the rotational torque applied by all the driving magnets to all the rotating magnets can be calculated using the engine power calculation formula. Therefore, the power P of the engine driven by the submerged piston and magnetic force is P = P 活 +P 液 +P 磁 However, because all the piston cylinders and the liquid in the gravity box rely on their own circulation, a gravitational torque difference can be generated on both sides of the engine's central axis. This drives the piston cylinders and gravity box, along with the engine's rotating disk and central axis, to rotate, outputting power. After the driving magnet applies rotational torque to the rotating magnet, on the one hand, it directly drives the rotating magnet ring, along with the engine's rotating disk and central axis, to rotate, forming the power of the submerged piston and magnetic force working together to drive the engine. On the other hand, a small portion of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the piston cylinders. The rotational speed of the gravity box accelerates the cycle of liquid circulation within the piston cylinder and gravity box, achieving a "leveraging effect" and enabling coordinated operation between the driving magnet and rotating magnet, the piston cylinder and the liquid in the gravity box, and the submerged piston. This establishes a correlation between the driving magnet and rotating magnet and the piston cylinder and the liquid in the gravity box, as well as the submerged piston. Therefore, in the speed and power models of the submerged piston and magnetically driven engine, the correlation element between the driving magnet and rotating magnet and the piston cylinder and the liquid in the gravity box, as well as the submerged piston, is added. When the calculated power of the submersible piston and magnetically driven engine cannot meet the engine's design power, it is necessary to readjust the specific data of the power contribution elements. This can be achieved by using the submersible piston and magnetically driven engine speed model and power model for multiple iterative calculations until the calculated power of the submersible piston and magnetically driven engine meets the engine's design power. After the submersible piston and magnetically driven engine is manufactured, it is necessary to use a torque tester and a power measuring instrument to actually measure and calibrate the engine's torque and power. The aforementioned method for controlling the rotation direction of the engine rotating disc includes the following specific methods: The rotational power of the engine's rotating disc originates from the combined force of three forces: the rotational torque generated by the reciprocating motion of the submerged piston in the piston cylinder, the rotational torque generated by the circulating liquid in the piston cylinder and gravity box, and the rotational torque applied by the driving magnet to the rotating magnet. Therefore, it is essential to ensure that these three rotational torques, all with the same direction, form an effective combined force to collaboratively drive the engine's rotating disc and the engine's central shaft to rotate, thereby outputting power. (1) The rotation direction of the engine's rotating disc is controlled by the direction indicated by the outer gravity boxes. When all the outer gravity boxes are installed clockwise, the liquid in the outer gravity box and piston cylinder located on the left side of the engine's central axis always flows towards the inner gravity box. This reduces the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinders on the left side of the engine's central axis. Since the weight of the liquid in each gravity box and piston cylinder is the same and constant, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinders on the left side of the engine's central axis decreases. At the same time, the liquid in the inner gravity box and piston cylinder located on the right side of the engine's central axis always flows towards the outer gravity box. This increases the lever arm of the center of mass of the liquid in all the gravity boxes and piston cylinders on the right side of the engine's central axis. Therefore, the sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and piston cylinders increases. This makes the engine... The sum of the gravitational moments of the center of mass of the liquid in the piston cylinder and the gravity box on the right side of the vertical axis of the engine center is greater than the sum of the gravitational moments of the center of mass of the liquid in the piston cylinder and the gravity box on the left side. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes and the piston cylinder on the left and right sides of the vertical axis of the engine center. It is this difference in gravitational moment and torque that causes the liquid in the piston cylinder and the gravity box to exert a greater torque on the side with the greater gravitational moment, namely the piston cylinder and the outer gravity box on the right side of the vertical axis of the engine center. This drives the piston cylinder and the gravity box to rotate clockwise, and drives the engine disk and the engine center axis to rotate clockwise. Conversely, when all the outer gravity boxes are installed in a counterclockwise direction, the engine disk and the engine center axis rotate counterclockwise. Therefore, the direction pointed to by the outer gravity boxes is the direction of rotation of the engine disk and the engine center axis. (2) The rotation direction of the engine rotating disk is controlled by the starting angle and starting position of the submersible piston. After the direction indicated by the external gravity box is determined, when the engine rotating disk rotates clockwise, and the submersible piston is located at the outer end of the piston cylinder and moves to below the horizontal plane of the engine central axis and close to the right side of the vertical line of the engine central axis, the starting angle and corresponding position of the submersible piston close to the right side of the vertical line of the engine central axis are taken as the starting angle and starting position of the submersible piston. The piston fixed angle control switch controls the piston motion controller to release the submersible piston. Under the action of liquid buoyancy, the submersible piston begins to move towards the engine central axis and is locked by the piston motion controller located at the inner end of the piston cylinder, so that the submersible piston... As the lever arm of the piston's center of mass decreases, the torque of the submerged piston's center of mass also decreases. As the engine's rotating disc rotates clockwise, all submerged pistons located to the left of the engine's central axis move sequentially towards the engine's central axis and lock into the inner end of the piston cylinder. This minimizes the vector sum of the torques of all submerged pistons to the left of the engine's central axis. When the submerged piston is located at the inner end of the piston cylinder and has moved above the horizontal plane of the engine's central axis and is close to the left of the engine's central axis, the starting angle and starting position of the submerged piston are taken as the starting angle and starting position of the submerged piston near the left of the engine's central axis. The piston fixed angle control switch controls the piston motion controller to release the submerged piston. Under the influence of buoyancy, the piston begins to move towards the rotating wheel support platform and is locked by the piston motion controller located at the outer end of the piston cylinder. This increases the lever arm of the submerged piston's center of mass, and consequently, the torque of the submerged piston's center of mass. As the engine's rotating disc continues to rotate clockwise, all submerged pistons located on the right side of the engine's central axis move sequentially towards the rotating wheel support platform and are locked at the outer end of the piston cylinder. This maximizes the vector sum of the torques of all submerged pistons on the right side of the engine's central axis. Consequently, the vector sum of the torques of all submerged pistons on the right side of the engine's central axis is greater than the vector sum of the torques of all submerged pistons on the left side of the engine's central axis, thus causing the engine... The submersible pistons on the left and right sides of the vertical axis of the engine center create a torque difference and a torque difference. It is this torque difference and torque difference that causes the submersible piston to apply a greater torque to the piston cylinder on the side with greater torque, that is, the right side of the vertical axis of the engine center, thereby driving the piston cylinder to rotate clockwise, and driving the engine disc and the engine center axis to rotate clockwise. This makes the direction of the rotational torque generated by the reciprocating motion of the submersible piston consistent with the direction of the rotational torque generated by the piston cylinder and the circulating flow of liquid in the gravity box. Conversely, when the engine disc rotates counterclockwise, the control method for the direction of the rotational torque of the submersible piston is the same as the control method when the engine disc rotates clockwise. (3) Controlling the rotation direction of the rotating magnet ring: After determining the direction of the rotational torque generated by the reciprocating motion of the submerged piston and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder and gravity box, the rotation direction of the rotating magnet ring must be consistent with the direction of the rotational torque generated by the reciprocating motion of the submerged piston and the direction of the rotational torque generated by the circulating flow of liquid in the piston cylinder and gravity box. The construction of the rotating magnet with the serrated arc-shaped cylindrical magnetic pole or the rotating magnet with the serrated spherical magnetic pole and the driving magnet with the long-legged sawtooth-shaped oblique side magnetic pole, as well as the arrangement order of the N pole and S pole of the rotating magnet and the driving magnet, determines the rotation direction of the rotating magnet ring. Therefore, after the shape of the rotating magnet pole and the driving magnet pole is determined, The rotation direction of the rotating magnet ring can be controlled by adjusting the arrangement order of the rotating magnet poles and the driving magnet poles. When the rotating magnet ring needs to rotate clockwise, all driving magnet poles in the first column must be arranged clockwise from the S pole to the N pole, and all driving magnet poles in the second column must be arranged clockwise from the N pole to the S pole. The N poles of all rotating magnet poles should correspond to the first column of driving magnet poles, and the S poles of all rotating magnet poles should correspond to the second column of driving magnet poles. Following this arrangement, when the two poles of the first driving magnet in the first column are perfectly coupled to the two corresponding rotating magnet poles, and the rotational torque is minimal and the ring is in an unstable state, the two poles of the second driving magnet in that column will then... Corresponding to the exact center of two adjacent rotating magnet poles, the left pole of the driving magnet is the S pole, and the two rotating magnet poles corresponding to this S pole are both N poles. The "heel" part of the S pole is an inclined surface. The rotating magnets are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet pole is a smooth curved surface pole, and the right half is a sawtooth pole. This makes the attraction between the left S pole of the driving magnet and the N pole of the rotating magnet to its left greater than the attraction between the left S pole and the N pole of the rotating magnet to its right. The driving magnet is stationary, thus pulling the rotating magnets to rotate clockwise. The right pole of the driving magnet is the N pole, and the two rotating magnet poles corresponding to this N pole are both N poles. The driving magnet poles point to the right. The rotating magnet has a long, serrated, beveled side pole, and the "heel" portion of the N pole is an inclined surface. The inclined surface of the rotating magnet pole to the left of the N pole corresponds to the driving magnet pole, making the repulsive force between the N pole and the N pole of the rotating magnet to its left less than the repulsive force between the N pole of the rotating magnet to its right. This causes the driving magnet to push the rotating magnet to rotate clockwise, forming a push-pull driving relationship between the driving magnet pole and the rotating magnet pole. In the first row of driving magnets, half of the driving magnet poles drive the rotating magnet pole to rotate clockwise. Simultaneously, when the two poles of the first driving magnet in the first row are exactly coupled to the two corresponding rotating magnet poles, and the rotational torque is minimal and in an unstable state...The two poles of the first driving magnet in the second column are positioned precisely between the poles of the two rotating magnets on either side of it. The left side of the first driving magnet in the second column is the N pole, and the right side is the S pole. The rotating magnet poles corresponding to the poles of the driving magnets in the second column are all S poles. The attraction between the left N pole of the first driving magnet and the S pole of the rotating magnet to its left is greater than the attraction between the right S pole and the right S pole of the rotating magnet. Therefore, pulling the rotating magnet to rotate clockwise causes it to rotate. The repulsive force between the right S pole of the driving magnet and the left S pole of the rotating magnet is less than the repulsive force between the right S pole and the right S pole of the rotating magnet. Therefore, pushing the rotating magnet to rotate clockwise causes it to rotate. In the second column of driving magnets, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Therefore, the combined force of the first and second columns of driving magnets drives the rotating magnet to rotate clockwise, which in turn drives the rotating magnet ring and the engine central shaft to rotate clockwise. Similarly, when the rotating magnet ring needs to rotate counterclockwise, if the arrangement order of the magnetic poles of the first and second columns of driving magnets remains unchanged, as long as the S poles of all rotating magnets are aligned with the magnetic poles of the first column of driving magnets, and the N poles of all rotating magnets are aligned with the magnetic poles of the second column of driving magnets, the rotating magnet ring will rotate counterclockwise. Likewise, if the arrangement order of the magnetic poles of the rotating magnets remains unchanged, as long as the magnetic poles of each driving magnet in the first column are arranged clockwise from the N pole to the S pole, and the magnetic poles of each driving magnet in the second column are arranged clockwise from the S pole to the N pole, the rotating magnet ring will also rotate counterclockwise. The method for constructing the bar magnet magnetic pole coupling and cooperative driving mechanism refers to using a bar permanent magnet as both the driving magnet and the rotating magnet, so that the magnetic poles of the driving magnet and the rotating magnet form a coupled and cooperative driving mechanism. The specific method includes: (1) Determining the shape of the magnetic pole of the bar permanent magnet: make one pole of a single bar driving magnet into a long-legged sawtooth-shaped oblique side magnetic pole, and make one pole of a single bar rotating magnet into a toothed arc-shaped cylindrical magnetic pole or a toothed spherical magnetic pole. (2) Arrangement and installation of driving magnets and rotating magnets: One or more rows of driving magnets are uniformly installed in the plane of rotation of the rotating magnet ring parallel to the inner edge of the driving magnet ring, and one or more rows of rotating magnets are uniformly installed in the plane of rotation of the rotating magnet ring parallel to the outer edge of the rotating magnet ring, so that the magnetic poles of each row of driving magnets and the magnetic poles of each row of rotating magnets form a precise coupling correspondence. Each row of driving magnets in the inner edge of the driving magnet ring has the same magnetic poles and the same magnetic pole shape and arrangement direction. Each row of rotating magnets in the outer edge of the rotating magnet ring also has the same magnetic poles and the same magnetic pole shape and arrangement direction, so as to ensure that each row of driving magnets can drive each row of rotating magnets to rotate in the same direction. (3) Determining the rotation direction of the rotating magnet ring: When the rotating magnet ring needs to rotate clockwise, if the "toes" of all driving magnet poles point clockwise, and the serrated magnetic ends of all rotating magnets are on the left and the smooth magnetic ends are on the right, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all driving magnet poles point counterclockwise, and the serrated magnetic ends of all rotating magnets are on the right and the smooth magnetic ends are on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. The magnetic poles must be opposite poles. When the rotating magnet ring needs to rotate counterclockwise, if the "toes" of all the driving magnet poles are facing counterclockwise, and the serrated magnetic end ends of all the rotating magnets are on the right and the smooth magnetic end ends are on the left, then the driving magnet poles and the rotating magnet poles must be the same pole. If the "toes" of all the driving magnet poles are facing clockwise, and the serrated magnetic end ends of all the rotating magnets are on the left and the smooth magnetic end ends are on the right, then the driving magnet poles and the rotating magnet poles must be opposite poles. (4) Construct a bar magnet magnetic pole coupling cooperative driving mechanism. When the first driving magnet of the first column and the first rotating magnet of the first column are exactly in a coupled relative state, the second driving magnet of the first column is exactly in the middle of the two rotating magnets of the first column. The third driving magnet of the first column and the rotating magnet of the first column are exactly in a coupled relative state. The fourth driving magnet of the first column is exactly in the middle of the two rotating magnets of the first column, and so on. Install the driving magnets and rotating magnets in this arrangement so that when half of the driving magnets and half of the rotating magnets of the first column are exactly in a coupled relative state and the rotational torque is minimal, the other half of the driving magnets of the first column are exactly in the middle of the two adjacent rotating magnets of the first column, so that the magnetic poles of this other half of the rotating magnets obtain the maximum rotational torque, driving the rotating magnet ring to rotate. In the case of multiple columns of driving magnets and multiple columns of rotating magnets, when the first driving magnet of the first column and the first rotating magnet of the first column are exactly in a coupled relative state, the first driving magnet of the second column is exactly in the middle of the two adjacent rotating magnets of the second column. In the center of the rotating magnet, the first driving magnet of the third column is placed in a coupled state with the rotating magnet of the third column. The first driving magnet of the fourth column is placed in the center of the two rotating magnets of the fourth column, and so on. The driving magnets and rotating magnets are installed in this arrangement so that when half of the driving magnets in the first column are in a coupled state with the rotating magnets in the first column and the rotational torque is minimal, the half of the driving magnets in the second column are placed in the center of the two adjacent rotating magnets in the second column, obtaining the maximum rotational torque and driving the rotating magnet ring to rotate. When half of the driving magnets in the third column are in a coupled state with the rotating magnets in the third column and the rotational torque is minimal, the half of the driving magnets in the fourth column are placed in the center of the two adjacent rotating magnets in the fourth column, obtaining the maximum rotational torque and driving the rotating magnet ring to rotate. This establishes a bar magnet magnetic pole coupling cooperative drive mechanism, which greatly improves the magnetic drive efficiency of the driving magnet poles to the rotating magnet poles and improves the stability and continuity of the submersible piston and magnetic cooperative drive engine operation. The aforementioned method of simultaneous, co-directional, and coaxial series operation refers to the use of simultaneous, co-directional, and co-axial series operation when the power of a single submersible piston and magnetically driven engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more submersible pistons and magnetically driven engines with the same frequency and rotation direction in series on the same shaft to achieve synchronous operation and increase the output power of the submersible piston and magnetically driven engine. Specific methods include: (1) Calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model and the power of a single submersible piston and magnetic drive engine. According to the purpose and model of the submersible piston and magnetic drive engine of the specified model, first calculate and determine the rated power of the submersible piston and magnetic drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single submersible piston and magnetic drive engine, and calculate and determine the number of single submersible piston and magnetic drive engines that need to be connected in series on the same shaft. (2) Establish the frequency and rotation direction of a single submersible piston and magnetically driven engine. Each submersible piston and magnetically driven engine connected in series on the same shaft must have the same frequency and the same rotation direction in order to ensure that each engine operates in coordination and forms an effective combined force. This requires establishing the frequency and rotation direction of a single submersible piston and magnetically driven engine to ensure that each engine connected in series on the same shaft has the same frequency and the same rotation direction. (3) Implement series operation with the same frequency, direction and axis. Based on the rated power of the submersible piston and the magnetic co-drive engine and the number of a single submersible piston and the magnetic co-drive engine, the number of a single submersible piston and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of submersible pistons and the magnetic co-drive engine jointly drive a rotating shaft to rotate, thereby effectively increasing the output power of the series engine group and meeting the requirements of the rated power of the engine.

16. A method for driving a multi-stage gearbox and a driven device using a submersible piston and a magnetically driven engine as described in any one of claims 1-14, characterized in that, There are two ways to mount the submersible piston and magnetically driven engine on the engine base: vertical mounting and parallel mounting. Vertical mounting means the central axis of the submersible piston and magnetically driven engine is perpendicular to the center line of the engine base. Parallel mounting means the central axis of the submersible piston and magnetically driven engine is parallel to the center line of the engine base. Under these two mounting methods, there are seven ways to connect the submersible piston and magnetically driven engine to drive a multi-stage gearbox and the driven equipment: (1) Belt connection drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the submersible piston and magnetic co-drive engine, the power input pulley and power output pulley of the multi-stage gearbox, and the pulley on the shaft of the driven equipment, drive pulleys of corresponding radius are installed on the central shaft of the submersible piston and magnetic co-drive engine. Power input pulleys and power output pulleys of corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox, respectively. Pulleys of corresponding radius are installed on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected to the power input pulley of the multi-stage gearbox through a belt and drives the power input pulley of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output pulley of the multi-stage gearbox is connected to the pulley on the shaft of the driven equipment through a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (2) Gear connection drive method: After accurately calculating the speed ratio between each gear, drive gears of corresponding radius are installed on the central shaft of the submersible piston and magnetic co-drive engine. Power input gears and power output gears of corresponding radius are installed on the power input shaft and power output shaft of the multi-stage gearbox, respectively. Gears of corresponding radius are installed on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive gears on the central shaft of the engine mesh and drive the power input gears of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output gears of the multi-stage gearbox mesh and drive the gears on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (3) The belt-gear connection drive method involves accurately calculating the speed ratio of each pulley and gear, installing a drive pulley of the corresponding radius on the central shaft of the submersible piston and magnetic co-drive engine, installing a power input pulley of the corresponding radius on the power input shaft of the multi-stage gearbox, installing a power output gear of the corresponding radius on the power output shaft of the multi-stage gearbox, and installing a gear of the corresponding radius on the shaft of the driven equipment. When the submersible piston and magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected by a belt and drives the power input pulley of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output gear of the multi-stage gearbox meshes and drives the gear on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (4) The gear-belt connection drive method involves accurately calculating the speed ratio between each gear and pulley, installing a drive gear of the corresponding radius on the central shaft of the submersible piston and magnetically driven engine, installing a power input gear of the corresponding radius on the power input shaft of the multi-stage gearbox, installing a power output pulley of the corresponding radius on the power output shaft of the multi-stage gearbox, and installing a pulley of the corresponding radius on the shaft of the driven equipment. When the submersible piston and magnetically driven engine is running, the drive gear on the central shaft of the engine meshes and drives the power input gear of the multi-stage gearbox to rotate. After the multi-stage gearbox changes speed, the power output pulley of the multi-stage gearbox is connected by a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (5) Direct belt drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the submersible piston and the magnetic co-drive engine and the pulley on the shaft of the driven equipment, if the output speed of the submersible piston and the magnetic co-drive engine is consistent with the speed required by the driven equipment, then there is no need for a multi-stage gearbox to perform speed change. A drive pulley of the corresponding radius is installed on the central shaft of the submersible piston and the magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven equipment. When the submersible piston and the magnetic co-drive engine is running, the drive pulley on the central shaft of the engine is connected by a belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (6) Direct gear connection drive method: After accurately calculating the speed ratio between the drive gear on the central shaft of the submersible piston and the magnetic co-drive engine and the gear on the shaft of the driven equipment, if the output speed of the submersible piston and the magnetic co-drive engine is consistent with the speed required by the driven equipment, then there is no need for multi-stage gearbox for speed change. A drive gear of the corresponding radius is installed on the central shaft of the submersible piston and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the shaft of the driven equipment. When the submersible piston and the magnetic co-drive engine are running, the drive gear on the central shaft of the engine directly meshes and drives the gear on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work. (7) The engine simultaneously drives two sets of multi-stage gearboxes and driven equipment. The central shaft of the engine, driven by the floating piston and magnetic force, is in a horizontal state and perpendicular to the engine's rotating disk. Therefore, a drive wheel can be installed at each end of the engine's central shaft. The drive wheels at both ends of the engine's central shaft can simultaneously drive two sets of multi-stage gearboxes and driven equipment. The specific connection and drive methods can be belt connection drive method, gear connection drive method, and belt and gear combination connection drive method.

Images