Dual gravity tank and magnetic force cooperative driving engine and power generation method

Abstract

This invention discloses a dual-force box and magnetic force synergistic drive engine and power generation method, including a support mechanism system, an intermediate box and a gravity box, a magnetic rotating ring, a magnetic drive ring, a rotating magnet, a drive magnet, a magnetic clutch, a starting and braking system, etc. This invention creates a synergistic drive technology of gravitational potential energy and magnetic potential energy. Under the synergistic action of the intermediate box and gravity box, and the drive magnet and rotating magnet, a torque difference and a torque force difference are generated on both sides of the engine's central shaft, synergistically driving the engine's rotating disc and the engine's central shaft to rotate, outputting high-quality power to provide power supply for equipment in energy, transportation, and industrial fields. The entire power generation and use process does not require the consumption of any fossil fuels such as coal, oil, and natural gas, nor nuclear materials, and produces no waste emissions. It also does not require the use of unstable natural forces such as wind, river water, ocean waves, tides, geothermal energy, or solar energy.

Description

Technical Field

[0001] This invention belongs to the field of engines, and particularly relates to a dual-force box and magnetic force co-driven engine and power generation method that is highly stable, efficient, clean, high-quality, and resource-free. 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 produce 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 apply new engine technologies and equipment that are highly stable, efficient, clean, high-quality, low-resource-consumption, and low-construction-cost.

[0003] Through technical literature review and research, although some researchers are exploring methods and devices for converting gravity and magnetism into power, existing methods and devices are too simplistic. They fail to solve the technical challenges of converting gravity and magnetism into a synergistic driving force, and even more so, they fail to address the issues of stability, sustainability, and efficiency in 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 a long period. Consequently, these technological achievements lack innovation and practicality, hindering industrialization and large-scale production. To date, no engine that converts gravity and magnetism into power has been truly commercially applied.

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

[0005] Based on the theory of cold static energy, the inventors have created a synergistic driving technology of gravitational potential energy and magnetic potential energy, a two-stage continuous push-pull coupling synergistic driving technology between the intermediate box and the gravity box, and between the driving magnet and the rotating magnet, a bar magnet magnetic pole coupling synergistic driving technology, a magnet clutch technology, an engine starting and braking technology, and an intelligent control system. They have also invented a dual-force box and magnetic synergistic drive engine and its power generation method, which greatly improves the stability, reliability, and continuity of the dual-force box and magnetic synergistic drive engine's operation, effectively ensuring the high efficiency and high quality of power generation. Furthermore, throughout the entire power generation and use process of the dual-force box and magnetic synergistic drive engine, it does not require the consumption of any fossil energy 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 and night cycles, or natural environmental conditions.

[0006] The technical solution of the present invention is as follows:

[0007] A dual-force-box and magnetically coordinated drive engine includes a support mechanism system, several intermediate boxes and gravity boxes with opposite directions at both ends, equal amounts of liquid in each intermediate box and gravity box, a rotating magnet ring, a drive magnet ring, a rotating magnet, a drive magnet, a magnetic clutch, a starting and braking system, and an intelligent control system. The rotating magnets include two types of magnets: rotating magnets with serrated arc-shaped cylindrical magnetic poles and rotating magnets with serrated spherical magnetic poles. One dual-force-box and magnetically coordinated drive engine can use one of these two types of rotating magnets. The drive magnet is a drive magnet with long-legged, sawtooth-shaped oblique side magnetic poles. After the drive magnet poles and the rotating magnet poles are arranged in an orthogonal staggered configuration, a two-stage continuous push-pull coupling coordinated drive mechanism is formed between the drive magnet on the drive magnet ring and the rotating magnet on the rotating magnet ring, or a bar magnet pole coupling coordinated drive mechanism is formed, making the drive magnet stable, continuous, and efficient. The rotating magnet is driven to rotate, which in turn drives the rotating magnet ring, along with the engine rotating disc and the engine central shaft, to rotate. Simultaneously, the liquid in each intermediate box and gravity box circulates within their respective intermediate boxes and gravity boxes, creating a difference in gravitational torque and torque between the liquid in the intermediate boxes and gravity boxes on the left and right sides of the vertical line of the engine central shaft. This drives the intermediate boxes and gravity boxes, along with the engine rotating disc and the engine central shaft, to rotate. Thus, the rotational torque applied by the driving magnet on the rotating magnet ring and the difference in gravitational torque and torque generated by the circulation of the liquid in the intermediate boxes and gravity boxes on the left and right sides of the vertical line of the engine central shaft work together to drive the engine rotating disc and the engine central shaft to rotate. The drive wheel on the engine central shaft connects to and drives the power input wheel of the multi-stage gearbox to rotate. After being geared by the multi-stage gearbox, 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.

[0008] The aforementioned support system is a support system that supports and fixes all intermediate boxes, gravity boxes, and the entire engine. The support system includes rotating rims, start and brake discs, rotating rim fixing brackets, circular plate-like stirrups, a hub platform on the outer edge of the central shaft, the engine central shaft, a central shaft bracket, a rotating rim support platform, a rotating magnet ring, a drive magnet ring, a drive magnet ring connecting shaft, a drive magnet ring support frame, a drive magnet ring support column, a drive magnet ring stabilizing mechanism, an upper crossbeam on the support column, a bottom beam on the support column, and an engine base. The rotating rims are two circular rings located on either side of the outer end of the intermediate box, with the center of the rotating rims being 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 start and brake discs are two circular plate-like rings installed and fixed on the outer edge of the rotating rims, with a gear structure on the outer edge. The rotating rim fixing brackets are support rods that connect and fix the two rotating rims at equal distances to the hub platform on the outer edge of the central shaft. All rotating rim fixing brackets... The middle section is reinforced by one or more circular plate-shaped stirrups, the center of which is the center of the engine's central shaft. The outer edge hub platform of the central shaft is located on the outer edge of the engine's central shaft and is tightly connected to it. The engine's central shaft is the rotating shaft that bears the power output of the dual force box and the magnetically driven engine. The engine's central shaft is horizontal and is supported by a central shaft bracket. The central shaft bracket is installed and fixed on the bottom beam of the support column, which is installed and fixed on the engine base. The rotating wheel ring support platform is a support platform formed by laying flat steel plates on two rotating wheel ring crossbeams. The rotating wheel ring support platform, the outer edge hub platform of the central shaft, and the rotating wheel ring fixing bracket together constitute the intermediate box support platform. Each dual force box and magnetically driven engine has several evenly distributed intermediate box support platforms. Each intermediate box and its two ends of the gravity box are installed and fixed on the intermediate box support platform. Each intermediate box and gravity box contains an equal amount of liquid. The entire rotating mechanism system of the dual force box and the magnetically driven engine constitutes the engine rotating disc.

[0009] 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, and steel plates are laid and fixed between each side of the two regular polygonal steel plates to enhance the support strength and rigidity of the central shaft outer edge hub platform. Each side plane of the regular polygonal box corresponds to an intermediate box. The inner end of the intermediate box and the inner gravity box are installed and fixed on the central shaft outer edge hub platform, and the outer end of the intermediate box and the outer gravity box are installed and fixed on the rotating wheel support platform. The middle part of the intermediate box is connected and fixed by the rotating wheel fixing bracket.

[0010] 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.

[0011] The drive magnet ring consists of two separable and combinable semi-circular rings. When the two semi-circular drive magnet rings are joined, they 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 and fixed 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 and correspond. 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 supported by the drive magnet rings. The support frame is connected, and the drive 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 drive magnet rings are connected together, the drive magnet ring connecting shaft is supported by the drive magnet ring support frame. The drive magnet ring support frame is installed and fixed in the middle of the bottom beam of the support column. A drive magnet ring support column of the same length is set on each side of the drive magnet ring. The bottom ends of the two drive 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 drive magnet ring support columns are connected and fixed by the crossbeam on the support column. The middle of the two semi-circular drive magnet rings is connected and stabilized by the drive magnet ring stabilizing mechanism in the middle of the two support columns.

[0012] The aforementioned engine rotating disc is a rotating mechanism system and power generation system that uses a dual force box and magnetic force to collaboratively drive the engine. The rotating rim, starter and brake disc, rotating magnet ring, rotating magnet, rotating rim fixing bracket, circular sheet-like stirrups, central shaft outer edge hub platform, rotating rim support platform, intermediate box and its two end gravity boxes, the liquid inside the intermediate box and gravity boxes, and the 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 freely under the support of the bearings. The engine rotating disc is a completely balanced rigid structure that remains stable during rotation, without deformation or vibration.

[0013] The intermediate box and gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the intermediate box, and the gravity boxes are at a 90-degree angle or other angles with the intermediate box, also known as double-bend gravity boxes. The gravity box located at the end of the rotating wheel is the outer gravity box, and the end of the intermediate box located at the end of the rotating wheel is the outer end. The gravity box located at the end of the hub platform on the outer edge of the central shaft is the inner gravity box, and the end of the intermediate box located at the end of the hub platform on the outer edge of the central shaft is the inner end. The outer gravity box and the inner gravity box at both ends of the intermediate box are in opposite directions. The intermediate box and the gravity boxes at both ends are connected. The liquid can flow freely between the intermediate box and the gravity boxes at both ends without leakage. The length, shape, volume and capacity of each intermediate box, outer gravity box and inner gravity box are exactly the same. The weight of the liquid in each intermediate box and gravity box is also exactly the same. Each intermediate box and gravity box is evenly distributed in its rotation plane, ensuring that the engine rotating disc is completely balanced.

[0014] The intermediate and gravity boxes can be either balanced or unbalanced structures. Balanced structures mean that each intermediate and gravity box has the same thickness, length, shape, volume, and capacity. Furthermore, the thickness and diameter of the intermediate and gravity boxes are also identical. The outer and inner gravity boxes at both ends of the intermediate box have the same volume and capacity. The intermediate box is perpendicular to the outer edge of the central shaft hub platform plane. Balanced structures provide excellent operational stability. However, provided that the length, shape, volume, and capacity of each intermediate and gravity box are identical, and the liquid weight in each intermediate and gravity box is also identical, the intermediate and gravity boxes can be designed and manufactured as unbalanced structures. The unbalanced intermediate and gravity boxes described above refer to intermediate and gravity boxes where the thickness of each end can be different. That is, they can be designed as intermediate boxes and gravity boxes with one large end and the other small end. Furthermore, the thickness and shape of the intermediate and gravity boxes can differ, and the volume and capacity of the outer and inner gravity boxes at both ends of the intermediate box can also be different. Additionally, the intermediate box and the outer edge of the hub platform of the central shaft can not be perpendicular. All intermediate boxes, along with the outer gravity boxes, can be installed at the same tilt angle in the direction of rotation, forming an unbalanced structure. The unbalanced intermediate and gravity boxes exhibit excellent operational stability and can increase the gravitational torque and torque differences of the liquids in the intermediate and gravity boxes on both sides of the vertical axis of the engine's central shaft, thereby increasing the engine's speed and output power.

[0015] The liquid in the intermediate and gravity boxes refers to the liquid that continuously and regularly circulates in all the intermediate boxes and the gravity boxes at both ends, creating a gravitational torque difference and a torque difference between the liquid in the intermediate and gravity boxes on the left and right sides of the vertical axis of the engine center shaft. This liquid drives the intermediate and gravity boxes, along with the engine rotating disc and the engine center shaft, to rotate. The weight of the liquid in each intermediate and gravity box is equal. The number, length, shape, volume, and capacity of the intermediate and gravity boxes determine the volume and weight of the liquid in them. Once the length, shape, volume, and capacity are determined, the weight of the liquid injected into the intermediate tank and gravity tank must ensure that the liquid in the intermediate tank and gravity tank on both sides of the vertical line of the engine's central axis can generate the maximum gravitational torque difference, thereby ensuring that the dual-force tank and magnetically driven engine has the maximum power. When the dual-force tank and magnetically driven engine are running, it is necessary to first inject an equal amount of liquid into all the intermediate tanks and gravity tanks. The liquid injected into the intermediate tanks and gravity tanks is clean water at room temperature. In special cases, oil, alcohol, or other special liquids may also be used.

[0016] 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 dual-force box and magnetic force co-drive engine can use one of these two types of rotating magnet magnetic poles.

[0017] 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.

[0018] The aforementioned magnetic clutch is a controller that controls the engagement and disengagement of two semi-circular drive magnet rings, enabling the dual-force box and magnetically driven engine to start and stop. 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 with a dual-force box and magnetically driven engine.

[0019] 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 dual-force box and magnetic force-driven engine need to be started, 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 to close, 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 dual force box and magnetic force work together to drive the engine and need to stop, pull the control lever 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 to weaken and disappear. The linkage drive mechanism locks the two semi-circular drive magnetic rings in a separated state.

[0020] 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, which controls the start and stop of the motor. When the dual-force box and magnetic force synergistically drive the engine to start, pressing the start button 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. The linkage drive mechanism then pulls two semicircular... The connecting rods on the shaped drive magnet rings close, 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 dual force box and magnetic force-driven engine need to be stopped, 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 intelligent control system monitors and controls the button-type magnetic clutch in real time.

[0021] The aforementioned starting and braking system refers to a control system that provides auxiliary thrust to the engine's rotating disc when starting the engine using a dual-force box and magnetic force combined, and effectively brakes the engine's rotating disc when stopping. It includes a starting and braking controller and starting and braking discs. 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 brake button. The motor and motor intelligent switch are integrated in the lower part of the starting and braking controller housing. The starting gear, starting gear connecting mechanism, brake pads, and brake pad drive mechanism are integrated in the upper part of the starting and braking controller housing. The start button and brake button are fixedly mounted on the control panel of the intelligent control system. 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 installed starting and braking controllers, which are fixedly mounted on the engine base.

[0022] The intelligent control system described is a computer control system that controls the starting and braking of the dual-force box 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 mainboard, a central processing unit (CPU), 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. The mainboard, CPU, memory, and input / output interfaces are installed inside the control box. The display, start button, brake button, and green safety indicator light... The lights, red fault warning indicator, and alarm buzzer are installed on the control panel of the control box. The intelligent control system monitors and controls the magnetic clutch and starting and braking system in real time, and collects, transmits, processes, stores, and displays the operating data of various sensors and controllers. When the dual-force box and magnetic force work together to drive the engine, multi-stage gearbox, and driven equipment 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 gearbox 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, the alarm buzzer sounds, and abnormal data and equipment are displayed on the monitor. The control box of the intelligent control system is mounted and fixed on the engine base.

[0023] 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.

[0024] The aforementioned serrated spherical magnetic pole refers to a rotating magnet whose magnetic end portions are all made into a spherical shape. Using the center line of the spherical magnetic pole as a 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. The magnetic induction intensity of the smooth part of the magnetic pole is uniformly distributed along its radial direction. The magnetic pole of the sawtooth part has several sharp edges and corners. The sawtooth magnetic pole has the greatest magnetic induction intensity in its radial direction. This constitutes a magnetic field in which the magnetic pole of a rotating magnet can generate a magnetic field with a change in magnetic induction intensity in its rotation direction. Therefore, during the rotation of the rotating magnet, the magnetic force weakens when the magnetic pole of the driving magnet encounters the smooth part of the rotating magnet's magnetic pole, and strengthens when it encounters the sawtooth rotating magnet's magnetic pole.

[0025] 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 ends of the driving magnet are made into "long-legged" shapes, with the "toes" of the two magnetic ends pointing in opposite directions and outwards. The 1 / 3 to 1 / 2 portion of the "heel" end of the "long-legged" magnetic end is made into an oblique plane at a 45-degree angle or other acute angle to the plane of the magnetic end. The edges of the oblique plane remain smooth with the cylindrical surface of the magnet, without sharp lines or corners, so that the magnetic force rapidly weakens when the rotating magnet pole passes through the oblique plane magnetic end. The 1 / 2 to 2 / 3 portion of the long-legged magnetic 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 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 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 poles in the inclined plane section and the rotating magnet pole weakens rapidly. This also rapidly weakens the attraction between the rotating magnet poles and the opposite direction of rotation, causing 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 magnetic pole direction, the attraction between the driving magnet poles and the like poles weakens. 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 and the rotating magnet ring to rotate. This configuration of the rotating and driving magnet poles creates a magnetic induction intensity between the rotating magnet poles and the driving magnet poles in the direction of rotation of the rotating magnet ring. The changing and controllable magnetic field allows the rotating magnet to achieve maximum attraction when the opposite poles of the driving magnet meet, minimum attraction when they separate, minimum repulsion when they meet, and maximum 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 driving magnets, the ends of the two opposite-pole bar permanent magnets must be made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles must be arranged in the same way as U-shaped permanent magnet poles to form the same structural shape as U-shaped permanent magnets.

[0026] A method for generating power for an engine using a dual-force box and magnetic force co-drive as described in any one of claims 1-13 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 dual-force box 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:

[0027] The method for constructing the two-stage continuous push-pull coupled collaborative driving mechanism includes the following specific methods:

[0028] (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.

[0029] (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 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 cooperative driving relationship. At the same time, when the first row of driving magnets... 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 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 force utilization rate between the rotating magnet and the driving magnet, and improves the operating efficiency, operating stability and reliability of the dual force box and magnetic cooperative driving engine.

[0030] (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.

[0031] Meanwhile, to improve the driving efficiency of the driving magnets on the rotating magnets 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, with the stagger distance being 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 first magnetic pole of the second row... The two magnetic poles of the driving magnet are exactly in the middle of the magnetic 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 to rotate. As the rotating magnet ring continues to rotate, when the two magnetic poles of the first driving magnet 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 magnetic poles of the first driving magnet in the first column are exactly in the middle of the magnetic 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 to rotate. This two-column... The staggered arrangement of the driving magnet and the rotating magnet constitutes the second-stage continuous push-pull coupling and synergistic drive mechanism. Under this mechanism, the driving magnet's magnetic poles continuously, stably, and efficiently drive the rotating magnet to rotate, which in turn drives the rotating magnet ring, the engine's rotating disc, and the engine's central shaft. The drive wheel on the engine's central shaft drives the power input wheel of the multi-stage gearbox to rotate. After speed changes through the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus enabling the equipment to operate. This two-stage continuous push-pull mechanism between the driving magnet and the rotating magnet... The construction of the coupling and synergistic 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, stability and reliability 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.

[0032] The method for calculating and determining the power of the dual-force box and magnetic force co-driven engine includes the following specific methods:

[0033] (1) The method for determining the rotational power generated by the dual-force box and magnetically driven engine is as follows: the power of the dual-force box and magnetically driven engine is the vector sum of the rotational torque generated by the difference in gravitational torque produced by the liquid circulation in the middle box on both sides of the vertical axis of the engine and the gravity box, and the rotational torque exerted by the driving magnet on the driving magnet ring on the rotating magnet ring. Where:

[0034] Regarding the method of generating rotational torque in the liquids of the intermediate and gravity boxes, when the engine rotating disk rotates clockwise, all outer gravity boxes point clockwise, while the inner gravity boxes point in the opposite direction. During the rotation of the engine rotating disk, the liquids in the outer and intermediate gravity boxes located to the left of the engine's central axis always flow towards the inner gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes, and thus reducing the gravitational torque of the liquid centers of mass. As the engine rotating disk continues to rotate, the liquids in all the outer and intermediate gravity boxes located to the left of the engine's central axis successively flow towards the inner gravity box, minimizing the vector sum of the gravitational torques of the liquid centers of mass in all the intermediate and gravity boxes located to the left of the engine's central axis. Simultaneously, the liquids in the inner and intermediate gravity boxes located to the right of the engine's central axis always flow towards the outer gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes. 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 intermediate boxes 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 liquid's center of mass in all the intermediate boxes 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 liquid's center of mass in the intermediate boxes and gravity boxes on both 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 intermediate box and gravity box on the side with greater torque, driving the intermediate box 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 intermediate boxes and gravity boxes generates rotational power is the same as when the engine's rotating disc rotates clockwise.

[0035] 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.

[0036] Therefore, the method of generating rotational power by the dual force box and magnetic force co-drive engine is to create a power engine consisting of an intermediate box and a gravity box, the liquid inside, and a driving magnet and a rotating magnet, which effectively converts gravitational potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine rotating disk and the engine central shaft to rotate, providing power to the driven equipment.

[0037] (2) Calculate and determine the specific data of the power contribution elements. The inner and outer radii of the rotating wheel ring, the number of intermediate and gravity boxes, the length, shape, diameter and capacity of each intermediate and gravity box, the weight and liquid level of the liquid in the intermediate and gravity boxes, the inner radii of the driving magnet ring, the outer radii of the rotating magnet ring, and the number, size, shape and performance indicators of the driving magnet and the rotating magnet are the contributing elements for improving engine power. They determine the speed and power of the dual-force box and magnetic force co-drive engine. After the design speed and design power of the dual-force box and magnetic force co-drive engine are determined, firstly, calculate and determine the inner and outer radii of the rotating wheel ring. The radius provides a basis for calculating and determining the inner edge radius of the driving magnet ring, the outer edge radius of the rotating magnet ring, the number of driving magnets and rotating magnets, and the length of the intermediate box. Then, the number, shape, diameter, and capacity of the intermediate box and gravity box are calculated and determined, providing a basis for calculating and determining the weight of the liquid and the liquid level in the intermediate box and gravity box, as well as the power generated by the liquid circulation flow. In order to accurately calculate the specific data of each power contribution element, a dual-force box and magnetic force co-drive engine speed model and power model 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.

[0038] (3) Calculate and determine the power of the dual-force box and magnetic co-drive engine. The power of the dual-force box and magnetic co-drive engine is the sum of the power generated by the liquid circulation in all intermediate boxes and gravity boxes and the power generated by the rotational torque applied by all driving magnets to the rotating magnet. Therefore, after the specific data of each power contribution element are determined, it is necessary to calculate and determine the magnitude of these two powers. The specific calculation and determination methods are as follows:

[0039] The power generated by the liquid circulation in all intermediate and gravity tanks is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the liquid center of mass in the intermediate and gravity boxes, F be the gravity of the liquid center of mass in the intermediate and gravity boxes, and L be the vector distance between the liquid center of mass in the intermediate and gravity boxes and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the liquids in the intermediate and gravity boxes, the difference in gravitational torque generated by the liquids in all intermediate and gravity boxes on both sides of the vertical line of the engine's central axis is... Where, ΔM 液 F represents the difference in gravitational moment between the centers of mass of the liquids in all intermediate boxes and the center of mass of the gravity box on both sides of the vertical line of the engine's central axis. 液 L is the weight of the liquid center of mass in each intermediate box and gravity box. The weight of the liquid center of mass in each intermediate box and gravity box is equal. 右i L is the vector distance between the i-th intermediate box 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 intermediate box 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. n is the number of intermediate boxes on one side of the vertical axis of the engine. Once the number, length, shape, volume, and weight of the liquid in the intermediate and gravity boxes are determined, the gravitational moment difference between the centers of mass of the liquid in the intermediate boxes and gravity boxes on both sides of the vertical axis of the engine can be calculated. This difference is then used to calculate the engine power using the formula P. 液 =ΔM 液 ×N / 9549, where P 液 N is the power generated by the liquid circulation in all intermediate and gravity boxes, and N is the engine speed. Once the engine speed is determined, the power generated by the liquid circulation in the intermediate and gravity boxes can be calculated using the engine power calculation formula.

[0040] 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.

[0041] Therefore, the power P of the dual-force box and the magnetically driven engine is equal to P. 液 +P 磁 However, since the liquids in all the intermediate and gravity boxes rely on their own circulation, they can generate gravitational torque and torque differences on both sides of the engine's central shaft, driving the intermediate and gravity boxes, along with the engine's rotating disk and central shaft, to rotate and output 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 shaft, to rotate, forming the power of the engine driven by the dual force boxes and magnetic force. On the other hand, a small part of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the rotation speed of the intermediate and gravity boxes, thus accelerating the circulation cycle of the liquids in the intermediate and gravity boxes, playing an intrinsic role of "using four ounces to move a thousand pounds," realizing the coordinated operation between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes, and establishing a correlation between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes. Therefore, in the speed and power models of the dual force boxes and magnetic force co-driven engine, the correlation element between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes has been added.

[0042] When the calculated power of the dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine speed model and power model for multiple iterative calculations until the calculated power of the dual-force box and magnetic co-drive engine meets the engine's design power. After the dual-force box and magnetic co-drive 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.

[0043] The aforementioned method for controlling the rotation direction of the engine rotating disc includes the following specific methods:

[0044] The rotational power of the engine rotating disc originates from the resultant force of the rotational torque generated by the liquid circulation in the intermediate and gravity boxes and the rotational torque applied by the driving magnet to the rotating magnet. Therefore, it is necessary to control the rotational torque generated by the liquid circulation in the intermediate and gravity boxes and the rotational torque applied by the driving magnet to the rotating magnet to ensure that these two rotational torques with the same rotational direction form an effective resultant force, jointly driving the engine rotating disc and the engine central shaft to rotate and output power.

[0045] (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 the intermediate box 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 the intermediate box on the left side of the engine's central axis. Since the weight of the liquid in each gravity box and the intermediate box is the same and constant, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box located on the left side of the engine's central axis decreases. At the same time, the liquid in the inner gravity box and the intermediate box 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 the intermediate box located on the right side of the engine's central axis. Therefore, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box increases. This makes the engine... The sum of the gravitational moments of the center of mass of the liquid in 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 gravity box on the left side of the vertical axis of the engine center. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes on the left and right sides of the vertical axis of the engine center and the center of mass of the liquid in the middle box. It is this difference in gravitational moment and torque that causes the liquid in the middle box and the gravity box to exert a greater torque on the side with the greater gravitational moment, namely the middle box and the outer gravity box on the right side of the vertical axis of the engine center. This drives the middle box 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 rotation direction of the engine disk and the engine center axis.

[0046] (2) Controlling the rotation direction of the rotating magnet ring: After determining the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box, the rotation direction of the rotating magnet ring must be consistent with the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box. The construction of the rotating magnet with the toothed arc-shaped cylindrical magnetic pole or the rotating magnet with the toothed spherical magnetic pole and the driving magnet with the long-legged sawtooth 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 magnetic poles of the rotating magnet and the driving magnet is determined, the rotation direction of the rotating magnet ring can be controlled by controlling the arrangement order of the magnetic poles of the rotating magnet and the driving magnet. When rotating clockwise, all driving magnets in the first column must be arranged clockwise from S to N, and all driving magnets in the second column must be arranged clockwise from N to S. The N pole of the rotating magnet should correspond to the pole of the first column of driving magnets, and the S pole of the rotating magnet should correspond to the pole of the second column of driving magnets. 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 column is unstable, the two poles of the second driving magnet in that column correspond to the exact middle of two adjacent rotating magnet poles. The left pole of this driving magnet is the S pole, and the two rotating magnet poles on either side of this S pole are both N poles. The "heel" section is an inclined surface. The rotating magnet's poles are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet's pole is a smooth curved surface, and the right half is a sawtooth-shaped pole. This causes the attraction between the left S pole of the driving magnet and the N pole of the rotating magnet to its left to be greater than the attraction between the driving magnet and the N pole of the rotating magnet to its right. The driving magnet is stationary, thus pulling the rotating magnet to rotate clockwise. The right pole of the driving magnet is an N pole, and the corresponding poles of both rotating magnets are also N poles. The driving magnet's pole is the long, sawtooth-shaped inclined side pole pointing towards the right rotating magnet's pole, and the "heel" section of this N pole is an inclined surface. The left rotating magnet pole of this N pole corresponds to the inclined surface of the driving magnet's pole. This causes the repulsive force between the N pole of the first driving magnet and the N pole of the rotating magnet to its left to be less than the repulsive force between the N pole of the rotating magnet to its right. This results in the driving magnet pushing the rotating magnet to rotate clockwise, creating a push-pull driving relationship between the driving magnet poles and the rotating magnet poles. In the first column of driving magnets, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Simultaneously, 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 in an unstable state, the two poles of the first driving magnet in the second column are precisely positioned between the two rotating magnet poles 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 magnets corresponding to the poles of the second column of driving magnets all have S poles. The attraction between the N pole on the left side of the first driving magnet in the second column 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. Therefore, it pulls the rotating magnet 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 of the driving magnet to its right. Therefore, it pushes the rotating magnet to rotate clockwise. 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 drives the rotating magnet ring and the engine central shaft to rotate clockwise.

[0047] 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.

[0048] 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:

[0049] (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.

[0050] (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.

[0051] (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.

[0052] (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 dual force box and magnetic cooperative drive engine operation.

[0053] The aforementioned method of simultaneous, co-directional, and coaxial series operation refers to the use of simultaneous, co-directional, and coaxial series operation when the power of a single dual-force box and magnetically driven engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more dual-force boxes 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 dual-force box and magnetically driven engine. Specific methods include:

[0054] (1) Calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model and the power of a single dual-force box and magnetic co-drive engine. According to the purpose and model of the dual-force box and magnetic co-drive engine of the specified model, first calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single dual-force box and magnetic co-drive engine, and calculate and determine the number of single dual-force box and magnetic co-drive engines that need to be connected in series on the same shaft.

[0055] (2) Establish the frequency and rotation direction of a single dual-force box and magnetic co-drive engine. Each dual-force box and magnetic co-drive 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 synchronously and in coordination to form an effective resultant force. This requires establishing the frequency and rotation direction of a single dual-force box and magnetic co-drive engine to ensure that each engine connected in series on the same shaft has the same frequency and the same rotation direction.

[0056] (3) Implement series operation with the same frequency, direction and axis. Based on the rated power of the dual force box and the magnetic co-drive engine and the number of a single dual force box and the magnetic co-drive engine, the number of single dual force boxes and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of dual force boxes 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.

[0057] A method for connecting and driving a multi-stage gearbox and a driven device using a dual-force box and a magnetically driven engine as described in any one of claims 1-13, wherein the driven device includes generators, motor vehicles, rail vehicles, ships, transportation equipment requiring rotational power, and industrial equipment requiring rotational power. The dual-force box and magnetically driven engine can be installed on the engine base in two ways: vertical installation and parallel installation. The vertical installation method is where the central axis of the dual-force box and magnetically driven engine is perpendicular to the center line of the engine base; the parallel installation method is where the central axis of the dual-force box and magnetically driven engine is parallel to the center line of the engine base. Under these two installation methods, there are seven methods for connecting and driving a multi-stage gearbox and a driven device using the dual-force box and magnetically driven engine:

[0058] (1) Belt connection drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the dual force box 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 dual force box 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 dual force box 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 the 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 the belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0059] (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 dual force box 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, respectively. Gears of corresponding radius are installed on the shaft of the driven equipment. When the dual force box and magnetic force co-drive engine are 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.

[0060] (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 dual-force box 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 dual-force box 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.

[0061] (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 dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine are 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.

[0062] (5) Direct belt drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the dual force box and the magnetic co-drive engine and the pulley on the shaft of the driven equipment, if the output speed of the dual force box 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 pulley of the corresponding radius is installed on the central shaft of the dual force box and the magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box and the magnetic co-drive engine are 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.

[0063] (6) Direct gear connection drive method: After accurately calculating the speed ratio between the drive gear on the central shaft of the dual force box and the magnetic co-drive engine and the gear on the shaft of the driven equipment, if the output speed of the dual force box 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 dual force box and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box 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.

[0064] (7) The engine simultaneously drives two sets of multi-stage gearboxes and driven equipment. The central shaft of the engine driven by the dual force box and magnetic force is horizontal and perpendicular to the engine rotation disk. Therefore, a drive wheel can be installed at each end of the engine central shaft. The drive wheels at both ends of the engine 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.

[0065] Because the present invention adopts the above technical solution, it has the following advantages and significant effects compared with the prior art:

[0066] (1) This invention creates a dual-force box and magnetic force co-drive engine and its power generation method, which effectively converts stable, inexpensive, clean and sustainable gravitational potential energy and magnetic potential energy into a co-drive force, thereby generating stable rotational kinetic energy, and effectively converting the rotational kinetic energy into high-quality power, making gravitational potential energy and magnetic potential energy a new and important power source, opening up a new path for power production and use for human production and life.

[0067] (2) This invention creates a synergistic driving technology of gravitational potential energy and magnetic potential energy, a two-stage continuous push-pull coupling synergistic driving technology between the intermediate box and the gravity box, the driving magnet and the rotating magnet, a bar magnet magnetic pole coupling synergistic driving technology, a magnet clutch technology, an engine starting and braking technology and an intelligent control system, which effectively ensures the stability, reliability and continuity of the dual force box and magnetic synergistic driving engine operation, and effectively ensures the high efficiency and high quality of power generation, making this invention have good originality and practicality.

[0068] (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 dual force box and magnetic force synergy, so as to effectively guarantee engine starting, stopping, maintenance and upkeep.

[0069] (4) This invention creates an intelligent control system for a dual-force box and magnetic force co-drive engine, which intelligently controls the operation of the entire dual-force box and magnetic force co-drive engine, multi-stage gearbox, and driven equipment, thereby comprehensively improving the automation and intelligence level of the dual-force box and magnetic force co-drive engine, making the overall coordination control and operation of the engine very simple and convenient.

[0070] (5) This invention creates a series operation technology with the same frequency, direction, and axis. Through the application of this technology, dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine only requires inexpensive, clean, and sustainable gravitational 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.

[0071] (6) Compared with existing steam turbine engines, diesel engines, gasoline engines, and gas engines, which require the combustion of large amounts of coal, oil, and natural gas resources and generate significant greenhouse gas emissions and environmental pollution, the dual-force box and magnetic co-drive engine does not consume any fossil fuels, only gravitational and magnetic potential energy. It 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 the reliance on fossil fuels in engines, lowering greenhouse gas emissions and environmental pollution, and accelerating the achievement of carbon peaking and carbon neutrality goals.

[0072] (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 stations, and solar power stations. Thermal power plants also require the combustion of large amounts of coal, oil, and natural gas resources, resulting in large amounts of 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 dual-force box and magnetic co-drive engine does not consume any fossil energy such as coal, oil, and 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, and 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.

[0073] (8) Compared with nuclear engines, although nuclear engines produce high-quality power, they consume expensive nuclear materials, emit radioactive nuclear waste, and cause significant damage to life, property, and the environment in the surrounding areas should a nuclear leak or explosion occur. The dual-force box and magnetic drive engine does not consume any nuclear materials, nor does it produce any radiation or safety hazards during operation, making it a very safe power system.

[0074] (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. Attached Figure Description

[0075] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, wherein:

[0076] Figure 1 This is a schematic diagram of the dual force box and magnetic force co-driven engine of the present invention;

[0077] Figure 2 This is a schematic diagram of the dual force box and magnetic force cooperative drive engine support mechanism system of the present invention;

[0078] Figure 3 This is a schematic diagram of the intermediate box and gravity box of the balancing structure of the present invention;

[0079] Figure 4 This is a schematic diagram of the intermediate box and gravity box of the unbalanced structure of the present invention.

[0080] Figure 5 This is a three-dimensional rendering of the rotating magnet of the present invention;

[0081] Figure 6 This is a schematic diagram of the magnetic pole plane of the rotating magnet of the present invention;

[0082] Figure 7 This is a three-dimensional rendering of the driving magnet of the present invention;

[0083] Figure 8 This is a schematic diagram of the magnetic pole plane of the driving magnet of the present invention;

[0084] 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.

[0085] Explanation of reference numerals in the attached figures:

[0086] 1: Intermediate box; 2: Outer gravity box; 3: Inner gravity box; 4: Engine central shaft; 5: Central shaft outer edge hub platform; 6: Rotating wheel rim fixing bracket; 7: Circular sheet-like stirrup; 8: Rotating wheel rim support platform; 9: Rotating wheel rim; 10: Starting and braking disc; 11: Rotating magnet ring; 12: Drive magnet ring; 13: Engine central shaft drive wheel; 14: Central shaft bracket; 15: Rotating magnet; 16: Drive magnet; 17: Drive magnet ring connecting shaft; 18: Connecting shaft support bracket ; 19: Drive magnet ring support column; 20: Drive magnet ring bottom beam; 21: Drive magnet ring connection stabilizing mechanism; 22: Drive magnet ring upper crossbeam; 23: Magnet clutch switch; 24: Engine base; 25: Start and brake controller; 26: Multi-stage gearbox; 27: Driven equipment; 28: Intelligent control system; 29: Magnet clutch lever; 30: Start button; 31: Stop button; 32: Display; 33: Bearing between engine center shaft and center shaft support. Detailed Implementation

[0087] 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.

[0088] See Figure 1 This invention provides a dual-force box and magnetic force co-drive engine, including a support mechanism system, several intermediate boxes and gravity boxes with opposite directions at both ends, equal amounts of liquid in each intermediate box and gravity box, a rotating magnet ring, a drive magnet ring, a rotating magnet, a drive magnet, a magnetic clutch, a starting and braking system, and an intelligent control system. The rotating magnet includes two types of magnets: rotating magnets with serrated arc-shaped cylindrical magnetic poles and rotating magnets with serrated spherical magnetic poles. One dual-force box and magnetic force co-drive engine can use one of the two types of rotating magnets. The drive magnet is a drive magnet with long-legged sawtooth-shaped oblique side magnetic poles. After the drive magnet poles and the rotating magnet poles are arranged in an orthogonal staggered manner, the drive magnet on the drive magnet ring and the rotating magnet on the rotating magnet ring form a two-stage continuous push-pull coupling co-drive mechanism, or a bar magnet magnetic pole coupling co-drive mechanism, making the drive magnet stable, continuous, and efficient. The rotating magnet is driven to rotate, which in turn drives the rotating magnet ring, along with the engine rotating disc and the engine central shaft, to rotate. Simultaneously, the liquid in each intermediate box and gravity box circulates within their respective intermediate boxes and gravity boxes, creating a difference in gravitational torque and torque between the liquid in the intermediate boxes and gravity boxes on the left and right sides of the vertical line of the engine central shaft. This drives the intermediate boxes and gravity boxes, along with the engine rotating disc and the engine central shaft, to rotate. Thus, the rotational torque applied by the driving magnet on the rotating magnet ring and the difference in gravitational torque and torque generated by the circulation of the liquid in the intermediate boxes and gravity boxes on the left and right sides of the vertical line of the engine central shaft work together to drive the engine rotating disc and the engine central shaft to rotate. The drive wheel on the engine central shaft connects to and drives the power input wheel of the multi-stage gearbox to rotate. After being geared by the multi-stage gearbox, 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.

[0089] See Figure 2The support system is the support system that supports and fixes all intermediate boxes, gravity boxes, and the entire engine. The support system includes rotating rims, starter and brake discs, rotating rim fixing brackets, circular plate-like stirrups, a hub platform on the outer edge of the central shaft, the engine central shaft, a central shaft bracket, a rotating rim support platform, rotating magnet rings, drive magnet rings, a drive magnet ring connecting shaft, a drive magnet ring support frame, a drive magnet ring support column, a drive magnet ring stabilizing mechanism, an upper crossbeam on the support column, a bottom beam on the support column, and an engine base. The rotating rims are two circular rings located on either side of the outer end of the intermediate box. 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-like rings installed and fixed on the outer edge of the rotating rims. The outer edge of the starter and brake discs has a gear structure. The rotating rim fixing brackets are support rods that connect and fix the two rotating rims at equal distances to the hub platform on the outer edge of the central shaft. The middle of the rotating rim fixing bracket is supported by a... One or more circular plate-shaped stirrups are connected and reinforced. The center of the circular plate-shaped stirrups is the center of the engine central shaft. The outer edge hub platform of the central shaft is located on the outer edge of the engine central shaft and is tightly connected to the engine central shaft. The engine central shaft is the rotating shaft that bears the power output of the dual force box and the magnetically driven engine. 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 bottom beam of the support column. The bottom beam of the support column is installed and fixed on the engine base. The rotating wheel ring support platform is a support platform formed by laying flat steel plates on two rotating wheel ring crossbeams. The rotating wheel ring support platform, the outer edge hub platform of the central shaft, and the rotating wheel ring fixed bracket together constitute the intermediate box support platform. Each dual force box and magnetically driven engine has several evenly distributed intermediate box support platforms. Each intermediate box and the gravity boxes at both ends are installed and fixed on the intermediate box support platform. Each intermediate box and gravity box contains an equal amount of liquid. The entire rotating mechanism system of the dual force box and the magnetically driven engine constitutes the engine rotating disk.

[0090] The outer edge hub platform of the central shaft is a regular polygonal box centered on the center line of the engine central shaft. It is fastened to the engine central shaft. The two sides of the regular polygonal box are made of regular polygonal steel plates. Steel plates are laid and fixed between each side of the two regular polygonal steel plates to enhance the support strength and rigidity of the outer edge hub platform of the central shaft. Each side plane of the regular polygonal box corresponds to an intermediate box. The inner end of the intermediate box and the inner gravity box are installed and fixed on the outer edge hub platform of the central shaft. The outer end of the intermediate box and the outer gravity box are installed and fixed on the rotating wheel support platform. The middle part of the intermediate box is connected and fixed by the rotating wheel fixing bracket.

[0091] 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.

[0092] The drive magnet ring consists of two detachable and combinable semi-circular rings. When the two semi-circular drive magnet rings are joined, they form a complete circular ring. The center of the inner edge of this circular ring is the center of the engine's central shaft. Drive magnets are evenly and equally spaced and installed and fixed 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 and correspond. 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 supported by the drive magnet ring support frame. The drive 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 drive magnet rings are connected together, the drive magnet ring connecting shaft is supported by the drive magnet ring support frame. The drive magnet ring support frame is installed and fixed in the middle of the bottom beam of the support column. A drive magnet ring support column of the same length is set on each side of the drive magnet ring. The bottom ends of the two drive 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 drive magnet ring support columns are connected and fixed by the crossbeam on the support column. The middle of the two semi-circular drive magnet rings is connected and stabilized by the drive magnet ring stabilizing mechanism in the middle of the two support columns.

[0093] The engine rotating disc is a rotating mechanism and power generation system that uses a dual force box and magnetic force to drive the engine. The rotating disc consists of a rotating rim, starting and braking discs, a rotating magnet ring, a rotating magnet, a rotating rim fixing bracket, circular plate-like stirrups, a hub platform on the outer edge of the central shaft, a rotating rim support platform, an intermediate box and gravity boxes at both ends, the liquid inside the intermediate box and gravity boxes, and the engine central shaft. 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 connect and support the engine central shaft to its support, allowing it to rotate freely. The engine rotating disc is a completely balanced rigid structure that remains stable during rotation, without deformation or vibration.

[0094] See Figure 2 , Figure 3 and Figure 4The intermediate box and gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the intermediate box, and the gravity boxes are at a 90-degree angle or other angles with the intermediate box, also known as double-bend gravity boxes. The gravity box located at the end of the rotating wheel is the outer gravity box, and the end of the intermediate box located at the end of the rotating wheel is the outer end. The gravity box located at the end of the hub platform on the outer edge of the central shaft is the inner gravity box, and the end of the intermediate box located at the end of the hub platform on the outer edge of the central shaft is the inner end. The outer gravity box and the inner gravity box at both ends of the intermediate box are in opposite directions. The intermediate box and the gravity boxes at both ends are connected. The liquid can flow freely between the intermediate box and the gravity boxes at both ends without leakage. The length, shape, volume and capacity of each intermediate box, outer gravity box and inner gravity box are exactly the same. The weight of the liquid in each intermediate box and gravity box is also exactly the same. Each intermediate box and gravity box is evenly distributed in its plane of rotation, ensuring that the rotating disc of the engine is completely balanced.

[0095] See Figure 3 and Figure 4 The intermediate and gravity boxes can be either balanced or unbalanced structures. Balanced structures mean that each intermediate and gravity box has the same thickness, length, shape, volume, and capacity. Furthermore, the thickness and diameter of the intermediate and gravity boxes are also identical. The outer and inner gravity boxes at both ends of the intermediate box have the same volume and capacity. The intermediate box is perpendicular to the outer edge of the central shaft hub platform plane, and balanced structures exhibit excellent operational stability. However, provided that the length, shape, volume, and capacity of each intermediate and gravity box are identical, and the weight of the liquid in each intermediate and gravity box is also identical, unbalanced structures can be designed and manufactured. The intermediate and gravity boxes in the unbalanced structure refer to the fact that the thickness of each intermediate and gravity box at both ends can be different. That is, it can be designed as an intermediate box 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 intermediate and gravity boxes can be different. The volume and capacity of the outer and inner gravity boxes at both ends of the intermediate box can also be different. Furthermore, the intermediate box and the outer edge of the hub platform of the central shaft can not be perpendicular. The intermediate box and the outer gravity box can be installed at the same tilt angle in the direction of rotation, forming an unbalanced structure. The unbalanced intermediate and gravity boxes have good operational stability and can increase the difference in gravitational torque and torque of the liquid in the intermediate and gravity boxes on the left and right sides of the vertical line of the engine's central shaft, thereby increasing the engine speed and output power.

[0096] See Figure 3 and Figure 4The liquid in the intermediate and gravity boxes refers to the liquid that continuously and regularly circulates in all the intermediate boxes and the gravity boxes at both ends, creating a gravitational torque difference and a torque difference between the liquid in the intermediate and gravity boxes on both sides of the vertical axis of the engine center shaft. This liquid drives the intermediate and gravity boxes, along with the engine rotating disc and the engine center shaft, to rotate. The weight of the liquid in each intermediate and gravity box is equal. The number, length, shape, volume, and capacity of the intermediate and gravity boxes determine the volume and weight of the liquid in them. Once the length, shape, volume, and capacity are determined, the weight of the liquid injected into the intermediate tank and gravity tank must ensure that the liquid in the intermediate tank and gravity tank on both sides of the vertical line of the engine's central axis can generate the maximum gravitational torque difference, thereby ensuring that the dual-force tank and magnetically driven engine has the maximum power. When the dual-force tank and magnetically driven engine are running, it is necessary to first inject an equal amount of liquid into all the intermediate tanks and gravity tanks. The liquid injected into the intermediate tanks and gravity tanks is clean water at room temperature. In special cases, oil, alcohol, or other special liquids may also be used.

[0097] See Figure 2 , Figure 5 and Figure 6 A rotating magnet is a U-shaped or bar-shaped permanent magnet with identical performance specifications, size, shape, and weight. When the rotating magnet is U-shaped, 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 and S poles 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... The small size and 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 rotating magnet poles include two types of magnetic poles, namely the toothed arc-shaped cylindrical magnetic pole and the toothed spherical magnetic pole. A dual force box and magnetic force co-drive engine can use one of these two types of rotating magnet poles.

[0098] See Figure 2 , Figure 7 and Figure 8A 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. When the left magnetic pole of a magnet 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 based on 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 poles of the driving magnet are long-legged sawtooth-shaped oblique side magnetic poles.

[0099] See Figure 1 The magnetic clutch is a controller that controls the engagement and disengagement of two semi-circular drive magnet rings, enabling the dual-force box and magnetically driven engine to start and stop. There are two types of magnetic clutches: lever-type and push-button-type. A dual-force box and magnetically driven engine can use one of these two types of magnetic clutches.

[0100] The lever-type magnetic clutch includes a lever, a clutch cable, and a magnetic clutch switch. The lever is mounted 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 dual-force box and magnetic force work together to start the engine, 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 magnet. The iron ring and linkage drive mechanism lock the two semi-circular drive magnet rings in a mating state, so that a precise coupling relationship is formed between the drive magnet and the rotating magnet. When the dual force box and magnetic force work together to drive the engine and need to stop, pull the control lever 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 linkage on the two semi-circular drive magnet rings to separate, so that the two semi-circular drive magnet rings separate, and the drive magnet and the rotating magnet separate, and the magnetic force between them weakens and disappears. The linkage drive mechanism locks the two semi-circular drive magnet rings in a separated state.

[0101] The 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, which controls the start and stop of the motor. When the dual-force box and magnetic force work together to start the engine, pressing the start button 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. The linkage drive mechanism then pulls two semi-circular drive wheels. The connecting rod on the moving 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 dual force box and magnetic force-driven engine need to be stopped, 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 intelligent control system monitors and controls the button-type magnetic clutch in real time.

[0102] See Figure 1 The starting and braking system refers to a control system that provides auxiliary thrust to the engine's rotating disc when starting the engine using a dual-force box and magnetic force, and effectively brakes the engine's rotating disc when stopping the engine. It includes a starting and braking controller and starting and braking discs. 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 brake button. The motor and motor intelligent switch are integrated in 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 in the upper part of the starting and braking controller housing. The start button and brake button are fixed on the control panel of the intelligent control system. 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 installed starting and braking controllers, which are fixed on the engine base.

[0103] See Figure 1 The intelligent control system is a computer control system that controls the starting and braking of the dual-force box and magnetically driven engine, monitors the speed of the engine and multi-stage transmission, and monitors and controls the operating status of the driven equipment. It includes a mainboard, 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 external power supply. The mainboard, CPU, memory, and input / output interfaces are installed in the control box. The display, start button, brake button, and green safety indicator light are also included. The fault warning red indicator light and alarm buzzer are installed on the control panel of the control box. The intelligent control system monitors and controls the magnetic clutch and starting and braking system in real time, and collects, transmits, processes, stores and displays the operating data of various sensors and controllers. When the dual force box and magnetic force work together to drive the engine, multi-stage gearbox and driven equipment normally, the safe operation green indicator light is on and the fault warning red indicator light is off. When the starting and braking system malfunctions, the engine or multi-stage gearbox speed is abnormal, or the driven equipment operating status is abnormal, the safe operation green indicator light is off, the fault warning red indicator light is on, the alarm buzzer sounds, and abnormal data and equipment are displayed on the monitor. The control box of the intelligent control system is installed and fixed on the engine base.

[0104] See Figure 5 and Figure 6A 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, with one half smooth and the other half serrated. 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 remains rounded with its magnetic cylindrical surface, without sharp edges or corners. This results in a uniformly divergent magnetic induction intensity along its radial direction in the smooth portion of the magnetic end portion. The serrated magnetic end portion has several sharp edges and corners, making the serrated magnetic end portion... The magnetic field strength is greatest in its radial direction. This means that during the rotation of the rotating magnet ring, the magnetic force weakens when the driving magnet pole encounters the smooth end of the rotating magnet pole and strengthens when it encounters the serrated end of the rotating magnet pole. 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 serrated 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, when a rotating magnet pole and a driving magnet pole move relative to each other, the corresponding two poles can generate an attractive or repulsive force with changing magnetic force.

[0105] A serrated spherical magnetic pole refers to a rotating magnet whose magnetic end portions are all made into a spherical shape. Using the center line of the spherical pole as a boundary, one half of the spherical end portion is made into a smooth pole, and the other half into a serrated pole. This results in a surface where one half is smooth and the other half is serrated. The radius of curvature of the entire spherical 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 end portion maintain a smooth state with its cylindrical surface, without sharp edges or corners, making the surface smooth... The magnetic induction intensity of some 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, 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.

[0106] See Figure 7 and Figure 8The 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 "long-legged" shapes, 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 edges of the oblique plane remain smooth with the surface of the magnet cylinder, without sharp lines or corners, so that the magnetic force weakens rapidly 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 tips" are made into several conical shapes. The pointed shape allows the serrated magnetic pole ends of the 1 / 2-2 / 3 section to have the greatest magnetic induction intensity. The rotating magnet receives the greatest attraction when its pole approaches the opposite pole of the driving magnet ("toe") and passes through the serrated magnetic pole ends of 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 also rapidly weakens the attraction between the rotating magnet pole and the opposite direction of rotation, causing 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 magnetic pole direction, the attraction between the driving magnet pole and the like pole... The repulsive force of the rotating magnet's poles is minimal. The rotating magnet experiences 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 rotating magnet pole and the two driving magnet poles generate a pulling-pull force, resulting in a powerful rotational resultant force that drives the rotating magnet and the rotating magnet ring to rotate. This configuration of the rotating and driving magnet poles causes a change in magnetic induction intensity between the rotating magnet poles and the driving magnet poles in the direction of rotation of the rotating magnet ring. A controllable magnetic field is generated, which allows the rotating magnet to achieve maximum attraction when the opposite poles of the driving magnet meet, minimum attraction when the opposite poles separate, minimum repulsion when the like poles meet, and maximum repulsion when the like poles 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 effectively increased. When using bar permanent magnets as driving magnets, the ends of the two opposite bar permanent magnets must be made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles must be arranged in the same way as U-shaped permanent magnet poles to form the same structural shape as U-shaped permanent magnets.

[0107] See Figure 1 , Figure 2 and Figure 9The aforementioned method for generating power for a dual-force box and magnetically driven engine includes a method for constructing a two-stage continuous push-pull coupling collaborative drive mechanism between the driving magnet and the rotating magnet, a method for calculating and determining the power of the dual-force box 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 simultaneous, co-directional, and coaxial series operation, wherein:

[0108] The specific methods for constructing a two-stage continuous push-pull coupling cooperative driving mechanism between the driving magnet and the rotating magnet include:

[0109] (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.

[0110] (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 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 cooperative driving relationship. At the same time, when the first row of driving magnets... When the rotational torque between the two magnetic poles of the 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 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 force utilization rate between the rotating magnet and the driving magnet, and improves the operating efficiency, operating stability and reliability of the dual force box and magnetic cooperative driving engine.

[0111] (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.

[0112] Meanwhile, to improve the driving efficiency of the driving magnets on the rotating magnets 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, with the stagger distance being 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 first magnetic pole of the second row... The two magnetic poles of the driving magnet are exactly in the middle of the magnetic 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 to rotate. As the rotating magnet ring continues to rotate, when the two magnetic poles of the first driving magnet 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 magnetic poles of the first driving magnet in the first column are exactly in the middle of the magnetic 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 to rotate. This two-column... The staggered arrangement of the driving magnet and the rotating magnet constitutes the second-stage continuous push-pull coupling and synergistic drive mechanism. Under this mechanism, the driving magnet's magnetic poles continuously, stably, and efficiently drive the rotating magnet to rotate, which in turn drives the rotating magnet ring, the engine's rotating disc, and the engine's central shaft. The drive wheel on the engine's central shaft drives the power input wheel of the multi-stage gearbox to rotate. After speed changes through the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus enabling the equipment to operate. This two-stage continuous push-pull mechanism between the driving magnet and the rotating magnet... The construction of the coupling and synergistic 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, stability and reliability 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.

[0113] The specific methods for calculating and determining the power of a dual-force box and magnetically driven engine include:

[0114] (1) The method for determining the rotational power generated by the dual-force box and magnetically driven engine is as follows: the power of the dual-force box and magnetically driven engine is the vector sum of the rotational torque generated by the difference in gravitational torque produced by the liquid circulation in the middle box on both sides of the vertical axis of the engine and the gravity box, and the rotational torque exerted by the driving magnet on the driving magnet ring on the rotating magnet ring. Where:

[0115] Regarding the method of generating rotational torque in the liquids of the intermediate and gravity boxes, when the engine rotating disk rotates clockwise, all outer gravity boxes point clockwise, while the inner gravity boxes point in the opposite direction. During the rotation of the engine rotating disk, the liquids in the outer and intermediate gravity boxes located to the left of the engine's central axis always flow towards the inner gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes, and thus reducing the gravitational torque of the liquid centers of mass. As the engine rotating disk continues to rotate, the liquids in all the outer and intermediate gravity boxes located to the left of the engine's central axis successively flow towards the inner gravity box, minimizing the vector sum of the gravitational torques of the liquid centers of mass in all the intermediate and gravity boxes located to the left of the engine's central axis. Simultaneously, the liquids in the inner and intermediate gravity boxes located to the right of the engine's central axis always flow towards the outer gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes. 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 intermediate boxes 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 liquid's center of mass in all the intermediate boxes 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 liquid's center of mass in the intermediate boxes and gravity boxes on both 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 intermediate box and gravity box on the side with greater torque, driving the intermediate box 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 intermediate boxes and gravity boxes generates rotational power is the same as when the engine's rotating disc rotates clockwise.

[0116] The rotational torque applied by the driving magnet to the rotating magnet, the construction of a two-stage continuous push-pull coupling collaborative driving mechanism between the driving magnet and the rotating magnet, or the construction of a bar magnet magnetic pole coupling collaborative driving mechanism, enables the driving magnet magnetic pole to apply rotational torque to the rotating magnet magnetic pole in the tangential direction of the rotating magnet magnetic pole rotation, 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.

[0117] Therefore, the method of generating rotational power by the dual force box and magnetic force co-drive engine is to create a power engine consisting of an intermediate box and a gravity box, the liquid inside, and a driving magnet and a rotating magnet, which effectively converts gravitational potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine rotating disk and the engine central shaft to rotate, providing power to the driven equipment.

[0118] (2) Calculate and determine the specific data of the power contribution elements. The inner and outer radii of the rotating wheel ring, the number of intermediate and gravity boxes, the length, shape, diameter and capacity of the intermediate and gravity boxes, the weight and liquid level of the liquid in the intermediate and gravity boxes, 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 the rotating magnet are all contributing factors to improve engine power. These factors determine the speed and power of the dual-force box and magnetic co-drive engine. After the design speed and design power of the dual-force box and magnetic co-drive engine are determined, firstly, calculate and determine the inner and outer radii of the rotating wheel ring. This provides a basis for calculating and determining the inner radius of the driving magnet ring, the outer radius of the rotating magnet ring, the number of driving magnets and rotating magnets, and the length of the intermediate box. Then, the number, shape, diameter, and capacity of the intermediate box and gravity box are calculated and determined, providing a basis for calculating and determining the weight of the liquid and the liquid level in the intermediate box and gravity box, as well as the power generated by the liquid circulation flow. In order to accurately calculate the specific data of each power contribution element, a dual-force box and magnetic force co-drive engine speed model and power model 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.

[0119] (3) Calculate and determine the power of the dual-force box and magnetic co-drive engine. The power of the dual-force box and magnetic co-drive engine is the sum of the power generated by the liquid circulation in all intermediate boxes and gravity boxes and the power generated by the rotational torque applied by all driving magnets to the rotating magnet. Therefore, after the specific data of each power contribution element are determined, it is necessary to calculate and determine the magnitude of these two powers. The specific calculation and determination methods are as follows:

[0120] The power generated by the liquid circulation in all intermediate and gravity tanks is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the liquid center of mass in the intermediate and gravity boxes, F be the gravity of the liquid center of mass in the intermediate and gravity boxes, and L be the vector distance between the liquid center of mass in the intermediate and gravity boxes and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the liquids in the intermediate and gravity boxes, the difference in gravitational torque generated by the liquids in all intermediate and gravity boxes on both sides of the vertical line of the engine's central axis is... Where, ΔM液 F represents the difference in gravitational moment between the centers of mass of the liquids in all intermediate boxes and the center of mass of the gravity box on both sides of the vertical line of the engine's central axis. 液 L is the weight of the liquid center of mass in each intermediate box and gravity box. The weight of the liquid center of mass in each intermediate box and gravity box is equal. 右i L is the vector distance between the i-th intermediate box 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 intermediate box 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. n is the number of intermediate boxes on one side of the vertical axis of the engine. Once the number, length, shape, volume, and weight of the liquid in the intermediate and gravity boxes are determined, the gravitational moment difference between the centers of mass of the liquid in the intermediate boxes and gravity boxes on both sides of the vertical axis of the engine can be calculated. This difference is then used to calculate the engine power using the formula P. 液 =ΔM 液 ×N / 9549, where P 液 N is the power generated by the liquid circulation in all intermediate and gravity boxes, and N is the engine speed. Once the engine speed is determined, the power generated by the liquid circulation in the intermediate and gravity boxes can be calculated using the engine power calculation formula.

[0121] 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.

[0122] Therefore, the power P of the dual-force box and the magnetically driven engine is equal to P. 液 +P 磁 However, since the liquids in all the intermediate and gravity boxes rely on their own circulation, they can generate gravitational torque and torque differences on both sides of the engine's central shaft, driving the intermediate and gravity boxes, along with the engine's rotating disk and central shaft, to rotate and output 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 shaft, to rotate, forming the power of the engine driven by the dual force boxes and magnetic force. On the other hand, a small part of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the rotation speed of the intermediate and gravity boxes, thus accelerating the circulation cycle of the liquids in the intermediate and gravity boxes, playing an intrinsic role of "using four ounces to move a thousand pounds," realizing the coordinated operation between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes, and establishing a correlation between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes. Therefore, in the speed and power models of the dual force boxes and magnetic force co-driven engine, the correlation element between the driving magnet and the rotating magnet and the liquids in the intermediate and gravity boxes has been added.

[0123] When the calculated power of the dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine speed model and power model for multiple iterative calculations until the calculated power of the dual-force box and magnetic co-drive engine meets the engine's design power. After the dual-force box and magnetic co-drive 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.

[0124] Regarding the method for controlling the rotation direction of the engine's rotating disc, the specific methods include:

[0125] The rotational power of the engine's rotating disc originates from the combined force of the rotational torque generated by the fluid circulation in the intermediate and gravity chambers and the rotational torque applied by the driving magnet to the rotating magnet. Therefore, it is essential to ensure that the rotational torque generated by the fluid circulation in the intermediate and gravity chambers and the rotational torque applied by the driving magnet to the rotating magnet are in the same direction. This ensures that these two rotational torques, operating in the same direction, form an effective combined force, jointly driving the engine's rotating disc and the engine's central shaft to rotate and output power. Specifically:

[0126] (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 the intermediate box 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 the intermediate box on the left side of the engine's central axis. Since the weight of the liquid in each gravity box and the intermediate box is the same and constant, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box located on the left side of the engine's central axis decreases. At the same time, the liquid in the inner gravity box and the intermediate box 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 the intermediate box located on the right side of the engine's central axis. Therefore, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box increases. This makes the engine... The sum of the gravitational moments of the center of mass of the liquid in 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 gravity box on the left side of the vertical axis of the engine center. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes on the left and right sides of the vertical axis of the engine center and the center of mass of the liquid in the middle box. It is this difference in gravitational moment and torque that causes the liquid in the middle box and the gravity box to exert a greater torque on the side with the greater gravitational moment, namely the middle box and the outer gravity box on the right side of the vertical axis of the engine center. This drives the middle box 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 rotation direction of the engine disk and the engine center axis.

[0127] (2) Controlling the rotation direction of the rotating magnet ring: After determining the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box, the rotation direction of the rotating magnet ring must be consistent with the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box. The construction of the rotating magnet with serrated arc-shaped cylindrical magnetic poles or serrated spherical magnetic poles and the driving magnet with long-legged sawtooth-shaped oblique side magnetic poles, as well as the arrangement order of the N and S poles of the rotating magnet and the driving magnet, determines the rotation direction of the rotating magnet ring. Therefore, after determining the shape of the magnetic poles of the rotating magnet and the driving magnet, the rotation direction of the rotating magnet ring can be controlled by controlling the arrangement order of the magnetic poles of the rotating magnet and the driving magnet. When the rotating magnet ring needs to rotate clockwise... When rotating in the direction of the needle, all the magnetic poles of the driving magnets in the first column must be arranged clockwise from the S pole to the N pole, and all the magnetic poles of the driving magnets in the second column must be arranged clockwise from the N pole to the S pole. The N pole of the rotating magnet should correspond to the magnetic pole of the first column of driving magnets, and the S pole of the rotating magnet should correspond to the magnetic pole of the second column of driving magnets. Following this arrangement, when the two magnetic poles of the first driving magnet 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 two magnetic poles of the second driving magnet in that column should correspond to the exact middle of the two adjacent rotating magnet poles. The left magnetic pole of this driving magnet is the S pole, and the two rotating magnet poles on either side of this S pole are both N poles. The "foot" of this S pole... The "heel" portion is an inclined surface. The rotating magnet's poles are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet's pole is a smooth curved surface, and the right half is a sawtooth-shaped pole. This causes the attraction between the left S pole of the driving magnet and the N pole of the rotating magnet to its left to be greater than the attraction between the driving magnet and the N pole of the rotating magnet to its right. The driving magnet is stationary, thus pulling the rotating magnet to rotate clockwise. The right pole of the driving magnet is an N pole, and the corresponding poles of both rotating magnets are also N poles. The driving magnet's pole is the long, sawtooth-shaped inclined side pole pointing towards the right rotating magnet's pole, and the "heel" portion of this N pole is an inclined surface. The left rotating magnet pole of this N pole corresponds to the inclined surface of the driving magnet's pole. This ensures that the repulsive force between the N pole of the first driving magnet 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 to push the rotating magnet to rotate clockwise, creating a push-pull driving relationship between the driving magnet poles and the rotating magnet poles. In the first column of driving magnets, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Simultaneously, 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 in an unstable state, the two poles of the first driving magnet in the second column are precisely positioned between the two rotating magnet poles 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 magnets corresponding to the poles of the second column of driving magnets all have S poles. The attraction between the N pole on the left side of the first driving magnet in the second column 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. Therefore, it pulls the rotating magnet 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 of the driving magnet to its right. Therefore, it pushes the rotating magnet to rotate clockwise. 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 drives the rotating magnet ring and the engine central shaft to rotate clockwise.

[0128] 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.

[0129] Regarding the construction method of the bar magnet magnetic pole coupling cooperative driving mechanism, this method 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 cooperative driving mechanism. Specific methods include:

[0130] (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.

[0131] (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.

[0132] (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.

[0133] (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 dual force box and magnetic cooperative drive engine operation.

[0134] The method of simultaneous, co-directional, and coaxial operation refers to the use of simultaneous, co-directional, and coaxial operation when the power of a single dual-force box and magnetically driven engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more dual-force boxes 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 dual-force box and magnetically driven engine. Specific methods include:

[0135] (1) Calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model and the power of a single dual-force box and magnetic co-drive engine. According to the purpose and model of the dual-force box and magnetic co-drive engine of the specified model, first calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single dual-force box and magnetic co-drive engine, and calculate and determine the number of single dual-force box and magnetic co-drive engines that need to be connected in series on the same shaft.

[0136] (2) Establish the frequency and rotation direction of a single dual-force box and magnetic co-drive engine. Each dual-force box and magnetic co-drive 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 synchronously and in coordination to form an effective resultant force. This requires establishing the frequency and rotation direction of a single dual-force box and magnetic co-drive engine to ensure that each engine connected in series on the same shaft has the same frequency and the same rotation direction.

[0137] (3) Implement series operation with the same frequency, direction and axis. Based on the rated power of the dual force box and the magnetic co-drive engine and the number of a single dual force box and the magnetic co-drive engine, the number of single dual force boxes and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of dual force boxes 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.

[0138] See Figure 1 The aforementioned method for connecting a dual-force box and a magnetically driven engine to drive a multi-stage gearbox and the driven equipment, wherein the driven equipment referred to in this invention includes generators, motor vehicles, rail vehicles, ships, transportation equipment requiring rotational power, and industrial equipment requiring rotational power. There are two ways to install the dual-force box and magnetically driven engine on the engine base: vertical installation and parallel installation. The vertical installation method is where the central axis of the dual-force box and magnetically driven engine is perpendicular to the center line of the engine base; the parallel installation method is where the central axis of the dual-force box and magnetically driven engine is parallel to the center line of the engine base. Under these two installation methods, there are the following seven methods for connecting the dual-force box and magnetically driven engine to drive a multi-stage gearbox and the driven equipment:

[0139] (1) Belt connection drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the dual force box 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 dual force box 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 dual force box 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 the 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 the belt and drives the pulley on the shaft of the driven equipment to rotate, thereby driving the driven equipment to work.

[0140] (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 dual force box 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, respectively. Gears of corresponding radius are installed on the shaft of the driven equipment. When the dual force box and magnetic force co-drive engine are 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.

[0141] (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 dual-force box 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 dual-force box 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.

[0142] (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 dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine are 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.

[0143] (5) Direct belt drive method: After accurately calculating the speed ratio between the drive pulley on the central shaft of the dual force box and the magnetic co-drive engine and the pulley on the shaft of the driven equipment, if the output speed of the dual force box 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 pulley of the corresponding radius is installed on the central shaft of the dual force box and the magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box and the magnetic co-drive engine are 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.

[0144] (6) Direct gear connection drive method: After accurately calculating the speed ratio between the drive gear on the central shaft of the dual force box and the magnetic co-drive engine and the gear on the shaft of the driven equipment, if the output speed of the dual force box 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 dual force box and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box 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.

[0145] (7) The engine simultaneously drives two sets of multi-stage gearboxes and driven equipment. The central shaft of the engine driven by the dual force box and magnetic force is horizontal and perpendicular to the engine rotation disk. Therefore, a drive wheel can be installed at each end of the engine central shaft. The drive wheels at both ends of the engine 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.

[0146] 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 dual-force box and magnetic force co-driven engine, characterized in that, The system includes a support mechanism system, several intermediate boxes and gravity boxes with opposite directions at both ends, equal amounts of liquid in each intermediate box and gravity box, a rotating magnet ring, a drive magnet ring, rotating magnets, drive magnets, a magnetic clutch, a starting and braking system, and an intelligent control system. The rotating magnets include two types of magnets: rotating magnets with serrated arc-shaped cylindrical magnetic poles and rotating magnets with serrated spherical magnetic poles. A dual-force box and magnetically driven engine can use one of these two types of rotating magnets. The drive magnets are long-legged, sawtooth-shaped, obliquely oriented magnetic poles. After the drive magnet poles and rotating magnet poles are arranged in an orthogonal staggered configuration, a two-stage continuous push-pull coupling and cooperative driving mechanism is formed between the drive magnet on the drive magnet ring and the rotating magnet on the rotating magnet ring, or a bar magnet pole coupling and cooperative driving mechanism. This allows the drive magnet to stably, continuously, and efficiently drive the rotating magnet to rotate. This causes the rotating magnet ring, along with the engine's rotating disc and central shaft, to rotate. Simultaneously, the liquids in each intermediate and gravity chamber circulate within their respective chambers, creating a gravitational torque difference and a torque difference between the liquids in the intermediate and gravity chambers on either side of the engine's central shaft. This drives the intermediate and gravity chambers, along with the engine's rotating disc and central shaft, to rotate. Thus, the rotational torque exerted by the driving magnet on the rotating magnet ring and the gravitational and torque differences generated by the circulating liquids in the intermediate and gravity chambers on either side of the engine's central shaft work together to drive the engine's rotating disc and central shaft. The drive wheel on the engine's central shaft connects to and drives the power input wheel of the multi-stage gearbox. After speed changes by the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus enabling the driven equipment to operate.

2. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The aforementioned support system is a support system that supports and fixes all intermediate boxes, gravity boxes, and the entire engine. The support system includes rotating rims, start and brake discs, rotating rim fixing brackets, circular plate-like stirrups, a hub platform on the outer edge of the central shaft, the engine central shaft, a central shaft bracket, a rotating rim support platform, a rotating magnet ring, a drive magnet ring, a drive magnet ring connecting shaft, a drive magnet ring support frame, a drive magnet ring support column, a drive magnet ring stabilizing mechanism, an upper crossbeam on the support column, a bottom beam on the support column, and an engine base. The rotating rims are two circular rings located on either side of the outer end of the intermediate box, with the center of the rotating rims being 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 start and brake discs are two circular plate-like rings installed and fixed on the outer edge of the rotating rims, with a gear structure on the outer edge. The rotating rim fixing brackets are support rods that connect and fix the two rotating rims at equal distances to the hub platform on the outer edge of the central shaft. All rotating rim fixing brackets... The central section is reinforced by one or more circular plate-shaped stirrups, the center of which is the center of the engine's central shaft. The outer edge hub platform of the central shaft is located on the outer edge of the engine's central shaft and is securely connected to it. The engine's central shaft is the rotating shaft that bears the power output of the dual-force box and the magnetically driven engine. The engine's central shaft is horizontal and supported by a central shaft bracket, which is mounted and fixed on the base beam of the support column. The base beam of the support column is mounted and fixed on the engine base. The rotating wheel ring support platform is a support platform formed by laying flat steel plates on two rotating wheel ring crossbeams. The rotating wheel ring support platform, the outer edge hub platform of the central shaft, and the rotating wheel ring fixing bracket together constitute the intermediate box support platform. Each dual-force box and magnetically driven engine has several evenly distributed intermediate box support platforms. Each intermediate box and its two end gravity boxes are mounted and fixed on the intermediate box support platform. Each intermediate box and gravity box contains an equal amount of liquid. The entire rotating mechanism system of the dual-force box and the magnetically driven engine constitutes the engine's rotating disc. The aforementioned central shaft outer edge hub platform is a regular polygonal box centered on the centerline of the engine's central shaft, securely connected to the engine's central shaft. The two sides of the regular polygonal box are made of regular polygonal steel plates, with steel plates laid and fixed between each side of the two regular polygonal steel plates to enhance the support strength and rigidity of the central shaft outer edge hub platform. Each side plane of the regular polygonal box corresponds to an intermediate box. The inner end of the intermediate box and the inner gravity box are installed and fixed on the central shaft outer edge hub platform, while the outer end of the intermediate box and the outer gravity box are installed and fixed on the rotating wheel support platform. The middle of the intermediate box is connected and fixed by a rotating wheel 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 separable and combinable semi-circular rings. When the two semi-circular drive magnet rings are joined, they 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 and fixed 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 and correspond. 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 supported by the drive magnet rings. The support frame is connected, and the drive 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 drive magnet rings are connected together, the drive magnet ring connecting shaft is supported by the drive magnet ring support frame, which is installed and fixed in the middle of the bottom beam of the support column. A drive magnet ring support column of the same length is set on each side of the drive magnet ring. The bottom ends of the two drive magnet ring support columns are installed and fixed on the bottom beam of the support column and are perpendicular to the bottom beam. The top ends of the two drive magnet ring support columns are connected and fixed by the crossbeam on the support column. The middle of the two semi-circular drive magnet rings is connected and stabilized by the drive magnet ring stabilizing 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 dual force box and magnetic force to collaboratively drive the engine. The rotating rim, starter and brake disc, rotating magnet ring, rotating magnet, rotating rim fixing bracket, circular sheet-like stirrups, central shaft outer edge hub platform, rotating rim support platform, intermediate box and its two end gravity boxes, the liquid inside the intermediate box and gravity boxes, and the 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 freely under the support of the bearings. The engine rotating disc is a completely balanced rigid structure that remains stable during rotation, without deformation or vibration.

3. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The intermediate box and gravity box are cylindrical, sealed boxes. There is a gravity box at each end of the intermediate box, and the gravity boxes are at a 90-degree angle or other angles with the intermediate box, also known as double-bend gravity boxes. The gravity box located at the end of the rotating wheel is the outer gravity box, and the end of the intermediate box located at the end of the rotating wheel is the outer end. The gravity box located at the end of the hub platform on the outer edge of the central shaft is the inner gravity box, and the end of the intermediate box located at the end of the hub platform on the outer edge of the central shaft is the inner end. The outer gravity box and the inner gravity box at both ends of the intermediate box are in opposite directions. The intermediate box and the gravity boxes at both ends are connected. The liquid can flow freely between the intermediate box and the gravity boxes at both ends without leakage. The length, shape, volume and capacity of each intermediate box, outer gravity box and inner gravity box are exactly the same. The weight of the liquid in each intermediate box and gravity box is also exactly the same. Each intermediate box and gravity box is evenly distributed in its rotation plane, ensuring that the engine rotating disc is completely balanced.

4. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The intermediate and gravity boxes can be either balanced or unbalanced structures. Balanced structures mean that each intermediate and gravity box has the same thickness, length, shape, volume, and capacity. Furthermore, the thickness and diameter of each intermediate and gravity box are identical. The outer and inner gravity boxes at both ends of the intermediate box have the same volume and capacity. The intermediate box is perpendicular to the outer edge of the central shaft hub platform plane. Balanced structures provide excellent operational stability. While ensuring that each intermediate and gravity box has the same length, shape, volume, and capacity, and that the liquid weight in each intermediate and gravity box is also identical, unbalanced structures can also be designed and manufactured. The unbalanced intermediate and gravity boxes described above refer to intermediate and gravity boxes where the thickness of each end can be different. That is, they can be designed as intermediate boxes and gravity boxes with one large end and the other small end. Furthermore, the thickness and shape of the intermediate and gravity boxes can differ, and the volume and capacity of the outer and inner gravity boxes at both ends of the intermediate box can also be different. Additionally, the intermediate box and the outer edge of the hub platform of the central shaft can not be perpendicular. All intermediate boxes, along with the outer gravity boxes, can be installed at the same tilt angle in the direction of rotation, forming an unbalanced structure. The unbalanced intermediate and gravity boxes exhibit excellent operational stability and can increase the gravitational torque and torque differences of the liquids in the intermediate and gravity boxes on both sides of the vertical axis of the engine's central shaft, thereby increasing the engine's speed and output power.

5. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The liquid in the intermediate and gravity boxes refers to the liquid that continuously and regularly circulates in all the intermediate boxes and the gravity boxes at both ends, creating a gravitational torque difference and a torque difference between the liquid in the intermediate and gravity boxes on the left and right sides of the vertical axis of the engine center shaft. This liquid drives the intermediate and gravity boxes, along with the engine rotating disc and the engine center shaft, to rotate. The weight of the liquid in each intermediate and gravity box is equal. The number, length, shape, volume, and capacity of the intermediate and gravity boxes determine the volume and weight of the liquid in them. Once the length, shape, volume, and capacity are determined, the weight of the liquid injected into the intermediate tank and gravity tank must ensure that the liquid in the intermediate tank and gravity tank on both sides of the vertical line of the engine's central axis can generate the maximum gravitational torque difference, thereby ensuring that the dual-force tank and magnetically driven engine has the maximum power. When the dual-force tank and magnetically driven engine are running, it is necessary to first inject an equal amount of liquid into all the intermediate tanks and gravity tanks. The liquid injected into the intermediate tanks and gravity tanks is room temperature, clean water. In special cases, oil, alcohol, or other special liquids may also be used.

6. The dual force box and magnetic force co-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 dual force box and magnetic force co-drive engine can use one of these two types of rotating magnet magnetic poles.

7. The dual force box and magnetic force co-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.

8. The dual force box and magnetic force co-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 dual-force box and magnetically driven engine to start and stop. The magnetic clutch includes two types: a lever-type magnetic clutch and a push-button magnetic clutch. A single dual-force box and magnetically driven engine 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 dual-force box and magnetic force-driven engine need to be started, 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 to close, 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, creating a precise coupling relationship between the drive magnet and the rotating magnet. When the dual force box and magnetic force-driven engine need to be stopped, 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, which controls the start and stop of the motor. When the dual-force box and magnetic force synergistically drive the engine to start, pressing the start button 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. The linkage drive mechanism then pulls two semicircular... The connecting rods on the shaped drive magnet rings close, 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 dual force box and magnetic force-driven engine need to be stopped, 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 intelligent control system monitors and controls the button-type magnetic clutch in real time.

9. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The aforementioned starting and braking system refers to a control system that provides auxiliary thrust to the engine's rotating disc when starting the engine using a dual-force box and magnetic force combined, and effectively brakes the engine's rotating disc when stopping. It includes a starting and braking controller and starting and braking discs. 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 brake button. The motor and motor intelligent switch are integrated in the lower part of the starting and braking controller housing. The starting gear, starting gear connecting mechanism, brake pads, and brake pad drive mechanism are integrated in the upper part of the starting and braking controller housing. The start button and brake button are fixedly mounted on the control panel of the intelligent control system. 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 installed starting and braking controllers, which are fixedly mounted on the engine base.

10. The dual force box and magnetic force co-drive engine according to claim 1, characterized in that, The aforementioned intelligent control system is a computer control system that controls the starting and braking of the dual-force box 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 mainboard, a central processing unit (CPU), 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. The mainboard, CPU, memory, and input / output interfaces are installed inside the control box. The display, start button, brake button, and green safety indicator light... The lights, fault warning red indicator light, and alarm buzzer are installed on the control panel of the control box. The intelligent control system monitors and controls the magnetic clutch and starting and braking system in real time, and collects, transmits, processes, stores, and displays the operating data of various sensors and controllers. When the dual force box and magnetic force work together to drive the engine, multi-stage gearbox, and driven equipment normally, the safe operation green indicator light illuminates and the fault warning red indicator light goes out. When the starting and braking system malfunctions, the engine or multi-stage gearbox speed becomes abnormal, or the driven equipment's operating status becomes abnormal, the safe operation green indicator light goes out, the fault warning red indicator light illuminates, the alarm buzzer sounds, and abnormal data and equipment are displayed on the monitor. The control box of the intelligent control system is mounted and fixed on the engine base.

11. The dual force box and magnetic force co-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.

12. The dual force box and magnetic force co-driven engine according to claim 1, characterized in that, The aforementioned serrated spherical magnetic pole refers to a rotating magnet whose magnetic end portions are all made into a spherical shape. Using the center line of the spherical magnetic pole as a 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. The magnetic induction intensity of the smooth part of the magnetic pole is uniformly distributed along its radial direction. The magnetic pole of the sawtooth part has several sharp edges and corners. The sawtooth magnetic pole has the greatest magnetic induction intensity in its radial direction. This constitutes a magnetic field in which the magnetic pole of a rotating magnet can generate a magnetic field with a change in magnetic induction intensity in its rotation direction. Therefore, during the rotation of the rotating magnet, the magnetic force weakens when the magnetic pole of the driving magnet encounters the smooth part of the rotating magnet's magnetic pole, and strengthens when it encounters the sawtooth rotating magnet's magnetic pole.

13. The dual force box and magnetic force co-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 ends of the driving magnet are made into "long-legged" shapes, with the "toes" of the two magnetic ends pointing in opposite directions and outwards. The 1 / 3 to 1 / 2 portion of the "heel" end of the "long-legged" magnetic end is made into an oblique plane at a 45-degree angle or other acute angle to the plane of the magnetic end. The edges of the oblique plane remain 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 end. The 1 / 2 to 2 / 3 portion of the long-legged magnetic end along the "toe" direction is made into a serrated shape, and the "toe tips" are made into several cones. The sharp, 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 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 poles in the inclined plane section and the rotating magnet pole weakens rapidly. This also rapidly weakens the attraction between the rotating magnet poles and the opposite direction of rotation, causing 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 poles and the like poles weakens. 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 and the rotating magnet ring to rotate. This configuration of the rotating and driving magnet poles results in a magnetic induction intensity generation between the rotating magnet poles and the driving magnet poles in the direction of rotation of the rotating magnet ring. The changing and controllable magnetic field allows the rotating magnet to achieve maximum attraction when the opposite poles of the driving magnet meet, minimum attraction when they separate, minimum repulsion when they meet, and maximum 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 driving magnets, the ends of the two opposite-pole bar permanent magnets must be made into long-legged sawtooth-shaped oblique side poles, and the two bar permanent magnet poles must be arranged in the same way as U-shaped permanent magnet poles to form the same structural shape as U-shaped permanent magnets.

14. A method for generating power in an engine using a dual force box and magnetic force co-drive as described in any one of claims 1-13, characterized in that, This includes methods for constructing a two-stage continuous push-pull coupling cooperative drive mechanism between the driving magnet and the rotating magnet, methods for calculating and determining the power of a dual-force box and magnetic force cooperative drive engine, methods for controlling the rotation direction of the engine's rotating disk, methods for constructing a bar magnet magnetic pole coupling cooperative drive mechanism, and methods for co-frequency, co-directional, and coaxial series operation. 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 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 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 cooperative driving relationship. At the same time, when the first row of driving magnets... 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 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 force utilization rate between the rotating magnet and the driving magnet, and improves the operating efficiency, operating stability and reliability of the dual force box and magnetic cooperative driving 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 magnets on the rotating magnets 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, with the stagger distance being 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 first magnetic pole of the second row... The two magnetic poles of the driving magnet are exactly in the middle of the magnetic 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 to rotate. As the rotating magnet ring continues to rotate, when the two magnetic poles of the first driving magnet 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 magnetic poles of the first driving magnet in the first column are exactly in the middle of the magnetic 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 to rotate. This two-column... The staggered arrangement of the driving magnet and the rotating magnet constitutes the second-stage continuous push-pull coupling and synergistic drive mechanism. Under this mechanism, the driving magnet's magnetic poles continuously, stably, and efficiently drive the rotating magnet to rotate, which in turn drives the rotating magnet ring, the engine's rotating disc, and the engine's central shaft. The drive wheel on the engine's central shaft drives the power input wheel of the multi-stage gearbox to rotate. After speed changes through the multi-stage gearbox, the power output wheel outputs the required speed and power for the driven equipment, thus enabling the equipment to operate. This two-stage continuous push-pull mechanism between the driving magnet and the rotating magnet... The construction of the coupling and synergistic 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, stability and reliability 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 dual-force box and magnetic force co-driven engine includes the following specific methods: (1) The method for determining the rotational power generated by the dual-force box and magnetically driven engine is as follows: the power of the dual-force box and magnetically driven engine is the vector sum of the rotational torque generated by the difference in gravitational torque produced by the liquid circulation in the middle box on both sides of the vertical axis of the engine and the gravity box, and the rotational torque exerted by the driving magnet on the driving magnet ring on the rotating magnet ring. Regarding the method of generating rotational torque in the liquids of the intermediate and gravity boxes, when the engine rotating disk rotates clockwise, all outer gravity boxes point clockwise, while the inner gravity boxes point in the opposite direction. During the rotation of the engine rotating disk, the liquids in the outer and intermediate gravity boxes located to the left of the engine's central axis always flow towards the inner gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes, and thus reducing the gravitational torque of the liquid centers of mass. As the engine rotating disk continues to rotate, the liquids in all the outer and intermediate gravity boxes located to the left of the engine's central axis successively flow towards the inner gravity box, minimizing the vector sum of the gravitational torques of the liquid centers of mass in all the intermediate and gravity boxes located to the left of the engine's central axis. Simultaneously, the liquids in the inner and intermediate gravity boxes located to the right of the engine's central axis always flow towards the outer gravity box, reducing the lever arm between the center of mass of the liquids in the intermediate and gravity boxes. 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 and intermediate gravity boxes 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 liquid's center of mass in all the intermediate and gravity boxes located to the right of the engine's central axis. This creates a difference in gravitational torque and torque between the liquid's center of mass in the intermediate and gravity boxes on both sides of the engine's central axis. The continued existence of this difference in gravitational torque and torque causes the liquid to exert a greater torque on the intermediate and gravity boxes on the side with the greater torque, driving them to rotate clockwise. This, in turn, causes 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 intermediate and gravity boxes 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 dual force box and magnetic force co-drive engine is to create a power engine consisting of an intermediate box and a gravity box, the liquid inside, and a driving magnet and a rotating magnet, which effectively converts gravitational potential energy and magnetic potential energy into rotational kinetic energy. The rotational kinetic energy drives the engine rotating disk and the engine central shaft to rotate, providing power to the driven equipment. (2) Calculate and determine the specific data of the power contribution elements. The inner and outer radii of the rotating wheel ring, the number of intermediate and gravity boxes, the length, shape, diameter and capacity of each intermediate and gravity box, the weight and liquid level of the liquid in the intermediate and gravity boxes, the inner radii of the driving magnet ring, the outer radii of the rotating magnet ring, and the number, size, shape and performance indicators of the driving magnet and the rotating magnet are the contributing elements for improving engine power. They determine the speed and power of the dual-force box and magnetic force co-drive engine. After the design speed and design power of the dual-force box and magnetic force co-drive engine are determined, firstly, calculate and determine the inner and outer radii of the rotating wheel ring. The radius provides a basis for calculating and determining the inner edge radius of the driving magnet ring, the outer edge radius of the rotating magnet ring, the number of driving magnets and rotating magnets, and the length of the intermediate box. Then, the number, shape, diameter, and capacity of the intermediate box and gravity box are calculated and determined, providing a basis for calculating and determining the weight of the liquid and the liquid level in the intermediate box and gravity box, as well as the power generated by the liquid circulation flow. In order to accurately calculate the specific data of each power contribution element, a dual-force box and magnetic force co-drive engine speed model and power model 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 dual-force box and magnetically driven engine. The power of the dual-force box and magnetically driven engine is the sum of the power generated by the liquid circulation in all intermediate boxes and gravity boxes and the power generated by the rotational torque applied by all driving magnets to the rotating magnet. Therefore, after determining the specific data of each power contribution element, it is necessary to calculate and determine the magnitude of these two powers. The specific calculation and determination methods are as follows. The power generated by the liquid circulation in all intermediate and gravity tanks is calculated using the torque formula M. 液 =F×L, where M 液 Let F be the gravitational torque of the liquid center of mass in the intermediate and gravity boxes, F be the gravity of the liquid center of mass in the intermediate and gravity boxes, and L be the vector distance between the liquid center of mass in the intermediate and gravity boxes and the vertical line of the engine's central axis. Based on the method of generating rotational torque in the liquids in the intermediate and gravity boxes, the difference in gravitational torque generated by the liquids in all intermediate and gravity boxes on both sides of the vertical line of the engine's central axis is... Where, ΔM 液 F represents the difference in gravitational moment between the center of mass of the liquid in all intermediate boxes and the center of mass of the gravity box on both sides of the vertical line of the engine's central axis. 液 L is the weight of the liquid center of mass in each intermediate box and gravity box. The weight of the liquid center of mass in each intermediate box and gravity box is equal. 右i L is the vector distance between the i-th intermediate box 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 intermediate box 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. n is the number of intermediate boxes on one side of the vertical axis of the engine. Once the number, length, shape, volume, and weight of the liquid in the intermediate and gravity boxes are determined, the gravitational moment difference between the centers of mass of the liquid in the intermediate boxes and gravity boxes 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 liquid circulation in all intermediate and gravity tanks, and N be the engine speed. Once the engine speed is determined, the power generated by the liquid circulation in the intermediate and gravity tanks 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 dual-force box and the magnetically driven engine is equal to P. 液 +P 磁 However, because the liquids in all the intermediate and gravity boxes rely on their own circulation, they can generate gravitational torque and torque differences on both sides of the engine's central shaft. This drives the intermediate and gravity boxes, along with the engine's rotating disk and central shaft, 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 shaft, to rotate, forming a dual-force box and magnetic force synergistic drive of the engine's power. On the other hand, a small portion of the rotational torque applied by the driving magnet to the rotating magnet can accelerate the rotational speed of the intermediate and gravity boxes, thus accelerating the circulation cycle of the liquids in the intermediate and gravity boxes. This plays an intrinsic role of "using minimal force to achieve maximum effect," realizing the synergistic operation between the driving magnet and rotating magnet and the liquids in the intermediate and gravity boxes. This establishes a correlation between the driving magnet and rotating magnet and the liquids in the intermediate and gravity boxes. Therefore, in the dual-force box and magnetic force synergistic drive engine speed and power models, the correlation element between the driving magnet and rotating magnet and the liquids in the intermediate and gravity boxes is added. When the calculated power of the dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine speed model and power model for multiple iterative calculations until the calculated power of the dual-force box and magnetic co-drive engine meets the engine's design power. After the dual-force box and magnetic co-drive 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 rotating disc originates from the resultant force of the rotational torque generated by the liquid circulation in the intermediate and gravity boxes and the rotational torque applied by the driving magnet to the rotating magnet. Therefore, it is essential to ensure that the rotational torque generated by the liquid circulation in the intermediate and gravity boxes and the rotational torque applied by the driving magnet to the rotating magnet are in the same direction. This ensures that these two rotational torques with the same direction of rotation form an effective resultant force, jointly driving the engine rotating disc and the engine central shaft to rotate and output 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 the intermediate box 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 the intermediate box on the left side of the engine's central axis. Since the weight of the liquid in each gravity box and the intermediate box is the same and constant, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box located on the left side of the engine's central axis decreases. At the same time, the liquid in the inner gravity box and the intermediate box 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 the intermediate box located on the right side of the engine's central axis. Therefore, the vector sum of the gravitational moments of the center of mass of the liquid in all the gravity boxes and the intermediate box increases. This makes the engine... The sum of the gravitational moments of the center of mass of the liquid in 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 gravity box on the left side of the vertical axis of the engine center. Therefore, a difference in gravitational moment and torque is generated between the center of mass of the liquid in the gravity boxes on the left and right sides of the vertical axis of the engine center and the center of mass of the liquid in the middle box. It is this difference in gravitational moment and torque that causes the liquid in the middle box and the gravity box to exert a greater torque on the side with the greater gravitational moment, namely the middle box and the outer gravity box on the right side of the vertical axis of the engine center. This drives the middle box 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 rotation direction of the engine disk and the engine center axis. (2) Controlling the rotation direction of the rotating magnet ring: After determining the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box, the rotation direction of the rotating magnet ring must be consistent with the direction of the rotational torque generated by the liquid circulation in the intermediate box and gravity box. The construction of the rotating magnet with the toothed arc-shaped cylindrical magnetic pole or the rotating magnet with the toothed spherical magnetic pole and the driving magnet with the long-legged sawtooth 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 magnetic poles of the rotating magnet and the driving magnet is determined, the rotation direction of the rotating magnet ring can be controlled by controlling the arrangement order of the magnetic poles of the rotating magnet and the driving magnet. When rotating clockwise, all driving magnets in the first column must be arranged clockwise from S to N, and all driving magnets in the second column must be arranged clockwise from N to S. The N pole of the rotating magnet should correspond to the pole of the first column of driving magnets, and the S pole of the rotating magnet should correspond to the pole of the second column of driving magnets. 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 column is unstable, the two poles of the second driving magnet in that column correspond to the exact middle of two adjacent rotating magnet poles. The left pole of this driving magnet is the S pole, and the two rotating magnet poles on either side of this S pole are both N poles. The "heel" section is an inclined surface. The rotating magnet's poles are either serrated arc-shaped cylindrical poles or serrated spherical poles. The left half of the rotating magnet's pole is a smooth curved surface, and the right half is a sawtooth-shaped 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 driving magnet and the N pole of the rotating magnet to its right. The driving magnet is stationary, thus pulling the rotating magnet to rotate clockwise. The right pole of the driving magnet is an N pole, and the corresponding poles of the rotating magnets on both sides are also N poles. The driving magnet's pole is the long, sawtooth-shaped inclined side pole pointing towards the right rotating magnet's pole, and the "heel" section of this N pole is an inclined surface. The rotating magnet's pole to the left of this N pole corresponds to the inclined surface of the driving magnet's pole. This causes the repulsive force between the N pole of the first driving magnet and the N pole of the rotating magnet to its left to be less than the repulsive force between the N pole of the rotating magnet to its right. This results in the driving magnet pushing the rotating magnet to rotate clockwise, creating a push-pull driving relationship between the driving magnet poles and the rotating magnet poles. In the first column of driving magnets, half of the driving magnet poles drive the rotating magnet poles to rotate clockwise. Simultaneously, 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 in an unstable state, the two poles of the first driving magnet in the second column are precisely positioned between the two rotating magnet poles 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 magnets corresponding to the poles of the second row of driving magnets all have S poles. The attraction between the N pole on the left side of the first driving magnet in the second row 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. Therefore, it pulls the rotating magnet 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 of the driving magnet to its right. Therefore, it pushes the rotating magnet to rotate clockwise. In the second row 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 rows of driving magnets drives the rotating magnet to rotate clockwise, and also 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 dual force box 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 coaxial series operation when the power of a single dual-force box and magnetically driven engine cannot meet the output power requirements of a specific engine model. This involves connecting two or more dual-force boxes 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 dual-force box and magnetically driven engine. Specific methods include: (1) Calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model and the power of a single dual-force box and magnetic co-drive engine. According to the purpose and model of the dual-force box and magnetic co-drive engine of the specified model, first calculate and determine the rated power of the dual-force box and magnetic co-drive engine of the specified model. Then, according to the rated power of the engine, calculate and determine the power of a single dual-force box and magnetic co-drive engine, and calculate and determine the number of single dual-force box and magnetic co-drive engines that need to be connected in series on the same shaft. (2) Establish the frequency and rotation direction of a single dual-force box and magnetic co-drive engine. Each dual-force box and magnetic co-drive 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 synchronously and in coordination to form an effective resultant force. This requires establishing the frequency and rotation direction of a single dual-force box and magnetic co-drive 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 dual force box and the magnetic co-drive engine and the number of a single dual force box and the magnetic co-drive engine, the number of single dual force boxes and the magnetic co-drive engine are connected in series on the same rotating shaft to form a series engine group. The number of dual force boxes 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.

15. A method for connecting and driving a multi-stage gearbox and a driven device using a dual-force box and a magnetically driven engine as described in any one of claims 1-13, wherein the driven device includes generators, motor vehicles, rail vehicles, ships, transportation equipment requiring rotational power drive, and industrial equipment requiring rotational power drive, characterized in that, There are two ways to install the dual-force box and magnetically driven engine on the engine base: vertical installation and parallel installation. Vertical installation means the central shaft of the dual-force box and magnetically driven engine is perpendicular to the center line of the engine base; parallel installation means the central shaft is parallel to the center line of the engine base. Under these two installation methods, there are seven ways to connect the dual-force box and magnetically driven engine to drive the 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 dual force box 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 dual force box 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 dual force box 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 the 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 the 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 dual force box 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, respectively. Gears of corresponding radius are installed on the shaft of the driven equipment. When the dual force box and magnetic force co-drive engine are 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 dual-force box 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 dual-force box 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 dual-force box and magnetic co-drive 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 dual-force box and magnetic co-drive engine are 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 dual force box and the magnetic co-drive engine and the pulley on the shaft of the driven equipment, if the output speed of the dual force box 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 pulley of the corresponding radius is installed on the central shaft of the dual force box and the magnetic co-drive engine, and a pulley of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box and the magnetic co-drive engine are 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 dual force box and the magnetic co-drive engine and the gear on the shaft of the driven equipment, if the output speed of the dual force box 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 dual force box and the magnetic co-drive engine, and a gear of the corresponding radius is installed on the shaft of the driven equipment. When the dual force box 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 dual force box and magnetic force is horizontal and perpendicular to the engine rotation disk. Therefore, a drive wheel can be installed at each end of the engine central shaft. The drive wheels at both ends of the engine 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.

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