Magnetic engine

Abstract

Provided is a magnetic engine that solves complex problems such as insufficient energy supply, safety, environmental protection, and cost increase trends. 【Solution means】The outer rotor uses a circular magnetic ring formed by combining a first external magnet and a second external magnet 13 with the same structure and opposite polarities as a power source. The magnetic ring is arranged at an eccentric position of the outer rotor, and a balance weight 14 is provided next to the magnetic ring. The inner rotor uses a first internal magnet and a second internal magnet 34 with the same structure and the same polarity and arranged oppositely as a power source. The first internal magnet and the second internal magnet are connected to the crankshaft 4 through corresponding magnet holders 32 and connecting rods respectively. The inner rotor and the outer rotor are designed to be coupled in an eccentric structure. The connecting rod of the inner rotor has a connection with the magnet holder through a gear transmission mechanism.

Description

Technical Field

[0001] This utility model relates to the technical field of power machinery, and particularly to a magnetic engine.

Background Art

[0002] At present, a magnetic drive vehicle is disclosed in the patent document with patent application number CN200910253864.3. Its device also uses a magnet as a power source and is equipped with a crankshaft and connecting rod parts, but its structure and operation mode are completely different from those of this utility model. To fully obtain the repulsive force and attractive force between magnets, proximity is required. However, in this invention, the magnets move away from each other immediately after the acting force is generated, so the distance between the magnets increases, the acting force rapidly decreases, and it is difficult to ensure continuous operation and sufficient power output.

Summary of the Invention

[0003] To solve the above technical problems, this utility model provides a magnetic engine comprising an outer rotor, an inner rotor, a stand, and a flywheel.

[0004] The outer rotor uses a circular magnetic ring formed by combining a first outer magnet and a second outer magnet with the same structure and opposite polarities as a power source. The magnetic ring is arranged at an eccentric position of the outer rotor, and a balance weight is provided adjacent to the magnetic ring. The inner rotor uses a first inner magnet and a second inner magnet with the same structure, the same polarity, and arranged oppositely as a power source. The first inner magnet and the second inner magnet are connected to a crankshaft through corresponding magnet holders and connecting rods respectively. The inner rotor and the outer rotor are designed to be coupled in an eccentric structure. The connecting rod of the inner rotor has a connection by a gear transmission mechanism with the magnet holder, and the distance between the arc outer surfaces of the first inner magnet and the second inner magnet and the arc inner surfaces of the first outer magnet and the second outer magnet can be kept as small as possible and made closer to concentric at any rotation angle. The balance weight is used to offset the centrifugal force generated during the operation of the machine. Utilizing the characteristics of the same-sex repulsion and opposite-sex attraction of magnets, during rotation, the first inner magnet and the second inner magnet alternately generate repulsive forces and attractive forces with the first outer magnet and the second outer magnet provided on the outer rotor, and due to these forces, the respective flywheels perform reciprocating rotational motions in opposite directions. The magnetic engine can be operated by the inner rotor alone or by the simultaneous operation of the inner rotor and the outer rotor. During operation, except for the inertial force of the flywheel, it is not necessary to consume its own power to convert it into electromagnetic energy or mechanical energy, nor is external auxiliary energy required, and continuous driving and power output are possible.

[0005] Compared with the prior art, the advantages of this utility model are as follows. In this utility model, a magnet with a strong magnetic force similar to that of a neodymium-iron-boron magnet is used as a power source. The inner rotor and the outer rotor are designed with an eccentric arrangement. The outer periphery of the inner magnet is made into an arc shape, and a connection by a gear transmission mechanism is adopted between the inner magnet and the connecting rod. Thus, even when the inner magnet rotates at any angle, the distance from the outer magnet is small and kept constant, maximizing the acting force between the magnets and enabling the generation of a larger power. Also, since the outputs of the inner rotor and the outer rotor are transmitted to the same device via external gears or belts, it is possible to fully utilize the reaction force of the machine to reduce power loss. Since the magnet accumulates the magnetic force converted from electrical energy, in the processes of its manufacturing, processing, storage, transportation, and use, the impact on the ecological environment is relatively small, and the required space and cost are also low. The risk throughout the process is small, and it does not cause secondary pollution during use. Although the cost and maintenance cost are not much different from the current technology, the running cost during use is almost close to zero. It can be continuously used simply by re-magnetizing the inner magnet only when the magnetic force weakens, and the magnetic force can be maintained for several years or more with a single magnetization. The noise during the operation of the machine is also small. If it drives an external generator and is installed in an electric vehicle, it can supply power or charge for a long time, solving the problem of the cruising range of the electric vehicle. Furthermore, as an economical and practical energy source, it does not care about the consumption of fuel or electricity even when the vehicle starts and stops, improving the driving manner of the driver and contributing to the reduction of damages caused by behaviors such as ignoring signals and lack of consideration for pedestrians. It can also be used for the supply of household electricity, thus alleviating the power demand of power plants and suppressing the construction of new nuclear power plants. Due to its simple and highly reliable mechanical structure and sustainable energy supply, it can also function as an alternative to large-scale and restricted solar power generation facilities and can be applied to harsh applications such as artificial satellites and lunar exploration robots. Furthermore, the magnet after the device is discarded can be reused, and the simple and highly reliable mechanical structure is also excellent in manufacturing, assembly, and maintenance.

Brief Description of the Drawings

[0006]

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Mode for Carrying Out the Invention

[0007] Example 1: The magnetic engine includes an outer rotor, an inner rotor, a stand, a flywheel, and side plates. The stand includes a first stand 5 and a second stand 7. The flywheel includes a first flywheel 6 and a second flywheel 8. The side plates include a first side plate 1 and a second side plate 10. The first side plate 1 and the second side plate 10 are made of a non-conductive material and are structurally symmetric.

[0008] As shown in FIGS. 1 to 5, the outer rotor uses a circular magnetic ring formed by combining a first outer magnet 12 and a second outer magnet 13 having the same structure and opposite polarities as a power source. The magnetic ring is arranged at an eccentric position of the outer rotor, and a balance weight 14 is provided adjacent to the magnetic ring. The inner rotor uses a first inner magnet 3 and a second inner magnet 34 having the same structure and the same polarity and arranged opposite to each other as a power source. The first inner magnet 3 is connected to the central crankshaft 4 via a corresponding magnet holder 32 and a first connecting rod 33, and the second inner magnet 34 is connected to the crankshaft 4 via a corresponding magnet holder 32 and a second connecting rod 38. The inner rotor and the outer rotor are designed to be coupled in an eccentric structure. The first and second connecting rods 33 and 38 have a connection by a gear transmission mechanism with the magnet holder 32, and the distance between the arc outer surfaces of the first inner magnet 3 and the second inner magnet 34 and the arc inner surfaces of the first outer magnet 12 and the second outer magnet 13 can be kept as small as possible and made closer to concentricity at any rotation angle. The balance weight 14 is used to cancel the centrifugal force generated during the operation of the machine. Utilizing the characteristics of the same-sex repulsion and opposite-sex attraction of magnets, during rotation, the first inner magnet 3 and the second inner magnet 34 alternately generate repulsive forces and attractive forces with the first outer magnet 12 and the second outer magnet 13 provided on the outer rotor, and due to this force, the first flywheel 6 and the second flywheel 8 perform repeated rotational movements in opposite directions. The magnetic engine can be operated by the inner rotor alone or by the simultaneous operation of the inner rotor and the outer rotor. During operation, except for the inertial forces of the first flywheel 6 and the second flywheel 8, it is not necessary to consume its own power to convert it into electromagnetic energy or mechanical energy, nor is external auxiliary energy required, and continuous driving and power output are possible.

[0009] In this embodiment, a semi-circular first slot 101 and a semi-circular third slot 103 are provided on the first side plate 1, and a semi-circular second slot 102 and a semi-circular fourth slot 104 are provided on the second side plate 10. The semi-circular first slot 101 and the semi-circular third slot 103 are for fixing the first outer magnet 12, and the semi-circular second slot 102 and the semi-circular fourth slot 104 are for fixing the second outer magnet 13. On the outer side of the first side plate 1, a first connecting block 11 and a second connecting block 110 are provided, whereby the first side plate 1 and the second side plate 10 can be fixed. A balance weight 14 is provided on the outer side of the second connecting block 110 and is used to offset the centrifugal force generated during the operation of the machine. A first inspection port 106 is provided on the side surface of the first side plate 1, and daily inspection can be performed by an inspection cover 107. A side plate second flange 16 is provided at the center of the first side plate 1, and a third key groove 161 is formed in the center hole of the side plate second flange 16. A second inspection port 108 is provided on the side surface of the second side plate 10, and daily inspection can be performed by an inspection cover 109. A side plate first flange 15 is provided at the center of the second side plate 10, a through hole is opened at the center of the side plate first flange, and first bearings 19 are provided on both sides of the through hole. A second return oil chamber 151 is provided in the middle of the center hole of the side plate first flange 15, and first oil seals 18 are arranged on both sides of the second return oil chamber 151. A second return oil path 150 is opened in the radial direction on the side surface of the side plate first flange 15. A first return oil port 105 is provided on the second side plate 10, and the return oil port 105 communicates with the second return oil path 150 through a first return oil pipe 17.

[0010] To increase the acting force between magnets, it is necessary to make the distance between the magnets as small as possible. Also, to ensure that the rotating magnets operate stably between different magnetic fields, it is necessary to keep the distance between the magnets as constant as possible. For this purpose, the inner rotor and the outer rotor are designed with an eccentric arrangement, and the outer circumference of the inner magnet is made arc-shaped. This ensures that the distance between the inner magnet and the outer magnet remains small and constant regardless of the rotation angle of the inner magnet, maximizing the acting force between the magnets.

[0011] The first outer magnet 12 and the second outer magnet 13 are symmetrical semi-circular shapes, and both are magnets magnetized radially in the radial direction, but their magnetization directions are opposite to each other. The first outer magnet 12 and the second outer magnet 13 may be integrally formed semi-circular magnets or a group of magnets with an array structure in which a plurality of magnets are fixed by a semi-circular frame. The inner side of the ring of the first outer magnet 12 is the outer magnet N pole 121, and the inner side of the ring of the second outer magnet 13 is the outer magnet S pole 131. When the first outer magnet 12 and the second outer magnet 13 are joined, two joining lines are formed. Among the joining lines, the side closer to the first connection block 11 is the starting line 90, and the side closer to the balance weight 14 is the transition line 91. The third key groove 161 is for fitting with the second key 46 of the crankshaft main journal 40. The first bearing 19 cooperates with the inner rotor transmission shaft 21. The second oil return chamber 151 communicates with the second oil return port 210.

[0012] As shown in FIGS. 1-2 and FIGS. 6-8, the inner rotor further includes an inner rotor frame 2 and a cover plate 20, all of which are made of non-conductive materials. Inside the inner rotor frame 2, a first slide groove 201 penetrating in the radial direction is provided. At the center of the inner rotor frame 2, a first bearing base 203 is provided, and second bearings 23 are respectively attached to both ends of the first bearing base 203. At the center of the first bearing base 203, a second oil supply chamber 204 is provided, and second oil seals 26 are arranged on both sides of the second oil supply chamber 204. Two first oil injection holes 205 are opened in the radial direction in the second oil supply chamber 204. A cover plate 20 is attached to the inner rotor frame 2 and fixed with screws. Inside the cover plate 20, a second slide groove 202 penetrating in the radial direction is provided. At the center of the cover plate 20, a second bearing base 206 is provided, and two third bearings 24 are respectively attached to both ends of the second bearing base 206. At the center of the second bearing base 206, a third oil supply chamber 207 is provided, and third oil seals 29 are arranged on both sides of the third oil supply chamber 207. Two second oil injection holes 208 are opened in the radial direction in the third oil supply chamber 207. A shaft base 22 is provided at the outer center of the cover plate 20, and the shaft base 22 extends outward to form an inner rotor transmission shaft 21. A screw hole is provided at the end of the inner rotor transmission shaft 21 and is used to fix the first flywheel 6. A first key 28 is provided on the inner rotor transmission shaft 21, and a third return oil port 212 is opened. The third return oil port 212 communicates with a third return oil path 211, and the third return oil path 211 communicates with a second return oil port 210.

[0013] The second bearing 23 supports the crankshaft main journal 40, and the third bearing 24 supports the front end of the crankshaft 4. The first slide groove 201 and the second slide groove 202 are arranged opposite to each other, corresponding to the slide block a306 and the slide block b307 respectively, and realizing the reciprocating motion of the first magnet slide block 30 and the second magnet slide block 35. The first oil injection hole 205 injects lubricating oil into the first slide groove 201 to lubricate the space between the slide block a306 and the first slide groove 201. The second oil injection hole 208 injects lubricating oil into the second slide groove 202 to lubricate the space between the slide block b307 and the second slide groove 202. The inner rotor transmission shaft 21 passes through the first bearing 19 at the center of the first side plate 1, further passes through the fifth bearing 50 of the first stand 5, and finally fits into the first shaft hole 65 of the first flywheel 6. The first key 28 is fitted with the first key groove 63 in the first shaft hole 65, and the inner rotor transmission shaft 21 and the first flywheel 6 are fixed using the first bolt 62.

[0014] As shown in FIGS. 9 to 10, in this embodiment, the first magnet slide block 30 and the second magnet slide block 35 have the same structure. Taking the first magnet slide block 30 as an example, slide blocks a 306 and slide blocks b 307 are respectively provided at the four corners. The slide block a 306 cooperates with the first slide groove 201 of the inner rotor frame 2, and the slide block b 307 cooperates with the second slide groove 202 of the cover plate 20. A magnet holder 32 is provided on the upper part of the first magnet slide block 30, fixing screws 321 are arranged on both sides of the magnet holder 32, and the first inner magnet 3 is fixed in alignment with the positioning hole 301 of the first inner magnet 3. A first pin insertion hole 322 is provided at the center of the magnet holder 32, and the first magnet slide block 30 is connected by a first pin 39 through the second pin insertion hole 303. A magnet holder gear 320 is provided at the lower part of the magnet holder 32. A transmission gear 31 is provided inside the first magnet slide block 30 and is connected to the third pin insertion hole 302 through a second pin 37. A fourth pin insertion hole 308 is opened on the side surface of the first magnet slide block 30, and the small end of the first connecting rod 33 is connected to the fourth pin insertion hole 308 through a third pin 36. A connecting rod gear 332 is provided at the small end of the first connecting rod 33, the connecting rod gear 332 meshes with the transmission gear 31, and the transmission gear 31 meshes with the magnet holder gear 320. Thereby, the distance between the first arc outer surface N pole 300 of the first inner magnet 3 and the arc inner surface of the outer magnet can be kept as small as possible at any angle and made closer to concentricity. A corresponding connecting rod cover 330 is fixed to the large end of the first connecting rod 33 with screws, sandwiching the upper and lower shell bearings 331. The shell bearing 331 cooperates with the connecting rod journal part 41 of the crankshaft 4.

[0015] Furthermore, the structures and polarities of the first inner magnet 3 and the second inner magnet 34 are the same, and both are magnets magnetized radially in the radial direction. The first arc outer surface N pole 300 of the first inner magnet 3 faces outward, and the second arc outer surface N pole 340 of the second inner magnet 34 also faces outward in the same manner.

[0016] As shown in FIG. 11, in the present embodiment, the crankshaft 4 includes a crankshaft main journal 40, a first crank 42, and a second crank 44. A second key 46 and a third key 47 are provided on the crankshaft main journal 40. A screw hole for fixing the second flywheel 8 is provided at the end of the crankshaft main journal 40. An oil supply port 400 is opened at the center of the crankshaft main journal 40, and the oil supply port 400 communicates with a second oil supply path 401. A third oil injection hole 402 is opened at the upper part of the second oil supply path 401. A fifth oil supply path 420 is opened at the center of the first crank 42, and the fifth oil supply path 420 communicates with the second oil supply path 401. A first stopper 43 is disposed at the end of the fifth oil supply path 420. A fourth oil supply path 410 is opened at the center of the connecting rod journal portion 41, and the fourth oil supply path 410 communicates with the fifth oil supply path 420. Four fifth oil injection holes 411 are provided in the fourth oil supply path 410. A sixth oil supply path 440 is opened at the center of the second crank 44, and the sixth oil supply path 440 communicates with the fourth oil supply path 410. A first stopper 43 is disposed at the end of the sixth oil supply path 440. A third oil supply path 405 is opened at the center of the front end of the crankshaft 4, and the third oil supply path 405 communicates with the sixth oil supply path 440. A second stopper 45 is disposed at the end of the third oil supply path 405. A fourth oil injection hole 406 is provided at the upper part of the third oil supply path 405.

[0017] The crankshaft main journal 40 first passes through the central hole of the inner rotor frame 2 and cooperates with the second bearing 23. Next, the crankshaft main journal 40 passes through the center of the first side plate 1, that is, the central hole of the side plate second flange 16, and the second key 46 and the third key groove 161 are engaged to transmit the torque generated by the crankshaft to the first side plate 1. Then, the crankshaft main journal 40 passes through the through hole of the second stand 7 and fits into the sixth bearing 70. Finally, the crankshaft main journal 40 is inserted into the shaft hole 80 of the second flywheel 8, the third key 47 and the second key groove 83 are engaged, and the second flywheel 8 is fixed to the crankshaft main journal 40 using the second bolt 82 to transmit the torque generated by the crankshaft to the second flywheel 8.

[0018] The second oil supply passage 401 communicates with the second oil supply chamber 204 inside the first bearing base 203. The four fifth oil injection holes 411 are each used to supply lubricating oil between the shell bearing 331 of the first connecting rod 33 and the second connecting rod 38 and the connecting rod journal portion 41. The fourth oil injection hole 406 communicates with the first oil injection hole 205 inside the first bearing base 203. The first plug 43 and the second plug 45 are used to seal the openings of the oil supply passage.

[0019] As shown in FIGS. 1 and 2, in the present embodiment, the first stand 5 is used to support the entire machine. A through hole is opened at the upper part of the first stand 5, and two fifth bearings 50 for accommodating the inner rotor transmission shaft 21 are provided on both sides of the through hole. A first return oil chamber 54 is provided at the center of the through hole. A first return oil path 55 is opened on the side surface of the first return oil chamber 54, and the first return oil path 55 communicates with the second return oil pipe 56 and leads to the lubricating oil pump 76. A first brake caliper 51 is provided on the side surface of the first stand 5 and is used for braking the first flywheel 6. A first base 52 is provided at the bottom of the first stand 5 and is used to fix the machine to the base. A starter motor 53 is provided on the first base 52 and is used for starting the machine.

[0020] As shown in FIGS. 1, 2, and 12, the second stand 7 and the first stand 5 are structurally symmetric and are both used to support the entire machine. A through hole is opened at the upper part of the second stand 7, and two sixth bearings 70 for accommodating the crankshaft main journal 40 are provided on both sides of the through hole. A first oil supply chamber 73 is provided at the center of the through hole. Fourth oil seals 77 are provided on both sides of the first oil supply chamber 73 and are used to seal the first oil supply chamber 73. A first oil supply path 74 is opened on the side surface of the first oil supply chamber 73, and the first oil supply path 74 communicates with the oil supply pipe 75. A second brake caliper 71 is provided on the side surface of the second stand 7 and is used for braking the second flywheel 8. A second base 72 is provided at the bottom of the second stand 7 and is used to fix the machine to the base. A lubricating oil pump 76 is provided on the second base 72 and is connected to the oil supply pipe 75.

[0021] As shown in FIGS. 1 and 2, in this embodiment, a first brake rotor 64 is provided on the outer periphery of the first flywheel 6 and is used for braking when the device stops. A gear 66 is provided at the edge of the first brake rotor 64 and is used for starting the machine in cooperation with the starter motor 53. A first boss 60 is provided at the center of the first flywheel 6. A through hole is opened at the center of the first boss 60, and a first key groove 63 is provided in the through hole and fits with the first key 28 of the inner rotor transmission shaft 21. A first pulley 61 is provided outside the first flywheel 6 and is fixed to the first flywheel 6 with four bolts. A second brake rotor 84 is provided on the outer periphery of the second flywheel 8 and is used for braking when the device stops. A second boss 80 is provided at the center of the second flywheel 8. A through hole is opened at the center of the second boss 80, and a second key groove 83 is provided in the through hole and fits with the third key 47 of the crankshaft main journal 40. A second pulley 81 is provided outside the second flywheel 8 and is fixed to the second flywheel 8 with four bolts.

[0022] Specific operating principle of this utility model: As shown in FIG. 13, in order to increase the acting force between magnets, it is necessary to make the distance between magnets as small as possible. Also, in order for the rotating magnets to operate stably between different magnetic fields, it is necessary to keep the distance between magnets as constant as possible. For this purpose, the inner rotor and the outer rotor are designed with an eccentric arrangement, the outer periphery of the inner magnet is made arc-shaped, and a connection by a gear transmission mechanism is adopted between the connecting rods, so that even when the inner magnet rotates at any angle, the distance from the outer magnet is small and kept constant, maximizing the acting force between magnets and generating a larger power. Also, since the outputs of the inner rotor and the outer rotor are transmitted to the same device through external gears or belts, it is possible to fully utilize the reaction force of the machine and reduce power loss.

[0023] Starting process: When starting the machine, first activate the second brake caliper 71 to clamp the second brake rotor 84, thereby fixing the second flywheel 8. Next, activate the starter motor 53 to drive the gear 66 provided on the edge of the first flywheel 6 and rotate it at high speed according to the first driving direction 67. When the rotational speed reaches 150 revolutions per minute, the machine starts operating normally, and the starter motor 53 is immediately disengaged from the gear 66. At this point, the inner rotor has started operating normally. This device can operate with the inner rotor alone or with the inner and outer rotors operating simultaneously. If it is necessary to start the operation of the outer rotor, release the second brake caliper 71 to free the second brake rotor 84. At this time, due to the reaction force of the inner rotor, the outer rotor starts operating, and at the same time, the second flywheel 8 also starts rotating. Its rotational direction is opposite to that of the first flywheel 6.

[0024] Operation process: First stage: When the first inner magnet 3 crosses the starting line, that is, when the first inner magnet 3 enters the range of the first outer magnet 12, the first arc outer surface N pole 300 of the first inner magnet 3 faces the outer magnet N pole 121 of the first outer magnet 12. Due to the repulsive force between like poles, the first inner magnet 3 is pushed by the first outer magnet 12. At this time, the first inner magnet 3 transmits its thrust to the first magnet slide block 30. The first magnet slide block 30 is beyond the top dead center position. Under the constraint of the eccentric structure of the crankshaft, when the first inner magnet 3 moves the first magnet slide block 30 radially inward along the first slide groove 201 and the second slide groove 202, at the same time, the inner rotor frame 2 and the cover plate 20 are rotated counterclockwise, and further the first flywheel 6 is rotated together via the inner rotor transmission shaft 21 (refer to the state from arrow 1 to arrow 2 in FIG. 13). In this process, the thrust of the first magnet slide block 30 is transmitted to the crankshaft via the first connecting rod 33. The crankshaft transmits the received torque to the side plate second flange 16 through the second key 46 on the crankshaft main journal 40, and further transmits it to the second flywheel 8 via the third key 47, thereby rotating the outer rotor and the second flywheel 8 together. Its rotation direction is opposite to that of the inner rotor and the first flywheel 6.

[0025] When the first inner magnet 3 crosses the starting line 90, at the same time, the second inner magnet 34 also crosses the transition line 91, that is, the second inner magnet 34 enters the range of the second outer magnet 13, and the second arc outer surface N pole 340 of the second inner magnet 34 faces the S pole 131 of the second outer magnet 13. Due to the attractive force between different poles, the second inner magnet 34 is attracted by the second outer magnet 13. At this time, the second inner magnet 34 transmits its attraction force to the second magnet slide block 35. The second magnet slide block 35 has passed the bottom dead center position. Under the constraint of the eccentric structure of the crankshaft, the second inner magnet 34 moves the second magnet slide block 35 radially outward along the first slide groove 201 and the second slide groove 202, and at the same time rotates the inner rotor frame 2 and the cover plate 20 counterclockwise, and further rotates the first flywheel 6 together through the inner rotor transmission shaft 21. In this process, the attraction force of the second magnet slide block 35 is transmitted to the crankshaft through the second connecting rod 38. The crankshaft transmits the received torque to the second flange 16 of the side plate through the second key 46 on the crankshaft main journal 40, and further transmits it to the second flywheel 8 through the third key 47, thereby rotating the outer rotor and the second flywheel 8 together. Its rotation direction is opposite to that of the inner rotor and the first flywheel 6.

[0026] Second stage: When the first inner magnet 3 reaches the transition line 91, the N pole 300 of the first arc outer surface of the first inner magnet 3 approaches the S pole 131 of the second outer magnet 13. Due to the attractive force between different poles, the first inner magnet 3 is attracted by the second outer magnet 13 and naturally enters the range of the second outer magnet 13. At this time, the first inner magnet 3 crosses the transition line 91, and the N pole 300 of the first arc outer surface of the first inner magnet 3 faces the S pole 131 of the second outer magnet 13. Due to the attractive force between different poles, the first inner magnet 3 is attracted by the second outer magnet 13. At this time, the first inner magnet 3 transmits its gravitational force to the first magnet slide block 30. The first magnet slide block 30 has passed the bottom dead center position. Under the constraint of the eccentric structure of the crankshaft, when the first inner magnet 3 moves the first magnet slide block 30 radially outward along the first slide groove 201 and the second slide groove 202, at the same time, the inner rotor frame 2 and the cover plate 20 are rotated counterclockwise, and further the first flywheel 6 is rotated together through the inner rotor transmission shaft 21 (refer to the state from arrow 5 to arrow 6 in FIG. 13). In this process, the gravitational force of the first magnet slide block 30 is transmitted to the crankshaft through the first connecting rod 33. The crankshaft transmits the received torque to the second flange 16 of the side plate through the second key 46 on the crankshaft main journal 40, and further transmits it to the second flywheel 8 through the third key 47, thereby rotating the outer rotor and the second flywheel 8 together. Its rotation direction is opposite to that of the inner rotor and the first flywheel 6.

[0027] When the first inner magnet 3 reaches the transition line 91, at the same time, the second inner magnet 34 also reaches the starting line 90, and the second arc outer surface N pole 340 of the second inner magnet 34 approaches the outer magnet N pole 121 of the first outer magnet 12. Due to the repulsive force between like poles, the second inner magnet 34 encounters resistance, but due to the assistance of the first inner magnet 3 and the inertial force of the first flywheel 6, the second inner magnet 34 crosses the starting line 90 and enters the range of the first outer magnet 12. At this time, the second arc outer surface N pole 340 of the second inner magnet 34 faces the outer magnet N pole 121 of the first outer magnet 12, and due to the repulsive force between like poles, the second inner magnet 34 is pushed by the first outer magnet 12. At this time, the second inner magnet 34 transmits its thrust to the second magnet slide block 35. The second magnet slide block 35 has passed the top dead center position. Under the constraint of the eccentric structure of the crankshaft, while the second inner magnet 34 moves the second magnet slide block 35 radially inward along the first slide groove 201 and the second slide groove 202, the inner rotor frame 2 and the cover plate 20 are rotated counterclockwise, and further, the first flywheel 6 is rotated together through the inner rotor transmission shaft 21. In this process, the thrust of the second magnet slide block 35 is transmitted to the crankshaft through the second connecting rod 38. The crankshaft transmits the received torque to the second flange 16 of the side plate through the second key 46 on the crankshaft main journal 40, and further transmits it to the second flywheel 8 through the third key 47, thereby rotating the outer rotor and the second flywheel 8 together. Its rotation direction is opposite to that of the inner rotor and the first flywheel 6.

[0028] Third stage: When the first inner magnet 3 reaches the starting line 90, the N pole 300 of the first arc outer surface of the first inner magnet 3 approaches the outer magnet N pole 121 of the first outer magnet 12. Due to the repulsive force between like poles, the first inner magnet 3 encounters resistance. However, the second inner magnet 34 also reaches the transition line 91, and the N pole 340 of the second arc outer surface of the second inner magnet 34 approaches the S pole 131 of the second outer magnet 13. Due to the attractive force between unlike poles, the second inner magnet 34 is attracted to the second outer magnet 13. Therefore, due to the assistance of the second inner magnet 34 and the inertial force of the first flywheel 6, the first inner magnet 3 crosses the starting line 90 and returns within the range of the first outer magnet 12. Thereby, a series of operating cycles is completed (refer to the state from arrow 10 to arrow 1 in Fig. 13). Thereafter, continuous rotation is repeated from the first stage, and the power generated by the machine is output to the outside via the first pulley 61 and the second pulley 81.

[0029] Stop operation: When stopping the machine, simultaneously operate the first brake caliper 51 and the second brake caliper 71 to brake the first flywheel 6 and the second flywheel 8. Thereby, the machine stops surely, and after stopping, the first brake caliper 51 and the second brake caliper 71 can be released.

[0030] Operation flow of the lubrication system: Lubricating oil supply path: The lubricating oil is first guided from the lubricating oil pump 76 through the oil supply pipe 75 to the first oil supply path 74, and flows into the first oil supply chamber 73 from the first oil supply path 74. It transfers to the second oil supply path 401 through the oil supply port 400, and first injects the lubricating oil into the second oil supply chamber 204 through the third oil injection hole 402. It is injected from the first oil injection holes 205 provided on both sides of the second oil supply chamber 204 into the first slide groove 201, and lubricates between the slide block a306 of the first magnet slide block 30 and the second magnet slide block 35 and the first slide groove 201. Subsequently, the lubricating oil moves to the fifth oil supply path 420 via the second oil supply path 401, then further proceeds to the fourth oil supply path 410, and lubricates between the shell bearing 331 of the two connecting rods and the connecting rod journal part 41 through the fifth oil injection hole 411. Finally, it reaches the sixth oil supply path 440 and the third oil supply path 405 via the fourth oil supply path 410, and introduces the lubricating oil into the third oil supply chamber 207 through the fourth oil injection hole 406. It is injected from the second oil injection holes 208 on both sides of the third oil supply chamber 207 into the second slide groove 202, and lubricates between the slide block b307 of the first magnet slide block 30 and the second magnet slide block 35 and the second slide groove 202.

[0031] Lubricating oil reflux path: The injected lubricating oil is accumulated near the starting line 90 by the centrifugal force of the outer rotor. Then, it passes through the first oil return port 105 and the first oil return pipe 17 and heads towards the second oil return path 150, reaching the oil return chamber two 151. Subsequently, it reaches the third oil return port 212 via the second oil return port 210 and the third oil return path 211, and is further guided from the oil return chamber one 54 through the first oil return path 55 and the second oil return pipe 56, and finally returns to the lubricating oil pump 76.

[0032] The above shows the preferred embodiments of this utility model. Since objectively there can be countless specific structures, all implementation forms formed by appropriately combining the described technical features without departing from the technical idea of this utility model by those skilled in the art shall be included in the scope of the claims of this utility model.

Explanation of reference numerals

[0033] 1 First side plate 2 Inner rotor frame 3 First inner magnet 4 Crankshaft 5 First stand 6 First flywheel 7 Second stand 8 Second flywheel 10 Second side plate 11 First Connecting Block 12 First Outer Magnet 13 Second Outer Magnet 14 Balance Weight 15 Side Plate First Flange 16 Side Plate Second Flange 17 First Return Oil Pipe 18 First Oil Seal 19 First Bearing 20 Cover Plate 21 Inner Rotor Transmission Shaft 22 Shaft Base 23 Second Bearing 24 Third Bearing 26 Second Oil Seal 27 Fourth Bearing 28 First Key 29 Third Oil Seal 30 First Magnet Slide Block 31 Transmission Gear 32 Magnet Holder 33 First Connecting Rod 34 Second Inner Magnet 35 Second Magnet Slide Block 36 Third Pin 37 Second Pin 38 Second Connecting Rod 39 First Pin 40 Crankshaft Main Journal 41 Connecting Rod Journal Part 42 First Crank 43 First Plug 44 Second Crank 45 Second Plug 46 Second Key 47 Third Key 50 Fifth Bearing 51 First Brake Caliper 52 First Base 53 Starter Motor 54 First Return Oil Chamber 55 First Return Oil Path 56 Second Return Oil Pipe 60 First boss 61 First pulley 62 First bolt 63 First keyway 64 First brake rotor 65 First shaft hole 66 Gear 67 First operating direction 70 Sixth bearing 71 Second brake caliper 72 Second base 73 First oil supply chamber 74 First oil supply passage 75 Oil supply pipe 76 Lubricating oil pump 77 Fourth oil seal 80 Second boss 81 Second pulley 82 Second bolt 83 Second keyway 84 Second brake rotor 85 Second shaft hole 86 Second operating direction 90 Starting line 91 Transition line 101 First slot 102 Second slot 103 Third slot 104 Fourth slot 105 First oil return port 106 First inspection port 107 First inspection cover 108 Second inspection port 109 Second inspection cover 110 Second connecting block 121 Outer magnet N pole 131 Outer magnet S pole 150 Second oil return passage 151 Second oil return chamber 161 Third keyway 201 First keyway 202 Second keyway 203 First bearing base 204 Second oil supply chamber 205 First fuel injection hole 206 Second bearing base 207 Third oil supply chamber 208 Second fuel injection hole 210 Second return oil port 211 Third return oil path 212 Third return oil port 300 First arc outer surface N pole 301 Positioning hole 302 Third pin insertion hole 303 Second pin insertion hole 306 Slide block a 307 Slide block b 308 Fourth pin insertion hole 320 Magnet holder gear 321 Fixing screw 322 First pin insertion hole 330 Connecting rod cover 331 Shell bearing 332 Connecting rod gear 340 Second arc outer surface N pole 400 Oil supply port 401 Second oil supply path 402 Third fuel injection hole 403 Fourth keyway 404 Fifth keyway 405 Third oil supply path 406 Fourth fuel injection hole 410 Fourth oil supply path 411 Fifth fuel injection hole 420 Fifth oil supply path 440 Sixth oil supply path

Claims

1. A magnetic engine comprising an outer rotor, an inner rotor, a stand, and a flywheel, wherein the outer rotor uses a circular magnetic ring formed by combining a first outer magnet (12) and a second outer magnet (13) having the same structure and opposite polarities as a power source. The magnetic ring is disposed at an eccentric position of the outer rotor, and a balance weight (14) is provided adjacent to the magnetic ring. The inner rotor uses a first inner magnet (3) and a second inner magnet (34) having the same structure and the same polarity and arranged opposite to each other as a power source. The first inner magnet (3) and the second inner magnet (34) are connected to a crankshaft (4) via corresponding magnet holders (32) and connecting rods, respectively. The inner rotor and the outer rotor are designed to be coupled in an eccentric structure. The connecting rod of the inner rotor has a connection with the magnet holder (32) by means of a gear transmission mechanism, and at any rotation angle, the distance between the arc outer surfaces of the first inner magnet (3) and the second inner magnet (34) and the arc inner surfaces of the first outer magnet (12) and the second outer magnet (13) is kept as small as possible and can be made closer to concentric. The balance weight (14) is used to offset the eccentric force generated during the operation of the machine. Utilizing the characteristics of the same-sex repulsion and opposite-sex attraction of the magnets, during rotation, the first inner magnet (3) and the second inner magnet (34) alternately generate repulsive and attractive forces with the first outer magnet (12) and the second outer magnet (13) provided on the outer rotor, and the respective flywheels perform repeated rotational movements in opposite directions by these forces. The magnetic engine can be operated by the inner rotor alone or by the simultaneous operation of the inner rotor and the outer rotor. During operation, except for the inertial force of the flywheel, it does not need to consume its own power to convert it into electromagnetic energy or mechanical energy, nor does it require external auxiliary energy, and it can continuously drive and output power. A magnetic engine characterized by this.

2. The first outer magnet (12) and the second outer magnet (13) are semi-circular in shape and symmetric to each other, and both are radially magnetized magnets. However, their magnetization directions are opposite to each other. The first outer magnet (12) and the second outer magnet (13) may be an integrally formed semi-circular magnet or a magnet group with an array structure in which a plurality of magnets are fixed by a semi-circular frame. The magnet engine according to claim 1 is characterized by this.

3. The structures and polarities of the first inner magnet (3) and the second inner magnet (34) are the same. Both are radially magnetized magnets and are oppositely mounted. The magnet engine according to claim 1 is characterized by this.

4. The side plates include a first side plate (1) and a second side plate (10). The first side plate (1) and the second side plate (10) are made of a non-conductive material and are structurally symmetric. The magnet engine according to claim 1 is characterized by this.

5. The inner rotor further includes an inner rotor frame (2) and a cover plate (20), all of which are made of a non-conductive material. The magnet engine according to claim 1 is characterized by this.

6. Including a first magnet slide block (30) and a second magnet slide block (35), the first magnet slide block (30) and the second magnet slide block (35) have the same structure. Taking the first magnet slide block (30) as an example, slide blocks a (306) and slide blocks b (307) are respectively provided at the four corners. The slide block a (306) cooperates with the first slide groove (201) of the inner rotor frame (2), and the slide block b (307) cooperates with the second slide groove (202) of the cover plate (20). A magnet holder (32) is provided on the upper part of the first magnet slide block (30). Fixing screws (321) are arranged on both sides of the magnet holder (32). The fixing screws (321) fix the first inner magnet (3) in alignment with the positioning holes (301) of the first inner magnet (3). A first pin insertion hole (322) is provided at the center of the magnet holder (32). A second side plate (303) is opened in the first magnet slide block (30). The magnet holder (32) is connected to the first magnet slide block (30) by a first pin (39) through the first pin insertion hole (322) and the second pin insertion hole (303). A magnet holder gear (320) is provided at the lower part of the magnet holder (32). A transmission gear (31) is provided inside the first magnet slide block (30). The transmission gear (31) is connected to the first magnet slide block (30) through a second pin (37) and a third pin insertion hole (302). A fourth pin insertion hole (308) is opened on the side surface of the first magnet slide block (30). The fourth pin insertion hole (308) is connected to the small end of the corresponding connecting rod through a third pin (36). A connecting rod gear (332) is provided at the small end of the connecting rod. The connecting rod gear (332) meshes with the transmission gear (31). The transmission gear (31) meshes with the magnet holder gear (320), so that the distance between the first arc outer surface N pole (300) of the first inner magnet (3) and the arc inner surface of the outer magnet can be kept as small as possible at any angle and can be made to approach concentricity. The magnet engine according to claim 5, characterized in that this is possible.

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