Pre-combustion chamber heating system and engine

Abstract

This invention provides a pre-combustion chamber heating system and an engine. The pre-combustion chamber heating system includes a housing, a fuel injector, a spark plug, an induction coil, and a multi-frequency inverter power supply. The housing has a hollow structure, forming a pre-combustion chamber, which is equipped with a magnetocaloric conversion layer. The fuel injector outlet faces the pre-combustion chamber for injecting fuel into it. The spark plug ignites the air-fuel mixture within the pre-combustion chamber. The induction coil is a conductive coil arranged around the outer periphery of the housing. The multi-frequency inverter power supply is electrically connected to the induction coil, driving it to generate electromagnetic energy, which is then converted into heat energy through the magnetocaloric conversion layer.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine technology, and in particular to a pre-combustion chamber heating system and engine. Background Technology

[0002] Methanol fuel is considered an important direction for the low-carbon transformation of internal combustion engines due to its clean and efficient characteristics. However, its high latent heat of vaporization and low vapor pressure lead to poor cold-start performance, manifesting as difficulty in starting, unstable combustion, and a surge in hydrocarbon emissions. Traditional solutions use glow plugs or intake preheating, but these suffer from slow response, high energy consumption, and uneven temperature distribution, making it difficult to meet the requirements for rapid and reliable starting in low-temperature environments. Pre-combustion chamber technology ignites the main combustion chamber mixture with a high-temperature jet, which can improve combustion efficiency. However, insufficient temperature in the pre-combustion chamber during the cold start phase makes mixture preparation difficult, limiting its advantages. Existing pre-combustion chamber heating technologies mostly rely on contact resistance heating, which has drawbacks such as large thermal inertia, difficulty in zone control, and inability to adapt to the differentiated temperature range requirements of different fuels. Utility Model Content

[0003] To address at least one of the aforementioned and other technical problems in the prior art, embodiments of this utility model provide a pre-combustion chamber heating system, including a housing, an injector, a spark plug, an induction coil, and a multi-frequency inverter power supply. The housing has a hollow structure, and a pre-combustion chamber is formed within the housing, with a magnetocaloric conversion layer disposed within the pre-combustion chamber. The injector outlet faces the pre-combustion chamber for injecting fuel into it. The spark plug ignites the air-fuel mixture within the pre-combustion chamber. The induction coil is a conductive coil arranged around the outer periphery of the housing. The multi-frequency inverter power supply is electrically connected to the induction coil, driving it to generate electromagnetic energy, which is then converted into heat energy through the magnetocaloric conversion layer.

[0004] Optionally, the pre-combustion chamber heating system also includes a control unit. The control unit is electrically connected to the temperature sensor, fuel injector, spark plug, and multi-frequency inverter power supply within the housing. The control unit is used to measure the temperature of the housing.

[0005] Optionally, the operating frequency of the multi-frequency inverter is configured to be continuously adjustable within the range of 0-60kHz.

[0006] Optionally, the housing is made of a magnetically conductive alloy substrate, and the inner wall of the housing is provided with a ferrite composite coating to form a magnetocaloric conversion layer.

[0007] Optionally, the thickness of the ferrite composite coating is in the range of 0.2-0.5 mm.

[0008] Optionally, the induction coil may include an independent water-cooled copper coil.

[0009] Optionally, the cross-sectional area of ​​the upper part of the pre-combustion chamber is configured to be larger than the cross-sectional area of ​​the lower part of the pre-combustion chamber.

[0010] Optionally, at least one jet hole is provided at the end of the housing that is away from the injector.

[0011] Optionally, the housing has an axisymmetric structure. When one jet hole is provided, the jet hole is located on the axis of symmetry of the housing. Alternatively, when at least two jet holes are provided, the jet holes are symmetrically distributed around the axis of symmetry of the housing.

[0012] An embodiment of this utility model also provides an engine, including a pre-combustion chamber heating system, wherein the housing is mounted on the engine cylinder head. The engine also includes a cylinder block.

[0013] According to the pre-combustion chamber heating system provided by this utility model, an induction coil is driven by a multi-frequency inverter power supply to generate electromagnetic energy. The electromagnetic energy is directly converted into heat energy in the magnetocaloric conversion layer, providing a stable heating source for the pre-combustion chamber. In conjunction with the fuel injector, methanol and other fuels are injected into the pre-combustion chamber, so that the methanol and other fuels in the pre-combustion chamber are smoothly atomized and form an ignitable mixture. Then, the mixture is ignited by a spark plug to promote the complete combustion of the mixture, forming a high-temperature jet that ignites the mixture in the main combustion chamber. This helps to solve the problems of cold start difficulty, unstable combustion, and surge in hydrocarbon emissions caused by the high latent heat of vaporization and low vapor pressure of methanol and other fuels in the pre-combustion chamber and main combustion chamber. Specifically, during the pre-combustion chamber heating process: First, electromagnetic induction heating eliminates the need for intermediate heat conduction, thus addressing the response lag issue of traditional preheating schemes. The ring-shaped induction coils ensure uniform heating of the magnetocaloric conversion layer, improving the uneven temperature field distribution. The multi-frequency inverter power supply can output current on demand, reducing energy consumption. Second, the magnetocaloric conversion layer continuously provides heat, ensuring the pre-combustion chamber temperature meets the requirements for mixture preparation and helping to solve the problem of insufficient pre-combustion chamber temperature during cold start. Third, direct electromagnetic heating without conduction delay reduces the thermal inertia of existing contact resistance heating. The ring coils support uniform or zoned heating, overcoming the difficulty in zoned control within the pre-combustion chamber. The multi-frequency inverter power supply can respond to the differentiated temperature range requirements of different fuels. According to the present invention, an engine is provided in which the housing of the pre-combustion chamber heating system is installed on the cylinder head of the engine. The high-temperature jet generated by the combustion in the pre-combustion chamber directly acts on the main combustion chamber, further enhancing the ignition effect of fuels such as methanol in the main combustion chamber. This makes up for the shortcomings of traditional engines where the mixture in the main combustion chamber is difficult to ignite during cold starts, and improves the reliability of the engine's rapid start in low-temperature environments. Attached Figure Description

[0014] The above and other objects, features and advantages of the present invention will become clearer from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:

[0015] Figure 1 A schematic diagram of the pre-combustion chamber heating system according to an embodiment of the present invention is shown.

[0016] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0017] 1-Housing; 2-Injector; 3-Spark plug; 4-Induction coil; 5-Multi-frequency inverter power supply; 6-Control unit. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0019] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the invention. The terms “comprising,” “including,” etc., as used herein indicate the presence of features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0020] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0021] When using expressions such as "at least one of A, B, and C," the meaning should generally be interpreted according to the understanding of someone skilled in the art. For example, "a system having at least one of A, B, and C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C. Similarly, when using expressions such as "at least one of A, B, or C," the meaning should generally be interpreted according to the understanding of someone skilled in the art. For example, "a system having at least one of A, B, or C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C.

[0022] It should also be noted that the directional terms mentioned in the embodiments, such as "up," "down," "front," "back," "left," and "right," are only for reference to the directions in the accompanying drawings and are not intended to limit the scope of protection of this utility model. Throughout the drawings, the same elements are represented by the same or similar reference numerals. Conventional structures or constructions will be omitted where they may cause confusion in understanding this utility model.

[0023] Figure 1 A schematic diagram of the pre-combustion chamber heating system according to an embodiment of the present invention is shown.

[0024] like Figure 1As shown, this utility model provides a pre-combustion chamber heating system, including a housing 1, a fuel injector 2, a spark plug 3, an induction coil 4, and a multi-frequency inverter power supply 5. The housing 1 has a hollow structure, and a pre-combustion chamber is formed inside the housing 1. The pre-combustion chamber is provided with a magnetocaloric conversion layer. The outlet of the fuel injector 2 faces the pre-combustion chamber and is used to inject fuel into the pre-combustion chamber. The spark plug 3 is used to ignite the air-fuel mixture in the pre-combustion chamber. The induction coil 4 is a conductive coil arranged around the outer periphery of the housing 1. The multi-frequency inverter power supply 5 is electrically connected to the induction coil 4 and is used to drive the induction coil 4 to generate electromagnetic energy, which is converted into heat energy through the magnetocaloric conversion layer.

[0025] Specifically, the magnetocaloric conversion layer includes, but is not limited to, being laser-clad onto the inner wall of the housing 1. The fuel includes, but is not limited to, methanol. An injector 2 is mounted on the upper part of the housing 1, and may include, but is not limited to, a high-pressure electromagnetic type. The injector 2 atomizes the fuel, which mixes with the air in the pre-combustion chamber to form a combustible mixture. A spark plug 3 is mounted on the upper part of the housing 1 and spaced apart from the injector 2, and may include, but is not limited to, an iridium electrode type. The spark plug 3 ignites this mixture, and the high-temperature, high-pressure combustion gas generated is injected from the pre-combustion chamber into the main combustion chamber in the form of a high-speed jet, thus igniting the mixture in the main combustion chamber.

[0026] The number of turns of the induction coil 4 wound around the outer periphery of the housing 1 includes, but is not limited to, 40-80 turns. The multi-frequency inverter power supply 5 is electrically connected to the induction coil 4 in ways including, but not limited to, by connecting a high-temperature resistant cable to the output terminal. The process by which the multi-frequency inverter power supply 5 drives the induction coil 4 to generate electromagnetic energy, and converts it into heat energy through the magnetocaloric conversion layer, is as follows: When the multi-frequency inverter power supply 5 outputs alternating current, an alternating electromagnetic field with the same frequency as the current is generated around the induction coil 4. This electromagnetic field passes through the housing 1 and acts on the magnetocaloric conversion layer. Due to electromagnetic induction, eddy currents are generated in the magnetocaloric conversion layer (the magnitude of the eddy currents is positively correlated with the frequency of the electromagnetic field). The eddy currents generate Joule heat inside the magnetocaloric conversion layer due to the material resistance, which raises the temperature of the magnetocaloric conversion layer and directly heats the air in the pre-combustion chamber and the inner wall of the housing 1 through heat conduction.

[0027] In this implementation, the multi-frequency inverter power supply 5 drives the induction coil 4 to generate electromagnetic energy. The electromagnetic energy is directly converted into heat energy in the magnetocaloric conversion layer, providing a stable heating source for the pre-combustion chamber. In conjunction with the fuel injector 2, methanol and other fuels are injected into the pre-combustion chamber, so that the methanol and other fuels in the pre-combustion chamber are smoothly atomized and form an ignitable mixture. Then, the spark plug 3 ignites and promotes the complete combustion of this mixture, forming a high-temperature jet that ignites the mixture in the main combustion chamber. This helps to solve the problems of cold start difficulty, unstable combustion, and surge in hydrocarbon emissions caused by the high latent heat of vaporization and low vapor pressure of methanol and other fuels in the pre-combustion chamber and the main combustion chamber. Specifically, during the pre-combustion chamber heating process: First, electromagnetic induction heating eliminates the need for intermediate heat conduction, which helps solve the response lag problem of traditional preheating schemes. The ring-shaped induction coils 4 ensure uniform heating of the magnetocaloric conversion layer, improving the problem of uneven temperature field distribution. The multi-frequency inverter power supply 5 can output current on demand to reduce energy consumption. Second, the magnetocaloric conversion layer can continuously provide heat energy, which helps ensure that the pre-combustion chamber temperature meets the requirements for mixture preparation and helps solve the problem of insufficient pre-combustion chamber temperature during the cold start stage. Third, electromagnetic direct heating has no conduction delay, reducing the thermal inertia of existing contact resistance heating. The ring coils support uniform or zoned heating, which helps overcome the defect of difficult zoned control in the pre-combustion chamber. The multi-frequency inverter power supply 5 can respond to the differentiated temperature range requirements of different fuels.

[0028] According to some embodiments of this utility model, the pre-combustion chamber heating system further includes a control unit 6. The control unit 6 is electrically connected to the temperature sensor, fuel injector 2, spark plug 3, and multi-frequency inverter power supply 5 inside the housing 1. The control unit 6 is used to measure the temperature of the housing 1.

[0029] Specifically, the control unit 6 includes an integrated temperature acquisition module (such as a thermocouple or infrared sensor), a signal processing module, and an execution command output module. The control unit 6 is also used to start the fuel injector 2 to begin injection, start the spark plug 3 to begin ignition, and adjust the output frequency and power of the multi-frequency inverter power supply 5. The control unit 6 is electrically connected to the temperature sensor, fuel injector 2, spark plug 3, and multi-frequency inverter power supply 5 within the housing 1, respectively, in ways including but not limited to connecting via high-temperature resistant cables to the output terminals. The control unit 6 receives the temperature signal from the housing 1 and sends electrical signal commands to the fuel injector 2, spark plug 3, and multi-frequency inverter power supply 5, including but not limited to adjusting the output frequency and power of the multi-frequency inverter power supply 5 based on a fuzzy PID algorithm. Furthermore, the sampling frequency of the temperature data of the housing 1 by the control unit 6 is, but is not limited to, set to 10-100Hz.

[0030] In this implementation, the control unit 6 is electrically connected to the fuel injector 2, spark plug 3, and multi-frequency inverter 5, and the temperature measurement function of the housing 1 enables real-time temperature monitoring during the heating process in the pre-combustion chamber. This facilitates dynamic adjustment of the heating process in the pre-combustion chamber through frequency switching and ignition start-up, helping the fuel in the pre-combustion chamber to be fully atomized, mixed evenly with air, and fully combusted. The temperature of the housing 1 provides real-time data support for switching the output frequency of the multi-frequency inverter 5, reducing the lag in the heating process adjustment and improving the efficiency and reliability of the pre-combustion chamber heating system during use.

[0031] According to some embodiments of the present invention, the operating frequency of the multi-frequency inverter power supply 5 is configured to be continuously adjustable in the range of 0-60kHz.

[0032] Specifically, continuously adjustable operating frequency means that the AC frequency output by the multi-frequency inverter 5 can be smoothly varied between 0 and 60 kHz, including but not limited to achieving this through the inclusion of a high-frequency inverter circuit (such as pulse width modulation using an IGBT module) within the multi-frequency inverter 5. Low frequencies (e.g., 0-20 kHz) are suitable for maintaining the temperature of the pre-combustion chamber, while high frequencies (e.g., 40-60 kHz) are suitable for rapidly heating the pre-combustion chamber. Furthermore, during the adjustment of the operating frequency of the multi-frequency inverter 5, the current must be kept stable to avoid impacting the induction coil 4 and the magnetocaloric conversion layer.

[0033] In this implementation, by configuring a continuously adjustable operating frequency, the multi-frequency inverter power supply 5 can match a suitable operating frequency according to different temperature conditions of the pre-combustion chamber or engine (such as cold start, idling speed), taking into account both heating efficiency and energy utilization.

[0034] According to some embodiments of the present invention, the housing 1 is made of a magnetically conductive alloy substrate, and the inner wall of the housing 1 is provided with a ferrite composite coating to form a magnetocaloric conversion layer.

[0035] Specifically, the magnetically conductive alloy substrate refers to an alloy material with high magnetic permeability (such as iron-nickel alloy or silicon steel sheet), which enhances the electromagnetic field strength generated by the induction coil 4. The ferrite composite coating is composed of ferrite particles (such as Mn-Zn ferrite) and a high-temperature resistant binder (such as ceramic binder), which covers the inner wall of the shell 1 with uniform thickness.

[0036] In this implementation, the magnetic alloy substrate is used to enhance the magnetic field, while the ferrite composite coating can induce eddy currents based on the high-frequency electromagnetic field and convert them into heat energy. Through the synergistic effect of the magnetic alloy substrate and the ferrite composite coating, the conversion rate of electromagnetic energy to heat energy is improved, and energy loss is reduced.

[0037] According to some embodiments of this utility model, the thickness of the ferrite composite coating is in the range of 0.2-0.5 mm.

[0038] Specifically, if the ferrite composite coating is too thin, the eddy current path in the magnetocaloric conversion layer will be short, resulting in insufficient heat generation. If the ferrite composite coating is too thick, the heat inside the magnetocaloric conversion layer will be difficult to conduct to the pre-combustion chamber, and the weight of the shell will increase. In actual production, the thickness of the ferrite composite coating is controlled using a laser thickness gauge. For example, during the application of the ferrite composite coating, a detection point is set every 10 mm to monitor the thickness in real time. If the thickness in a certain area exceeds the range, it is corrected by local re-spraying or grinding. In addition, when the ferrite composite coating is finally applied, ultrasonic testing is used to detect whether there are air bubbles inside the coating to avoid affecting thermal conductivity.

[0039] In this implementation, by controlling the thickness of the ferrite composite coating within a suitable range, it is beneficial to ensure that the magnetocaloric conversion layer generates sufficient eddy currents and heat, and at the same time, to achieve efficient heat transfer from the magnetocaloric conversion layer to the main combustion chamber, thereby increasing the pre-combustion chamber heating rate. Furthermore, by controlling the thickness and quality of the ferrite composite coating, the performance consistency of the coating is improved, helping to avoid uneven heating inside the pre-combustion chamber caused by localized thickness abnormalities, and enhancing the reliability of the pre-combustion chamber heating system.

[0040] According to some embodiments of the present invention, the induction coil 4 includes an independent water-cooled copper coil.

[0041] Specifically, the independent water-cooled type refers to the induction coil 4 having an independent cooling water channel inside (such as a copper pipe embedded inside the induction coil 4). A water pump drives the cooling water circulation to remove the heat generated by the high-frequency current in the induction coil 4. Simultaneously, the induction coil 4 is made of copper, utilizing copper's high conductivity to reduce current loss. Furthermore, the induction coil 4 is, but is not limited to, made of multiple strands of enameled wire twisted together. The induction coil 4 is, but is not limited to, tightly wound around the outer periphery of the housing 1 (with a spacing of ≤0.5mm between adjacent induction coils 4) to enhance the magnetic field strength.

[0042] In this implementation, by setting up an independent water cooling system, overheating of the induction coil 4 can be avoided when it is operating at high frequency. At the same time, the use of copper material reduces resistance loss, thereby improving the energy utilization rate of the induction coil 4 and ensuring its long-term stable operation.

[0043] According to some embodiments of the present invention, the cross-sectional area of ​​the upper part of the pre-combustion chamber is configured to be larger than the cross-sectional area of ​​the lower part of the pre-combustion chamber.

[0044] Specifically, the longitudinal section of the pre-combustion chamber is wider at the top and narrower at the bottom. The upper region of the pre-combustion chamber provides space for fuel atomization and mixing with air, while the lower region forms a constricted channel for the mixture to pass through.

[0045] In this implementation, on the one hand, the atomization degree of fuel in the upper part of the pre-combustion chamber and the uniformity of mixing with air are improved, thereby enhancing fuel efficiency and helping to improve ignition effect. On the other hand, when spark plug 3 ignites the mixture in the pre-combustion chamber, the high-temperature and high-pressure gas generated by combustion is accelerated through the contraction channel in the lower part of the pre-combustion chamber, which facilitates the formation of a high-speed jet, thereby improving the ignition speed and efficiency of the mixture in the main combustion chamber.

[0046] According to some embodiments of this utility model, at least one jet hole is provided at the end of the housing 1 that is away from the injector 2. Furthermore, the housing 1 has an axisymmetric structure. When one jet hole is provided, the jet hole is located on the axis of symmetry of the housing 1. Alternatively, when at least two jet holes are provided, the jet holes are symmetrically distributed around the axis of symmetry of the housing 1.

[0047] Specifically, the end of the housing 1 that is furthest from the injector 2 is the outlet end of the pre-combustion chamber (the side closest to the main combustion chamber). The diameter of the jet orifice is, but is not limited to, set to 3-8mm (adjusted according to engine power), serving as a channel for the high-temperature, high-pressure gas in the pre-combustion chamber to be injected into the main combustion chamber.

[0048] When one jet hole is provided on the axis of symmetry of the housing 1, the high-temperature and high-pressure gas is directly injected into the center of the main combustion chamber through this jet hole. Alternatively, when at least two jet holes are provided symmetrically distributed around the axis of symmetry of the housing 1, such as four jet holes (with a 90° interval between adjacent jet holes), the high-temperature and high-pressure gas can be evenly diffused to all areas of the main combustion chamber through these jet holes.

[0049] In this implementation, by rationally setting the number and symmetrical distribution of the jet holes, the high-temperature and high-pressure gas in the pre-combustion chamber is injected into the main combustion chamber evenly and efficiently, which helps to ensure that the mixture in the main combustion chamber is fully ignited, reduces local unburned areas, and lowers pollutant emissions.

[0050] An embodiment of this utility model also provides an engine, including a pre-combustion chamber heating system, wherein the housing 1 is mounted on the engine cylinder head. The engine also includes a cylinder block.

[0051] Specifically, this includes, but is not limited to, fixing the housing 1 to the pre-set mounting holes in the cylinder head using bolts or interference fits. The cylinder block is, but is not limited to, made of cast iron or aluminum alloy. Inside the cylinder block is the piston-driven cylinder, with the piston top sealing against the cylinder head to form the main combustion chamber. The main combustion chamber is the engine's primary combustion space. When the high-temperature, high-pressure combustion gases from the pre-combustion chamber are injected into the main combustion chamber, they ignite a large amount of the air-fuel mixture, driving the piston to perform work. Furthermore, a high-temperature resistant sealing assembly is installed between the housing 1 and the cylinder head to prevent leakage of high-temperature, high-pressure combustion gases.

[0052] In this implementation, by installing the housing 1 of the pre-combustion chamber heating system onto the cylinder head of the engine, the high-temperature jet generated by the combustion in the pre-combustion chamber directly acts on the main combustion chamber, further enhancing the ignition effect on fuels such as methanol in the main combustion chamber, making up for the shortcomings of the traditional engine's difficulty in igniting the main combustion chamber mixture during cold start, and improving the engine's rapid start reliability in low-temperature environments.

[0053] The embodiments of the present invention have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present invention. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. The scope of the present invention is defined by the appended claims and their equivalents. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of the present invention, and all such substitutions and modifications should fall within the scope of the present invention.

Claims

1. A prechamber heating system, characterized by, include: The shell (1) has a hollow structure, and a pre-combustion chamber is formed inside the shell (1). The pre-combustion chamber is provided with a magnetocaloric conversion layer. The injector (2) has its outlet facing the pre-combustion chamber and is used to inject fuel into the pre-combustion chamber; Spark plug (3) is used to ignite the mixture in the pre-combustion chamber; Induction coil (4), a conductive coil arranged around the outer periphery of the housing (1); The multi-frequency inverter power supply (5) is electrically connected to the induction coil (4) and is used to drive the induction coil (4) to generate electromagnetic energy, which is then converted into thermal energy through the magnetocaloric conversion layer.

2. The pre-chamber heating system of claim 1, wherein, Also includes: The control unit (6) is electrically connected to the temperature sensor, the fuel injector (2), the spark plug (3), and the multi-frequency inverter power supply (5) inside the housing (1); The control unit (6) is used to measure the temperature of the housing (1).

3. The pre-chamber heating system of claim 1, wherein, The operating frequency of the multi-frequency inverter (5) is configured to be continuously adjustable in the range of 0-60kHz.

4. The pre-chamber heating system of claim 1, wherein, The housing (1) is made of a magnetically conductive alloy substrate, and the inner wall of the housing (1) is provided with a ferrite composite coating to form a magnetocaloric conversion layer.

5. The pre-combustion chamber heating system according to claim 4, characterized in that, The thickness of the ferrite composite coating is in the range of 0.2-0.5 mm.

6. The pre-combustion chamber heating system according to claim 1, characterized in that, The induction coil (4) includes an independent water-cooled copper coil.

7. The pre-combustion chamber heating system according to claim 1, characterized in that, The cross-sectional area of ​​the upper part of the pre-combustion chamber is configured to be larger than the cross-sectional area of ​​the lower part of the pre-combustion chamber.

8. The pre-combustion chamber heating system according to claim 1, characterized in that, The housing (1) has at least one jet hole at the end that is away from the injector (2).

9. The pre-combustion chamber heating system according to claim 8, characterized in that, The shell (1) has an axisymmetric structure; When one of the jet holes is provided, the jet hole is located on the axis of symmetry of the housing (1); Alternatively, when at least two of the jet holes are provided, the jet holes are symmetrically distributed around the axis of symmetry of the housing (1).

10. An engine, characterized in that, The pre-combustion chamber heating system includes any one of claims 1-9, wherein the housing (1) is mounted on the cylinder head of the engine; The engine also includes a cylinder block.

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