FI123449B - Arrangement and method for controlling the fuel temperature in at least one fuel injection nozzle - Google Patents

Abstract

The invention relates to a fuel injection system (10) comprising a fuel injector(16) having a fuel admission section (18) arranged to controllably introduce fuel from the fuel injector, a pressure accumulator (24) in the fuel injector arranged in flow connection with the admission section and a fuel inlet (26) arranged in flow connection with the pressure accumulator, which fuel injection system is provided with at least one heat exchanger system (100). The at least one heat exchanger system (100) arranged to effect on the pressure accumulator (24) of the fuel injection system from outside thereof. The present invention relates also to a method of regulating temperature of at least one fuel injector, cylinder head and a combination of a cylinder head and a fuel injection system.

Description

TECHNICAL FIELD The present invention relates to a fuel injection system comprising a fuel injection nozzle having an inlet portion of a fuel arranged to guide the fuel from the injection nozzle to the fuel injection nozzle. arranged in a flow connection 10 with a feed portion and a fuel inlet arranged in a flow connection with a pressure accumulator, the fuel injection system being provided with at least one heat transfer system.

The present invention also relates to an arrangement for controlling the temperature of a fuel injector nozzle arranged on a cylinder cover of at least one internal combustion engine comprising a temperature control fluid flow circuit fitted with a heat exchanger system in which the temperature control fluid is in contact with the heat transfer fluid.

The present invention also relates to a method for controlling the temperature of a fuel injection nozzle in the cylinder head of at least one internal combustion engine, wherein the temperature control fluid is arranged to flow in heat transfer communication with said at least one fuel injection nozzle.

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The present invention also relates to a cylinder head size assembly of a combustion engine comprising a first space unit having at least one first inlet for a first fluid and at least one first outlet for a first fluid which at least one first inlet portion and at least one first outlet portion being in fluid communication with one another through a first space unit of the cylinder head assembly, co

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The present invention also relates to a cylinder head and a fuel injection

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30 system combination.

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BACKGROUND OF THE INVENTION Internal combustion engines are generally equipped with fuel injection systems that separate fuel pressure and injection control. Such systems utilize a pressure accumulator space as a reservoir for pressurized fuel, which is introduced into the combustion space by a valve nozzle in the fuel injection nozzle. Such systems are commonly known as common rail fuel injection systems (common rail systems). Such a system is described, for example, in WO 2009147291.

It is known per se that the viscosity of the spent fuel has an effect on the operation of the fuel system and on the injection process. It is also known to control the fuel's viscosity by controlling the fuel temperature. Therefore, this is a fact that must be taken into account in both the fuel supply system and the actual injector nozzle. Diesel engines generally use light 15 fuel oil (LFO) or marine diesel oil (MDO). Heavy fuel oil (LFO) is typically used as fuel in large engines, for example, engines producing more than 150 kW per cylinder. The viscosity of heavy fuel oil also often varies widely with temperature, from room temperature (typically 20 ° C) from a nearly solid state to a temperature of 120 ° C liquid.

Recently, interest in the use of biofuels has increased. Bio-fuels are receiving increasing attention due to issues such as oil prices, the need for greater energy security and greenhouse gas emissions from fossil fuels. Treatment of (economic) waste also opens up new opportunities for

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$ 4 for energy production. Of particular interest is the use of vegetable oils, both as an LFO additive and as a bio-crude oil (LBF) only. However, adequate control of viscosity is even more important when using vegetable oils.

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or) The operation of the injection nozzle is very important for the controlled and £ 3 operating fire action of the piston engine. In addition, liquid fuel from plants or more generally from biomass requires particular attention to the injection method and system.

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30 to ensure safe and reliable operation in all circumstances. Particular problems are, firstly, keeping the fuel viscosity low enough and, secondly, avoiding, for example, exceeding the functional temperature causing the polymerization reactions.

Systems and methods for heating fuel in a fuel injection system are known in the art.

DE 10154455 A1 describes a dual fuel system for a diesel engine. In this system, the first tank contains diesel oil and the second tank contains biofuel. Each container feeds to a fuel line having a filter and a high pressure fuel pump which supplies fuel to the injection nozzles. The biofuel fuel system is surrounded by a heating jacket of 10 pa which can be filled with engine coolant. A control circuit is connected to the injection system to control the transition from diesel to biofuel and to drain the fuel from the injection system when the engine is stopped.

WO 2005024225 describes a heating element in each injection valve which is located in the injection line directly in front of the injection valve 15. The heating element is implemented as an electric heating coil which is coaxially oriented with respect to the axial direction of the injection line.

DE 10341708 describes a reciprocating internal combustion engine suitable for use with heavy fuel oil. The engine has a common rail (Common Rail) supply of pressurized fuel to the injection valves. A centrally located heating element is mounted in the fuel pressure storage. The heating element may be hot steam operated or electrically operated.

US 2002129779 describes the use of a liquid-cooled internal combustion engine

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^ cylinder cover having a cooling chamber structure divided by an intermediate deck into a lower 9 cooling chamber and an upper cooling chamber associated with a lower cooling chamber 25 in the direction of the cylinder axis with the lower and upper cooling chamber | communicate with one another through at least one flow port. The document also describes co that the pipe to the fuel injection nozzle may be arranged in connection with the flow port by providing an annular passage between the port and the pipe.

While known systems for heating the fuel 30 in the internal combustion engine fuel system may be available per se, there has been a need to further develop the internal combustion engine to operate at 4 viscosity at ambient temperature that would not provide sufficient engine operation without air. further action.

Therefore, it is an object of the present invention to provide a piston engine fuel injection system which performs better under various engine operating conditions.

It is also an object of the invention to provide an arrangement for controlling the temperature of at least one fuel injection nozzle in the cylinder head of an internal combustion engine.

It is a further object of the invention to provide a method for controlling the temperature of at least one fuel injection nozzle in the cylinder head of a combustion engine.

It is a further object of the invention to provide a cylinder-lid assembly for an internal combustion engine.

It is a further object of the invention to provide a combination of a cylinder head and a fuel injection system.

In this context, the term "lower end" associated with a fuel injection nozzle means an elongated injection nozzle head having at least one injection port and "upper end" associated with a fuel injection nozzle means an opposite end to the lower end. Generally, the term "lower" refers to the side of the injection nozzle closer to the end of the elongated injection nozzle, wherein the si-co has at least one injection opening, and the term "upper" refers to the opposite end of the lower end. This is true regardless of the actual position, alignment or orientation of the fuel injection nozzle.

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Description of the Invention

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The objects of the present invention are achieved by a fuel injection system comprising a fuel injection nozzle having a fuel supply portion 30 arranged to guide the fuel from a fuel injection nozzle, a pressure accumulator provided in a fuel injection nozzle, and a fuel inlet arranged in fluid communication with the pressure accumulator, the fuel injection system being provided with at least one heat exchange system. It is characteristic of the invention that at least one heat transfer system 5 is arranged to act on the pressure accumulator of the fuel injection system from the outside.

According to one embodiment of the invention, the pressure accumulator is arranged at the upper end of the fuel injection nozzle and the heat transfer system is arranged at the upper end.

According to one embodiment of the invention, the heat transfer system comprises a jacket disposed at the upper end of the fuel injection nozzle and provided with a temperature control fluid space and at least one inlet and at least one outlet opening to the temperature control fluid space.

According to one embodiment of the invention, the heat transfer system comprises at least two separate sheaths, upper and lower, arranged in the longitudinal axis of the injection nozzle arranged to surround the pressure accumulator.

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According to another embodiment of the invention, the upper sheath is at the point of the injection nozzle where it is outside the cylinder head when mounted on the cylinder head, and the lower sheath is on the cylinder head.

According to one embodiment of the invention, the pressure accumulator is arranged in fluid communication with the fuel feed portion at its upper end and with at least one heat exchanger system arranged to act on the ground pressure accumulator at least at its lower end.

According to another embodiment of the invention, the at least one heat transfer system is integrated with a pressure accumulator structure. According to another embodiment of the invention, the fuel injection system

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The system is equipped with two separate independently controlled heat exchanger systems.

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The objects of the invention are also achieved by an arrangement for controlling the temperature of the fuel in at least one fuel injection nozzle on the cylinder head of the combustion engine, the system comprising a temperature control fluid flow circuit provided with a heat exchanger system having a temperature control fluid in It is a characteristic of the invention that the temperature control fluid flow circuit is provided with a heating system that is operable independently of the engine running.

In this way, it is possible to provide advantageous stand-by conditions for the fuel to ensure efficient start-up times when the engine is in standby mode.

According to a preferred embodiment of the invention, the flow control fluid flow circuit 15 is a part separate and / or actuated independently of the fluid circuit of the motor.

According to another embodiment of the invention, the flow control fluid flow circuit is provided with two separate, independently controlled heat transfer systems.

According to a further embodiment of the invention, the control circuit for the temperature control fluid is in communication with the engine lubricating oil circuit.

[0035] According to one embodiment of the invention, the temperature control fluid flow circuit 'is connected to the engine coolant system.

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According to one embodiment of the invention, the arrangement comprises a control system configured to maintain a temperature control arrangement in operation when the engine is in a standby state.

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According to a further embodiment of the invention, the temperature control fluid flow circuit is provided with two separate heat exchanger systems, one of which comprises the motor coolant as the temperature control fluid and the other one of the engine lubricating oil as the temperature control fluid.

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According to a further embodiment of the invention, the flow control fluid flow circuit is provided with two separate heat transfer systems, each containing a motor lubricating oil as the temperature control fluid.

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According to a further embodiment of the invention, the temperature control fluid flow circuit is provided with two separate heat transfer systems, each of which is provided as a motor control fluid as a temperature control fluid.

The objects of the invention are also achieved by a method of controlling the temperature of at least one fuel injection nozzle on a cylinder head of a combustion engine, wherein a temperature control fluid is arranged to flow in heat transfer relationship with at least one fuel injection nozzle.

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According to one embodiment of the invention, the flow of the temperature control fluid is operated while the engine is in stand-by mode.

According to one embodiment of the invention, the temperature control fluid flow 20 is operated by circulating the fuel in a heat transfer connection with at least one fuel injection nozzle.

According to one embodiment of the invention, the temperature control fluid flow circuit is operated by circulating lubricating oil in a heat transfer connection with at least one fuel injection nozzle.

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δ c \ j. According to one embodiment of the invention, the flow control circuit of the temperature control fluid is operated by circulating the coolant in the heat transfer connection of at least one

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° with fuel injection nozzle.

E 30 co The object of the invention is also achieved by the size of the cylinder head

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a charge comprising a first volume unit having at least one first o inlet portion for the first fluid and at least one first outlet portion for the first fluid.

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fluid having at least one first inlet portion and at least one first 35 outlet portion in fluid communication with each other through a first 8 space unit in the cylinder head, characterized in that the cylinder head assembly comprises a second space unit having at least one second inlet portion a second fluid and at least one second outlet portion for a second fluid and that said at least one second inlet portion and said at least one second outlet portion are in fluid communication with one another via a second space unit of the cylinder head.

According to one embodiment of the invention, a third space extending through the cylinder head is arranged in the cylinder head, the inner surface of which is arranged to permit installation of a fuel injection nozzle and the second space unit is arranged to open at least partially into the third space.

The object of the invention is also achieved by a combination of a cylinder head according to claim 20 and a fuel injection system according to claim 1.

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Brief Description of the Drawings

The invention will now be described with reference to the accompanying exemplary drawings in which:

Figure 1 illustrates an embodiment of the invention in which a fuel injection system is mounted on a piston engine cylinder head,

Figure 2 illustrates an embodiment of the invention wherein the fuel injection nozzle is adapted to be used in an internal combustion engine, Figure 2 illustrates another embodiment of the invention and illustrates an internal cylinder cover assembly of an internal combustion engine; Figure 5 illustrates an embodiment of the invention in which the fuel injection nozzle is

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30 for use in an internal combustion engine, detailed description of the drawings

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Figure 1 schematically illustrates a fuel injection system 10 mounted on a cylinder head 12 partially defining a combustion chamber 14 of the piston engine, the fuel injection system comprising a fuel injection nozzle 16, wherein such as a needle unit, and a control system 22 that controls the operating state of the dispenser 20. In addition, the fuel injection nozzle includes a pressure accumulator 24 located at the upper end of the injection nozzle, in fluid communication with the fuel supply portion 18. The fuel injection system also comprises a fuel inlet 10 26, which is connected to a pressurized fuel source 28, for example a so-called common rail system.

Further, the fuel injection system 10 is provided with at least one heat transfer system 100 arranged to act on the pressure accumulator 24 of the fuel injection system from the outside. In other words, said at least one heat transfer system 100 is arranged to transfer heat through the outer wall 31 of the battery 24 to the fuel in the battery. This produces an activity that does not directly affect the fuel flow path. Specifically, when the temperature dependence of the viscosity of the fuel to be injected is such that the fuel becomes inoperative or poorly functioning below the normal operating temperature of the fuel, heat exchanger system 100 may be used to maintain the fuel in the injector at a temperature of acceptable low. The fuel injection system is particularly advantageous for biomass-based fuels such as those containing vegetable oil, olive oil, rapeseed oil, palm oil and animal fats.

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The injection nozzle 16 comprises an elongated body, which may consist of a plurality of parts, although not shown herein. The pressure accumulator 24 is disposed at the upper end of the fuel injection nozzle 16 and the fuel supply portion 18 at the lower end opposite to the upper end. A fuel inlet 26 is provided at the fuel injection nozzle to provide a connection to the pressure accumulator at its lower end, to which also the fuel supply portion 18 is connected. A heat exchanger system is provided

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00, but the heat applied also affects the fuel feed portion 18.

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As can be seen in Figure 1, the heat transfer system 100 comprises a jacket 102 or the like at the upper end of the fuel injection nozzle 16. The jacket is provided with a temperature control fluid compartment 104 defined by a fuel injection nozzle and 5 jacket. At the upper end of the battery 24, the shroud 102 is provided with an inlet 106 and an outlet 108 to provide a circulation of the temperature control fluid in the temperature control fluid state 104. In this way, control of the fuel injection nozzle temperature and particularly the temperature of

In the embodiment of Figure 1, the cylinder head 12 is arranged to act as a second sheath 110 surrounding the fuel injection nozzle 16.

The cylinder head is provided with an annular groove extending circumferentially around the fuel injection nozzle 16 and provided with seals 30. The mantle is provided with a lower temperature control fluid space 104 'bounded by a fuel injection nozzle 16 and a cylinder cover 12. A second jacket 110 at the lower end of the battery 24 is provided with an inlet 106 'and an outlet 108' to provide a circulation of the temperature control fluid through the temperature control fluid space 104 '. In this way, the temperature control of the fuel injection nozzle and especially the temperature of the fuel in the battery can be maintained. Preferably, the lower temperature control fluid space is greater than the diaper fluid space 104. The system may further be provided with an intermediate sleeve 17 through which heat may be delivered, but providing an additional wall that prevents the temperature control fluid from exiting when the injection nozzle 16 is removed.

Thus, the arrangement has two separate temperature control fluid states, an upper o w state 104 and a lower state 104 'arranged on the longitudinal o axis 16' of the injection nozzle to rotate the battery. In this way, both ends 0 of the elongated battery can be heated while leaving a length or dimension sufficient for other purposes not described herein.

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The upper and lower states can be combined with a common temperature control fluid flow circuit. The temperature control fluid is preferably an engine lubricating oil.

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The upper and lower states may be combined with separate, independently controlled temperature control fluid flow circuits. In this case, the temperature control fluids are preferably engine lubricating oil and engine coolant.

Figure 2 illustrates an embodiment of the invention in which the fuel injection nozzle 16 shown in Figure 1 is adapted to be used in a combustion engine. Figure 2 shows a piston engine 50 comprising a valve drive cover 50.1, a cylinder cover 12, an engine housing 50.2 and an oil sump 50.3. As will be apparent, only those parts of the engine which are relevant or useful to illustrate the operation of the invention are described herein. The fuel injection nozzle 16 is provided on the cylinder cover 12 of the engine 50. The engine is provided with an arrangement 52 for controlling the temperature of the at least one fuel injection nozzle 16 fitted on the cylinder head 12 of the combustion engine 50. The arrangement comprises a temperature control fluid flow circuit 54. The temperature control fluid flow circuit 54 is provided with a heat transfer system 100 wherein the temperature control fluid 15 is in heat transfer communication with the fuel injection nozzle 16.

In the embodiment illustrated in Figure 2, the temperature control fluid is engine 50 lubricating oil. Thus, the temperature control fluid flow circuit 54 is connected to the lubrication system 50.4 of the motor 50. The engine lubrication system may be of a type 20 known per se.

When the engine is operated, the lubricating oil is directed to flow through the temperature control fluid flow circuit 54 and in particular through the heat transfer system 100. Circuit 54 is provided with a heater system 56 for supplying heat to the temperature control fluid. In this way, the temperature of the fuel oil in the pressure accumulator 24 will remain within a sufficient range even if the upper end of the injection nozzle 16, i.e. the pressure accumulator 24, protrudes out of the cylinder 12 lid.

cp co If the engine now has to be stopped for an extended period, the risk of fuel oil viscosity o x 30 increases. In this case, the motor is set at this stage to stand-by where

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the engine will not run, but will be kept in a state where rapid starting is possible.

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Preferably, at least the engine electronics is in stand-by mode. When

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the engine is moved to a stand-by mode, the heater system 56 of the temperature control fluid flow circuit 54 being maintained to operate regardless of the engine 50 running.

35 In this case, the heater system 56 is represented as an external system, but may also be integrated with the motor 50.

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Preferably, the temperature control fluid is a lubricating oil, wherein the external heating system 56 is connected to the lubrication system 50.4 of the engine 50.

The temperature control fluid circuit is a separable and / or independent part of the engine lubricating oil circuit 50.4, so that the external heating system 56 is provided with a pumping member 58 which can be operated even when the engine is in stand-by mode. Stand-by mode can be used in engines such as ships and power plants, especially reserve power plants. Valves 55 may have been fitted to the oil circuit to ensure that, in stand-by mode, circulation through the rest of the engine is prevented or minimized.

Because the engine often or generally comprises a plurality of cylinders and a plurality of fuel injection nozzles, the circuit 54 communicates with each injection nozzle. The heat transfer system 100 of each of the 15 injection nozzles is independently controllable.

An arrangement 52 is provided with a control system 60 configured to maintain a system 52 for controlling the temperature while the engine is in stand-by mode. The control system is provided with a sensor 61 disposed adjacent to the fuel injection nozzle 16.

According to one embodiment of the invention, the temperature of the injection nozzle arranged on the cylinder head of the at least one internal combustion engine, and thus the fuel temperature therein, is controlled by providing a temperature control fluid to flow with the at least one fuel injection nozzle and the flow io in heat transfer connection with at least one fuel injection nozzle o may be maintained even if the engine is not running, i.e. in stand-by mode. In this case, the flow of temperature g control fluid is preferably used for at least a predetermined time when

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30 engine is stationary, co

Particularly when the engine is operated such that it is stopped after a cycle of my use and it is intended or decided to start at a predetermined time, the engine is thus in stand-by mode, the flow of the temperature control fluid being used until the engine 13 is restarted. In this case, the predetermined time may be up to 2 to 7 days.

Preferably, the temperature control fluid flow is operated by circulating the lubricating oil in a heat transfer connection with at least one fuel injection nozzle.

Referring to Figure 3, this figure shows a cylinder cover assembly 12 of an internal combustion engine, otherwise substantially identical to that shown in Figure 1, except that Figure 3 shows the structure of the cylinder head 12 in more detail. According to an embodiment of the invention, the cylinder cylinder cover 12 comprises a first space unit 120 having at least one first inlet section 122 for the first fluid and at least one first outlet section 124 for the first fluid having at least one inlet section 122 and at least one outlet section 124 with each other through the first space unit 120 in the cylinder head assembly. The cylinder cover further comprises a second space unit 110 'having at least one second inlet section 106' for the second fluid and at least one second outlet section 108 'for the second fluid. At least one second inlet section 106 'and at least one second outlet section 108' are in fluid communication with one another through a second space unit 110 '20 of the cylinder head assembly.

In this way, the cylinder head assembly can provide two separate and independently controllable cooling or heat transfer systems, allowing for greater control over the cylinder head temperature and temperature distribution.

A third space 130 is provided on the cylinder head 12 which extends through the cylinder head 4 12 and has an inner surface arranged to receive the fuel injection nozzle co 16. In addition, the second space unit 110 'is arranged to open at least partially into the collar space 130. the second spatial unit may be arranged to be confined

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30 to the fuel injection nozzle 16 when mounted in the third space unit. c/o

In this case, the third space is arranged for the installation of the fuel injection nozzle δ, the second space is arranged to act as a heat transfer system which acts

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a fuel injection system pressure accumulator 24 from the outside, according to a preferred embodiment 35, by communicating with the engine lubrication system. The first spatial unit is arranged to co-operate with the engine coolant circuit. The heat transfer system is preferably arranged to act on the pressure accumulator of the fuel injection system from the outside and is also connected to the temperature control fluid flow circuit 54, cf. Figure 2.

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Thus, the combination of the cylinder head 12 and the fuel injection system 10 produces beneficial effects, in particular, on the use of biomass-based liquid fuel. The co-operation of the fuel injection nozzle assembly and the cylinder head assembly allows the fuel to be kept at a sufficiently low viscosity, that is, in a high temperature condition under all conditions.

According to an embodiment of the present invention, it is also contemplated that a second space unit may be provided to act as a heat exchanger system acting on the pressure accumulator 24 with the engine cooling system.

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Furthermore, according to one embodiment of the invention, it is conceivable that the second space unit is provided for use as a heat exchanger system that acts on the pressure accumulator 24 by using the engine fuel system as a flow control fluid flow circuit.

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Fig. 4 shows a further embodiment of the invention in which the cylinder head assembly 12 of the internal combustion engine is substantially the same as that depicted in Fig. 1 except that the heat transfer system of the fuel injection nozzle 16 is different. In this case, the fuel injection system 10 is provided with a heat transfer system 100 'integrated into the fuel injection nozzle' 16, arranged to act on the pressure accumulator δ 24 of the fuel injection system from the outside.

cp co The heat transfer system 100 'comprises bores 101 disposed parallel to the outer wall 31 of the 0 x 30 battery parallel to the longitudinal axis 16' of the injection nozzle 16.

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“With. Multiple bores may be arranged around the battery 24 although

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However, for the sake of clarity, only a few bores 101. The heat transfer system 100 'is provided with an inlet 106 and an outlet 108 to provide a temperature control fluid flow through the temperature control fluid space 104. In this way, the temperature control of the fuel injection nozzle and especially the temperature of the fuel in the battery can be maintained.

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The first set of bores is connected to the input 106 and the second set of bores is connected to the exit 108. All bores belonging to the same set of bores are connected to each other at both their upper and lower ends. The first and second set of bores en-5 are connected to each other only at their lower ends. Injection nozzle 16 is provided with an annular groove 103 which serves as a connection between the first and second set of bores. The upper ends of the plurality of bores may also communicate with one another in a partially surrounding groove 105 or the like.

Figure 5 illustrates a further embodiment of the invention in which the fuel injector nozzle 16 shown in Figure 1 is adapted for use in a combustion engine. Figure 5 shows a piston engine 50 comprising a valve drive cover 50.1, a cylinder cover 12, an engine housing 50.2 and an oil sump 50.3. As will be apparent, only those parts of the engine which are relevant or useful to illustrate the operation of the invention are described herein. The fuel injection nozzle 16 is provided on the cylinder cover 12 of the engine 50. The engine is provided with an arrangement 52 for controlling the temperature of the at least one fuel injection nozzle 16 fitted on the cylinder head 12 of the combustion engine 50. The arrangement comprises a temperature control fluid flow circuit 54. The temperature control fluid flow circuit 54 is provided with a heat transfer system 100 wherein the temperature control fluid 20 is in heat transfer communication with the fuel injection nozzle 16. Here, the temperature control fluid is engine 50 lubricating oil. Thus, the temperature control fluid flow circuit 54 is connected to the lubrication system 50.4 of the motor 50. The engine lubrication system may be of a known type in itself. The operation of the arrangement 52 for controlling the temperature corresponds to the operation of the system described in connection with Figure 2.

The figure shows another arrangement 52 'on the cylinder head 10 of the internal combustion engine 50 for controlling the temperature of the fuel injection nozzle 16. The arrangement comprises a second temperature control fluid flow circuit n 54 '. The second temperature control fluid flow circuit 54 is also provided with a heat transfer system 100 where the temperature control fluid

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The fluid 30 is in heat transfer communication with the fuel injection nozzle 16. Here cg the temperature control fluid is the engine coolant 50. The engine coolant system 50.6 may be of a type known per se.

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When the engine is being driven, the cooling fluid is directed to flow through the flow control circuit 54 'of the temperature control fluid 35, and in particular through the heat transfer system 100. Circuit 16 54 'is provided with a heater system 56' which allows heat to be supplied to the temperature control fluid if required. In this way, the temperature of the fuel oil in the battery 24 is maintained at a satisfactory level by using both coolant and lubricating oil.

If the engine now has to be stopped for a longer period, the risk of fuel oil viscosity increases. In this case, the engine is at this stage set to a stand-by mode where the engine is not running, but kept in a state where rapid starting is possible. Preferably, at least the engine electronics is in stand-by mode. When the engine is moved to stand-by mode, the heater system 56 'of the temperature control fluid flow circuit 54 is also maintained in operation regardless of engine 50 running. In this case, the heater system 56 'is represented as an external system, but may also be integrated with the motor 50.

Preferably, the temperature control fluid is the engine coolant, wherein the external heater system 56 'is connected to the engine 50 cooling system 50.6.

The temperature control fluid circuit must be separated and / or independently operated as part of the engine coolant system 50.6, so that the external heating system 56 'is provided with a pumping member 58' which can be operated even if the engine is in stand-by mode. Stand-by mode can be used in engines such as ships and power plants, especially reserve power plants.

Arrangement 52 'is connected to control system 60 configured to maintain arrangement 52' for temperature control in operation when the engine is in stand-by mode. The control system is provided with a sensor 61 disposed adjacent the fuel injection nozzle 16.

Tj · cp co A method for controlling the temperature of at least one fuel injection nozzle in the cylinder head of an internal combustion engine is implemented in accordance with a preferred embodiment of the invention by using a flow of temperature control fluid

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by lubricating oil in heat transfer communication with at least one fuel injection nozzle and / or by circulating coolant in heat transfer communication with at least one fuel injection nozzle.

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Although the invention has been described herein by way of example with reference to the most preferred embodiments currently contemplated, it should be understood that the invention is not limited to the described embodiments, but is intended to cover several combinations or modifications of its features and various other uses. to the invention as defined in the claims. All the details mentioned above in connection with the invention may be used in conjunction with other embodiments, if such a combination is technically possible.

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Claims (18)

A fuel injection nozzle (16) having a fuel inlet portion (18) configured to guide fuel from a fuel injection nozzle, a pressure accumulator (24) in the fuel injection nozzle arranged in fluid communication with the supply portion (26), and a fuel inlet (26). arranged in fluid communication with the pressure accumulator, characterized in that the fuel injection nozzle (16) is provided with at least one heat transfer system (100) arranged to actuate the pressure injection accumulator (24) of the fuel injection system externally and said at least one heat transfer system 100) is arranged to transfer heat to the fuel in the battery. Fuel injection nozzle according to claim 1, characterized in that the pressure accumulator (24) is arranged at the upper end of the fuel injection nozzle and the heat exchanger system (100) is arranged to act on said upper end. Fuel injection nozzle according to Claim 2, characterized in that the heat transfer system (100) comprises a jacket (102) disposed at the upper end of the 20 fuel injection nozzle and provided with a temperature control fluid space (104) and at least one inlet (106) an outlet (108) which opens into a state of temperature control fluid. Fuel injection nozzle according to claim 3, characterized in that the heat exchanger system comprises at least two separate sheaths (102, 110) in the direction of the longitudinal axis of the injection nozzle, which are arranged to circulate a pressure accumulator. 4 cp co Fuel injection nozzle according to claim 1 or 2, characterized in that at least one heat transfer system (100 ') is integrated with a pressure CCU battery structure. CO 't lo Fuel injection nozzle according to Claim 1 or 2, characterized in that the fuel injection nozzle is provided with two separate heat exchanger systems (56, 56 ') which are individually controllable. Fuel injection nozzle according to any one of claims 1 to 6, characterized in that the pressure accumulator is arranged in flow communication with the upper part of the fuel supply portion and at least one heat transfer system (100, 100 ') arranged to act on the pressure accumulator at its lower end. An arrangement for controlling the temperature of the fuel in at least one fuel injection nozzle (16) on the cylinder head of the combustion engine (50), the arrangement comprising a temperature control fluid flow circuit (54) provided with at least one heat transfer system (100, 100 ') the control fluid being in heat transfer communication with said pressure accumulator (24) of said at least one fuel injection nozzle (16), characterized in that the injection nozzle is a fuel injection nozzle according to any one of the preceding claims and the temperature control fluid flow circuit (54) is provided in relation to. An arrangement for controlling the fuel temperature according to claim 8, characterized in that the temperature control fluid flow circuit (54) is provided with two separate, independently controlled heat transfer systems (100, 20 100 '). An arrangement for controlling the fuel temperature according to claim 8, characterized in that the temperature control fluid flow circuit (54) is connected to the engine lubricating oil circuit (50.4). 25 £ 2 Arrangement for controlling the temperature of the fuel according to claim 8, characterized in that the temperature control fluid flow circuit is a separable and / or independently available motor fluid circuit. co o x 30 An arrangement for controlling the fuel temperature according to claim 8, characterized in that the temperature control fluid flow circuit (54) is in communication with the engine coolant circuit (50.6). LO An arrangement for controlling the temperature of a fuel according to any one of claims 8 to 12, characterized in that the arrangement comprises a control system (60) configured to maintain an arrangement for adjusting the temperature when the engine is stand-by. mode. A method for controlling the temperature of at least one fuel injection nozzle (16) on the cylinder head of a combustion engine, wherein the temperature control fluid is controlled to flow in heat transfer communication with the pressure accumulator (24) associated with the at least one fuel injection nozzle. 10 Method according to Claim 14, characterized in that the temperature control fluid is used when the engine is in stand-by mode. A method according to claim 14, characterized in that the temperature control fluid flow circuit is operated by circulating the lubricating oil in connection with the heat transfer with said at least one fuel injection nozzle. A method according to claim 14, characterized in that the temperature control fluid flow circuit is used to circulate the coolant in a heat transfer connection with said at least one fuel injection nozzle. An internal combustion engine cylinder head assembly comprising a cylinder head and a first volume unit (120) having at least one first inlet portion (122) for a first fluid and at least one outlet portion (124) for a first fluid of at least one first an inlet portion (122) and at least one first δ cvj first outlet portion (124) in fluid communication with one another through a first space unit (120) of the cylinder cover assembly, and comprising a second space unit (110 ') having at least one second inlet portion (106 ') g for the second fluid and at least one second outlet portion (108') for the second fluid and that Q_ said at least one second inlet portion and at least one second outlet portion are in fluid communication with one another (110 ') rolls in which the cylinder head is provided with a third space (130) extending over the cylinder head 00 00 35; and the inner surface of which is arranged to permit injection of fuel therein, and the second space unit (110 ') is arranged to open at least partially into the third space (130), characterized in that the cylinder-cover assembly comprises a fuel according to any one of an injection nozzle, wherein said heat transfer system (100) comprises said second space unit (110 '). 5 CO δ CvJ cp co o X X Ο ρο co LTO δ CvJ