Patent Publication Number: US-2016237879-A1

Title: Fuel Combustion System Having Component with Thermal Conductor Member and Method of Making Same

Description:
TECHNICAL FIELD 
     This patent disclosure relates generally to a fuel combustion system for an internal combustion engine and, more particularly, to a component of a fuel combustion system for an internal combustion engine. 
     BACKGROUND 
     One type of internal combustion engines typically employ a number of cylinders which compress a fuel and air mixture such that upon firing of a spark plug associated with each cylinder, the compressed mixture ignites. The expanding combustion gases resulting therefrom move a piston within the cylinder. Upon reaching an end of its travel in one direction within the cylinder, the piston reverses direction to compress another volume of the fuel and air mixture. The resulting mechanical kinetic energy can be converted for use in a variety of applications, such as, propelling a vehicle or generating electricity, for example. 
     Another type of internal combustion engine, known as a compression ignition engine, uses a highly-compressed gas (e.g., air) to ignite a spray of fuel released into a cylinder during a compression stroke. In such an engine, the air is compressed to such a level as to achieve auto-ignition of the fuel upon contact between the air and fuel. The chemical properties of diesel fuel are particularly well suited to such auto-ignition. 
     The concept of auto-ignition is not limited to diesel engines, however, and has been employed in other types of internal combustion engines as well. For example, a self-igniting reciprocating internal combustion engine can be configured to compress fuel in a main combustion chamber via a reciprocating piston. In order to facilitate starting, each main combustion chamber is associated with a prechamber, particularly useful in starting cold temperature engines. Fuel is injected into not only the main combustion chamber, but also the combustion chamber of the prechamber, as well, such that upon compression by the piston, a fuel and air mixture is compressed in both chambers. A glow plug or other type of heater is disposed within the prechamber to elevate the temperature therein sufficiently to ignite the compressed mixture. The combustion gases resulting from the ignition in the prechamber are then communicated to the main combustion chamber. 
     Other types of internal combustion engines use natural gas as the fuel source and include at least one piston reciprocating within a respective cylinder. A spark plug is positioned within a cylinder head associated with each cylinder and is fired on a timing circuit such that upon the piston reaching the end of its compression stroke, the spark plug is fired to thereby ignite the compressed mixture. 
     In still further types of internal combustion engines, prechambers are employed in conjunction with natural gas engines. Given the extremely high temperatures required for auto-ignition with natural gas and air mixtures, glow plugs or other heat sources such as those employed in typical diesel engines, can be ineffective. Rather, a prechamber is associated with each cylinder of the natural gas engine and is provided with a spark plug to initiate combustion within the prechamber which can then be communicated to the main combustion chamber. Such a spark-ignited, natural gas engine prechamber is provided in, for example, the 3600 series natural gas engines commercially available from Caterpillar Inc. of Peoria, Ill. 
     The components of internal combustion engines can be subjected to very high temperatures. For example, the surfaces defining the orifices of the nozzle of a member of a fuel combustion system, such as a prechamber nozzle, for example, can be subjected to very high temperatures as a result of the flow and temperature characteristics of the fuel mixtures traveling therethrough. In the case of a prechamber assembly, the high temperatures can be caused by the velocity of the fuel/air mixture entering the nozzle through the orifices and the ignition flame front discharged from the nozzle out through the orifices. As a result, the high temperatures to which the orifices are subjected can cause degradation of the nozzle and impair the function of the nozzle over time. 
     U.S. Pat. No. 4,224,980 is entitled, “Thermally Stressed Heat-Conducting Structural Part or Corresponding Structure Part Cross Section.” The &#39;980 patent is directed to a thermally stressed heat-conducting structural part with a temperature gradient that forms during operation, in which at least one layer of metal hydride is embedded in a hydrogen-impervious and heat-conducting manner transversely to the temperature gradient. 
     U.S. Patent Application Publication No. 2013/0139784 is entitled, “Prechamber Device for Internal Combustion Engine,” and is directed to a prechamber device for an internal combustion engine, comprising a shell formed of a first material having a first thermal conductivity and a first strength. The shell includes an interior portion including and interior wall, an exterior portion including an exterior wall, at least one open area formed in the exterior wall at a periphery of the prechamber device, a cavity formed between the interior portion and the exterior portion, and a chamber formed by the interior wall. A thermally conductive core portion is positioned within the cavity. The thermally conductive core portion is in physical contact with the interior portion and the exterior portion and is exposed by the at least one open area in the exterior wall. The thermally conductive core portion is formed of a second material having a second thermal conductivity higher than the first thermal conductivity and a second strength lower than the first strength. 
     There is a continued need in the art to provide additional solutions to enhance the performance of a component of a fuel combustion system. For example, there is a continued need to enable a member of a fuel combustion system to withstand the extreme temperature to which it can be subjected to improve its durability and useful life. 
     It will be appreciated that this background description has been created by the inventors to aid the reader, and is not to be taken as an indication that any of the indicated problems were themselves appreciated in the art. While the described principles can, in some respects and embodiments, alleviate the problems inherent in other systems, it will be appreciated that the scope of the protected innovation is defined by the attached claims, and not by the ability of any disclosed feature to solve any specific problem noted herein. 
     SUMMARY 
     In an embodiment, the present disclosure describes a fuel combustion component of a fuel combustion system of an engine. The fuel combustion component includes a body and a thermal conductor member. 
     The body includes a fuel surface which is configured to be in heat-transferring relationship with a source of fuel within the fuel combustion system. The body is made from a first material having a first thermal conductivity value. 
     The thermal conductor member is disposed within the body. The thermal conductor member is made from a second material having a second thermal conductivity value. The second material is different from the first material, and the second thermal conductivity value is greater than the first thermal conductivity value. 
     The thermal conductor member includes a first end and a second end. The first end is disposed adjacent the fuel surface of the body. The second end is in distal relationship to the fuel surface relative to the first end. The thermal conductor member extends between the first end and the second end along a thermal conduction path. The thermal conduction path is defined within the body and extends away from the fuel surface. 
     In yet another embodiment, a fuel combustion system includes a cylinder block, a cylinder head, and a fuel combustion component. The cylinder block defines, at least partially, a main combustion chamber. The cylinder head is removably secured to the cylinder head. At least one of the cylinder block and the cylinder head defines a coolant passage which is adapted to be placed in communication with a source of coolant. 
     The fuel combustion component is in communication with the main combustion chamber. The fuel combustion component includes a body and a thermal conductor member. 
     The body is positioned adjacent the coolant passage. The body includes a fuel surface which is in communication with the main combustion chamber. The body is made from a first material having a first thermal conductivity value. 
     The thermal conductor member is disposed within the body. The thermal conductor member is made from a second material having a second thermal conductivity value. The second material is different from the first material, and the second thermal conductivity value is greater than the first thermal conductivity value. 
     The thermal conductor member includes a first end and a second end. The thermal conductor member extends between the first end and the second end. The first end is disposed adjacent the fuel surface of the body. The second end is disposed adjacent the coolant passage. 
     In still another embodiment, a method of making a fuel combustion component of a fuel combustion system of an engine is described. The method of making includes manufacturing a body. The body includes a fuel surface configured to be in heat-transferring relationship with a source of fuel within the fuel combustion system. The body is made from a first material having a first thermal conductivity value. 
     A thermal conductor member is manufactured. The thermal conductor member includes a first end and a second end. The thermal conductor member extends between the first end and the second end. The thermal conductor member is made from a second material having a second thermal conductivity value. The second material is different from the first material, and the second thermal conductivity value is greater than the first thermal conductivity value. 
     The thermal conductor member is embedded within the body such that the first end is disposed adjacent the fuel surface of the body. The second end is in distal relationship to the fuel surface relative to the first end. The thermal conductor member extends from the first end to the second end along a thermal conduction path defined within the body and extending away from the fuel surface. 
     Further and alternative aspects and features of the disclosed principles will be appreciated from the following detailed description and the accompanying drawings. As will be appreciated, the principles related to fuel combustion systems, fuel combustion components, and methods of making a fuel combustion component for a fuel combustion system of an engine disclosed herein are capable of being carried out in other and different embodiments, and capable of being modified in various respects. Accordingly, it is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and do not restrict the scope of the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagrammatic, longitudinal cross-sectional view of an embodiment of a fuel combustion system constructed in accordance with principles of the present disclosure and including an embodiment of a fuel combustion component in the form of a prechamber nozzle constructed in accordance with principles of the present disclosure. 
         FIG. 2  is a diagrammatic, longitudinal cross-sectional view of an embodiment of a fuel combustion component in the form of a prechamber nozzle constructed in accordance with principles of the present disclosure, the nozzle being suitable for use in embodiments of a fuel combustion system following principles of the present disclosure and having a prechamber assembly. 
         FIG. 3  is an enlarged, detail view of the nozzle of  FIG. 2 , as indicated by rectangle III in  FIG. 2 . 
         FIG. 4  is a diagrammatic, longitudinal cross-sectional view of another embodiment of a fuel combustion component in the form of a fuel injector constructed in accordance with principles of the present disclosure. 
         FIG. 5  is an enlarged, detail view of the fuel injector of  FIG. 4 , as indicated by circle V in  FIG. 4 . 
         FIG. 6  is a flowchart illustrating steps of an embodiment of a method of making a component of a fuel combustion system of an engine following principles of the present disclosure. 
     
    
    
     It should be understood that the drawings are not necessarily to scale and that the disclosed embodiments are sometimes illustrated diagrammatically and in partial views. In certain instances, details which are not necessary for an understanding of this disclosure or which render other details difficult to perceive may have been omitted. It should be understood, of course, that this disclosure is not limited to the particular embodiments illustrated herein. 
     DETAILED DESCRIPTION 
     The present disclosure provides embodiments of a component of a fuel combustion system of an engine. In embodiments, the fuel combustion component, such as a prechamber assembly, a fuel injector, a piston, or an exhaust valve, for example, can be mounted to a cylinder head or cylinder block of an internal combustion engine. Exemplary engines include those used in vehicles, electrical generators, and pumps, for examples. 
     Embodiments of a fuel combustion component constructed according to principles of the present disclosure can include at least one thermal conductor member embedded within a body thereof that helps facilitate the heat transfer between a flow of a fuel mixture/flame front and a fuel surface of the body with which the flow of the fuel mixture/flame front is in heat-transferring relationship. The thermal conductor member(s) can help reduce the temperature within the body by facilitating heat transfer along a respective thermal conduction path defined within the body. 
     In embodiments, each thermal conductor member can be configured to extend axially between a first end adjacent the fuel surface and a second end in distal relationship to the fuel surface relative to the first end such that the thermal conductor follows a primary direction of heat flow along its axial length. In embodiments, each thermal conductor member can be configured based upon computer modeling to enhance heat transfer along a temperature gradient within the body away from the fuel surface. 
     Embodiments of a fuel combustion component constructed according to principles of the present disclosure can be made using additive manufacturing techniques. In embodiments, the thermal conductor members can comprise thermal conductor filaments that occupy a small fraction of the total volume defined by the body of the fuel combustion component. 
     Turning now to the FIGURES, there is shown in  FIG. 1  an exemplary embodiment of a fuel combustion system  20  constructed in accordance with principles of the present disclosure. The fuel combustion system  20  can be used in any suitable internal combustion engine, such as an engine configured as part of an electrical generator or a pump, for example. The fuel combustion system  20  can be used with any suitable fuel with an appropriate fuel/air ratio. In embodiments, fuels with different ignition and burning characteristics and different specific fuel to air ratios can be used. The fuel combustion system  20  can include a cylinder block  22 , a cylinder head  24 , a prechamber assembly  25  having a fuel combustion component in the form of a nozzle  50  constructed in accordance with principles of the present disclosure, a supplemental fuel source  27 , and a variety of other combustion devices, as will be appreciated by one skilled in the art. 
     Referring to  FIG. 1 , the cylinder block  22  defines, at least partially, a main combustion chamber  30 . In embodiments, the cylinder block  22  can define a plurality of cylinders  32  (one of which is shown in  FIG. 1 ) within which is defined the corresponding main combustion chamber  30 . In embodiments, a cylinder liner can be disposed within each cylinder  32 . The cylinder liner can be removably secured in the cylinder block  22 . 
     The cylinder head  24  can be removably attached to the cylinder block  22  via suitable fasteners, such as a plurality of bolts, as will be appreciated by one skilled in the art. A gasket (not shown) can be interposed between the cylinder block  22  and the cylinder head  24  to seal the interface therebetween. The cylinder head  24  typically has bores machined for engine valves (not shown), e.g., inlet and exhaust valves, and other members of the fuel combustion system  20  (not shown), e.g., fuel injectors, glow plugs, sparks plugs, and combinations thereof, as will be appreciated by one skilled in the art. In other embodiments, the fuel combustion system  20  can include a fuel injector having a nozzle constructed according to principles of the present disclosure. 
     Each cylinder  32  of the cylinder block  22  can house a reciprocally movable piston (not shown), which is coupled to a crankshaft via a suitable transfer element (e.g., a piston rod or connecting rod). The piston is reciprocally movable within the cylinder  32  for compressing and thereby pressurizing the combustible mixture in the main combustion chamber  30  during a compression phase of the engine. In embodiments, the engine can be configured to have a suitable compression ratio suited for the intended purpose of the engine as will be understood by one skilled in the art. 
     In embodiments, at least one intake valve mechanism (not shown) and at least one exhaust valve mechanism (not shown) can be operatively positioned within the cylinder head  24  such that the intake valve and the exhaust valve are axially movable in the cylinder head  24 . In embodiments, a mechanical valve train (e.g., including a cam, follower, and push rod mechanism) or other hydraulic and/or electric control device can be used in a conventional manner to selectively operate the intake valve mechanism and the exhaust valve mechanism. In particular, the inlet valve mechanism can be opened to admit a predetermined amount of a lean gaseous combustible mixture of fuel and air directly into the main combustion chamber  30  above the piston during an intake phase of the engine. The exhaust valve mechanism can be opened to permit the exhaust of the gases of combustion from the main combustion chamber  30  during an exhaust phase of the engine. 
     In embodiments, at least one of the cylinder block  22  and the cylinder head  24  defining a coolant passage  33 , the coolant passage adapted to be placed in communication with a coolant fluid source  34 . The coolant passages  33  can be configured to cool components of the fuel combustion system  20 . In embodiments, any suitable cooling system can be placed in fluid communication with the coolant passages  33  to circulate a coolant fluid from the coolant fluid source  34  through the coolant passages  33  in the cylinder block  22  and the cylinder head  24 . 
     The prechamber assembly  25  is removably secured in the cylinder head  24  such that the prechamber assembly  25  is in communication with the main combustion chamber  30 . The prechamber assembly  25  defines a precombustion chamber  37 , which is in communication with the main combustion chamber  30 . The prechamber assembly  25  includes a prechamber housing  42 , an ignition device  44  adapted to selectively ignite a fuel disposed in the precombustion chamber  37 , a control valve  48 , and the nozzle  50 . The nozzle  50  and the prechamber housing  42  can be made from any suitable material, such as a suitable, heat-resistant metal. Suitable sealing devices  52 , such as o-rings, for example, can be disposed between the prechamber assembly  25  and the cylinder head  24 . In other embodiments, other sealing techniques, such as, press fit, metal seals, and the like, can be used. 
     The nozzle  50  and the prechamber housing  42  cooperate together to define the precombustion chamber  37  and to define a central longitudinal axis LA of the prechamber assembly  25 . The nozzle  50  and the prechamber housing  42  include surfaces that are generally surfaces of revolution about the central longitudinal axis LA. The precombustion chamber  37  has a predetermined geometric shape and volume. In embodiments, the volume of the precombustion chamber  37  is smaller than the volume of the main combustion chamber  30 . In some embodiments, the volume of the precombustion chamber  37  is in a range between about two and about five percent of the total uncompressed volume of the main combustion chamber  30 . 
     In the illustrated embodiment, the prechamber housing  42  includes an upper member  54  and a lower member  57 , which are threadingly secured together. In other embodiments, other types of engagement between the upper member  54  and the lower member  57  can be used, such as, welding, press fitting, and the like. The prechamber housing  42  is hollow and is adapted to receive the ignition device  44  therein. 
     The ignition device  44  is mounted to the prechamber housing  42 . The illustrated lower member  57  of the prechamber housing  42  defines an ignition device bore  59  which has an internal threaded surface  62 . The ignition device  44  has an external threaded surface  64  which is threadedly engaged with the internal threaded surface  62  of the ignition device bore  59 . The ignition device bore  59  is in communication with the precombustion chamber  37 . 
     In the illustrated embodiment, the ignition device  44  comprises a spark plug  67  with an electrode  69 . The spark plug  67  is removably mounted to the prechamber housing  42  such that the electrode  69  is in communication with the precombustion chamber  37  and such that the electrode  69  is substantially aligned with the central longitudinal axis LA. The spark plug  67  is threadedly received in the ignition device bore  59  with the electrode  69  exposed to the precombustion chamber  37  by way of the ignition device bore  59 . The spark plug  67  can be adapted to be electrically energized in a conventional manner. 
     In embodiments, at least one of the prechamber housing  42  and the nozzle  50  define a supplemental fuel passage  72 . The supplemental fuel passage  72  is in communication with the precombustion chamber  37  and with the supplemental fuel source  27 . In embodiments, the fuel of the supplemental fuel source  27  can have a richer fuel/air ratio than the fuel/air ratio of the fuel supplied directly to the main combustion chamber  30  with which the prechamber assembly  25  is associated. 
     In the illustrated embodiment of  FIG. 1 , the upper member  54  and the lower member  57  of the prechamber housing  42  both define the supplemental fuel passage  72 . The illustrated upper segment defines a fuel passage entry segment  74 . The illustrated lower member  57  of the prechamber housing  42  defines a plurality of precombustion chamber fuel passage segments  76  which are circumferentially arranged about the lower member  57  and in fluid communication with the fuel passage entry segment  74  via a control valve cavity  78  defined between the upper member  54  and the lower member  57 . 
     The control valve  48  is disposed within the prechamber housing  42  and is adapted to selectively occlude the supplemental fuel passage  72  to prevent a flow of fuel from the supplemental fuel source  27  to the precombustion chamber  37 . The illustrated control valve  48  is disposed within the control valve cavity  78  and is interposed between the fuel passage entry segment  74  and the precombustion chamber fuel passage segments  76 . The control valve  48  can be adapted to selectively permit the flow of fuel from the supplemental fuel source  27  into the precombustion chamber  37  of the prechamber assembly  25  to further promote ignition within the precombustion chamber  37 . The control valve  48  can be adapted to open and close with the engine&#39;s combustion cycle to prevent contamination of the fuel with exhaust and/or prevent leakage of fuel into the exhaust gases. The control valve  48  can be adapted to prevent the gas product of combustion to flow from the precombustion chamber  37  to the fuel passage entry segment  74  of the supplemental fuel passage  72  during the compression, combustion, and exhaust phases of the engine. 
     In embodiments, the control valve  48  can be any suitable control valve, such as a check valve assembly including a free-floating ball check having an open mode position permitting the flow of the fuel from the supplemental fuel source  27  to the precombustion chamber  37 —and a closed mode position—preventing gas flow from the supplemental fuel source  27  to the precombustion chamber  37 . In other embodiments, the control valve  48  can be a shuttle type check valve. In the illustrated embodiment, the control valve  48  is similar in construction and function to the check valve shown and described in U.S. Pat. No. 6,575,192. 
     The illustrated fuel combustion component in the form of the nozzle  50  is in communication with the main combustion chamber  30 . The nozzle  50  includes a nozzle body  82  having a mounting end  84  and a distal tip  85 . The nozzle body  82  defines the central longitudinal axis LA which extends between the mounting end  84  and the distal tip  85 . The nozzle body  82  is hollow and includes an outer surface  88  and an inner surface  89 . The outer surface  88  and the inner surface  89  are both surfaces of revolution about the central longitudinal axis LA. 
     The mounting end  84  of the nozzle  50  is in abutting relationship with the lower member  57  of the prechamber housing  42 . Any suitable technique can be used to provide a seal between the nozzle  50  and the lower member  57  of the prechamber housing  42 , such as, o-rings, press fit, metal seals, gaskets, welding, and the like. 
     The mounting end  84  of the nozzle body  82  includes an annular flange  92  that defines a seat  93  which can be engaged with the cylinder block  22  and/or the cylinder head  24 . The mounting end  84  of the nozzle body  82  defines an external circumferential groove  94  configured to receive a suitable sealing device  52  (e.g., an o-ring) therein for sealing. 
     The nozzle body  82  is positioned adjacent one of the coolant passages  33  such that coolant fluid circulating through the coolant passage is in heat-transferring relationship with the nozzle body  82 . The nozzle body  82  projects from the cylinder head  24  such that the distal tip  85  of the nozzle body  82  is disposed in the main combustion chamber  30 . Any suitable sealing technique can be used to seal the interface between the nozzle  50  and the cylinder head  24  and/or the cylinder block  22 , such as, a gasket, a taper fit, and/or a press fit to isolate fuel, combustion gases, and engine coolant therein. 
     The inner surface  89  of the nozzle body  82  defines an interior chamber  95  which is open to and in communication with a distal cavity  97  defined in the lower member  57  of the prechamber housing  42 . The interior chamber  95  of the nozzle body  82  and the distal cavity  97  of the lower member  57  together define the precombustion chamber  37  of the prechamber assembly  25 . The interior chamber  95  of the nozzle body  82  is open to the electrode  69  of the spark plug  67  and is in fluid communication with the supplemental fuel passage  72  via the precombustion chamber fuel passage segments  76  of the lower member  57 . 
     The mounting end  84  of the nozzle body  82  is generally cylindrical. The nozzle body  82  includes a converging portion  98  disposed adjacent the mounting end  84  and a distal cylindrical portion  99  adjacent the distal tip  85 . The distal cylindrical portion  99  has a smaller diameter than that of the mounting end  84 . 
     The nozzle body  82  defines a plurality of orifices  101 ,  102 ,  103 ,  104  in the distal tip  85 . The orifices  101 ,  102 ,  103 ,  104  are in communication with the interior chamber  95  of the nozzle body  82  and with the main combustion chamber  30  when the prechamber assembly  25  is installed in the cylinder head  24 . The illustrated orifices  101 ,  102 ,  103 ,  104  are substantially identical to each other. Accordingly, it will be understood that the description of one orifice is applicable to the other orifices, as well. 
     In embodiments, the nozzle body  82  can define any suitable number of orifices to achieve the desired swirl/mixing characteristics within the interior chamber  95  of the nozzle body  82  and the desired flame discharge pattern in the main combustion chamber  30  resulting from the combustion phase in the nozzle  50 . For example, in the illustrated embodiment, the nozzle body  82  includes six orifices (four of which are shown in  FIG. 1  with the other two being mirror images of the second and third orifices  102 ,  103 , respectively). The six orifices are circumferentially arranged about the central longitudinal axis LA at substantially evenly-spaced angular positions (about sixty degrees apart from each other). In other embodiments, the nozzle body  82  can define a different number of orifices, such as eight or twelve orifices circumferentially arranged about the central longitudinal axis LA at substantially evenly-spaced angular positions (about forty-five degrees and about thirty apart from each other, respectively). In still other embodiments, the nozzle body  82  can define yet a different number of orifices. In yet other embodiments, the nozzle body can define orifices that have variable spacing between at least two pairs of adjacent orifices. 
     The orifices  101 ,  102 ,  103 ,  104  are circumferentially arranged about the central longitudinal axis LA at substantially evenly-spaced angular positions. The orifices  101 ,  102 ,  103 ,  104  are axially aligned along the central longitudinal axis LA. The nozzle body  82  includes an orifice bridge  108  which comprises the portion of the nozzle body  82  circumscribing each orifice  101 ,  102 ,  103 ,  104  and a series of relatively thin-walled, body web segments  110 ,  111 ,  112  circumferentially interposed between the orifices  101 ,  102 ,  103 ,  104 . The distal tip  85  of the nozzle body  82  includes a distal terminal portion  115  which is disposed distally of the orifice bridge  108 . 
     The orifices  101 ,  102 ,  103 ,  104  are respectively symmetrically disposed about the central longitudinal axis LA such that the orifices  101 ,  102 ,  103 ,  104  extend along substantially the same angle of inclination relative to the central longitudinal axis LA. In embodiments, the orifices  101 ,  102 ,  103 ,  104  can extend along a different angle of inclination relative to the central longitudinal axis LA. In still other embodiments, at least one of the orifices  101 ,  102 ,  103 ,  104  can extend along an angle of inclination relative to the central longitudinal axis LA that is different from at least one other of the orifices  101 ,  102 ,  103 ,  104 . 
     Preferably, the orifices  101 ,  102 ,  103 ,  104  are configured such that the flow characteristics of a fuel/air mixture within the precombustion chamber in a region adjacent the electrode  69  of the spark plug is less turbulent and more laminar than that in the cylindrical portion  99  adjacent the distal tip  85  of the nozzle  50  where the orifices  101 ,  102 ,  103 ,  104  are located. The orifices  101 ,  102 ,  103 ,  104  can be configured such that flows of burning fuel respectively conveyed from the interior chamber  95  out through the orifices  101 ,  102 ,  103 ,  104  are controllably directed away from the nozzle body  82  in diverging relationship to each other, controllably expanding the burning gases away from the distal tip  85  of the nozzle  50  into the main combustion chamber  30  in order to facilitate the ignition and burning of the combustible mixture in the main combustion chamber  30  over a larger volume at the same time. 
     In the illustrated embodiment, the fuel combustion component in the form of the nozzle  50  includes a plurality of fuel surfaces which corresponds to the orifices  101 ,  102 ,  103 ,  104 . The fuel surfaces in the form of the orifices  101 ,  102 ,  103 ,  104  are in communication with the main combustion chamber  30 . In embodiments, the body of the fuel combustion component, in this case, the nozzle body  82 , can be made from a first material having a first thermal conductivity value. 
     In the illustrated embodiment, the fuel combustion component in the form of the nozzle  50  also includes a plurality of thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126 . The thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  are disposed within the nozzle body  82 . The illustrated thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  are embeddedly disposed within the nozzle body  82  such that the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  are in conductive heat-transferring relationship with the nozzle body substantially omni-directionally. 
     The thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  can be made from a second material having a second thermal conductivity value. The second material is different from the first material used to make the nozzle body  82 . The thermal conductivity value of the second material used to make the thermal conductive members  121 ,  122 ,  123 ,  124 ,  125 ,  126  is greater than the thermal conductivity value of the first material used to make the nozzle body  82 . 
     In embodiments, at least one of the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  can be made from a material that is different from at least one other of the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126 . In such embodiments, each material used to make the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  can have a thermal conductivity value that is higher than the conductivity value of the material used to make the body of the fuel combustion component—the nozzle body  82  in the embodiment illustrated in  FIG. 1 . 
     In embodiments, the body of the fuel combustion component (such as, the nozzle body  82  of the nozzle  50 ) is manufactured from a suitable material, such as a metal alloy. In embodiments, the body is made from a nickel alloy. In embodiments, the body is made from at least one of a nickel alloy and a steel. 
     In embodiments, each thermal conductor member  121 ,  122 ,  123 ,  124 ,  125 ,  126  is made from a suitable material, such as a metal having a higher thermal conductivity value than the material from which the associated body (the nozzle body  82  in the embodiment illustrated in  FIG. 1 ) is made. In embodiments, each of the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  is made from one or more of aluminum, copper, gold, silver, and an alloy thereof. In some embodiments, the thermal conductor member  121 ,  122 ,  123 ,  124 ,  125 ,  126  is made from oxygen-free copper. 
     Referring to  FIG. 1 , each of the thermal conductor members  121 ,  122 ,  123  extends between a first end disposed adjacent the fuel surface in the form of the first orifice  101  and a second end disposed adjacent the coolant passage  33 . Each of the thermal conductor members  124 ,  125 ,  126  extends between a first end disposed adjacent the fuel surface in the form of the fourth orifice  104  and a second end disposed adjacent the coolant passage  33 . The first end of each of the thermal conductor members  124 ,  125 ,  126  can be disposed nearer to the fuel surface in the form of the first orifice  101  than the second end thereof. The second end of each of the thermal conductor members  124 ,  125 ,  126  can be disposed nearer to the coolant passage  33  than the first end thereof. It should be understood that the other orifices  102 ,  103  of the nozzle body  82  also include a corresponding set of thermal conductor members associated therewith which are arranged in the same fashion. In embodiments, the distal terminal portion  115  of the nozzle body  82  is substantially free of thermal conductor members. 
     In the illustrated embodiment, the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  are configured to reduce the temperature in the orifice bridge  108  of the nozzle body  82  when the fuel combustion system  20  is in operation. Each of the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  is oriented over a thermal conduction path along a primary direction of heat flow to facilitate heat transfer away from the orifice bridge  108  which is subjected to high temperature when in use. Each of the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  extends between the orifice bridge  108  and a region of the nozzle body  82  (in the illustrated example, the portion of the nozzle body  82  in axial alignment with the coolant passage  33 ) which is cooler than the orifice bridge  108  when in the intended operating environment for the fuel combustion component  50 . 
     In the illustrated embodiment, the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  comprise thermal conductor filaments. In embodiments, the thermal conductor filaments  121 ,  122 ,  123 ,  124 ,  125 ,  126  are substantially cylindrical, thread-like members that each has a circular transverse cross-sectional shape and an axial length greater than its corresponding diameter by more than an order of magnitude. The thermal conductor filaments  121 ,  122 ,  123 ,  124 ,  125 ,  126  are shown sectioned through their centers in  FIG. 1 . The illustrated thermal conductor filaments  121 ,  122 ,  123 ,  124 ,  125 ,  126  occupy a small fraction of the total volume defined by the body (nozzle body  82  in  FIG. 1 ) of the fuel combustion component (nozzle  50  in  FIG. 1 ). In embodiments, at least one thermal conductor filament can have a different transverse cross-sectional shape. In embodiments, at least one thermal conductor filament can have a transverse cross-sectional shape that varies along its axial length. In other embodiments, the thermal conductor members  121 ,  122 ,  123 ,  124 ,  125 ,  126  can have a different shape and/or size. 
     In embodiments, the body (nozzle body  82  in  FIG. 1 ) of the fuel combustion component (nozzle  50  in  FIG. 1 ) defines a body volume within which the material of the body is disposed. The thermal conductors  121 ,  122 ,  123 ,  124 ,  125 ,  126  disposed within the body collectively define a thermal conductor volume. In embodiments, the thermal conductor volume is no more than ten percent of the body volume, no more than five percent of the body volume in still other embodiments, and no more than three percent of the body volume in yet other embodiments. In embodiments, the percent volume of the body occupied by the thermal conduct member(s) can be adjusted to obtain the desired heat transfer characteristics from the thermal conductor member(s) while maintaining the desired strength characteristics from the material of the body. 
     Referring to  FIGS. 2 and 3 , another embodiment of a fuel combustion component in the form of a nozzle  250  constructed in accordance with principles of the present disclosure is shown. The nozzle  250  is suitable for use in a fuel combustion system constructed in accordance with principles of the present disclosure, such as the fuel combustion system  20  of  FIG. 1 . 
     The nozzle  250  includes a nozzle body  282  having a mounting end  284  and a distal tip  285 . The nozzle body  282  defines the central longitudinal axis LA which extends between the mounting end  284  and the distal tip  285 . The nozzle body  282  is hollow and includes an outer surface  288  and an inner surface  289 . The inner surface  289  defines an interior chamber  295 . The outer surface  288  and the inner surface  289  are both surfaces of revolution about the central longitudinal axis LA. The nozzle body  282  is made from a first material having a first thermal conductivity value. 
     Referring to  FIG. 2 , the nozzle body  282  defines a plurality of orifices  301 ,  302 ,  303 ,  304  in the distal tip  285 . The orifices  301 ,  302 ,  303 ,  304  are in communication with the interior chamber  295  defined by the nozzle body  282  and with the main combustion chamber  30  when the prechamber assembly  25  is installed in the cylinder head  24 . The nozzle body  282  includes an orifice bridge  308  within which the orifices  301 ,  302 ,  303 ,  304  are disposed. The orifices  301 ,  302 ,  303 ,  304  of the nozzle body  282  are substantially the same. Accordingly, it will be understood that the description of one orifice  301  is applicable to the other orifices  302 ,  303 ,  304 , as well. 
     Referring to  FIG. 3 , the nozzle body  282  includes a fuel surface  340  that defines the orifice  301 . The fuel surface  340  is in the form of an orifice surface that is substantially cylindrical. The outer surface  88  defines an outer opening  342 , and the inner surface  89  defines an inner opening  344 . The fuel surface  340  in the form of the orifice surface defines an orifice passage  348  extending between, and in communication with, the outer opening  342  defined by the outer surface  288  of the nozzle body  282  and the inner opening  344  defined by the inner surface  289  of the nozzle body  282 . The orifice passage  348  is in communication with the interior chamber  295  via the inner opening  344  and with the main combustion chamber  30  via the outer opening  342  when the nozzle  250  is installed in the fuel combustion system  20 . 
     The fuel surface  340  is configured to be in heat-transferring relationship with a source of fuel within the fuel combustion system  20 . For example, the fuel surface  340  of the orifice  301  can come into heat-transferring relationship with a flow of fuel mixture passing through the orifice  301  into the interior chamber  295  from the main combustion chamber  30 . The fuel surface  340  of the orifice  301  can also come into heat-transferring relationship with a flow of a flame front passing through the orifice  301  out of the interior chamber  295 . 
     The nozzle body  282  includes an intermediate portion  350  which is disposed between the mounting end  284  and the distal tip  285  along the central longitudinal axis LA (see  FIG. 2  also). The distal tip  285  has a first thickness T 1  defined transversely between the outer surface  288  and the inner surface  289  at the distal tip  285 . The intermediate portion  350  has a second thickness T 2  defined transversely between the outer surface  288  and the inner surface  289  at the intermediate portion  350 . The second thickness T 2  is greater than the first thickness T 1 . The thickness differences of the nozzle body  282  define a thermal conduction path that extends between the orifice surface  340  and the intermediate portion  350 . In the illustrated embodiment, the intermediate portion  350  has a thickness that varies along the central longitudinal axis LA and includes the region in which the thickness of the nozzle body  282  is greater than that found in the distal tip adjacent the orifice surface  340 . 
     In the illustrated embodiment, the fuel combustion component in the form of the nozzle  250  also includes a plurality of thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326 . The thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are disposed within the nozzle body  282 . In embodiments, the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are disposed within the nozzle body  282  such that each thermal conductor member  321 ,  322 ,  323 ,  324 ,  325 ,  326  is in direct, contacting relationship with the nozzle body  282 . In embodiments, the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are embedded within the nozzle body  282  such that each thermal conductor member  321 ,  322 ,  323 ,  324 ,  325 ,  326  is in directing contacting relationship with the nozzle body  282  over substantially all of the external surface of each thermal conductor member  321 ,  322 ,  323 ,  324 ,  325 ,  326 . The illustrated thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are embeddedly disposed within the nozzle body  282  such that the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are in conductive heat-transferring relationship with the nozzle body  282  substantially omni-directionally. 
     The illustrated body of a fuel combustion component—the nozzle body  82 —is made from a first material having a first thermal conductivity value. The illustrated thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are each made from a second material having a second thermal conductivity value. The second material is different from the first material used to make the nozzle body  282 . The thermal conductivity value of the second material used to make the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  is greater than the thermal conductivity value of the first material used to make the nozzle body  282 . 
     In embodiments, each of the orifices  301 ,  302 ,  303 ,  304  has at least one thermal conductor member  321 ,  324  associated therewith which respectively extends from the plurality of orifice surfaces  301 ,  302 ,  303 ,  304  along one of a plurality of thermal conduction paths defined within the nozzle body  282 . In the illustrated embodiment, each of the orifices  301 ,  302 ,  303 ,  304  has three thermal conductor members  321 ,  322 ,  323 ;  324 ,  325 ,  326  associated therewith. In other embodiments, a different number of thermal conductor members can be associated with each orifice. In yet other embodiments, at least one orifice can have a number of thermal conductor members associated with it that is different from the number of thermal conductor members associated with at least one other orifice of the nozzle body. 
     In the illustrated embodiment, each orifice  301 ,  302 ,  303 ,  304  of the nozzle body  282  has the same configuration and relative relationship with its associated thermal conductor members. Accordingly, it will be understood that the description of one orifice and its associated thermal conductor members is applicable to the other orifices and their respective thermal conductors, as well. 
     The first, second, and third thermal conductor members  321 ,  322 ,  323  are associated with the first orifice  301  and are in radial spaced relationship to each other relative to the central longitudinal axis LA. The first thermal conductor member  321  is disposed radially outward of the second thermal conductor member  322 , which, in turn, is disposed radially outward of the third thermal conductor member  323 . The first, second, and third thermal conductor members  321 ,  322 ,  323  each extends along a thermal conduction path defined within the nozzle body  282  between the first orifice  301  and the intermediate portion  350 . The first, second, and third thermal conductor members  321 ,  322 ,  323  are substantially axially aligned with each other along the central longitudinal axis LA. 
     In the illustrated embodiment, the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  comprise thermal conductor filaments which are cylindrical. In other embodiments, the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  can have a different configuration, such as, a ribbon shape having a rectangular transverse cross-section shape with a thickness smaller than its depth, for example. 
     Referring to  FIG. 3 , each of the thermal conductor members  321 ,  322 ,  323  extends from the fuel surface  340  in the form of the orifice surface along the central longitudinal axis LA toward the mounting end  284  (see  FIG. 2  also). Each of the thermal conductor members  321 ,  322 ,  323  includes a first end  371 ,  372 ,  373  and a second end  381 ,  382 ,  383 . Each of the thermal conductor members  321 ,  322 ,  323  extends between a respective first end  371 ,  372 ,  373 , which is disposed adjacent the fuel surface  340  in the form of the first orifice  301 , and a respective second end  381 ,  382 ,  383 , which is in distal relationship to the fuel surface relative to the first end  371 ,  372 ,  373 . 
     Each of the thermal conductor members  321 ,  322 ,  323  extends from the first end  371 ,  372 ,  373  to the second end  381 ,  382 ,  383 , respectively, along a thermal conduction path. The thermal conduction path is defined within the body  282  and extends away from the fuel surface in the form of the orifice surface  340 . Each thermal conductor member  321 ,  322 ,  323  can be configured to follow a temperature gradient such that it is generally aligned with a primary direction of thermal flow along its axial length between the first end  371 ,  372 ,  373  and the second end  381 ,  382 ,  383 , respectively. 
     In the illustrated embodiment, a temperature gradient is established between the relatively thin-walled distal tip  285  and the intermediate portion  350 . In the illustrated embodiment, the second end  381 ,  382 ,  383  of each of the thermal conductor members  321 ,  322 ,  323 , respectively, is disposed in the intermediate portion  350 . It should be understood that the other orifices  302 ,  303 ,  304  of the nozzle body  282  also include a corresponding set of thermal conductor members associated therewith which are arranged in the same fashion. For example, the third, fourth, and fifth thermal conductor members  324 ,  325 ,  326  have a relationship with the fourth orifice  304  that is substantially the same as the respective relationship between the first, second, and third thermal conductor members  321 ,  322 ,  323  and the first orifice  301 . In embodiments, the distal terminal portion  315  of the nozzle body  282  is substantially free of thermal conductor members. 
     In the illustrated embodiment, the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  are configured to reduce the temperature in the orifice bridge  308  of the nozzle body  282 . Each of the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  is oriented over a thermal conduction path along a primary direction of heat flow to facilitate heat transfer away from the orifice bridge  308  which is subjected to high temperature when in use. Each of the thermal conductor members  321 ,  322 ,  323 ,  324 ,  325 ,  326  extends between the orifice bridge  308  and a region of the nozzle body  282  (in the illustrated example, the intermediate portion  350 ) which is cooler than the orifice bridge  308  when in the intended operating environment for the fuel combustion component  250 . The nozzle  250  of  FIGS. 2 and 3  is similar in other respects to the nozzle  50  of  FIG. 1 . 
     Referring to  FIGS. 4 and 5 , an embodiment of a fuel injector  451  constructed in accordance with principles of the present disclosure is shown. The fuel injector  451  is suitable for use in a fuel combustion system constructed in accordance with principles of the present disclosure, such as the fuel combustion system  20  of  FIG. 1 . 
     The fuel injector  451  includes a multi-piece injector housing  471  defining a central longitudinal axis LA. The multi-piece injector housing  471  is configured to retain an embodiment of a fuel combustion component in the form of a tip piece  473  constructed according to principles of the present disclosure. 
     Referring to  FIG. 5 , the tip piece  473  includes an outer surface  475  and an inner surface  477 . The inner surface  477  defines a nozzle interior chamber  481  separated from a sac  483  by a needle valve seat  485 . The tip piece  473  defines a plurality of orifices  501 ,  502  that extend between the sac  483  and the outer surface  475 . A needle valve member  487  (see  FIG. 4  also) is positioned in the tip piece  473  and the multi-piece injector housing  471 . The needle valve member  487  is movable between a closed position in contact with the needle valve seat  485  (as shown) to block the nozzle interior chamber  481  to the orifices  501 ,  502 , and an open position out of contact with the needle valve seat  485  to fluidly connect the nozzle interior chamber  481  to the orifices  501 ,  502  via the sac  483 . In embodiments, the fuel injector  451  can be configured to be used with any suitable fuel mixture, such as liquid diesel fuel. In embodiments, a source of a suitable fuel mixture can be provided to the nozzle interior chamber  481  at an injection pressure. 
     In the illustrated embodiment, the fuel combustion component in the form of the tip piece  473  also includes a plurality of thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526 . The thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  are disposed within the tip piece  473 . The illustrated thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  are embeddedly disposed within the tip piece  473  such that the thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  are in conductive heat-transferring relationship with the tip piece  473  substantially omni-directionally. The illustrated thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  comprise thermal conductor filaments which are cylindrical. 
     The illustrated body of a fuel combustion component—the tip piece  473 —is made from a first material having a first thermal conductivity value. The thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  are each made from a second material having a second thermal conductivity value. The second material is different from the first material used to make the tip piece  473 . The thermal conductivity value of the second material used to make the thermal conductor members  521 ,  522 ,  523 ,  524 ,  525 ,  526  is greater than the thermal conductivity value of the first material used to make the tip piece  473 . 
     In the illustrated embodiment, each of the orifices  501 ,  502  has three thermal conductor members  521 ,  522 ,  523 ;  524 ,  525 ,  526  associated therewith. In other embodiments, a different number of thermal conductor members can be associated with each orifice. In yet other embodiments, at least one orifice can have a number of thermal conductor members associated with it that is different from the number of thermal conductor members associated with at least one other orifice of the tip piece  473 . 
     In the illustrated embodiment, each orifice  501 ,  502  of the tip piece  473  has the same configuration and relative relationship with its associated thermal conductor members  521 ,  522 ,  523 ;  524 ,  525 ,  526 . Accordingly, it will be understood that the description of one orifice and its associated thermal conductor members is applicable to the other orifices and their respective thermal conductors, as well. 
     Referring to  FIG. 5 , each of the thermal conductor members  521 ,  522 ,  523  includes a first end  571 ,  572 ,  573  and a second end  581 ,  582 ,  583 . Each of the thermal conductor members  521 ,  522 ,  523  extends between a respective first end  571 ,  572 ,  573 , which is disposed adjacent the fuel surface in the form of the first orifice  501 , and a respective second end  581 ,  582 ,  583 , which is in distal relationship to the fuel surface relative to the first end  571 ,  572 ,  573 . Each of the thermal conductor members  521 ,  522 ,  523  extends from the first end  571 ,  572 ,  573  to the second end  581 ,  582 ,  583 , respectively, along a thermal conduction path. The thermal conduction path is defined within the tip piece  473  and extends away from the fuel surface in the form of the first orifice  501 . Each thermal conductor member  521 ,  522 ,  523  is configured to follow a temperature gradient such that it is generally aligned with a primary direction of thermal flow along its axial length between the first end  571 ,  572 ,  573  and the second end  581 ,  582 ,  583 , respectively. In embodiments, a fuel injector having a fuel combustion component in the form of a tip piece constructed in accordance with principles of the present disclosure can include other thermal conductor member arrangements as discussed above. 
     It will be apparent to one skilled in the art that various aspects of the disclosed principles relating to fuel combustion systems and fuel combustion components can be used with a variety of engines. Accordingly, one skilled in the art will understand that, in other embodiments, an engine following principles of the present disclosure can include different fuel combustion components constructed according to principles of the present disclosure and can take on different forms. 
     Referring to  FIG. 6 , steps of an embodiment of a method  700  of making a fuel combustion component of a fuel combustion system of an engine following principles of the present disclosure are shown. In embodiments, a method of making a fuel combustion component of a fuel combustion system of an engine following principles of the present disclosure can be used to make any embodiment of a fuel combustion component according to principles of the present disclosure. 
     The illustrated method  700  of making a fuel combustion component includes manufacturing a body (step  710 ). The body includes a fuel surface configured to be in heat-transferring relationship with a source of fuel within the fuel combustion system. The body is made from a first material having a first thermal conductivity value. 
     A thermal conductor member is manufactured (step  720 ). The thermal conductor member includes a first end and a second end. The thermal conductor member extends between the first end and the second end. The thermal conductor member is made from a second material having a second thermal conductivity value. The second material is different from the first material, and the second thermal conductivity value is greater than the first thermal conductivity value. 
     In embodiments, the body is manufactured from a suitable material, such as a metal alloy. In embodiments, the body is made from at least one of a nickel alloy and a steel. In embodiments, the body is made from a nickel alloy. 
     In embodiments, the thermal conductor member is made from a suitable material, such as a metal having a higher thermal conductivity value than the material from which the associated body is made. In embodiments, the thermal conductor member is made from one or more of aluminum, copper, gold, silver, and an alloy thereof. In some embodiments, the thermal conductor member is made from oxygen-free copper. 
     The thermal conductor member is embedded within the body (step  730 ) such that the first end is disposed adjacent the fuel surface of the body. The second end is in distal relationship to the fuel surface relative to the first end. The thermal conductor member extends from the first end to the second end along a thermal conduction path defined within the body and extending away from the fuel surface. 
     In embodiments of a method of making a fuel combustion component following principles of the present disclosure, the body comprises a nozzle body. The nozzle body is hollow and includes an outer surface, an inner surface, and the fuel surface. The outer surface defines an outer opening. The inner surface defines an interior chamber and an inner opening. The fuel surface comprises an orifice surface that defines an orifice passage extending between, and in communication with, the outer opening and the inner opening. The orifice passage is in communication with the interior chamber via the inner opening. In embodiments, the nozzle body can be any suitable nozzle body for use in a fuel combustion system. For example, the nozzle body can be suitable for use as a nozzle of a prechamber assembly in some embodiments or as a tip piece of a fuel injector in other embodiments. 
     In embodiments of a method of making a fuel combustion component following principles of the present disclosure, the body and each thermal conductor are manufactured via additive manufacturing (also sometimes referred to as “additive layer manufacturing” or “3D printing”). In embodiments, any suitable additive manufacturing equipment can be used. For example, in embodiments, a production 3D printer commercially available under the under the brand name ProX™ 200 from 3D Systems, Inc. of Rock Hill, S.C., can be used. In embodiments of a method of making a fuel combustion component following principles of the present disclosure, the body and each thermal conductor member are manufactured together via additive manufacturing, and each thermal conductor member is manufactured and embedded within the body substantially simultaneously. 
     In embodiments of a method of making a fuel combustion component following principles of the present disclosure, the method includes manufacturing a plurality of thermal conductor filaments. Each of the plurality of thermal conductor filaments has a first end and a second end. The plurality of thermal conductor filaments is embedded within the body such that the plurality of thermal conductor members is in spaced relationship to each other. The first end of each of the plurality of thermal conductor filaments is disposed adjacent the fuel surface of the body. The second end of each of the plurality of thermal conductor filaments is in distal relationship to the fuel surface relative to the first end thereof. Each of the plurality of thermal conductor filaments extends from the first end to the second end thereof along the thermal conduction path. The body and the plurality of thermal conductor filaments are manufactured via additive manufacturing. In embodiments, each of the plurality of thermal conductor filaments is manufactured and embedded within the body substantially simultaneously. 
     In embodiments of a method of making a fuel combustion component following principles of the present disclosure, the configuration and placement of each thermal conductor member within the body can based upon thermal data obtained from computer modeling techniques applied to the body. For example, in embodiments of a method of making a fuel combustion component following principles of the present disclosure, a model of a thermal gradient of the body is generated using a set of fuel combustion system operating characteristics. In embodiments, the set of fuel combustion system operating characteristics includes a temperature profile for the fuel combustion system and flow characteristics of a flow of a fuel mixture/flame front in communication with the fuel surface of the body. A thermal conduction path of the body is identified using the model. The thermal conductor member is configured to substantially align with and follow the identified thermal conduction path. In embodiments, any suitable modeling technique known to those skilled in the art can be used. For example, in embodiments, the model of the thermal gradient is generated using at least one of thermal imaging, material analysis, finite element analysis, and computational fluid dynamics analysis. 
     INDUSTRIAL APPLICABILITY 
     The industrial applicability of the embodiments of fuel combustion systems, nozzles for a member of a fuel combustion system of an engine, and methods of making nozzles for a member of a fuel combustion system of an engine as described herein will be readily appreciated from the foregoing discussion. In embodiments, a nozzle constructed according to principles of the present disclosure can be used in a suitable member of a fuel combustion system of an engine, such as, a fuel injector or a prechamber assembly, for example. Embodiments of a fuel combustion component and/or a fuel combustion system according to principles of the present disclosure may find potential application in any suitable engine. Exemplary engines include those used in electrical generators and pumps, for example. 
     Embodiments of a fuel combustion component constructed according to principles of the present disclosure can be made using additive manufacturing techniques. The thermal conductor members can be made using additive manufacturing techniques from a material having a higher thermal conductivity value than the material used to make the body within which the thermal conductor members are embedded. The thermal conductor members can be oriented over a thermal conduction path along a primary direction of heat flow between a region of the fuel combustion component subjected to relatively high temperature, such as an orifice bridge of a nozzle, for example, and a region of the fuel combustion component which is cooler when in the intended operating environment for the fuel combustion component to facilitate heat transfer. 
     The thermal conductor members can serve as thermal drain channels which occupy a small percent volume of the body volume defined by the material of the body of the component. The higher thermal conductivity value of the thermal conductor members can increase the useful life of the fuel combustion component and help it withstand the ablative nature of the flows of fuel mixture/flame front with which its fuel surface comes into heat-transferring relationship. The improved heat transfer characteristics can help reduce the amount of heat-induced damage suffered by the fuel combustion component during operation. 
     For example, in internal combustion engines, above a particular capacity, the energy of an ignition spark may no longer be sufficient to ignite reliably the combustion gas/air mixture, which for emissions reasons is often very lean, in the main combustion chamber. To increase the ignition energy, a prechamber assembly constructed according to principles of the present disclosure can be connected to the cylinder head and placed in communication with the main combustion chamber via a plurality of orifices defined in the nozzle. A small part of the mixture is enriched with a small quantity of combustion gas or an additional fuel and ignited in the precombustion chamber. 
     Flame propagation, i.e. ignition kernel, is transferred to the main combustion chamber by way of the orifices in the nozzle and the flame propagation ignites the lean fuel mixture. The discharge flame pattern emitting from the nozzle is advantageous because it has a hot surface area that can ignite even extremely lean or diluted combustible mixtures in a repeatable manner. In embodiments where the fuel combustion component comprises a nozzle body and the fuel surface comprises an orifice passage, a thermal conductor member can be associated with each orifice passage. The thermal conductor members can help reduce the temperature in the orifices and the orifice bridges disposed between the orifices arrayed around the nozzle body. 
     In embodiments, the ignited mixture within the prechamber is discharged through the orifices of the nozzle into the main combustion chamber with increased heat transfer effects through the body as a result of the thermal conductor members embedded within the nozzle body. The flame area produced by a prechamber assembly constructed according to principles of the present disclosure can help improve combustion of a lean fuel mixture in the main combustion chamber of the cylinder with which it is associated. 
     It will be appreciated that the foregoing description provides examples of the disclosed system and technique. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references to the disclosure or examples thereof are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the disclosure more generally. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for the features of interest, but not to exclude such from the scope of the disclosure entirely unless otherwise specifically indicated. 
     Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.