Secondary fuel injection system, engine and vehicle provided with same

Abstract

The present invention relates to a secondary fuel injection system intended for an engine primarily supplied with a primary fuel, said engine comprising at least one engine block and a plurality of cylinder heads, said system comprising: at least one main secondary fuel rail (6); a plurality of secondary fuel injectors (7), each capable of being mounted on a respective intake manifold and / or on a respective cylinder head (14) and / or on a respective interface structure (15); at least one secondary fuel tube (9), each comprising at least a first end (91) associated with the respective main secondary fuel rail (6) and at least a second end (92) associated, directly or indirectly, with the respective secondary fuel injector (7); such that each secondary fuel tube (9) fluidically connects and physically spaces apart the main secondary fuel rail (6) and the respective secondary fuel injector (7). The present invention also relates to an engine and a vehicle provided with the secondary fuel injection system of the present invention.

Description

SECONDARY FUEL INJECTION SYSTEM, ENGINE AND VEHICLE PROVIDED THE SAME

[0001] The present invention relates to a secondary fuel injection system intended for engines primarily powered by a primary fuel, preferably large engines, but not limited to this type of engine. Furthermore, the invention relates to an engine and a vehicle equipped with said fuel injection system, representing a comprehensive solution for secondary fuel injection in engines that operate primarily with a primary fuel, enabling the partial and / or total replacement of the primary fuel by the secondary fuel. STATE OF THE ART

[0002] Diesel engines are internal combustion systems designed to operate on high-energy-density fuels, such as conventional diesel. The main advantage of these engines is their greater robustness and thermal efficiency, making them ideal for heavy-duty applications such as road, maritime, and rail transport, as well as power generators in stationary installations. The idea of ​​using biofuels in these engines, such as ethanol or methanol, arises as a response to the need to reduce polluting emissions and dependence on fossil fuels, exploring renewable resources to achieve greater sustainability.

[0003] Diesel engines operate based on compression ignition, which occurs when a mixture of air and fuel is compressed until the pressure and temperature are high enough to cause combustion. This characteristic allows these engines to have a higher compression ratio than gasoline engines, resulting in greater efficiency.

[0004] On the other hand, biofuels such as ethanol or methanol, for example, can bring a number of environmental benefits, as they result in cleaner combustion compared to diesel, reducing emissions of nitrogen oxides (NOx) and particulate matter. This is particularly advantageous in Urban areas and sectors with strict environmental regulations, where emissions reduction is a priority. However, adapting diesel engines to run on a mixture of diesel and biofuels such as ethanol or methanol, for example, requires more than simple fuel adjustments; it is necessary to adapt specific components, such as the combustion chamber and the injection system.

[0005] For example, since the biofuels mentioned above have lower viscosity and a higher flash point than diesel, they may have ignition difficulties in engines that rely on compression. A possible solution is the use of dual injection systems, in which both diesel and ethanol are injected in a controlled manner, allowing for more efficient combustion.

[0006] Despite this, the importance of using biofuels in large diesel engines lies in the need for industrial and transport sectors to reduce their carbon footprint and meet increasingly stringent environmental standards. Furthermore, environmental regulations encourage the use of biofuels, and many governments offer subsidies and carbon credit programs for those who opt for cleaner fuels.

[0007] Although methanol is a more aggressive fuel to handle than ethanol, it can be a great decarbonization alternative when used as a hydrogen carrier in conjunction with carbon dioxide captured for its industrial production. For commercial vehicles and trucks, the use of ethanol in diesel engines could reduce urban emissions, where there is greater concern about air quality and public health. In maritime applications, where large ships operate for long periods, ethanol or methanol could be solutions to reduce pollutant emissions, especially in coastal areas.

[0008] Another sector where large diesel engines can use ethanol or methanol is power generation in remote areas. In isolated regions, such as offshore platforms or mining areas, diesel engines are essential. To ensure a stable electricity supply, the partial replacement of diesel with ethanol or methanol in these generators could reduce the environmental cost of operation and contribute to sustainability goals, provided that the necessary adaptations are economically feasible and do not compromise operational reliability.

[0009] The use of ethanol or methanol in diesel engines can also be explored in agricultural applications. Tractors and other agricultural machinery often operate in open field conditions, where pollutant emissions can directly impact the health of workers. Adapting these engines to use a mixture of diesel and ethanol or methanol can help mitigate the environmental impacts of agricultural activity, promoting more sustainable agriculture.

[0010] For urban transport vehicle fleets, especially buses, ethanol or methanol can be viable alternative fuels, offering a significant reduction in pollutant emissions in densely populated areas. Some cities are already experimenting with the use of biodiesel, and ethanol or methanol could complement these initiatives, providing a positive impact on air quality and compliance with environmental regulations.

[0011] In short, the introduction of ethanol or methanol as a biofuel for diesel engines represents a promising yet challenging opportunity.

[0012] Large internal combustion engines are widely used in applications requiring high power and durability, such as marine, rail, mining, etc. A common and relevant technical characteristic of these engines is the use of individual cylinder heads spaced apart, designed to facilitate maintenance and meet the high thermal and mechanical demands placed on this equipment. However, this configuration presents specific challenges for the installation of fuel injection systems, especially those... PFI (Port Fuel Injection) type injectors, common in smaller engines that operate on gasoline or ethanol, for example.

[0013] This is because PFI injectors generally require a structural arrangement that allows them to be fixed directly to the cylinder head, close to the cylinders, to ensure proper fuel atomization and efficient combustion. In engines with spaced cylinder heads, the installation of fuel supply systems (kits), for retrofit or otherwise, next to the cylinder heads, and especially the rigid positioning of an ethanol rail directly next to them, is a problem because, as the engine operates at high temperatures, the cylinder heads, usually made of cast iron, undergo significant dimensional variations, which makes the use of injection systems that cannot adjust to these changes critical.

[0014] If a secondary fuel injection system is rigidly coupled to these individual cylinder heads, the thermal expansions and contractions of the individual cylinder heads, caused by the engine's heating and cooling cycle, can result in misalignment of the injection system, for example, or even more critically, its plastic deformation and eventual breakage. This problem is particularly relevant for large engines, where dimensional variations due to thermal expansion and contraction are more pronounced than in smaller engines. In this sense, the use of secondary fuel injection systems comprising PFI injectors, and even more particularly for retrofit applications, demands solutions that are capable of handling these expansions and contractions without compromising the engine's robustness and reliability.

[0015] In addition to the issue of dimensional variation inherent in temperature variations, dimensional variations (tolerance) inherent in the engine's casting manufacturing process can also be a problematic factor for the installation of the aforementioned systems (kits).

[0016] Document WO2015174865 presents a biofuel injection system for diesel engines, functioning as an attached accessory. to the air intake system. In the solution described in this document, the injector is positioned next to the intake air inlet, before the valves, so that the ethanol is injected along with the air into the turbocharger inlet, without prior mixing with diesel. The ethanol flow is controlled by an electronic module that adjusts the quantity according to the engine's demand.

[0017] This system is described as being coupled to the turbocharger inlet, where ethanol is sprayed and mixed with air before entering the cylinder. Although the document details the operation and components such as the electronic module and the injector, it does not mention the arrangement of all the components of the secondary fuel supply system, nor does it refer to the problem related to the dimensional variations of individual cylinder heads that must be considered for mounting (and / or fixing) said secondary fuel supply system to the engine.

[0018] Furthermore, another problem with the solution in this document is that when fuel injection occurs only in the single central intake, without precise and individual control per cylinder, this can result in an uneven distribution of fuel between cylinders and, therefore, less efficiency compared to individualized (or targeted) injection using a fuel rail. This type of configuration limits combustion efficiency, as the ethanol mixed with air before the combustion chamber reduces control over power and emissions. Another point is the dependence on the intake system, which restricts precise control of the amount and timing of ethanol injection, impacting energy efficiency and emissions control, especially under varying load and engine speed conditions.

[0019] Document US2008 / 0184976 A1 describes a co-combustion system for diesel engines, where ethanol or another secondary fuel is vaporized and mixed with intake air. This ethanol vapor is injected into the combustion chamber along with the diesel fuel, using phase converters (liquid to vapor) heated by the engine. In this system, the fuel passes through a phase converter before entering the combustion chamber.

[0020] As mentioned above, this system requires a phase converter and, in some cases, a preheater to vaporize the ethanol before air intake, which increases the system's complexity. The vaporization and mixing of ethanol with air at the chamber intake can also result in uneven distribution between cylinders, compromising combustion consistency.

[0021] Furthermore, and more specifically, the document is silent regarding the mounting arrangement of the secondary fuel supply system to the engine, it does not provide details about the location of an ethanol rail in the engine, nor about the mounting arrangement of the secondary fuel injectors, and it does not even mention the problem related to the dimensional variations of individual cylinder heads that must be considered for mounting (and / or fixing) said secondary fuel supply system to the engine.

[0022] Both documents are silent regarding the problem of dimensional variations in individual cylinder heads that must be considered for mounting (and / or securing) a secondary fuel supply system to an engine that operates primarily on a primary fuel. Furthermore, and more specifically, both documents are also silent regarding the arrangement of a secondary fuel rail next to the engine.

[0023] Therefore, the present invention aims to propose a solution to overcome this drawback, in order to enable the association of a secondary fuel injection system with an engine that operates primarily with a primary fuel, applicable both for retrofit (updating, modernizing or improving an existing system, equipment or infrastructure) and for new engines, for the partial and / or total replacement of a primary fuel, for example, diesel, by a secondary fuel, e.g. ethanol or methanol, in these engines. OBJECTIVES OF THE INVENTION

[0024] The fundamental objective of the present invention is to provide a secondary fuel injection system applicable to an engine that operates on a primary fuel;

[0025] More specifically, the objective of the present invention is to solve the problem related to the assembly of a secondary fuel injection system in engines that comprise individual cylinder heads spaced apart from each other, considering the dimensional variations thereof;

[0026] Another objective of the invention is to propose a solution that is sufficiently robust, reliable, easy to implement, and efficient, and that enables the engine to which it is associated to reduce greenhouse gas emissions;

[0027] Finally, the objective of the present invention is to provide a solution that also enables the retrofit of internal combustion engines that are already designed, validated, and in operation. BRIEF DESCRIPTION OF THE INVENTION

[0028] In order to fulfill the aforementioned objectives, the present invention fundamentally relates to a secondary fuel injection system applicable to an engine, comprising at least one engine block and a plurality of cylinder heads, and also at least one main secondary fuel rail, a plurality of secondary fuel injectors, each capable of being mounted next to a respective intake manifold and / or next to a respective cylinder head and / or next to a respective interface structure, at least one secondary fuel pipe, each comprising at least a first end that is associated with the respective main secondary fuel rail and at least a second end that is associated, directly or indirectly, with the respective secondary fuel injector.so that each secondary fuel line fluidically connects to and physically spaces the main secondary fuel rail of the respective secondary fuel injector.

[0029] The invention also relates to an engine comprising: at least one engine block that defines at least partially a plurality of cylinders, a plurality of cooperating cylinder heads with said at least one engine block, at least one intake manifold, at least one exhaust manifold and the secondary fuel injection system as defined.

[0030] Additionally, the present invention also relates to a vehicle comprising the engine as defined. BRIEF DESCRIPTION OF THE FIGURES

[0031] Figure 1 illustrates a view of the motor of the present invention;

[0032] Figure 2 illustrates a perspective view of the secondary fuel injection system according to the preferred embodiment of the present invention and, additionally, components associable with the engine of the present invention, such as the sensors and throttle valve;

[0033] Figure 3 illustrates a front perspective view of the secondary fuel injection system, according to the preferred embodiment of the invention;

[0034] Figure 4 illustrates a perspective view that highlights the assembly of the support structures of the secondary fuel injection system of the present invention at the interface between the cylinder heads and the respective intake manifold, according to the preferred embodiment of the present invention, in which the secondary fuel galleries are disconnected from each other;

[0035] Figure 5 illustrates a front view showing the assembly of the support structures of the secondary fuel injection system of the present invention, next to the interface between the cylinder heads and the respective intake manifold, according to the alternative embodiment of the present invention, in which the secondary fuel galleries are connected to each other. DETAILED DESCRIPTION OF THE FIGURES

[0036] The present invention relates to a secondary fuel injection system applicable to an engine that operates primarily on a primary fuel, comprising at least one engine block and a plurality of cylinder heads, said cylinder heads being individualized and spaced. between themselves, and each pair formed by the engine block and each individual cylinder head defining at least one respective cylinder.

[0037] Specifically, according to the present invention, said system comprises: at least one main secondary fuel gallery 6; a plurality of secondary fuel injectors 7, each capable of being mounted next to a respective intake manifold and / or next to a respective cylinder head 14 and / or next to a respective interface structure 15; at least one secondary fuel tube 9, each comprising at least a first end 91 that is associated with the respective main secondary fuel gallery 6 and at least a second end 92 that is associated, directly or indirectly, with the respective secondary fuel injector 7, such that each secondary fuel tube 9 fluidically connects and physically spaces the main secondary fuel gallery 6 of the respective secondary fuel injector 7.

[0038] Thus, said at least one main secondary fuel gallery 6 is able to be physically spaced and with a degree of freedom for slight movement in relation to the plurality of engine cylinder heads. With this particularity, the problems inherent in the dimensional variations of the individual cylinder heads, mainly due to temperature variations, are minimized.

[0039] More specifically, according to a preferred embodiment of the present invention, said at least one secondary fuel rail 6 is capable of being disposed next to the engine block 13 and, more particularly, in a lower or lateral portion of the engine block 13.

[0040] In the context of the present invention, a "gallery" is understood to be a channel or pipe that distributes fuel to the injectors. It is a crucial component in the injection system. Furthermore, in the context of the present invention, an "injector" is understood to be a component responsible for spraying fuel near the respective combustion chamber to form the air-fuel mixture.

[0041] Also according to the preferred embodiment of the present invention, said system comprises a plurality of secondary fuel tubes 9 spaced apart from each other, and, more preferably, said secondary fuel tube(s) 9 is / are less structurally rigid than the main secondary fuel gallery 6.

[0042] The material, diameter, length, and design of fuel piping 9 take into account injection pressure, corrosion resistance, and other relevant factors to ensure proper flow and fuel integrity during transport.

[0043] Thus, and also according to the preferred embodiment of the invention, the material for manufacturing said at least one secondary fuel pipe 9 has a lower modulus of elasticity than the material of the main secondary fuel gallery 6.

[0044] On the other hand, and according to an alternative embodiment, said secondary fuel pipe 9 could be made of the same material as the main secondary fuel rail 6 and its design (for example, in a chicane shape) could guarantee the necessary mobility of the arrangement, in order to ensure any dimensional variations arising from thermal expansion / contraction of the individual cylinder heads.

[0045] According to the preferred embodiment of the present invention, said system also comprises at least one fastening means 12 for attaching said secondary fuel injection system to the engine block 13, said fastening means 12 being less structurally rigid than the respective main secondary fuel gallery 6, so as to be able to compensate for the aforementioned dimensional variations, said fastening means 12 comprising and / or being associated with at least one of: a thin rod, a cushion, an elastic coupler.

[0046] Also according to the preferred embodiment of the invention, said system further comprises a plurality of interface structures 15, each capable of being associated with the interface between a respective head 14 and respective intake manifold 10 of the engine. Preferably, said support structures 15 are physically disconnected from each other. Said support structures 15 are also preferably disconnected from each other to compensate for dimensional variations in the cylinder head inherent to thermal variations thereof. Alternatively, as detailed below, said support structures 15 may be linked (associated) with each other, although such a solution is not ideal.

[0047] According to the preferred embodiment of the present invention, each interface structure 15 comprises at least one frame 17 for association (juxtaposition and fixation) to the interface between a respective cylinder head 14 and respective intake manifold 10 of the engine. Additionally, each interface structure 15 also defines a respective secondary fuel gallery 16 and further supports and houses, at least partially, at least one, preferably two or three, respective secondary fuel injector(s) 7 which, in turn, communicate fluidically with the respective secondary fuel gallery 16 so that said secondary fuel injector(s) 7 are able to receive secondary fuel from it and atomize it at the intake of the respective cylinder head 14.

[0048] In this case, each secondary fuel rail 16 communicates fluidically with its respective main secondary fuel rail 6 by means of its respective secondary fuel pipe 9. This embodiment refers to the “indirect” connection between the second end 92 of the secondary fuel pipe 9 and its respective secondary fuel injector 7. This “indirect” connection brings inherent technical advantages in reducing pulsation caused by the respective secondary fuel injectors 7.

[0049] According to the alternative embodiment mentioned above, the secondary fuel gallery 16 of each interface structure 15 communicates fluidically with at least one secondary gallery of secondary fuel 16 of the adjacent interface structure 15 via respective second secondary fuel pipe 90.

[0050] The present invention also relates to an engine, of the type comprising at least one engine block 13 that defines, at least partially, a plurality of cylinders, a plurality of cylinder heads 14, individualized and spaced from each other, cooperating with said at least one engine block 13, at least one intake manifold 10 and at least one exhaust manifold 11 and, furthermore, a secondary fuel injection system as defined above.

[0051] In this sense, the engine of the present invention is characterized by the fact that said at least one main secondary fuel gallery 6 is physically spaced in relation to the plurality of individual cylinder heads of the engine. According to the preferred embodiment of the present invention, in which the secondary fuel injection system also comprises a plurality of support structures 15, the engine of the invention is also characterized by the fact that said support structures 15 are disconnected from each other. These are the main characteristics that mitigate the problems inherent in dimensional variation arising from thermal variations of the individual cylinder heads of this engine.

[0052] In this manner, and according to the preferred embodiment of the present invention, said at least one secondary main fuel gallery 6 is disposed next to the engine block 13 and, more particularly, in a lower or lateral portion of the engine block 13.

[0053] Ideally, said engine is large and operates on a diesel cycle. Regarding engine size, it should be noted that "large" refers to engines longer than one meter and / or engines with a displacement greater than 8000 cm³. 3 and / or engines with more than 300 Nm per cylinder.

[0054] Here, it's worth highlighting that the primary fuel for the engine can be fossil fuels, while the secondary fuel can be from a renewable source. More specifically, the primary fuel is preferably diesel and / or biodiesel. while the secondary fuel is ethanol and / or methanol. Other combinations are also possible.

[0055] Preferably, said engine also comprises at least one engine control unit, also known as an ECU (Electronic Control Unit), which communicates with at least one of the following: at least one temperature sensor 4 located near the exhaust manifold 11, at least one pressure sensor 1 located near the intake manifold 10, and at least one knock sensor 8.

[0056] In the context of the present invention, "engine control unit" means the central engine control system that manages and coordinates various electronic components and sensors to ensure optimized engine operation. The ECU receives information from various sensors, such as pressure sensor 1 and knock sensor 8, processes this data, and makes precise adjustments to fuel injection, ignition, and other engine parameters. Its objective is to maximize engine performance, efficiency, and durability, while reducing pollutant emissions and adapting to different operating conditions.

[0057] In the context of the present invention, said pressure sensor 1 measures the pressure inside the engine intake manifold 10 and informs the engine control unit of the amount of air being admitted into the engine, which allows adjusting the amount of fuel injected and the ignition timing to optimize engine performance and efficiency, being especially important for adjusting the air-fuel mixture under different load conditions.

[0058] In the context of the present invention, a "knock sensor" is understood to be a device that detects vibrations or pressure waves generated by unwanted detonations within the cylinder. This knock sensor identifies when detonation (or "knocking") occurs in the engine, an out-of-phase combustion that can damage the engine and reduce its efficiency. With this information, the engine control unit can adjust the timing. ignition or the air-fuel mixture to prevent detonation and protect the internal components of the engine.

[0059] In the context of the present invention, an "exhaust gas temperature sensor" is understood to be a device that measures the temperature of the gases expelled in the exhaust manifold 11. This sensor provides essential data to the ECU, which uses this information to adjust engine operating parameters, such as fuel injection and exhaust gas recirculation. Accurate measurement of exhaust gas temperature is important to prevent system overheating and to control pollutant emissions, ensuring that the engine operates efficiently and within established environmental limits.

[0060] Preferably, said engine also comprises at least one butterfly valve 2 located next to its intake manifold 10, said butterfly valve 2 being actuated by at least one actuator 3 controlled by the engine control unit.

[0061] In the context of the present invention, a "butterfly valve" is understood to be a valve that controls the amount of air entering the engine through the intake manifold. The butterfly valve 2 regulates the airflow entering the engine, thus controlling the power generated. When the driver presses the accelerator, the butterfly valve 2 opens, allowing more air into the engine and increasing power. In modern engines, the butterfly valve 2 is generally electronically controlled by the engine control system for more precise and efficient responses.

[0062] Furthermore, said engine also comprises an oxygen sensor 5 disposed next to its respective exhaust manifold 11 and which communicates with the engine control unit. In the context of the present invention, "oxygen sensor" means any sensors that help adjust the amount of fuel injected by monitoring the proportion of oxygen in the exhaust gases.

[0063] The present invention also relates to a vehicle comprising the engine as defined above.

[0064] It is worth emphasizing that the present invention, described in the form of a system, an engine equipped with said system, and a vehicle that houses said engine, are related to application in large engines, but are perfectly admissible in conventional diesel cycle engines. Furthermore, the present invention can be applied both as a retrofit (updating, modernizing, or improving an existing system, equipment, or infrastructure) in existing diesel engines in the field and in new engines.

[0065] It is important to emphasize that the description above serves solely to illustrate a particular embodiment of the invention in question. Therefore, it is clear that modifications, variations, and constructive combinations of the elements that perform the same function in substantially the same way to achieve the same results remain within the scope of protection delimited by the appended claims.

Claims

CLAIMS 1. A secondary fuel injection system applicable to an engine, comprising at least one engine block and a plurality of cylinder heads, characterized in that it comprises: at least one main secondary fuel gallery (6); a plurality of secondary fuel injectors (7), each capable of being mounted next to a respective intake manifold and / or next to a respective cylinder head (14) and / or next to a respective interface structure (15); at least one secondary fuel tube (9), each comprising at least a first end (91) that is associated with the respective main secondary fuel gallery (6) and at least a second end (92) that is associated, directly or indirectly, with the respective secondary fuel injector (7);so that each secondary fuel tube (9) fluidly connects and physically spaces the main secondary fuel gallery (6) of the respective secondary fuel injector (7).; 2. System according to claim 1, characterized in that said heads are individualized and spaced from each other.

3. System according to claim 1, characterized in that said at least one main secondary fuel gallery (6) is capable of being arranged physically spaced in relation to the plurality of engine heads.

4. System according to claim 3, characterized in that said at least one main secondary fuel gallery (6) is capable of being disposed next to the engine block (13).

5. System according to claim 1, characterized in that it comprises a plurality of secondary fuel tubes (9) spaced apart from each other.

6. System according to claim 1, characterized in that said at least one secondary fuel pipe (9) is less structurally rigid than the main secondary fuel gallery (6).

7. System according to claim 1, characterized in that the material of said at least one secondary fuel tube (9) has a lower modulus of elasticity than the material of the main secondary fuel gallery (6).

8. System according to claim 1, characterized in that it further comprises at least one fastening means (12) for fixing said secondary fuel injection system to the engine block (13), said fastening means (12) being less structurally rigid than the respective main secondary fuel gallery (6), said fastening means (12) comprising and / or being associated with at least one of: thin rod, cushion, elastic coupler.

9. System according to claim 1, characterized in that it further comprises a plurality of interface structures (15), each capable of being associated with the interface between a respective cylinder head (14) and respective intake manifold (10) of the engine.

10. System according to claim 9, characterized in that said support structures (15) are physically disconnected from each other.

11. System according to claim 9, characterized in that each interface structure (15): comprises at least one frame (17) for association with the interface between a respective cylinder head (14) and respective intake manifold (10) of the engine; defines a respective secondary fuel gallery (16); supports and houses, at least partially, at least one respective secondary fuel injector (7) which, in turn, communicates fluidically with the respective secondary fuel gallery (16) so that said secondary fuel injector (7) is able to receive secondary fuel from it and atomize it next to the intake of the respective cylinder head (14).

12. System according to claim 11, characterized in that each secondary fuel gallery (16) communicates fluidically with the respective main secondary fuel gallery (6) by means of the respective secondary fuel pipe (9).

13. System according to claim 11, characterized in that the secondary fuel gallery (16) of each interface structure (15) communicates fluidically with at least one secondary fuel gallery (16) of the adjacent interface structure (15) by means of a respective second fuel pipe (90).

14. Engine, of the type comprising: at least one engine block (13) that defines, at least partially, a plurality of cylinders; a plurality of cylinder heads (14) cooperating with said at least one engine block (13); at least one intake manifold (10); at least one exhaust manifold (11); characterized in that it further comprises a secondary fuel injection system as defined by one of claims 1 to 12.

15. Engine, according to claim 14, characterized in that said cylinder heads are individualized and spaced from each other.

16. Engine according to claim 14, characterized in that said at least one main secondary fuel gallery (6) is arranged physically spaced relative to the plurality of engine heads.

17. Engine according to claim 16, characterized in that said at least one secondary fuel rail (6) is disposed next to the engine block (13).

18. Engine according to claim 14, characterized in that it operates on a diesel cycle.

19. Engine according to claim 14, characterized in that it further comprises at least one engine control unit that communicates with at least one of the following: at least one temperature sensor (4) disposed near the exhaust manifold (11), at least one pressure sensor (1) disposed near the intake manifold (10) and at least one knock sensor (8).

20. Engine, according to claim 14, characterized in that it further comprises at least one butterfly valve (2) disposed next to its intake manifold (10), said butterfly valve (2) being actuated by at least one actuator (3) controlled by the engine control unit.

21. Engine, according to claim 14, characterized in that it further comprises an oxygen sensor (5) disposed next to its exhaust manifold (11) and which communicates with the engine control unit.

22. Engine, according to claim 14, characterized in that the engine is of the large type.

23. Vehicle characterized by comprising the engine as defined in one of claims 14 to 22.

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