I) DIAGRAM, USED DETAILS AND PRINCIPLES OF SYSTEMS EQUIPPED

ON DIESEL ENGINES
1. Fuel system
The fuel system is responsible for providing diesel oil to form a combustion mixture
for the engine in accordance with the working modes.
1.1 Fuel system requirements:
- Must automatically provide the amount of fuel appropriate to the load mode and
engine rotation speed.
- Provide fuel evenly to the cylinders in accordance with the engine's working order.
- Inject fuel into the cylinder at the right time and according to the rules.
- Fuel must be shredded, evenly distributed in the cylinder volume and the fuel jet
must conform to the shape of the combustion chamber.
According to the way the cycle fuel supply is organized and controlled, the diesel fuel
system can be divided into two types: conventional fuel system and pressurized fuel
system (Common Rail - CR).
1.2 Diagram of the fuel system in a diesel engine
In principle, the fuel system of a normal engine consists of the main parts as shown
below, the two most important parts are the high pressure pump and the injector.

Diesel engine fuel system diagram

a. Fuel tank
The fuel tank is used to store the amount of fuel necessary for the engine to work
continuously for a certain period of time. Normally in a diesel generator set, the fuel
tank has enough capacity for the machine to operate for 8-10 hours continuously.
b. Fuel Filter
The diesel engine for the generator will be equipped with 2 fuel filters: a coarse filter
and a fine filter.
The coarse filter is used to pre-filter large mechanical impurities from the fuel, before
the fuel is transferred to the push pump (the pump transfers fuel from the fuel tank to
the fuel system). The coarse filter is capable of filtering impurities 0.04-0.09 mm in
size.
The fine filter is used to thoroughly filter mechanical impurities contained in the fuel
before sending the fuel to the high-pressure pump.
c. Push pump (also known as low pressure pump)
The push pump is used to suck fuel from the tank through the coarse filter into the fine
filter with a certain pressure. The most common pump is the piston pump.
d. High pressure pump
The high-pressure pump has the role of compressing diesel oil at high pressure (up to
1000 kg/cm 2 ) to push fuel to each injector, ensuring enough flow and the right time to
inject fuel.
In diesel engines today, two types of high-pressure pumps are commonly used: multi-
piston pumps and single-piston pumps.
- For high-pressure pumps with many pistons, fuel supply to each cylinder is
guaranteed by each separate pump branch. Each pump branch is a pair of pistons and
cylinders that create high pressure for fuel when injected into the engine cylinder.
- For high-pressure pumps with one piston, fuel supply to all cylinders is guaranteed
by one piston, with a distribution unit suitable for the working order of the engine.
e. Nozzle
The injector receives high-pressure fuel from the high-pressure pump to spray into the
combustion chamber of the engine cylinder into small mist-like particles. The
requirements for the nozzle are to ensure even spraying, no dripping, and the fuel
sprayed into the combustion chamber must be fine mist.
 1.3 Classification of diesel fuel systems

The diesel fuel system

The diesel fuel system The electronic diesel fuel The combined nozzle
with high pressure system with distribution pump electronic
pump pipe – Comman Rail diesel fuel system
System( CRS)

PE Pump VE Pump PF Pump EUI HEUI

1.4 Characteristics of diesel fuel systems

1.4.1 Electronically controlled PE pump has an electromagnetic throttle
mechanism.
 Picture 1.1: Electronically controlled series pe pump

Note
1. rack-and-pinion
2. an electromagnetic throttle mechanism
3. camshaft
4. engine speed sensor
5. ECU
 Structure:
Basically, the details of the electronically controlled PE pump have the same structure
and operation as a regular PE pump, with the only difference being: - The regular
PE pump uses a gear rack to adjust the amount of fuel injected. and speed governor.
- As for the electronically controlled PE pump, to adjust the amount of fuel injected,
the ECU will receive signals from the sensors, then send control signals to the
electromagnetic throttle mechanism to change the rack position. (or change engine
speed).
 Pump operation
When the tractor works, the load on the engine always changes. If the gear rack of the
high-pressure pump remains in the same place, then when the load increases, the
number of engine revolutions will decrease, and when the load decreases, the number
of revolutions will increase. That leads, firstly, to changing the speed of the tractor,
and secondly, to the engine working in unfavorable modes.
To keep the number of revolutions of the engine crankshaft unchanged when the load
regime is different, at the same time as the load increases, it is necessary to increase
the amount of fuel supplied to the cylinder, and when the load is reduced, the amount
of fuel supplied to the cylinder is reduced.
When there is always a change in load, it is not possible to manually adjust the amount
of fuel supplied to the cylinder; that job is done automatically thanks to a special
device on the high-pressure pump called an electromagnetic throttle mechanism.
1.4.2 Electronically controlled split pump (VE) type electronic diesel fuel
system
a) The electronically controlled VE pump has an axial piston.
 Picture 1.2: Structure of axial
 Structure
This type of VE pump has:
- Primary pump, cam drive cross joint, roller rim, early injection control mechanism,
SPV pressure relief valve, TCV early injection control valve, speed sensor...
- There is no throttle and the piston has no horizontal holes. Therefore, to adjust the
amount of fuel injected, the pump uses a pressure relief valve connected to the
cylinder cavity.
 Operation
When the engine is working, a vane-type primary pump arranged in the VE pump will
suck oil from the oil tank through the filter and compress it in the pump cavity to a
pressure of 2 ÷ 7 (kg/cm2) and is called the pressure. primary capacity. This
pressurized oil is then brought to wait at the intake port and when the grooved part of
the piston coincides with the intake port, the oil is loaded into the cylinder cavity.
When the piston rotates up, the unslotted part at the piston head will cover the intake
port, and at the same time, the convex part of the disc cam will climb onto the roller,
causing the piston to be pushed up to compress the oil in the cylinder cavity. The oil in
the cylinder cavity is compressed to near injection pressure, then the oil dividing port
on the piston coincides with a path leading to a certain nozzle. Therefore, when the oil
in the cylinder compartment reaches injection pressure, the oil shut-off valve opens,
and the oil follows the high-pressure line to the injector. It will open the injector and
spray oil into the engine combustion chamber. The amount of oil injected into the
engine depends on the time the pressure relief valve is opened. If the nozzle is
spraying and the pressure relief valve is open, the oil in the cylinder compartment will
pass through the pressure relief valve to the pump chamber, causing a loss of injection
pressure.
b) Electronically controlled VE pump with multiple radial pistons
 Structure:
This type of VE pump still has a primary pump to create primary pressure into the
pump cavity. The pump shaft is connected to the rotor and in the rotor are arranged 4
radial pistons that are impacted by the rollers through the roller base. In the middle is a
central longitudinal cavity, this cavity is connected to the oil intake port and oil
dividing port. Outside the rotor is a cam rim.

Picture 1.3: Structure of a electronically controlled VE pump with multiple radial

pistons
 Operation
When the engine is working, the primary pressure oil will be waiting in the oil intake
port and when a slotted hole on the rotor coincides with the intake port, the oil will be
loaded into the cylinder cavity, then The slotted hole on the rotor will cover the oil
intake hole and the rollers will climb onto the convex part of the cam rim so the
pistons tend to move against each other to compress the oil in the cylinder cavity. And
when the oil pressure nearly reaches the injection pressure, another slotted hole on the
rotor coincides with the port that divides the oil into a certain nozzle. So when the oil
in the cylinder compartment reaches the injection pressure, the nozzle will spray oil
into the engine combustion chamber, and the amount of injection depends on the time
the pressure relief valve is opened.
 1.4.3 The electronic diesel fuel system with distribution pipe – Comman
Rail System( CRS)

 Structure
A Common Rail System is divided into 4 basic segments:
- High pressure pump with measuring valve and low pressure adjustment valve.
- Sensors (camshaft, crankshaft rotation speed, air flow, output pedal and coolant, Rail
pressure sensor cam...).
- Implementing mechanisms (pressure gauges, turbochargers, exhaust gas return,
nozzles controlled by solenoid valves...).
- Central control unit (EDU, ECU) accurately controls injection volume, adjusts
pressure and monitors engine operating conditions.

Picture 1.4: Common rail diesel system pressure circuit

 Operation
In the Common Rail System, the fuel injection process is divided into injection
methods:
Primer injection (or Pre-injection or Pilot-injection)
Main injection
Post-injection.
Fuel is taken by the High Pressure Pump (2) from the Fuel Tank (1) on the low
pressure pipe through the Fuel Filter (3). When the fuel reaches the high pressure
pump, from here the fuel is compressed by the high pressure pump and pushed into the
high pressure fuel storage tube, also known as the hydraulic accumulator (7) and
delivered to the available Common Rail Injector (9). ready for injection into the engine
cylinder.
Injection pressure is generated independently of the speed and amount of fuel injected.
Fuel is stored at high pressure in hydraulic accumulators. The amount of injection is
determined by the accelerator pedal control, the injection timing as well as the
injection pressure are calculated by the ECU based on the data graphs saved on it.
Then the ECU and EDU will control the injectors of the nozzles at each engine
cylinder to inject fuel thanks to information from the Sensors (10) with an injection
pressure of up to 1500bar.
Excess fuel from the injector passes through the hydraulic accumulator back to the
high pressure pump, the pressure control valve at the pump opens so it returns to the
fuel tank (1).
On the hydraulic battery, there is a pressure sensor installed and the terminal has a
safety valve (8). If the pressure stored in the hydraulic battery (7) exceeds the limit, the
safety valve will open to let the fuel drain. about the container.

Picture 1.5: Common rail system

Notes:
1. Fuel tank
2. Common rail high pressure pump
3. Fuel filter
4. High pressure fuel supply line
5. Pressure sensor connection to ECU
6. Pressure sensor
7. Common Rail reservoir & fuel pressure regulator (also known as hydraulic
accumulator) 8. Safety valve (pressure limiter)
9. Injector nozzle
10. Sensors connected to ECU and Equipment Control Unit (EDU)
11. Return line fuel (low pressure)
EDU: (Electronic Driver Unit) and ECU: (Electronic Control Unit).
1.4.4 HEUI Diesel fuel system
 Overview of HEUI Diesel fuel system
The HEUI (Hydraulically Actuated Electronically Controlled Unit Injector) fuel
system is one of the major improvements of the Diesel engine. It is also a part of
Carterpillar's ACERT technology. The introduction of HEUI has set new standards for
engines in terms of fuel consumption, durability as well as emissions standards.
HEUI fuel technology is changing the way technicians and operators think about
Diesel engine performance. Far superior to previous traditional fuel injection
technology, HEUI allows precise adjustment of fuel injected into the combustion
chamber in terms of time, pressure and amount of fuel injected, bringing high engine
performance. Technology Traditional fuel injection technology previously depended
on engine speed. When engine speed increases, injection pressure also increases,
affecting engine durability and increasing fuel consumption. Injection pressure for the
HEUI fuel system does not depend on engine speed but is controlled electrically.
Therefore, engines equipped with the HEUI system will save more fuel and have
cleaner exhaust gases.

Picture 1.6: HEUI fuel system diagram

  Working Principle
The system's high-pressure pump supplies a quantity of hydraulic oil to the solenoid
valve of the HEUI nozzle. Here the solenoid valve will be controlled to open to allow
this high pressure oil to enter the cavity below the mushroom valve to effect spraying.
A fuel supply pump (Diesel oil pump) located in the high-pressure pump
simultaneously supplies a certain amount of oil to the boundary of the injector
assembly. Here, fuel with a certain pressure will be waiting in the cavity of the injector
cluster located below the pump head. Part of the fuel is also sent down to the pressure-
boosting piston assembly. When the solenoid valve opens, high-pressure oil will be
injected into the cavity of the mushroom-shaped valve, creating a pressure that pushes
the pump head down. The downward pump piston will simultaneously create a
pressure that overcomes the spring tension in the pressure-enhancing piston assembly,
pushing the fuel waiting under the cavity of the push rod out of the engine's
combustion chamber.
When the solenoid valve closes, high-pressure oil stops supplying into the mushroom-
shaped valve cavity, the pressure in the valve cavity is lost, and at the same time the
pressure in the cavity below the push rod also drops suddenly, the pressure in the
cavity below the pump head is not enough to Brake the spring tension of the
turbocharger piston assembly again, stopping the fuel injection process. In HEUI
nozzles, the spraying process includes pilot injection.
 2. Lubrication system

Picture 1.7: Diagram of the lubrication system of a diesel engine

a. Mission
The diesel engine's lubrication system is responsible for providing clean lubricating oil
in the necessary amount at a certain temperature and pressure to the friction surfaces of
machine parts when the engine is working.
More specifically, lubricating oil will reduce friction loss and wear of machine
parts; cooling of surfaces by friction; clean soot and metal filings produced by worn
machine parts on working surfaces; At the same time, it protects machine parts from
oxidation and increases the tightness between assembled pairs.
b. Main parts of the lubrication system
 Oil pump
The oil pump is responsible for pushing lubricating oil to all moving parts for
lubrication and cooling, avoiding damage during operation. The oil pump is located
near the oil sump and supplies oil to the oil filter before delivering it to the various
moving parts of the engine.
Currently, there are many types of oil pumps in use, typically the gear type. Oil pumps
and oil lines are easily clogged by small particles, causing serious damage or even
engine failure. Therefore, it is necessary to change engine oil and filters periodically to
ensure stable operation of the engine.
 Oil filter unit
The oil filter helps retain all impurities as the oil passes through the machine parts.
This ensures that the oil remains clean and free of debris, helping to prevent bearing
wear, seizure, and damage due to impurities.
There are many types of oil filters used, including chemical, magnetic, centrifugal,
permeation, and mechanical.
 Ventilate the crankcase
Crankcase ventilation is important in engine cooling by helping to cool down and
protect lubricants from contamination and breakdown.
Currently, there are two most popular methods of crankcase ventilation: closed
ventilation and open ventilation (natural wind).
 Oil cooler
The lubrication system works as a perfect combination, helping parts operate smoothly
and stably. The oil cooler is an important part of this system, helping to ensure that the
lubricant stays at a stable temperature and is not damaged by overheating.
Currently, there are two popular methods for cooling oil: using air or water. If you
want to protect your lubrication system, choose an oil cooling method that suits your
needs.
c. Working principle of the lubrication system
When the engine is running, oil is pumped through the head filter float and into the
coarse filter, then to the main oil pipe. From there, the oil is transferred to details such
as the camshaft, open crankshaft and main shaft bearings through branch oil pipes.
It is also used to lubricate connecting rod bushings and other crankshaft bearings.
Some engines have an oil injection hole to lubricate the cylinder, cam and crankshaft
as soon as the oil injection hole coincides or connects with the oil hole in the neck.
Once all the parts have been lubricated, the oil will return to the tank.
The lubrication system also has a fine filter to filter out the oil when about 10-15% of
the oil in the main oil line passes through it. This helps remove small impurities to
ensure the oil is filtered clean when it returns to the tank.
d. Common engine lubrication methods
Here are the 4 most common engine lubrication methods:
2.4.1 Lubrication method by splashing oil
The splash lubrication method is often used in single-cylinder engines with simple
structures. Its operating principle is that the lubricant contained in the crankcase is
scooped up and thrown up.
With each rotation, the oil skimmer will scoop once and small oil particles will fall
freely onto the friction surfaces. To ensure that the bearings are supplied with enough
lubricant, lubricating ribs are created on the partitions on the bearing.
However, this method is simple and does not guarantee the lubricating oil flow of the
bearing. Therefore, new engines no longer use this method to lubricate the engine.
2.4.2 Mixed lubrication method
Mixed lubrication method is a combination of forced lubrication and oil lubrication.
If the oil splash lubrication method is used for some parts such as valve guide pipes,
valves, pistons, valve bodies, pistons, cylinder faces, then the mixed lubrication
method is applied to all parts that are subjected to pressure. Large tonnage, such as
door opening bearings in gas distribution mechanisms, connecting rod large end
bearings, main shaft bearings.
2.4.3 Forced lubrication system

Picture 1.8: Diagram of forced lubrication system

This method is equipped for most car models because it meets important criteria such
as good lubrication, effective cooling and cleaning of the friction surfaces of bearing
parts.
Diagram of forced lubrication system
Diagram of forced lubrication system
However, this method is quite complicated and only applies to special engines, and the
oil is stored in the tank instead of the crankcase.
To use this method, you need a lubrication system that includes the crankcase or oil
reservoir, oil pump, crude and refined oil filter, oil cooler, pressure gauge and alarm
clock. lubricant temperature, along with oil pipes
2.4.4 Lubricate with oil mixed with fuel
The lubrication system for 2-stroke gasoline engines has 3 intake - exhaust - blower
ports on the cylinder and the carburetor crankcase designed to help the engine operate
better. To use this system, we need to mix a mixture of lubricating oil and fuel in a
ratio of 1/20 to 1/25. I usually mix this mixture in 3 ways:
Method 1: Spray oil directly into the throttle valve or diffuser tube.
Method 2: Store oil and fuel in 2 separate tanks, when operating, they will be mixed in
parallel.
Method 3: Mix oil and fuel in the prescribed ratio before adding it to the lubrication
system.
However, this method has some safety issues to keep in mind. If soot is burned during
operation, it will stick to the piston and reduce the ability to release heat, causing the
spark plug to short circuit due to the engine overheating.
If the amount of oil and fuel mixed is less, the lubrication ability will be reduced,
leading to the piston getting stuck in the cylinder. Therefore, we need to control the
amount of oil needed to ensure safety when using this lubrication system
3. Circulating water cooling system
The role of the cooling system is to dissipate heat from the engine's parts while
working, keeping the temperature of the parts from exceeding the allowable value to
ensure normal working conditions of the engine. .
For diesel engines, generators will be cooled using the forced circulation cooling
method (a closed loop).
 Picture 1.9: Diagram of the cooling system of a diesel engine

 Coolant tank (also known as radiator)

The water tank is used to store water and cool water in the engine's cooling
system. The water tank is usually located in front of the engine.
The structure of the water tank includes: Lid, upper compartment, lower compartment
and pipes connecting the two compartments, heat sink (plate).
 Water tank for diesel generator engines
Between the copper tubes are heatsinks – either copper or aluminum. When the engine
is working, hot water from the upper compartment flows through copper pipes to the
lower compartment. On this passage, it will transfer heat to the radiators and the
temperature of the water will decrease. To dissipate heat faster, people often use fans
to push air through the water tank.
 Water pump
The water pump is used to create forced circulation of water in the cooling
system. The water pump in a diesel engine for a generator is usually a centrifugal
pump driven from the crankshaft through a belt.
 Fan
The fan is used to push air through the middle of the water tank to help the cooling
process happen quickly. The blower is often installed on the same shaft as the water
pump and receives motion from the crankshaft through the transmission belt.
4. Starter system
To start a diesel engine, it is necessary to provide energy to rotate the engine
crankshaft to the necessary rotation speed (about 125-200 rpm) for the engine to start
and work on its own.
 Diagram of starting system of diesel engine
Starting with an electric motor (also known as starter)
Starting with an electric motor means: We rotate the engine's crankshaft with an
electric motor running on direct current provided by the battery. The shaft of the
starter is connected to the crankshaft of the engine through a pair of transmission
gears.
In diesel engines, the capacity of the starter is usually equal to 5-15% of the capacity
of the entire diesel engine.
5. Engine intake and exhaust system

Picture 1.10: Overview diagram of diesel

 1-Air filter; 2-Intake pipe; 3-Exhaust pipe;
4-Catalyst; 5-Muffler
 Diesel engine intake manifold

Picture 1.11: Diagram of diesel engine intake manifold with air

1-Air heater; 2-Intake manifold; 3-Intake pipe
Air is drawn into the engine cylinder through the air filter and then to the intake
manifold. For countries with cold climates, the engine has a heating system that warms
the air before entering the engine cylinders by means of a resistor wire. at the intake
manifold, or the spark plug in the engine combustion chamber, this makes it easier for
the engine to start when cold starting. As for diesel engines used in countries with hot
climates, there is no air heater.
In Cummins engines, which are modern diesel engines, there is also a sensor on the
intake manifold to measure intake air temperature flow (MAF), and there is always a
turbocharger compressor.
 Diesel engine exhaust pipe
The fuel mixture after combustion is led out of the engine cylinder by exhaust pipe
branches, enters the exhaust manifold to the muffler and then discharged into the
environment.
 Intake and exhaust lines of turbocharged diesel engines
In a diesel engine, taking advantage of the energy of the exhaust gas stream, on the
exhaust pipe there is a turbocharger arranged to increase the pressure of the intake air
stream. The exhaust gas enters the turbine wheel,
transmitting kinetic energy to rotate the shaft driving the compressor wheel and the
gas. The turbocharged charge enters the engine intake manifold. Intake turbocharger
pressure depends on engine speed (exhaust flow rate or turbine wheel rotation speed).
For the purpose of stabilizing the rotation speed of the turbine wheel within the
optimal operating range according to the number of engine revolutions on the intake
manifold, a load reduction circuit is arranged. The load reduction circuit works thanks
to the regulating valve through the feedback air line and cylinder assembly. When the
pressure increases, the valve partially opens the exhaust gas without passing through
the turbine wheel, reducing the speed of the intake air compressor wheel, limiting the
excessive increase in intake air pressure.
Regulator and load reduction circuit: The regulator is attached to the turbine housing.
When the engine works at high load, the exhaust pressure is very large, so the turbine
blades work at high speed, increasing the intake air pressure into the engine. The load
reduction circuit is responsible for controlling the damper to release engine exhaust
from the front of the turbine inlet, directly out the exhaust pipe.
 Options for arranging the intake and exhaust ducts on the diesel
engine cover
To avoid heat transfer from the exhaust duct, reducing the amount of air entering the
engine, leading to a reduction in engine power, the intake and exhaust ducts should be
in Diesel engines are usually arranged on two sides.
6. The diesel engine turbocharger
6.1 What is a diesel engine turbocharger?
Turbocharger engines are also called Turbochargers. It is a system integrated into a
diesel engine. The turbocharger system takes advantage of the power of the exhaust
gas flow, thanks to the turbine arranged on the exhaust pipe. When the exhaust gas
passes through the turbine, it will cause the turbine to rotate, thereby rotating the air
compressor into the engine cylinder. Turbocharging helps increase engine horsepower,
saving a lot of fuel.
The turbocharger must endure an extremely large amount of heat. To cool the engine,
there must be an intercooler to cool the compressed air entering the engine.
Intercoolers are usually simple radiators. To put it simply, this engine is divided into
two main parts: turbine and compressor. In fact, these two parts are two fan blades
mounted on a shaft, each fan has one end of the shaft. The engine's exhaust gas is
directed to a fan, called a turbine, whose purpose is to rotate the shaft and at the same
time rotate a second fan in the opposite direction called a compressor. This compressor
is responsible for compressing air into the engine's air intake chamber.
6.2 Classification of diesel engine turbocharger

Picture 1.12: Advantages and disadvantages of diesel engine turbochargers

 Supercharger
This is a supercharger, whose function is to increase the pressure or density of the air
supplied to the internal combustion engine. Thanks to the operation of the
supercharger, each charging cycle is supplied with more oxygen, helping the fuel
combustion process occur effectively and increasing the engine's output power.
 Turbocharger
A turbocharger is a forced induction device, powered by a turbine, that increases the
power of an internal combustion engine by introducing more compressed air into the
combustion chamber. Currently, manufacturers often use turbochargers in many types
of vehicles such as trucks, cars, trains, airplanes and construction machinery. Most are
otto cycle and diesel cycle internal combustion engines.
Turbocharger works on the exhaust gas flow created when the engine operates. Gas
passed through the turbocharger will rotate the turbine, which will then rotate the air
compressor. Rotation speed up to 150,000 rpm (30 times the speed of most car engines
today). The turbocharger is attached to the exhaust so the turbine's working
temperature is very high.
 6.3 Compare supercharger and turbocharger
Supercharger and turbocharger are both parts that perform the function of increasing
air pressure before entering the combustion process, to produce more energy to serve
the engine. However, these two systems have differences in driving source, rotation
speed, etc. Learn how to distinguish turbocharger and supercharger through the
following factors:
 Drive source
The supercharger's driving source is the power taken from the crankshaft, usually a
gear, belt or chain. Meanwhile, a turbocharger is simply a turbocharger that uses
energy from the exhaust gas source to help compress the intake air into the engine.
 Spin speed
The maximum rotation speed of the supercharger is only about 50,000 rpm.
Meanwhile, in turbocharger, this value can be up to 150,000 rpm. This result shows a
large difference in rotation speed between the two turbocharger systems.
 Engine connection possibility
Turbocharger is a forced combustion system that uses energy from exhaust gases to
compress intake air. Therefore, this system cannot be directly connected to the internal
motor. Unlike turbochargers, superchargers have a closer connection through the
power transmission belt.
 Rotation ability
The supercharger's rotating system is connected to the crankshaft via a belt.
Meanwhile, turbochargers use turbine blades.
In addition, car owners can refer to more detailed structural classifications and
turbocharged engines to update more useful information.
6.4 Should you choose supercharger or turbocharger
6.4.1 Advantages and disadvantages of superchargers
 Advantage:
+ This is a solution to quickly increase vehicle capacity thanks to its ability to increase
horsepower.
+ No delay phenomenon appears.
+ Performance is good at low rpm.
 Defect:
+ The possibility of detonation in an engine using an ignition system is quite high.
+ Increased thermal stress.
+ Requires increased engine cooling.
+ Increase air load.
6.4.2 Advantages and disadvantages of turbochargers
 Advantage:
+ Large capacity increase.
+ Large capacity even on small capacity engines.
+ Increase fuel efficiency, no waste.
+ Take advantage of emissions to create energy for operations.
 Defect:
+ Turbo lag often occurs.
+ The vehicle often takes time to wait before reaching sufficient pressure.
+ It is easy for the phenomenon of power shock to occur, causing the tires to bear a
large load, potentially dangerous when moving.
+ Consumes engine oil due to high rotation speed.
Actual results show that turbocharger is the more dominant choice because this
solution possesses many outstanding advantages (except for the major limitation of
latency). The system helps enhance vehicle performance in many different ways.
Meanwhile, the supercharger creates more pressure on the engine when operating.
II) WHY ARE THERE NO SPARK PLUGS IN DIESEL ENGINES?
A spark plug is used in engines that use gasoline and vice versa in diesel engines that
do not use them. Gasoline and diesel have different properties, one of which is auto-
ignition (thanks to pressure and temperature). Diesel has a low autoignition
temperature. Autoignition temperature means that the fuel starts burning automatically
at a certain temperature. Because of its low autoignition temperature, diesel can easily
ignite.
In a diesel engine, high pressure air (compression ratio 18...25) is loaded into the
combustion chamber, this amount of air through compression increases the
temperature of the injected diesel to the highest, and therefore The mixture
spontaneously ignites.
But, to include such a high pressure ratio, the engine cost will increase, so to keep it
commercial, manufacturers have come up with a solution of increasing the fuel
temperature as well as the combustion chamber. thanks to the spark plug (dryer spark
plug). It also brings convenience, during low starting temperatures or in countries with
cold air, the spark plug will also provide heat to the cylinder wall and combustion
chamber. Diesel has low volatility and so it cannot, like the gasoline and air mixture,
be ignited by the spark plug.
 REFERENCE MATERIAL
 https://vinfastauto.com/vn_vi
 https://oto-hui.com/
 https://powerturbo-vn.translate.goog/uu-nhuoc-diem-cua-turbo-tang-ap-
dong-co-diesel.html?
_x_tr_sl=vi&_x_tr_tl=en&_x_tr_hl=vi&_x_tr_pto=wapp