JP2010229828A - Engine with supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine with a supercharger for producing higher supercharging pressure. <P>SOLUTION: The turbo supercharger has two turbine scrolls V1c, V2c having mutually different distances to rotational centers (α1, α2) of a turbine wheel H. To the two turbine scrolls, the exhaust ports of cylinders having continuous ignition orders are connected. Thus, the scavenging operation of the cylinder in an intake stroke where preceding ignition occurs can be promoted by suction effects due to exhaust gas from the cylinder where following ignition occurs and exhaust gas from the following-ignition cylinder is given at the stage that exhaust gas from the preceding-ignition cylinder raises the rotation of turbines, therefore further increasing the rotating speeds of the turbines to produce higher supercharging pressure. Besides, the passage area of a nozzle on the side (V1c) of the following ignition order is reduced to reduce ill effects on scavenging operation. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an engine equipped with an exhaust turbocharger, and more particularly to an engine that performs dynamic pressure supercharging without using a manifold.

  In the engine with an exhaust turbocharger, exhaust from a plurality of cylinders is collected by the manifold, and in recent years, exhaust from each cylinder is directly injected into the turbine wheel from static pressure supercharge that is injected into the turbine wheel. Thus, the dynamic pressure supercharging in which the driving force of the turbine wheel is increased is the mainstream.

  For example, in Patent Document 1 by the present applicant, exhaust ports of cylinders that are adjacent to each other and whose ignition timing is not continuous are connected to each other to be divided into two systems, which are relatively close to the supercharger. By connecting the smaller capacity side to the outside of the turbine wheel of the turbocharger and the relatively far side having the larger capacity of the exhaust system to the inside, exhaust with a high flow velocity hits the outside of the turbine wheel, and the low speed range An engine with a supercharger has been proposed in which high supercharging performance is obtained.

JP 2008-31942 A

  However, the inventors of the present application have clarified a technique that can further increase the rotational speed of the turbine, that is, obtain a higher supercharging pressure.

  The objective of this invention is providing the engine with a supercharger which can obtain a higher supercharging pressure.

  An engine with a supercharger according to the present invention includes a turbocharger having two turbine scrolls having different distances to the rotation center of a turbine wheel on the turbine side, and an exhaust valve and an intake air from the middle of an exhaust stroke to the middle of an intake stroke. In an engine with a supercharger having a valve timing that is an overlap period in which both valves are open, the two turbine scrolls have a cylinder pipe from an exhaust port of a cylinder in which at least a part of the ignition sequence continues. The side of the two turbine scrolls that are connected to each other and that is connected to the exhaust port with the fast ignition order is formed with a relatively smaller passage resistance than the side that is connected to the exhaust port with the slow ignition order. It is characterized by that.

  According to the above configuration, in the turbocharged engine in which the turbine is provided with the compressor, the turbocharger includes two turbine scrolls having different distances to the rotation center of the turbine wheel on the turbine side. The two turbine scrolls are connected to cylinder piping from exhaust ports of cylinders in which at least a part of the ignition sequence of the engine continues. For example, in the case of an in-line four-cylinder engine, the ignition order is the order of # 1- # 3- # 4- # 2 or # 1- # 2- # 4- # 3 (hereinafter, # represents the cylinder number). In the case of # 1- # 3- # 4- # 2, the second and third cylinders are connected to one turbine scroll, and the first and fourth cylinders are connected to the other turbine scroll. As a result of the connection, an interval of 540 ° CA is opened between # 4 → # 3 and # 1 → # 2 and the ignition sequence is not continuous, but 180 # between the reverse # 3 → # 4 and # 2 → # 1. The firing order is continuous at an interval of CA.

  Therefore, the suction effect of the exhaust from the cylinder that is ignited later can promote scavenging due to the overlap of the cylinder that is ignited first and in the intake stroke, and the rotation of the turbine is caused by the exhaust from the cylinder that is ignited first. At the stage of rising, exhaust from a cylinder to be ignited later is given, the rotational speed of the turbine can be further increased, and a higher supercharging pressure can be obtained.

  Further, when connecting the exhaust ports of the cylinders whose ignition sequence is continuous to the two turbine scrolls, the side of the two turbine scrolls that is connected to the exhaust port having the fast ignition sequence is connected to the ignition sequence. However, the passage resistance is formed to be relatively smaller than that of the side connected to the exhaust port that is slower. Specifically, by increasing the mounting angle (high flow port) of the nozzle on the turbine scroll side (to the turbine wheel inlet) connected to the exhaust port with the fast ignition order, or for the exhaust port with the slow ignition order An exhaust port with a fast ignition order by reducing the passage area of the nozzle on the turbine scroll side to be connected or by increasing the throttle ratio of the nozzle on the turbine scroll side connected to the exhaust port with a slow ignition order The passage resistance on the turbine scroll side connected to is relatively small.

  Therefore, since the cylinder that is ignited first does not affect the scavenging of other cylinders, the scavenging can be performed smoothly with a relatively small passage resistance. Therefore, the adverse effect of the exhaust on the scavenging of the previously ignited cylinder can be reduced. Thus, as described above, the effect of connecting the cylinder pipes from the exhaust ports of the cylinders whose ignition sequence is continuous to the two turbine scrolls can be sufficiently exhibited.

  Further, in the turbocharged engine according to the present invention, in the turbocharger, the turbine scroll side connected to the exhaust port whose ignition order is slow has a relatively large opening area of the wastegate. Features.

  According to the above configuration, as described above, the turbine scroll side connected to the exhaust port whose ignition order is slow has a relatively small passage resistance and is easy to choke. By making it large, the choking can be suppressed.

  Furthermore, the supercharged engine according to the present invention is an in-line four-cylinder engine, two turbochargers are provided, and the first and second cylinders are connected to the first turbocharger. The third and fourth cylinders are connected to the second turbocharger.

  According to the above configuration, in the case of an in-line four-cylinder engine, the ignition order is the order of # 1- # 3- # 4- # 2 or # 1- # 2- # 4- # 3, and The cylinders in which the ignition order is continuous are # 3- # 4 and # 1- # 2.

  Therefore, two turbochargers are provided, the first and second cylinders are connected to the first turbocharger, and the third and fourth cylinders are connected to the second turbocharger. Thus, the cylinders adjacent to each other are connected to the same turbocharger through the shortest path, and the capacity of the exhaust passage to the turbocharger can be reduced. Thereby, exhaust loss can be reduced and the supercharging effect can be further improved.

  As described above, an engine with a supercharger according to the present invention includes an turbocharger having two turbine scrolls having different turbine distances to the rotation center of the turbine wheel on the turbine side. Are connected to the cylinder piping from the exhaust port of the cylinder in which at least a part of the ignition sequence of the engine continues.

  Therefore, the scavenging effect due to the overlap of the cylinders that are ignited first and in the intake stroke can be promoted by the suction effect of the exhaust from the cylinders that are ignited later, and the rotation of the turbine by the exhaust from the cylinders that are ignited first. At the stage when the engine rises, exhaust from a cylinder that is ignited later is given, and the rotational speed of the turbine can be further increased, and a higher supercharging pressure can be obtained.

  Further, when connecting the exhaust ports of the cylinders whose ignition sequence is continuous to the two turbine scrolls, the side of the two turbine scrolls that is connected to the exhaust port having the fast ignition sequence is connected to the ignition sequence. However, the passage resistance is formed to be relatively smaller than that of the side connected to the exhaust port that is slower.

  Therefore, the cylinder that is ignited first does not affect the scavenging of the other cylinders, so that scavenging can be performed smoothly with a relatively small passage resistance. Since it is relatively large, the adverse effect of the exhaust on the scavenging of the previously ignited cylinder can be reduced. Thus, as described above, the effect of connecting the cylinder pipes from the exhaust ports of the cylinders whose ignition sequence is continuous to the two turbine scrolls can be sufficiently exhibited.

It is sectional drawing of the principal part of the engine with a supercharger which concerns on one Embodiment of this invention. It is sectional drawing which shows the structure of the example of 1 structure of the turbine in a turbocharger. It is a graph which shows the difference in ventilation efficiency by the difference in the attachment angle of the nozzle of a turbine scroll. It is sectional drawing which shows the structure of a wastegate. It is sectional drawing which shows the structure of a wastegate. It is sectional drawing of a wastegate actuator. It is a figure for demonstrating the ignition order of the engine of an in-line 4 cylinder 4 cycle. It is a figure for demonstrating the other ignition order of the engine of an in-line 4 cylinder 4 cycle. It is a figure for demonstrating the stroke of each cylinder in the ignition order of FIG.

  FIG. 1 is a cross-sectional view of a main part of a supercharged engine 1 according to an embodiment of the present invention. In FIG. 1, an engine 1 includes an exhaust port E11, E12; E21, E22; E31, E32 of four cylinders C1, C2, C3, C4 (generally referred to as reference numeral C hereinafter) in a cylinder head 2. E41, E42 (generally referred to as reference symbol E below) is an example of an in-line four-cylinder four-valve engine arranged in a straight line, but it may be an even more multi-cylinder, Alternatively, it may be a V-type having an even number of cylinders in each bank, or 2, 3, 5 valves per cylinder.

  It should be noted that in the engine 1, when the turbocharger is provided, the four cylinders are first divided into end groups C1, C4 arranged in the same phase into different groups, and the end cylinders are further divided. A group is formed by cylinders C2 and C3 in which the firing order is continuous with C1 and C4, and a twin turbo structure using small turbochargers CH1 and CH2 corresponding to each group is adopted. The four-cylinder engine 1 has four cycles and the ignition order is # 1- # 3- # 4- # 2 shown in FIG. 7 or # 1- # 2- # 4- # 3 shown in FIG. The order is as follows. That is, as described above, the end cylinders C1 and C4 are included in different groups, and in the case of # 1- # 3- # 4- # 2, the ignition order is one before that of the cylinders C1 and C4. The cylinders C2 and C3 form a group. Accordingly, in the case of # 1- # 3- # 4- # 2, the interval of 540 ° CA is opened between # 4 → # 3 and # 1 → # 2, and the ignition sequence is not continuous, but the reverse # 3 The interval between # 4 and # 2 → # 1 is 180 ° CA, and the ignition sequence continues as described above.

  The exhaust ports E11, E12; E21, E22 and E41, E42; E31, E32 of the cylinders C1, C2 and C4, C3 of the group are connected to the turbocharger CH1, from the cylinder pipes L1, L2, and L4, L3. The intake air taken in from the intake passages IN1 and IN2 is compressed by the compressors CP1 and CP2 guided to the turbines T1 and T2 of the CH2 and driven by the combustion exhaust gas, and the cylinders C1, C2; It is supplied to an intake valve (not shown). An intercooler or the like may be provided as appropriate between the compressors CP1 and CP2 and the intake valve.

  By configuring in this way, even if the exhaust gas temperature decreases due to lean combustion, the two turbochargers CH1 and CH2 are used to efficiently rotate the turbine in the low rotation region of the engine 1, that is, Sufficient supercharging pressure can be obtained. In addition, since the cylinders C1, C2; C3, C4 in which the ignition sequence is continuous are connected to the same turbocharger CH1, CH2, respectively, the suction effect by the exhaust from the cylinders C1, C4 to be ignited later causes Cylinders that can be ignited to facilitate scavenging of the cylinders C2 and C3 in the intake stroke, and that are ignited later when the rotations of the turbines T1 and T2 are started up by exhaust from the previously ignited cylinders C2 and C3 Exhaust gas from C1 and C4 is provided, and the rotational speed of the turbines T1 and T2 can be further increased.

  In the above example, when the ignition order is # 1- # 3- # 4- # 2 or # 1- # 2- # 4- # 3 with four cylinders, # 1- # 3 and # 4- Although # 2 also has a continuous ignition sequence, it should be noted that cylinders # 3- # 4 and # 1- # 2 adjacent to each other form a group. As a result, the two cylinders # 3- # 4 and # 1- # 2 in which the ignition order is continuous can be connected by the shortest path, and the cylinder pipes L3, L4 and L1, to the turbochargers CH1 and CH2 are connected. The capacity of L2 can be reduced, exhaust loss can be reduced, and the supercharging effect can be further improved.

  Furthermore, when the two turbochargers CH1 and CH2 are provided, the arrangement of the two turbochargers CH1 and CH2 is substantially parallel to a straight line α0 extending in the cylinder row direction on the side of the cylinder head 2. Further, the turbines T1 and T2 are inward, the compressors CP1 and CP2 are outward, that is, the turbines T1 and T2 are close to each other, and the compressors CP1 and CP2 are separated from each other. , T2 are arranged so as to be close to the end cylinders C1, C4, respectively. As a result, the exhaust passages E1 and E2 from the turbines T1 and T2 merge at approximately the center between the two turbines T1 and T2. The merged exhaust passage E0 is substantially the same as the axes α1 and α2. It is pulled out in the orthogonal direction.

  With this configuration, when the two turbochargers CH1 and CH2 are arranged in parallel, when the collecting portion is provided between the two turbochargers CH1 and CH2, the collecting portion is too close to the supercharger. As described above, it is necessary to increase the cross section of the passage because the curvature becomes steep when the exhaust passage E0 is bent by approximately 90 ° from the collecting portion and the exhaust passage E0 is pulled out. When the turbines T1 and T2 are in the vicinity of the end cylinders C1 and C2, that is, when the engine 1 is installed vertically, the front turbocharger, for example, CH1 is in the front direction, the rear turbocharger, That is, CH2 is offset in the rear direction, so that a certain distance can be provided between both turbochargers CH1 and CH2. This makes it possible to reduce the passage volume of the exhaust passages E1 and E2 and connect it to the turbochargers CH1 and CH2, thereby further reducing the exhaust loss and increasing the supercharging effect.

  The engine 1 has an overlap period in which both the exhaust valve and the intake valve are open from the middle of the exhaust stroke to the middle of the intake stroke, and the ignition order is # 1- # 3- # shown in FIG. The stroke in each cylinder in the case of 4- # 2 is as shown in FIG. Therefore, when exhaust gas, particularly blowdown gas (strong exhaust gas immediately after the exhaust valve is opened) flows through the cylinder pipes L1 to L4 independent of each cylinder as described above, the cylinder pipes L1, In the turbines T1 and T2 in which L2; L3 and L4 are gathered, the cylinder piping through which the exhaust flows communicates with the other cylinder piping, so that the suction by the exhaust from the cylinders C1 and C4 to be ignited later is performed as described above. By the effect, scavenging of the cylinders C2 and C3 in the intake stroke by being ignited first can be promoted. In order to obtain more of this effect, the exhaust valves and intake valves of the cylinders C2 and C3 that are ignited first and are in the intake stroke at the time of blowdown of the cylinders C1 and C4 to be ignited later (immediately after the exhaust valve is opened). It is preferable to scavenge the residual gas in the cylinders C2 and C3 in the intake stroke so that the overlap periods in which both are open are overlapped. However, the exhaust passages of the cylinders C3, C4: C2, C1 in the relationship need to be independent from each other upstream of the collecting portion (in the present embodiment, the turbines T1, T2 correspond). That is, the first cylinder # 1 (exhaust stroke), the second cylinder # 2 (intake stroke), the third cylinder # 3 (exhaust stroke), the first cylinder # 1 (intake stroke), and the fourth cylinder # 4 (exhaust stroke). , No. 3 cylinder # 3 (intake stroke), No. 2 cylinder # 2 (exhaust stroke) and No. 4 cylinder # 4 (intake stroke) have a relationship in which more scavenging effects can be obtained. In other words, the above-described effect can be obtained by independently connecting the cylinders in which the ignition order is continuous to the collecting portion.

  Therefore, in the engine 1 of the present embodiment, the exhausts of the first cylinder # 1 and the second cylinder # 2 and the exhaust of the third cylinder # 3 (exhaust stroke) and the fourth cylinder # 4 are collected by the turbines T1 and T2, respectively. Are supplied to the turbochargers CH1 and CH2, so that the fourth cylinder # 4 (exhaust stroke), the third cylinder # 3 (intake stroke), the first cylinder # 1 (exhaust stroke) and the second cylinder # 2 ( The intake stroke) becomes this relationship, and scavenging can be further promoted.

  FIG. 2 shows the axis indicating the structure of the turbines Ta, Tb, Tc, Td (generally referred to as the reference symbol T hereinafter), which is one configuration example of the turbines T1, T2 in the turbochargers CH1, CH2. It is orthogonal sectional drawing with (alpha) 1, (alpha) 2. The turbine Ta shown in FIG. 2A is an advanced type of the above-mentioned Patent Document 1. On the other hand, the turbine Tb shown in FIG. 2B, the turbine Tc shown in FIG. 2C, and the turbine Td shown in FIG. 2D relate to an embodiment of the present invention.

  These turbines Ta, Tb, Tc, and Td are composed of two turbine scrolls V1a, V1b, V1c, and V1d; And a turbine wheel H disposed in the scrolls V1, V2. The turbine scroll V1 has a short distance from the center of the exhaust main flow to the rotation center of the turbine wheel H (the axes α1, α2), that is, provided on the inner peripheral side, and the other turbine scroll V2 has its main exhaust flow. The distance from the center to the rotation center of the turbine wheel H is long, that is, provided on the outer peripheral side.

  In the turbine Ta having the basic structure shown in FIG. 2A, the passage resistance between the two turbine scrolls V1a and V2a from the exhaust passages W1 and W2 is substantially equal to each other. In the turbines Tb, Tc, and Td, the side of the two turbine scrolls V1b, V1c, and V1d; V2b, V2c, and V2d that is connected to the exhaust port with the fast ignition order is connected to the exhaust port with the slow ignition order. That is, the passage resistance is formed to be relatively smaller than the other side. In FIG. 2, if the ignition sequence is # 1- # 3- # 4- # 2, the turbine scrolls V2b, V2c, V2d on the outer peripheral side are exhaust ports E21, E22 of the cylinders C2, C3, which have a fast ignition sequence; The turbine scrolls V1b, V1c, V1d connected to the cylinder pipes L2, L3 from E31, E32 are connected to the cylinder pipes L1, from the exhaust ports E11, E12; E41, E42 of the cylinders C1, C4 whose ignition order is slow. , L4.

  Specifically, in the turbine Tb shown in FIG. 2 (b), the turbine scroll V1b connected to the cylinder pipes L2, L3 from the exhaust ports E21, E22; E31, E32 of the cylinders C2, C3 whose ignition order is fast. The mounting angle β of the nozzle (to the inlet of the turbine wheel H) is large, that is, a high flow port is formed. In the example shown in FIG. 2, the turbine Ta having the basic structure shown in FIG. 2A has a nozzle circumferential angle (nozzle opening angle) θ of the inflow portion of approximately 180 °, whereas FIG. In the turbine Tb shown in b), the angle θ is approximately 270 °. As a result, as shown in FIG. 3, the port (FIG. 2 (b)) of the present embodiment indicated by the reference symbol β2 is more than the normal port (FIG. 2 (a)) indicated by the reference symbol β1. , Ventilation efficiency will be higher.

  Further, in the turbine Tc shown in FIG. 2C, the nozzle N on the turbine scroll V1c side connected to the cylinder pipes L1, L4 from the exhaust ports E11, E12; E41, E42 of the cylinders C1, C4 whose ignition order is slow. 2 (d), the turbine Td shown in FIG. 2 (d) is connected to the cylinder pipes L1, L4 from the exhaust ports E11, E12; E41, E42 of the cylinders C1, C4 whose ignition order is slow. The aperture ratio γ of the nozzle N on the scroll V1c side is increased.

  In this way, the passage resistances on the turbine scrolls V2b, V2c, V2d connected to the cylinder pipes L2, L3 from the exhaust ports E21, E22; E31, E32 of the cylinders C2, C3 with a quick ignition order are relatively small. By forming the cylinders C2 and C3 that are ignited first, the exhaust gas does not affect the scavenging of the other cylinders, so that scavenging can be performed smoothly with a relatively small passage resistance, and the cylinders that are ignited later Since the passage resistance of C1 and C4 is relatively large, the adverse effect of the exhaust on the scavenging of the previously ignited cylinders C2 and C3 (such as exhaust wraparound canceling the suction effect) can be reduced. Thus, as described above, the cylinders # C2 → # C1, # C3 → # C4 in which the firing order continues, exhaust ports E21, E22; E31, E32 and E11, E12; cylinder piping L2, L3 and L1 from E41, E42 , L4 can be sufficiently exerted by connecting the two turbine scrolls V2b, V2c, V2d and V1b, V1c, V1d, respectively.

  Also, it should be noted that, as shown in FIGS. 2B to 2D, in the turbines Tb, Tc, Td, the exhaust ports E11, E12; C41, E42 of the cylinders C1, C4 whose ignition order is slow Cylinder piping from the exhaust ports E21, E22; E31, E32 of the cylinders C2, C3, in which the wastegate G1 provided in the exhaust passage W1 of the turbine scrolls V1b, V1c, V1d connected to the cylinder pipings L1, L4 has a fast ignition order. The opening area is relatively large compared to the wastegate G2 provided in the exhaust passage W2 of the turbine scrolls V2b, V2c, V2d connected to L2, L3.

  4 and 5 are cross-sectional views showing the structure of the waste gate G2. The wastegate G2 includes a wastegate valve 12 that can close a wastegate passage 11 formed in the turbine scrolls V2b, V2c, and V2d, an arm 13 that supports the wastegate valve 12 on the free end side, and the arm 13 is attached to the base end side of the waist gate G2 and is pivotally supported by the housing 14; a link 16 attached to the other end of the shaft 15; and the link 16 around the axis 15 It comprises a wastegate actuator 17 that swings.

  FIG. 6 is a sectional view of the waste gate actuator 17. The waste gate actuator 17 includes a casing 18, a diaphragm 19 that defines an internal space of the casing 18, a spring 20 that biases the diaphragm 19, one end attached to the diaphragm 19, and the other end that is the link 16. And a lever 21 to be attached to. One of the spaces defined by the diaphragm 19 in the casing 18 communicates with the outlets of the compressors CP1 and CP2 and is given a supercharging pressure.

  Therefore, when the supercharging pressure is small, that is, when the engine 1 is running at a low speed, the lever 21 is pulled by the diaphragm 19 in the direction opposite to the arrow in FIG. 12 closes the wastegate passage 11 so that all combustion exhaust gas from the exhaust ports E21, E22; E31, E32 is fed to the turbine wheel H. As a result, a large supercharging pressure can be obtained.

  On the other hand, when the supercharging pressure is large, that is, when the engine 1 is at a high speed, for example, 3000 rpm or more, the lever 21 is pushed into the diaphragm 19 in the direction of the arrow in FIG. 6 against the elastic force of the spring 20. The wastegate valve 12 opens the wastegate passage 11 at an opening corresponding to the supercharging pressure, and a part or most of the combustion exhaust gas from the exhaust ports E21, E22; E31, E32 The turbine wheel H is bypassed. This prevents damage such as seizure of the turbine due to an undesired increase in rotation.

  The wastegate G1 is also configured in the same manner as the wastegate G2 described above, and further connected to the cylinder pipes L1 and L4 from the exhaust ports E11 and E12; E41 and E42 of the cylinders C1 and C4 whose ignition order is slow as described above. By making the opening area of the wastegate G1 provided in the turbine scrolls V1b, V1c, V1d relatively large, the passage resistance is relatively small as described above, and the turbine scroll is easily choked. Choking on the V1b, V1c, and V1d sides can be suppressed.

1 Engine 2 Cylinder head 11 Wastegate passage 12 Wastegate valve 17 Wastegate actuator 19 Diaphragm 20 Spring 21 Lever C1, C2, C3, C4 Cylinder CH1, CH2 Turbocharger CP1, CP2 Compressors E0, E1, E2 Exhaust passage E11 , E12; E21, E22; E31, E32; E41, E42 Exhaust ports G1, G2 Westgate H Turbine wheel IN1, IN2 Intake passage L1, L2, L3, L4 Cylinder piping T1, T2 Turbine V1b, V1c, V1d; V2b, V2c, V2d Turbine scroll

Claims (6)

An overlap period in which a turbocharger having two turbine scrolls with different distances to the center of rotation of the turbine wheel on the turbine side is provided, and both the exhaust valve and the intake valve are open from the middle of the exhaust stroke to the middle of the intake stroke; In a turbocharged engine having a valve timing of
The two turbine scrolls are respectively connected to cylinder pipes from the exhaust ports of cylinders in which at least a part of the ignition sequence of the engine continues, and are connected to the exhaust ports of the two turbine scrolls that have the fast ignition order. The engine with a supercharger is characterized in that a passage resistance is relatively smaller than a side connected to the exhaust port whose ignition order is slow.   In the turbocharger, a turbine scroll side connected to an exhaust port having a fast ignition order is formed so that the passage resistance is relatively small due to a large nozzle mounting angle. The engine with a supercharger according to 1.   In the turbocharger, the turbine scroll side connected to the exhaust port with the slow ignition order has a small passage area of the nozzle, so that the passage resistance on the turbine scroll side connected to the exhaust port with the fast ignition order is relatively low. 2. The supercharged engine according to claim 1, wherein the engine is small.   In the turbocharger, the turbine scroll side connected to the exhaust port with the slow ignition order has a large nozzle throttle ratio, so that the passage resistance on the turbine scroll side connected to the exhaust port with the fast ignition order is relatively low. 2. The supercharged engine according to claim 1, wherein the engine is small.   5. The turbocharger according to claim 1, wherein the opening area of the wastegate is relatively large on a turbine scroll side connected to the exhaust port whose ignition order is slow. The engine with a supercharger as described in the item.   It is an in-line four-cylinder engine, two turbochargers are provided, the first and second cylinders are connected to the first turbocharger, and the third and fourth cylinders are the second turbocharger. The engine with a supercharger according to any one of claims 1 to 5, wherein the engine is connected to a supercharger.

Images