JPH0242135A - Engine with exhaust turbosupercharger for automobile - Google Patents

Abstract

PURPOSE:To protect equipments, etc., arranged on a driver's seat side from the heat injury by a supercharger by providing primary and secondary side exhaust turbosuperchargers, and arranging the primary side supercharger actuat ed at least at the time of low speed closer to an assistant's seat side to the center in the body right and left direction. CONSTITUTION:The intake passage 3 of an engine 1 is branched to branch intake passages 3a and 3b at the downstream side of an air flow meter, their downstream sides are joined at the upstream side of an intercooler 5, and also blowers Cp and Cs of primary and secondary side turbosuperchargers 9 and 10 are correspondingly arranged to passage 3a and 3b. Though each super charger 9 and 10 is arranged to the direct rear part of each right and left side bank 61R and 61L, in this case, the supercharger 9 actuated at least at the time of low speed is positioned closer to an assistant's seat side to the center in the body right and left direction. This enables the heat injury, by the said supercharger 9 to the equipments, etc., of a master cylinder or assistor etc., arranged to a driver's seat side, to be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an exhaust turbocharged engine for an automobile.

(Prior art) Exhaust turbocharged engines are equipped with multiple exhaust turbochargers, so-called sequential turbos, and only some of the exhaust turbochargers are activated at low speeds. While the first state has a small supercharging capacity,
At high speeds, it has been proposed to operate at least the remaining exhaust turbo superchargers to create a second state with a large supercharging capacity.

That is, by making the exhaust turbo supercharger (hereinafter referred to as a primary side turbo supercharger) that is operated at low speeds small, responsiveness is ensured. On the other hand, at high speeds, the remaining exhaust turbo supercharger (hereinafter referred to as the secondary turbo supercharger) is made larger and only the secondary turbo supercharger is operated, or the primary and secondary Large supercharging capacity can be obtained by operating both turbochargers.

JP-A-60-259722 discloses an application of such a sequential turbo to a type II engine.

(Problem to be solved by the invention) By the way, a turbocharger is a heat source that generates a considerable amount of heat, and in particular, the amount of heat generated by the primary side turbocharger, which is used frequently, is considerable. Become something.

On the other hand, in the case of automatic vehicles, there are a considerable number of devices that are placed near the engine and need to avoid high heat. Devices that are sensitive to this heat include the master cylinder, which is an important safety component, as well as brake boosters and steering boosters.

Therefore, an object of the present invention is to provide a primary side turbo supercharger for important safety parts disposed near the engine, assuming that two types of turbo superchargers are attached, one on the primary side and the other on the secondary side. To provide an automatic i1j engine with an exhaust turbo supercharger which can effectively prevent heat damage caused by a feeder.

(Means and actions for solving problems) To achieve the purpose stated in 1111. The present invention has the following configuration. That is, the engine is provided with at least a primary side exhaust turbo supercharger that operates at low speeds and a secondary side exhaust turbo supercharger that operates only at high speeds; The configuration is such that the machine is located on the passenger seat side with respect to the center of the vehicle body in the lateral direction.

With this configuration, devices such as the mask cylinder, brake booster, and steering booster are all located on the driver's seat side in the left-right direction of the vehicle, so these devices are not connected to each other. The primary side turbocharger is placed in a separate position. Therefore, it is possible to prevent heat damage to the equipment caused by the primary side turbocharger.

(Hereinafter, raw color p (Example) Examples of the present invention will be described in detail below with reference to the drawings.

In FIG. 1, an exhaust passage 2 for discharging exhaust gas from an engine 1 has two branch exhaust passages 2a and 2b extending independently from the engine 1. In addition, the intake passage 3 through which the intake air of the engine 1 flows has two branch intake passages 3a and 3b that are branched downstream of the air flow meter 4 that detects the intake air (2). 3
b merges with the intercooler 5 on the upstream side. A throttle valve 6 , a surge tank 7 , and a fuel injection valve 8 are arranged in the intake passage 3 on the downstream side of the intercooler 5 .

A turbine TP that is rotationally driven by exhaust gas is disposed in one branch exhaust passage 2a of the two branch exhaust passages 2a and 2b, and this turbine TP is disposed in one branch intake passage 3a. It is connected to the provided blower Cp via a rotating shaft LI'. And these turbines TP,
A primary side turbocharger 9 is configured with a rotating shaft LP and a blower CP as main elements. Similarly, the other branch exhaust passage 2b has a turbine T driven to rotate by exhaust gas.
S is arranged, and the other branch intake passage 3b
A blower C3 is disposed in the turbine TP, and the turbine TP and the blower C3 are connected by a rotating shaft LS to form a secondary turbo supercharger 10.

The passage portions of the branch intake passages 3a and 3b on the upstream side of the blowers cp and cs are formed so as to face each other in a straight line at the branch part branching from the intake passage 3, and one of the branch intake passages 3b The configuration is such that the generated pressure wave easily propagates to the other branch intake passage 3a side, easily propagates to the air flow meter 4 side, and hardly propagates to the air flow meter 4 side.

An exhaust cut valve 11 is disposed in the branch exhaust passage 2b on the secondary side of letter L on the upstream side of the turbine TS. This exhaust cut valve 11 operates in this branch exhaust passage 2b in a low rotation range.
is provided to shut off the provision of exhaust gas to the turbine TS of the secondary side turbocharger 10 and operate only the primary side turbocharger 9.

The exhaust cut valve +1 of the branch exhaust passage 2b on the secondary side
The upstream portion of the primary side branch exhaust passage 2a is connected to the upstream side of the turbine TP via the communication passage 12. The communication passage 12 is connected to the exhaust passage 2 on the downstream side of both the turbines TP and TS via a bypass passage 18 in which a waste gate valve 17 is disposed. The upstream side portion of the first exhaust gate valve 17 in the bypass passage 18 is connected between the turbine TS and the exhaust cut valve 11 in the branch exhaust passage 2b via the leakage passage 14 in which the exhaust leakage valve 13 is disposed. It is connected to the.

The exhaust leak valve 13 is operated by a diaphragm actuator 16, and the pressure chamber of the actuator 16 is connected to the control pressure conduit I5.
It opens into the branch intake passage 3a on the downstream side of the blower CP of the primary side turbocharger 9. This leakage valve 13 is configured so that the boost pressure pt on the downstream side of the blower CP is a predetermined value (for example, 500 mmHg) in the upper limit process of the engine speed.
If this happens, the exhaust cut valve ll will be opened.
When the bypass passage 14 is closed, a small amount of exhaust gas flows through the bypass passage 14.
It is supplied to the turbine TS through. Therefore, the turbine TS starts rotating before the exhaust cut valve 11 opens, thereby improving supercharging response and alleviating torque shock when the exhaust cut valve 11 opens.

Note that 19.20 is a diaphragm actuator that operates the exhaust gas cut valve 11 and the waste gate valve 17, respectively, and the operations of these actuators will be described later.

On the other hand, an intake cut valve 21 is provided in the secondary side branch intake passage 3b on the downstream side of the blower CP. Further, a passage 22 is provided to bypass the blower CS,
A relief valve 23 is provided in this bypass passage 22 . The intake cut valve 21 is operated by a diaphragm actuator 24 as described later. Also,
The relief valve 23 opens the bypass passage 22 until a little before the intake cut valve 21 and the exhaust cut valve l open during the upper limit process of the engine speed, and when the exhaust cut valve 11 is closed. Due to the rotation of the blower C3 based on the opening operation of the exhaust leakage valve 13, the blower C3
The blower C3 is provided to prevent pressure from increasing in the branch intake passage 3b between the intake cut valve 21 and the intake cut valve 21, and to facilitate rotation of the blower C3. Such a relief valve 23
is operated by a diaphragm actuator 25.

The control pressure conduit 26 of the actuator 24 that operates the intake cut valve 21 is a three-way valve 27 made of an electromagnetic solenoid valve.
connected to the output boat.

Also, an actuator 19 that operates the exhaust cut valve 11
The control pressure conduit 28 is connected to the output port of a three-way valve 29, which is also an electromagnetic solenoid valve. Furthermore, the control pressure conduit 3o of the actuator 25 for actuating the relief valve 23 is connected to the output boat of the three-way valve 31 similar to that described above.

The control pressure conduit 32 of the actuator 20 which operates the wastegate valve 17 is connected to the output port of a three-way valve 33 consisting of an electromagnetic solenoid valve. The three-way valves 27, 29, 31 and 33 made of these electromagnetic solenoid valves are
Control circuit 3 configured using a microcomputer
Controlled by 5. This control circuit 35 controls each electromagnetic solenoid valve based on detected values such as engine speed Ne, intake air amount Q, throttle opening TVO, and lower pressure Pl on the downstream side of the blower CP of the primary side turbocharger 9. control.

Among the four electromagnetic solenoid valves, one manual boat of the three-way valve 29 is open to the atmosphere, and the other input boat is connected to the negative pressure tank 43 via a conduit 36. Intake negative pressure Pn downstream of the throttle valve 6 is introduced into the negative pressure tank 43 via the check valve 37.

Further, the three-way valve 27 has one input boat connected to the conduit 36.
The other input port is connected to the output port of the differential pressure detection valve 39 via a conduit 38.

As shown in FIG. 2, the inside of the differential pressure detection valve 39 is defined into three chambers 54, 55, 56 by two diaphragms 52, 53, and an input boat 54a is connected to the chamber 54. An input boat 55a is opened at 55, and an output boat 57 and an air release boat 58 connected to the conduit 38 are opened at the chamber 56. The boat 54a is connected to the downstream side of the intake cut valve 21 via the conduit 41,
A boost pressure PI downstream of the primary blower Cp is introduced. Further, the boat 55a is connected to the upstream side of the intake cut valve 21 via the conduit 42, and introduces the pressure P2 on the upstream side of the intake cut valve 21 when the intake cut valve 21 is closed. There is. When the pressure difference between the pressures PI and P2 is large, this differential pressure detection valve 39 detects the valve body 59 connected to both diaphragms 52 and 53.
The boat 47 is opened and atmospheric air is introduced into the conduit 38, but when the differential pressure P2-P1 becomes within a predetermined value ΔF), the boat 57 is closed by a spring 59. Therefore, when the three-way valve 27 communicates the conduit 26 with the conduit 38 and the differential pressure P2-P1 becomes larger than the predetermined value ΔP, the atmosphere is introduced into the actuator 24 and the intake cut valve 21 is opened. be opened. Further, when the three-way valve 27 connects the conduit 26 to the conduit 36, negative pressure is supplied to the actuator 24 and the intake cut valve 21 is closed.

On the other hand, when the three-way valve 29 connects the conduit 28 to the conduit 36, negative pressure is supplied to the actuator 19 and the exhaust cut valve 11 is closed, and at this time only the primary side turbocharger 9 is operated. state. In addition, the three-way valve 29
8 is released to the atmosphere, the exhaust cut valve 11 is opened,
The secondary side turbocharger 10 is activated.

FIG. 3 shows the open/closed states of the intake cut valve 21 and the exhaust cut valve II, the exhaust leak valve 13, and the waste gate valve 17.
This control map is shown together with the opening and closing states of the relief valve 23 and is stored in the control circuit 35.

Here, one input boat of the three-way valve 31 is also opened to the atmosphere, and the other input boat is connected to the negative pressure tank 43, and when the engine is running at low speed, the intake negative pressure Pn is connected to the conduit 30.
is introduced, and the relief valve 25 opens the bypass passage 22, but in the process of increasing the engine speed Ne, before the intake cut valve 21 and the exhaust cut valve 11 open, as shown in FIG. The three-way valve 31 is switched to the atmosphere side by a signal from the control circuit 35, so that the relief valve 25 closes the bypass passage 22.

Further, supercharging pressure PI is introduced into one input port of the three-way valve 33 through the control pressure conduit 15 of the actuator 16, and when the engine speed Ne and the throttle opening TVO are equal to or higher than predetermined values, When the supply pressure P1 exceeds a predetermined value, the control circuit 35 opens the two-way valve 33 and introduces the supercharging pressure P1 into the actuator 20, which causes the wastegate valve 17 to open the bypass passage 18. There is. The other input port of the three-way valve 33 is open to the atmosphere, and when the actuator 20 is supplied with the atmosphere, the wastegate valve 17 is closed.

Flowchart No. 4A, No. 4B FIGS. 4A and 4B are flowcharts for performing control according to the map shown in FIG. ). In this flowchart, the flags are 1 to
Although the flow of the process changes depending on which of the ranges 6 is set, the meaning of this flag is as shown in FIG. In other words, for each episode 11, 21, and 23, each episode has a hysteris for opening and closing, so each episode 11, 21, and 23
, 21.23, two characteristic lines are set for each of them, for a total of six characteristic lines. stop.

The flag is changed each time this characteristic line is crossed, and when the operating state moves toward the region on the right side of Figure 3 (high rotation, high load region), the flag changes to "2", "4
” or an even number like “6”. Conversely, when the operating state changes to the area on the left side of FIG. 3, the flag is changed to an odd number such as "5", "3", or rlJ. Of course, at the start of operation, the flag is set to rlJ (initialization) in the low rotation and low load region.

Based on the above, the flowchart will be briefly explained.

First, the system is initialized at Sl in FIG. 4A, and at this time the flag is set to l. Then, S
In step 2, after the engine speed R and intake air ff1Q are input as data, Ql-Q6 (intake air speed) and R1-16 (engine speed), which determine the six characteristic lines mentioned above, are read out from the map. be done.

After S3, in S4, it is determined whether the rate of change of the intake air ff1Q is greater than a set value A. This S4
When the determination is YES, in S5, for each of Ql to Q6 and R1 to R6 read in G. S3,
A predetermined reduction correction (subtraction of ΔQl to ΔQ6, ΔR1 to ΔR6) is performed, and then the process moves to S6. Further, when the determination in S4 is NO, the process proceeds to S6 without passing through S5. The process in S5 above corresponds to a process for expanding the operating range of the secondary side turbocharger 10 to a lower load and lower rotation side during acceleration. , S6, it is determined whether or not the flag F is 1. Since the flag F is initially initialized to 1, this determination is YES. At this time, if the determination in S7 or S8 is YES, S
After flag F is set to 2 at 9, the relief valve 23 is closed at SlO (actuator 25
negative pressure supply to). Further, if both of the determinations in S7 and S8 are NO, the process returns as is.

When the determination in S6 is No, the flag F is set in Sll.
It is determined whether or not is twice the integer m, that is, either 2.4 or 6. When the determination of Sll is YES, it is determined in S12 whether the flag F is 2 or not. When the determination in S12 is YES, when the determination in either Sl3 or S14 is YES, the flag F is set to 4 in Sl5, and then the flag F is set to 4 in Sl5.
At 6, the exhaust cut valve 11 is opened (atmosphere is supplied to the actuator 19). Also, when both determinations in S13 and S14 are No, determinations in S17 and S18 are both YES.
When S is reached, the flag is set to 1 in S19, and then the relief valve 23 is opened in S20 (negative pressure is supplied to the actuator 25). Further, if the determination in either S17 or S18 is No, the process returns.

When the determination in S+2 is No, it is determined in S21 whether or not the flag F is 4, and the determination in S21 is YES.
When it is S, the flag F is set to 6 or 3, or the process returns as is. That is, S22, S23
If YES in any of the above determinations, the flag F is set to 6 in S24, and then the intake cut valve 21 is opened in S25 (the actuator 24 is communicated with the conduit 38). Further, when both the determinations in S22 and S23 are NO, when the determinations in 326 and S27 are both YES, the flag F is set to 3, and then the exhaust cut valve 11 is closed in S29 (the actuator 19 Negative pressure supply) If the determination in either 826 or S27 is No, the process returns as is.

If the determination in S21 is No, it means that the current flag F is 6. At this time, it is time to set flag F to 5 or simply return. That is, when both determinations in S30 and S31 are YES, S3
After the flag F is set to 5 in step S33, the intake cut valve 21 is closed (negative pressure is supplied to the actuator 24).

Also, S30. If NO in any of the determinations in S31, the process returns directly.

When the Sll determination is No, the process moves to S41 in FIG. 4B. In this S41, it is determined whether the flag F is 3 or not. If this determination is YES, it is time to set flag F to 1 or 4 or to return as is. That is, both determinations in S42 and S43 are YES.
At this time, after the flag F is set to 1 in S44, the relief valve 23 is opened in S45 (negative pressure is supplied to the actuator 25). Further, when either the determination in S42 or S43 is No, when the determination in S46 or S47 is YES, the flag F is set to 4 in S48, and then the exhaust cut valve 11 is set in S49.
is opened (air supply to actuator 19). Then, if both of the determinations in S46 and S47 are No, the process returns.

If the determination in S41 is No, the current flag F is 5.
It's time. At this time, it is time to set flag F to 3 or 6, or to return as is. That is, when both the determinations in S50 and S51 are YES, the flag F is set to 3 in S52, and then the exhaust cut valve 11 is closed in S53 (the actuator 1
9). Further, when the determination in either S50 or S51 is NO, when the determination in S54 or S55 is YES, the flag F is set to 6 in S56, and then the intake cut valve 21 is opened in S57. (communicating actuator 24 to conduit 38). And S
If both of the determinations in S54 and S55 are No, the process returns.

ENGINE 1, TURBO 9, IO Next, with reference to FIG. 5, the engine 1 and the arrangement positions of the turbo superchargers 9 and 10 relative to the engine 1 will be explained.

First, in the automobile 70, the upper side in FIG. 5 is the front of the vehicle body, and a dash panel 71 defines a passenger compartment 72 located at the rear thereof and an engine compartment 73 located at the front thereof. Further, the automobile 70 is of a left-hand drive type, with a driver's seat having a handle 74 disposed on the left side in FIG. 5, and a passenger seat on the right side in FIG.

In the engine room 73, there is a dash panel 7.
In addition to the brake booster 75, a mask cylinder and a steering booster (not shown) are arranged in the vicinity of the handlebar 74 in the left-right direction of the vehicle.

The engine 1 arranged in the engine room 73 is a type 6-cylinder engine with a left bank 61L on the left side of the crankshaft (its axis is indicated by the symbol β) and a right pancro 1R on the right side. There is. In other words, three cylinders are configured in series in the left bank 61L, and the right pankuro 1R
Three cylinders are configured in series, and three cylinders in the same puncture
The firing orders of the two cylinders are set so that they are not adjacent to each other. In the embodiment, the engine 1 is installed vertically, that is, mounted on the vehicle body so that the crankshaft extends in the longitudinal direction of the vehicle body.

The two branch exhaust passages 2a and 2b are substantially constituted by exhaust manifolds 62L and 62R provided independently for each panchromator 1L and 6111, and the collective parts thereof are communicated with each other through the communication passage 12. has been done. The exhaust manifolds 62L and 62R are connected to the corresponding bank so that the left and right panchromators 1L and 61R are sandwiched between them, that is, on the opposite side from the V bank central space V.

Of the two turbo superchargers 9 and 10, the primary turbo supercharger 9 receives the immediate force of the right panchromatic 1R, that is, the passenger seat side (right side in Fig. 5) from the crankshaft in the left-right direction of the vehicle body. ). Further, the secondary side turbo supercharger 10 is set to the left panchromatic 1 [.

The steering wheel 74 is located directly behind the steering wheel 74, that is, on the driver's seat side in the left-right direction of the vehicle.

In the embodiment, the intercooler 5 is of an air-cooled type and is disposed in front of the engine 1. Note that, unlike the case in FIG. 1, FIG. 5 shows a case in which a dedicated ink cooler is provided for each turbocharger 9 and 10. Specifically, the intercooler for the primary side turbocharger has the code 5P.
The intercooler for the secondary turbocharger is designated by the symbol 5S. And each intercooler 5P, 5
The intake population of S is set to face the side where the corresponding turbocharger 9 or 10 is located in the left-right direction of the vehicle body. Thereby, the length of the intake passage from the turbocharger 9 (10) to the intercooler 5r' (5S) is made as short as possible, and supercharging responsiveness is ensured.

Note that both intercoolers 5P and 58 are arranged so as to extend in the rearward direction of the vehicle body 110, and 5S is located further forward than 51). As a result, the cooling performance of the intercooler 5S for the secondary turbocharger 10 is ensured by minimizing the influence of the intercooler 5P for the primary turbocharger 9, which tends to reach high temperatures due to its frequent use. Ru.

Here, as is already clear from the above explanation, the secondary side turbocharger 10 is placed close to important safety parts such as the brake booster 75, but the primary side turbocharger Aircraft 9 will be located sufficiently far away. Therefore, it is possible to avoid heat damage to the booster 75 caused by the primary turbo supercharger 9, which is frequently used and tends to reach a high temperature.

In FIG. 5, 63[) and 631- are independent intake pipes connected to each cylinder from the surge tank 7, 64 is an exhaust gas purification catalyst, 76 is a steering shaft, and 77 is a wheel house.

FIG. 6 shows a modification of the arrangement of the turbocharger 9.10. In this embodiment, both turbo superchargers 9 and 10 are arranged so as to be located on the passenger seat side in the left-right direction of the vehicle body. More specifically, both the primary side and secondary side turbo superchargers 9.10 are on the right panchromatic 1r'? The crankshaft 6o is located on the opposite side of the crankshaft 6o. The turbo superchargers 9 and 10 are arranged close to each other so as to be as close as possible to the right bank 61R and in the axial direction of the crankshaft 60. A branch exhaust passage 2b extending longer than the gathering part of the exhaust manifold 62L connected to the left panchromator 11 crosses the crankshaft and is connected to the secondary turbo supercharger IO. In this embodiment, both turbochargers 9 and 10 are located far from the booster 75''rP, which is even more advantageous in preventing heat damage to the booster 75 and the like.

FIG. 7 to FIG. 9 show that when the intercooler 5 is provided exclusively for the primary side turbocharger 9 and the secondary side turbocharger 10, as explained in FIG. This shows an example of a configuration different from that shown in FIG.

First, in the one in Fig. 7, intercoolers 5P and 5
The inlets of the supercharged intake air for both No. 3 and No. 3 are set in the same direction.

In the case of FIG. 8, the directions of the intake inlets of intercoolers 5P and 58 are set in the same way as in the case of FIG. The intercoolers 5P and 58 are set in a vertical positional relationship with each other such that 5P is located above.

In the one shown in FIG. 9, the casings 8 of intercoolers 5P and 5S are integrated with each other, and two intake inlets 82P, 82S, two cooling cores 83P, 83S,
It has one intake outlet 84. That is, 82P, 8
3P is for primary side turbocharger 9, 82S, 83S
is used for the secondary side turbocharger 10, and 84 is used for both turbochargers 9 and 10. Then, the intake air that has passed through the cooling core 83S merges with the intake air that has passed through the cooling core 83P, and is discharged from one outlet 84. Then, an intake cut valve 21 that allows or blocks the intake air that has passed through the cooling core 83S from merging with the intake air that has passed through the cooling core 83P is connected to the casing 8.
] is located within. Furthermore, relief 'J? 23 is connected to the casing 81.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

(2) The operation of the primary turbocharger 9 may be stopped when the secondary turbocharger 10 operates.

However, in this case, the secondary side turbocharger IO is larger than the primary side turbocharger 9 (has a higher supercharging capacity).

(2) The primary side turbocharger 9 and the secondary side turbocharger IO may be connected in series with each other in the flow direction of exhaust gas. That is, the intake air supercharged by the primary turbocharger 9 may be further supercharged by the secondary turbocharger 10. Of course, in that case, at low speeds when the secondary turbocharger IO does not operate, a bypass path is provided to bypass the secondary turbocharger PMIO and allow intake air to flow.

(2) The engine 1 may be a horizontally opposed engine, a rotary piston engine, or any other appropriate engine.

(2) The engine 1 may be of a so-called horizontal type in which the crankshaft extends in the left-right direction of the vehicle body.

(2) The present invention can be similarly applied to a right-hand drive vehicle in which the steering wheel 74 is located on the right side in FIG.

(Effects of the Invention) As is clear from the above description, the present invention provides an important safety component that is placed on the driver's seat side where the steering wheel is located in the left and right direction of the vehicle body. It can prevent heat damage caused by high heat.

[Brief explanation of the drawing]

FIG. 1 is an overall system diagram showing one embodiment of the present invention. FIG. 2 is a sectional view of the differential pressure detection valve shown in FIG. 1, and FIG. 3 is a characteristic diagram showing switching characteristics at each time. 4th Yazono and 4B are flowcharts when performing control according to the characteristic diagram of FIG. 3. FIG. 5 is a plan view showing an example of the arrangement relationship between a primary side turbocharger and a secondary side turbocharger. FIG. 6 is a plan view showing a modification of the arrangement relationship between the primary side turbocharger and the secondary side turbocharger. 7 to 9 are simplified explanatory diagrams showing examples of the structure of an intercooler. I;! , : Axis (crankshaft) 1: Engine 2: Exhaust passages 2a, 2b bifurcated exhaust passage 3: Intake passages 3a, 3b: Branched intake passages 9: Primary side turbo supercharger 10: Secondary side turbo supercharger 60: Crankshaft 72: Engine room 73: Vehicle compartment 74: Handle 75: Boost device

Claims (1)

[Claims] (1) The engine is provided with at least a primary side exhaust turbo supercharger that operates at low speeds and a secondary side exhaust turbo supercharger that operates only at high speeds, the primary side exhaust turbo supercharger being An exhaust turbo supercharged engine for an automobile, characterized in that the engine is located on the passenger side with respect to the lateral center of the vehicle body.