Patent Publication Number: US-2013247847-A1

Title: Cooling device for engine

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a national phase application of International Application No. PCT/JP2010/071139, filed Nov. 26, 2010, the content of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present invention relates to a cooling device for an engine. 
     BACKGROUND ART 
     An engine is generally cooled by a coolant. Also, there is known a cylinder head having a high heat load. Patent Document 1 discloses a cooling device for a multi-cylindered engine where the cylinder block is prevented from being excessively cooled while the cooling performance of the cylinder block is improved. 
     PRIOR ART DOCUMENT 
     Patent Document 
     
         
         [Patent Document 1] Japanese Patent Application Publication No. 08-177483 
       
    
     SUMMARY OF THE INVENTION 
     Problems to be Solved by the Invention 
     The engine is cooled for suppressing, for example, the generation of knocking. When the engine is cooled down more than necessary, a cooling loss will be increased, resulting in a decrease in the heat efficiency. 
     Thus, the present invention has been made in view of the above circumstances and has an object to provide a cooling device for an engine satisfying both a reduction in cooling loss and anti-knocking performance. 
     Means for Solving the Problems 
     The present invention is an engine cooling device including: an engine including a cylinder block, a cylinder head, an intake side cooling medium passage, an exhaust side cooling medium passage, and a divergent cooling medium passage; and a first state change portion; wherein the intake side cooling medium passage is provided at an intake side in the cylinder block, and is provided in such a direction as to arrange a plurality of bores provided in the cylinder block, the exhaust side cooling medium passage is provided at an exhaust side in the cylinder block, is independent of the intake side cooling medium passage, and is provided in such a direction as to arrange the plurality of the bores, the divergent cooling medium passage diverges from a given position of the intake side cooling medium passage, is provided from the intake side cooling medium passage toward the exhaust side of the cylinder head through the intake side of the cylinder head, and is provided at the exhaust side in such a direction as to arrange the plurality of the bores, and the first state change portion makes a cooling medium flowing state changeable between a state where the cooling medium is caused to flow in the intake side cooling medium passage and a state where the cooling medium is caused to flow in the intake side cooling medium passage and the divergent cooling medium passage, selected from the intake side cooling medium passage and the divergent cooling medium passage. 
     Preferably, the present invention further includes a first flow control portion including the first state change portion, causing the cooling medium to flow in the intake side cooling medium passage and the exhaust side cooling medium passage when an engine driving state is in a low speed and a high load, and causing the cooling medium to flow in the intake side cooling medium passage selected from the intake side cooling medium passage and the divergent cooling medium passage. 
     Preferably, the present invention further includes a second flow control portion including the first state change portion, prohibiting the cooling medium from flowing in the intake side cooling medium passage and the exhaust side cooling medium passage when the engine driving state is in a low load. 
     Preferably, the present invention further includes: a heat exchanger transferring heat between air and the cooling medium caused to flow in the exhaust side cooling medium passage; a heat accumulator storing the cooling medium caused to flow in the exhaust side cooling medium passage, and keeping heat of the cooling medium; a second state change portion making the cooling medium flowing state changeable between a state where the cooling medium is caused to flow in the heat exchanger and the a state where the cooling medium is caused to flow in the heat accumulator selected from the heat exchanger and the heat accumulator; and a third flow control portion including the second state change portion, causing the cooling medium to flow in the exhaust side cooling medium passage when the engine driving state is in a cold driving or in an engine starting, and causing the cooling medium to flow in the heat accumulator, selected from the heat exchanger and the heat accumulator. 
     Preferably, the present invention further includes a high heat conductive portion provided at a portion between adjacent bores selected from the plurality of the bores, exposed from a deck surface of the cylinder block, and having a heat conductivity higher than a base material of the cylinder block. 
     Preferably, in the present invention, the high heat conductive portion includes a channel portion and a high heat conductive material, the channel portion is provided at the portion between the adjacent bores selected from the plurality of the bores of the cylinder block, opens toward the deck surface, and has a given depth, and a material is supplied to the channel portion and is melted by a laser beam, whereby the high heat conductive material is provided at the channel portion so as to be exposed at the deck surface and has a heat conductivity higher than the base material of the cylinder block. 
     Effects of the Invention 
     According to the present invention, both a reduction in the cooling loss and the anti-knocking performance can be satisfied. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic view of a cooling device for an engine according to a first embodiment; 
         FIG. 2  is a schematic view of the engine according to the first embodiment; 
         FIG. 3  is a view of each water jacket; 
         FIG. 4  is a view of intake side and exhaust side water jackets; 
         FIG. 5  is a view of a divergent water jacket; 
         FIG. 6  is a schematic view of an ECU; 
         FIG. 7  is a view of divisions of an engine driving state; 
         FIG. 8  is a view of a first flow manner of a coolant; 
         FIG. 9  is a view of a second flow manner of the coolant; 
         FIG. 10  is a view of a third flow manner of the coolant; 
         FIG. 11  is a flowchart of a first operation; 
         FIG. 12  is a view of a heat transfer coefficient and a surface area ratio of the combustion chamber in response to a crank angle; 
         FIG. 13  is a schematic view of a cooling device for the engine according to a second embodiment; 
         FIG. 14  is a view of a fourth flow manner of the coolant; 
         FIG. 15  is a flow chart of a second operation; 
         FIG. 16  is a vertical sectional view of an engine according to a third embodiment; 
         FIG. 17  is a top view of a cylinder block according to the third embodiment; 
         FIG. 18  is an enlarged view around a first high heat conductive portion illustrated in  FIG. 16 ; 
         FIG. 19  is a view of a first example of a second high heat conductive portion; 
         FIG. 20  is a view of a second example of the second high heat conductive portion; 
         FIG. 21  is an enlarged view around a third high heat conductive portion illustrated in  FIG. 16 ; 
         FIG. 22  is a schematic view of a method for forming a high heat conductive material; 
         FIG. 23  is a view of a first variation of the cooling device for the engine; and 
         FIG. 24  is a view of a second variation of the cooling device for the engine. 
     
    
    
     MODES FOR CARRYING OUT THE INVENTION 
     Embodiments according to the present invention will be described with reference to the drawings. 
     First Embodiment 
       FIG. 1  is a schematic view of a cooling device for an engine (hereinafter, referred to as cooling device). A cooling device  1 A is mounted on a vehicle not illustrated. The cooling device  1 A includes: a first water pump (hereinafter, referred to as W/P)  11 ; a first radiator  12 ; a second W/P  21 ; a second radiator  22 ; a first control valve  31 ; and an engine  50 A. 
     The W/Ps  11  and  21  are cooling medium pressure feeding portions, and pressure-feed a coolant as a cooling medium. The W/Ps  11  and  21  are variableness W/Ps changing a flow rate of the coolant to be pressure-fed. The W/Ps  11  and  21  pressure-feed the coolant, thereby causing the coolant to flow in the engine  50 A. The radiators  12  and  22  are heat exchangers, and transfer heat between air and the coolant caused to flow in the engine  50 A. 
     The engine  50 A is provided with an intake side water jacket (hereinafter referred to as W/J)  501  and an exhaust side W/J  502 . In response to this, specifically, the first W/P  11  causes the coolant to flow in the intake side W/J  501 . On the other hand, the second W/P  21  causes the coolant to flow in the exhaust side W/J  502 . Also, the first radiator  12  transfers heat between air and the coolant caused to flow in the intake side W/J  501 . On the other hand, the second radiator  22  transfers heat between air and the coolant caused to flow in the exhaust side W/J  502 . 
     The cooling capacity of the second radiator  22  is set to be greater than that of the first radiator  12 . Specifically, the capacity of the second radiator  22  is greater than that of the first radiator  12 . For this reason, when the flow rates of the coolants are the same, the second radiator  22  transfers heat between air and the coolant caused to flow in the exhaust side W/J  502  such that the temperature of the coolant flowing in the exhaust side W/J  502  is lower than that of the coolant flowing in the intake side W/J  501 . 
     The engine  50 A is provided with a divergent W/J  503 A in addition to the W/Js  501  and  502 . The divergent W/J  503 A diverges from the intake side W/J  501 . The coolant flowing in the divergent W/J  503 A joins the coolant flowing in the intake side W/J  501  again. 
     The first control valve  31  is provided at a joining point where the coolant flowing in the intake side W/J  501  joins the coolant flowing in the divergent W/J  503 A. The first control valve  31  switches the coolant flowing state between the state where the coolant is caused to flow in the intake side W/J  501  selected from the W/Js  501  and  503 A and the state where the coolant is caused to flow in the W/Js  501  and  503 A. This makes the coolant flowing state changeable. 
     The cooling device  1 A is formed with plural coolant circulation passages. For example, as the coolant circulation passage, there is a first circulation passage C 1  in which the intake side W/J  501  is installed. After being discharged from the first W/P  11 , the coolant flowing in the first circulation passage C 1  flows the intake side W/J  501  through the first radiator  12 . After flowing in the intake side W/J  501 , the coolant returns to the first W/P  11  through the first control valve  31 . 
     Also, as the coolant circulation passage, for example, there is a second circulation passage C 2  in which the exhaust side W/J  502  is installed. After being discharged from the second W/P  21 , the coolant flowing in the second circulation passage C 2  flows the exhaust side W/J  502  through the second radiator  22 . After flowing in the exhaust side W/J  502 , the coolant retunes to the second W/P  21 . 
     Also, as the coolant circulation passage, for example, there is a third circulation passage C 3  in which divergent W/J  503 A is installed. After being discharged from the first W/P  11 , the coolant flowing in the third circulation passage C 3  flows in the intake side W/J  501  through the first radiator  12 . Subsequently, the coolant flows into the divergent W/J  503 A from a partway of the intake side W/J  501 . After flowing in the divergent W/J  503 A, the coolant returns to the first W/P  11  through the first control valve  31 . 
     Thus, the first control valve  31  is provided at, specifically, the joining point where the first circulation passage C 1  and the third circulation passage C 3  join together. For example, the first control valve  31  may be provided in the circulation passage C 3  at a position of the downstream side of the engine  50 A and the upstream side of the joining point where the circulation passage C 3  and the first circulation passage C 1  join together. In this case, for example, the first control valve  31  is switched between whether or not the flow rate of the coolant flowing in the divergent W/J  503 A is zero, thereby changing the coolant flowing state. 
     For example, the flow of the coolant in the divergent W/J  503 A is allowed or prohibited, in order to switch whether or not the flow rate of the coolant flowing in the divergent W/J  503 A is zero. Further, for example, the flow rate of the coolant flowing in the divergent W/J  503 A is changeable. The first control valve  31  corresponds to a first state change portion. 
       FIG. 2  is a schematic view of the engine  50 A. The engine  50 A is a spark-ignition internal combustion engine, and includes: a cylinder block  51 A; a cylinder head  52 A; a piston  53 ; a head gasket  54 A; an inlet valve  55 ; an exhaust valve  56 ; a spark plug  57 . 
     Bores  51   a  are provided in the cylinder block  51 A. The piston  53  is provided in the bore  51   a . The cylinder head  52 A is provided in the cylinder block  51 A through the head gasket  54 A. Thus, the head gasket  54 A is provided between the cylinder block  51 A and the cylinder head  52 A. The head gasket  54 A has a high heat insulating property. In this regard, a board of the head gasket  54 A is made of SUS, and a surface thereof is coated with a rubber (for example, NBR rubber) having a high heat insulating property. A wall portion of the bore  51   a , the cylinder head  52 A, and the piston  53  define a combustion chamber E. 
     The cylinder head  52 A is formed with an intake port  52   a  for introducing intake air to the combustion chamber E and an exhaust port  52   b  for exhausting gas from the combustion chamber E. Also, the intake valve  55  for opening and closing the intake port  52   a  and the exhaust valve  56  for opening and closing the exhaust port  52   b  are provided. The spark plug  57  is provided in the cylinder head  52 A to face an upper center of the combustion chamber E. 
     The intake side W/J  501  and the exhaust side W/J  502  are provided in the cylinder block  51 A. The intake side W/J  501  is provided in the cylinder block  51 A at the intake side. The exhaust side W/J  502  is provided in the cylinder block  51 A at the exhaust side. The W/Js  501  and  502  are provided adjacently to the wall portion of the bore  51   a.    
     Partial W/Js  503   aa  to  503   ad  are provided in the cylinder head  52 A. The partial W/Js  503   aa ,  503   ab , and  503   ac  are provided around the intake port  52   a , the exhaust port  52   b , and the spark plug  57 , respectively. Also, the partial W/Js  503   ad  are provided for cooling a portion between the intake valve  55  and the exhaust valve  56 , and another portion. 
       FIG. 3  is a view of the W/Js  501 ,  502 , and  503 A.  FIG. 4  is a view of the W/Js  501  and  502 .  FIG. 5  is a view of the divergent W/J  503 A.  FIG. 3  is a perspective view of the engine  50 A and illustrates the W/Js  501 ,  502 , and  503 A.  FIG. 4  is a top view of the cylinder block  51 A and illustrates the W/Js  501  and  502 .  FIG. 5  is a perspective view of an inner structure of the cylinder head  52 A and schematically illustrates the divergent W/J  503 A. 
     Plural bores  51   a  (herein, four) are provided in the cylinder block  51 A. Plural bores  51   a  are arranged in series. The intake side W/J  501  is provided in such a direction as to arrange plural bores  51   a . An intake side inlet portion  51   b  which introduces the coolant into the intake side W/J  501  is provided in the cylinder block  51 A at a front side of the engine  50 A, that is, at an opposite side of where the engine  50 A produces an output. Moreover, an intake side outlet portion  51   c  which discharges the coolant from the intake side W/J  501  is provided at a rear side of the engine  50 A. The intake side W/J  501  causes the coolant to flow from the front side to the rear side of the engine  50 A. 
     The exhaust side W/J  502  is provided independently of the intake side W/J  501 . Also, the exhaust side W/J  502  is provided in such a direction as to arrange the plural bores  51   a . An exhaust side inlet portion  51   d  which introduces the coolant into the exhaust side W/J  502  is provided in the cylinder block  51 A at the front side of the engine  50 A. Also, an exhaust side outlet portion  51   e  which discharges the coolant from the exhaust side W/J  502  is provided at the rear side of the engine  50 A. The exhaust side W/J  502  causes the coolant to flow from the front side to the rear side of the engine  50 A. 
     The W/Js  501  and  502  open toward a deck surface D of the cylinder block  51 A. That is, the cylinder block  51 A is an open deck type of the cylinder block. The intake side W/J  501  corresponds to an intake side cooling medium passage, and the exhaust side W/J  502  corresponds to an exhaust side cooling medium passage. 
     The divergent W/J  503 A diverges from a given position of the intake side W/J  501 , and is provided to extend from the intake side W/J  501  toward the exhaust side of the cylinder head  52 A through the intake side of the cylinder head  52 A. Further, the divergent W/J  503 A is provided in the cylinder head  52 A at the exhaust side in such a direction as to arrange the plural bores  51   a.    
     A given position is set to correspond to the bore  51   a . For this reason, the divergent W/J  503 A is provided with the plural (herein, four) partial W/Js  503   a  which are diverged to respectively correspond to the bores  51   a . The partial W/Js  503   a  cause the coolant to flow from the intake side toward the exhaust side of the cylinder head  52 A. That is, the coolant is caused to flow in the lateral direction crossing the front-rear direction of the engine  50 A. 
     The partial W/J  503   a  is provided to extend from the intake side toward the exhaust side, and defines, for example, the above mentioned partial W/Js  503   aa  to  503   ad  so as to cool each portion of the cylinder head  52 A. The divergent W/J  503 A is provided at the exhaust side of the cylinder head  52 A and extends in such a direction as to arrange the plural bores  51   a  so as to join the W/J  503   a . The divergent W/J  503 A corresponds to a divergent cooling medium passage. 
       FIG. 6  is a schematic view of an ECU  70 A. The cooling device  1 A is further equipped with the ECU  70 A. The ECU  70 A is an electronic control unit, and includes a microcomputer equipped with a CPU  71 , a ROM  72 , a RAM  73 , and the like, and input-output circuits  75  and  76 . These parts are connected to each other via a bus  74 . 
     The ECU  70 A is electrically connected with various sensors or switches such as a crank corner sensor  81  for detecting the rotational number of the engine  50 A, an air flow meter  82  for measuring the amount of intake air of the engine  50 A, an accelerator opening sensor  83  for detecting the degree of an accelerator opening, and a water temperature sensor  84  for detecting the temperature of the coolant. Also, the ECU  70 A is electrically connected with various control objects such as the W/Ps  11  and  21 , and the first control valve  31 . The ECU  70 A detects the load of the engine  50 A based on the outputs of the air flow meter  82  and the accelerator opening sensor  83 . 
     The ROM  72  stores map data or programs about various kinds of processing performed by the CPU  71 . The CPU  71  processes based on a program stored in the ROM  72  and uses a temporary memory area of the RAM  73  if necessary, whereby the ECU  70 A functions as various portions such as a control portion, a determination portion, a detecting portion, and a calculating portion. 
     For example, the ECU  70 A functions as a control portion for controlling the flow of the coolant in the W/Js  501 ,  502 , and  503 A in response to the engine driving state (the driving state of the engine  50 A). The control portion controls the W/Ps  11  and  21 , and the first control valve  31  to control the flow of the coolant. 
       FIG. 7  is a view of divisions of the engine driving state. As illustrated in  FIG. 7 , the engine driving state is classified into six divisions D 1  to D 6 , in response to the number of the rotation of the engine  50 , the load thereof, the cold driving, and the engine starting. In control of the control portion, the control portion sets requirements to be satisfied in each of the divisions D 1  to D 6  and control indications for satisfying the set requirements, as will be described below in detail. 
     Firstly, when the engine driving state is an idle state corresponding to the division D 1 , two requirements are set for improving a combustion speed depending on an increase in the intake air temperature, and for increasing an exhaust gas temperature to activate an exhaust gas purifying catalyst. In response to this, two control indications are set for increasing the temperatures of the intake port  52   a  and the upper portion of the wall portion of the bore  51   a , and for increasing the temperature of the exhaust port  52   b.    
     Further, when the engine driving state is in a low load corresponding to the division D 2 , two requirements are set for improving the heat efficiency (reducing the cooling loss), and for improving the combustion speed by increasing the intake air temperature. In response to this, two control indications are set for the insulation of the cylinder head  52 A, and for an increase in the temperatures of the intake port  52   a  and the upper portion of the wall portion of the bore  51   a.    
     Further, when the engine driving state is in a low rotation and high load corresponding to the division D 3 , the requirements are set for reducing the knocking and for improving the heat efficiency (reducing the cooling loss). In response to this, there are set two control indications for cooling the intake port  52   a  and the upper portion of the wall portion of the bore  51   a  and for insulating the cylinder head  52 A. 
     Further, when the engine driving state is in a high rotation and high load corresponding to the division D 4 , two requirements are set for ensuring reliability and reducing the knocking. In response to this, two control indications are set for cooling the periphery of the spark plug  57 , the portion between the intake and exhaust valves  55  and  56 , and the exhaust port  52   b , and for cooling the intake port  52   a.    
     Also, in a cold driving corresponding to the division D 5 , two requirements are set for accelerating warm-up of the engine and improving the combustion speed depending on an increase in the intake air temperature. In response to this, two control indications are set for accelerating the heat transfer of the cylinder head  52 A and for increasing the temperatures of the intake port  52   a  and the upper portion of the wall portion of the bore  51   a.    
     Also, in an engine startup corresponding to the division D 6 , two requirements are set for improving the ignition property and for promoting the fuel vaporization. In response to this, two control indications are set for increasing the temperature of the intake port  52   a , and for increasing the temperatures of the periphery of the spark plug  57  and the upper portion of the wall portion of the bore  51   a.    
     In this regard, the control portion of the cooling device  1 A is achieved to perform the following controls.  FIG. 8  is a view of a first flow manner of the coolant.  FIG. 9  is a view of a second flow manner of the coolant.  FIG. 10  is a view of a third flow manner of the coolant. In  FIGS. 8 ,  9 , and  10 , broken lines indicate a state where the coolant does not flow, and heavy lines indicate a state where the coolant flows. 
     As illustrated in  FIG. 8 , the control portion prohibits the coolant from flowing in the W/Js  501  and  502 , when the engine driving state is in the idle state corresponding to the division D 1 , the low load corresponding to the division D 2 , the cold driving corresponding to the division D 5 , or the engine starting corresponding to the division D 6 . Specifically, the W/Ps  11  and  21  are controlled to stop. 
     As illustrated in  FIG. 9 , the control portion causes the coolant to flow in the W/Js  501  and  502  and in the intake side W/Js  501  selected from the W/Js  501  and  503 A, when the engine driving state is in the low rotation and high load corresponding to the division D 3 . Specifically, the W/Ps  11  and  21  are controlled to drive, and the first control valve  31  is controlled to cause the coolant to flow in the intake side W/J  501  selected from the W/Js  501  and  503 A. 
     As illustrated in  FIG. 10 , the control portion causes the coolant to flow in the W/Js  501  and  502  and in the W/Js  501  and  503 A selected from the W/Js  501  and  503 A, when the engine driving state is in the high rotation and high load corresponding to the division D 4 . Specifically, the W/Ps  11  and  21  are controlled to drive, and the first control valve  31  is controlled to cause the coolant to flow in the W/Js  501  and  503 A selected from the W/Js  501  and  503 A. 
     The control portion may cause the coolant to flow in the W/Js  501  and  502 , and may further cause the coolant to flow in the W/Js  501  and  503 A or the divergent W/J  503 A selected from the W/Js  501  and  503 A as need, when the engine driving state is in the low rotation and high load corresponding to the division D 3 . In this case, for example, the coolant can be caused to arbitrarily flow in the divergent W/J  503 A in order to prevent the coolant from boiling. 
     In response to the engine driving state, the control portion and the W/Ps  11  and  21 , and the control portion and the first control valve  31  define different flow control portions. In this regard, a first flow control portion corresponds to the W/Ps  11  and  21 , the first control valve  31 , and a portion, of the control portion, performing the above control when the engine driving state is in the low rotational and high load. Also, a second flow control portion corresponds to the W/Ps  11  and  21 , the first control valve  31 , and a portion, of the control portion, performing the above control when the engine driving state is in the low load. 
     Next, a description will be given of a first operation of the ECU  70 A with reference to a flowchart illustrated in  FIG. 11 . The ECU  70 A determines whether or not the engine  50 A has just started up (step S 1 ). If a positive determination is made, the ECU  70 A stops the W/Ps  11  and  21  (step S 21 A). Accordingly, this flowchart is temporarily finished. On the other hand, if a negative determination is made, the ECU  70 A determines whether or not the engine  50 A is in the cold driving (step S 2 ). Whether or not the engine  50 A is in the cold driving is determined, for example, in response to a determination whether or not the coolant temperature is equal to or less a given value (for example, 75 degrees Celsius). If a positive determination is made in step S 2 , the processing proceeds to step S 21 A. 
     If a negative determination is made in step S 2 , the ECU  70 A detects the rotational number and the load of the engine  50 A (step S 11 ). Subsequently, the ECU  70 A determines the division corresponding to the detected rotational number and load (from step S 12  to S 14 ). Specifically, when the division corresponds to the division D 1 , the processing continues to step S 21 A from the positive determination in S 12 . When the division corresponds to the division D 2 , the processing continues to step S 21 A from the positive determination in S 13 . 
     When the division corresponds to the division D 3 , the processing continues to step S 31  from the positive determination in S 14 . In this case, the ECU  70 A drives the W/Ps  11  and  21 , and then controls the first control valve  31  to cause the coolant to flow in the intake side W/J  501  selected from the W/Js  501  and  503 A. This flowchart is temporarily finished after step S 31 . 
     When the division corresponds to the division D 4 , the processing continues to step S 11  from the negative determination in S 14 . In this case, the ECU  70 A drives the W/Ps  11  and  21 , and then controls the first control valve  31  to cause the coolant to flow in the W/Js  501  and  503 A selected from the W/Js  501  and  503 A. This flowchart is temporarily finished after step S 41 . 
     Next, the effect of the cooling device  1 A will be described.  FIG. 12  is a view of a heat transfer coefficient and a surface area ratio of the combustion chamber E in response to a crank angle. As illustrated in  FIG. 12 , the heat transfer coefficient rises around the top dead center in the compression stroke. The surface area ratio between the cylinder head  52 A and the piston  53  rises around the top dead center in the compression stroke. It is thus understood that the temperature of the cylinder head  52 A greatly influences the cooling loss. 
     On the other hand, knocking depends on the compression end temperature. It is recognized that the surface area ratio of the wall portion of the bore  51   a  is great in the intake compression stroke influencing the compression end temperature. It is thus understood that the temperature of the wall portion of the bore  51   a  greatly influences knocking. 
     In response to this, the cooling device  1 A can cause the coolant to flow in the W/Js  501  and  502 . Therefore, the wall portion of the bore  51   a  can be cooled. For this reason, the cooling device  1 A can suppress the knocking. Further, the cooling device  1 A can switch the coolant flowing state so as to cause the coolant to flow in the intake side W/J  501  selected from the W/Js  501  and  503 A. This can reduce the cooling loss generated in the cylinder head  52 A. For this reason, the cooling device  1 A can ensure both the anti-knocking property and a reduction in the cooling loss. 
     In this regard, the cooling device  1 A controls the flow of the coolant as follows. That is, when the engine driving state is in the low rotation and high load, the coolant is caused to flow in the W/Js  501  and  502 , and in the intake side W/J  501  selected from the W/Js  501  and  503 A. Therefore, when the engine driving state is in the low rotation and high load, the coolant is caused not to flow in the divergent W/J  503 A, thereby reducing the cooling loss and suppressing the knocking. 
     Also, when the engine driving state is in the low load, the coolant is prohibited from flowing in the W/Js  501  and  502 . This can increase the temperatures of intake air and exhaust gas while reducing the cooling loss. Also, when the engine driving state is in the idle state, the cold driving, or the engine starting, the temperatures of intake air and exhaust gas can be increased in the same manner. This can achieve the improvement in combustion, the activation of the exhaust gas purifying catalyst, and the maintenance of the active temperature thereof. This can result in suppressing the deterioration of fuel consumption and exhaust emission. 
     Also, when the engine driving state is in the high rotation and high load, the coolant is caused to flow in the W/Js  501  and  502 , and in the W/Js  501  and  503 A selected from the W/Js  501  and  503 A. This can ensure reliability and suppress the knocking. Further, for example, the exhaust gas temperature is reduced, thereby reducing the heat load applied to the exhaust gas purifying catalyst. 
     In such a way, the cooling device  1 A which controls the flow of the coolant can improve the heat efficiency mainly in the low rotation and high load state. On the other hand, the cooling device  1 A can also establish the driving of the engine  50 A in another driving state. Thus, the heat efficiency can be improved not only in the specific driving state but also in the whole usual driving state of the engine  50 A. 
     Incidentally, the exhaust side of the wall portion of the bore  51   a  corresponds to a portion hit by the intake air that has flowed into the combustion chamber E. Also, the above portion tends to have a high temperature in light of the exhaust gas. For this reason, the temperature of the exhaust side of the wall portion of the bore  51   a  influences on the knocking more than that of the intake side thereof. 
     Correspondingly, the cooling device  1 A can cause the temperature of the coolant flowing in the exhaust side W/J  501  to be lower than that of the coolant flowing in the intake side W/J  501  at the side of the second radiator  22 , under the conditions where the flow rates of the coolant are the same. Therefore, the exhaust side of the wall portion of the bore  51   a  is effectively cooled, thereby suitably suppressing the knocking. 
     Also, the cooling device  1 A is equipped with the head gasket  54 A having the high heat insulating property, thereby suppressing the cooling of the cylinder head  52 A in accordance with the cooling of the wall portion of the bore  51   a . This can also result in reducing the cooling loss. 
     Further, the cooling device  1 A causes the coolant to flow in the W/Js  501  and  502 . Additionally, the cooling device  1 A causes the coolant to further flow in the divergent W/J  503 A, when the coolant is caused to flow in the intake side W/J  501  selected from the W/Js  501  and  503 A. Therefore, the cooling loss can be reduced while the coolant is being cooled at minimum to prevent the coolant from boiling. 
     Second Embodiment 
       FIG. 13  is a schematic view of a cooling device  1 B. The cooling device  1 B is substantially the same as the cooling device  1 A, except that the cooling device  1 B is further equipped with a heat accumulator  25 , a second control valve  32 , and an ECU  70 B instead of the ECU  70 A. The ECU  70 B is substantially the same as the ECU  70 A, except that the ECU  70 B is electrically connected to the second control valve  32  and a control portion is achieved as will be described later. Thus, an illustration of the ECU  70 B is omitted. 
     The cooling device  1 B is further formed with a fourth circulation passage C 4  in which the heat accumulator  25  is installed. The coolant flowing in the fourth circulation passage C 4  flows in the heat accumulator  25 , after being discharged from the second W/P  21 . Further, the coolant flows at the exhaust side through the second control valve  32 , after flowing in the heat accumulator  25 . The coolant returns to the second W/P  21 , after flowing in the exhaust side W/J  502 . 
     The heat accumulator  25  is provided to bypass the second radiator  22 . The heat accumulator  25  stores the coolant flowing in the exhaust side W/J  502  and keeps heat of the coolant. After the coolant flows in the exhaust side W/J  502 , the heat accumulator  25  stores the coolant before the coolant flows in the second radiator  22 . The heat accumulator  25  can store the coolant and keep its heat, when the temperature of the coolant is at least higher than a normal temperature (for example, 25 degrees Celsius). 
     The second control valve  32  is provided in the point where the second circulation passage C 2  and the fourth circulation passage C 4  joins together. The second control valve  32  switches the coolant flowing state between a state where the coolant is caused to flow in the second radiator  22  and a state where the coolant is caused to flow in the heat accumulator  25 , selected from the second radiator  22  and the heat accumulator  25 . This makes the coolant flowing state changeable. For example, the second control valve  32  may switch between a connection state and a disconnection state of the heat accumulator  25 , and may be built therein. The second control valve  32  corresponds to the second state change portion. 
       FIG. 14  is a view of a fourth flow manner of the coolant. In  FIG. 14 , broken lines indicate a state where the coolant does not flow, and heavy lines indicate a state where the coolant flows. As illustrated in  FIG. 14 , the control portion prohibits the coolant from flowing in the intake side W/J  501  selected from the W/Js  501  and  502 , and causes the coolant to flow in the exhaust side W/J  502 , when the engine driving state is in the cold driving or the engine starting. Specifically, the first W/P  11  is controlled to stop, and the second W/P  21  is controlled to drive. 
     Also, the control portion changes the coolant flowing state so as to cause the coolant to flow in the heat accumulator  25  selected from the second radiator  22  and the heat accumulator  25 . Specifically, the second control valve  32  is controlled to cause the coolant to flow in the heat accumulator  25  selected from the second radiator  22  and the heat accumulator  25 . 
     When the engine driving state is in the warm-up driving, the control portion changes the coolant flowing state so as to cause the coolant to flow in the second radiator  22  selected from the second radiator  22  and the heat accumulator  25 . Specifically, the second control valve  32  is controlled to cause the coolant to flow in the second radiator  22  selected from the second radiator  22  and the heat accumulator  25 . Except for these arrangements, the control portion is the same as the control portion of the ECU  70 A. A third flow control portion corresponds to the W/Ps  11  and  21 , the second control valve  32 , and a portion, of the control portion, performs the above mentioned control when the engine driving state is in the cold driving or in the engine starting. 
     Next, a description will be given of an second operation of the ECU  70 B with reference to a flowchart illustrated in  FIG. 15 . Herein, parts different from the flowchart illustrated in  FIG. 11  will be explained herein. If positive determinations are made in steps S 1  and S 2 , the ECU  70 B controls the first W/P  11  to stop and controls the second W/P  21  to drive. Further, the ECU  70 B controls the second control valve  32  to cause the coolant to flow in the heat accumulator  25  selected from the second radiator  22  and the heat accumulator  25  (step S 21 B). Therefore, the coolant that is stored and kept in the heat accumulator  25  at a previous engine driving is used. This flowchart is temporarily finished after step S 21 B. 
     If a negative determination is made in step S 2 , the engine driving state is determined to be in the warm-up driving. At this time, the ECU  70 B controls the second control valve  32  to cause the coolant to flow in the second radiator  22  selected from the second radiator  22  and the heat accumulator  25  (step S 3 ). Therefore, the second radiator  22  can be used in the warm-up driving. Simultaneously, the heat accumulator  25  can store the coolant having a temperature higher than an atmosphere temperature at least and keep heat of the coolant. 
     Next, the effect of the cooling device  1 B will be explained. When the engine driving state is in the cold driving or the engine start-up, the cooling device  1 B prohibits the coolant from flowing, and causes the coolant to flow in the exhaust side W/J  502 . Moreover, the coolant is caused to flow in the exhaust side W/J  502 , and the coolant is caused to flow in the heat accumulator  25  selected from the second radiator  22  and the heat accumulator  25 . 
     For this reason, the cooling device  1 B can suitably increase temperatures of intake air and exhaust gas, when the engine driving state is in the cold driving or the engine starting. Also, the fuel vaporization can be promoted, for example, when the fuel is directly injected into the cylinder. This can also suppress the oil dilution at the wall portion of the bore  51   a . Consequently, the driving of the engine  50 A can be suitably established as compared with the cooling device  1 A. 
     Third Embodiment 
       FIG. 16  is a vertical sectional view of an engine  50 B.  FIG. 16  is a view of the vertical section of the engine  50 B in such a direction as to arrange the bores  51   a  when viewed from the exhaust side. A cooling device  1 C according to the present embodiment is substantially the same as the cooling device  1 B, except that the cooling device  1 C is equipped with the engine  50 B instead of the engine  50 A. Thus, a schematic illustration of the cooling device  1 C is omitted. Additionally, the cooling device  1 A can be changed in the same manner. 
     The engine  50 B is equipped with a cylinder block  51 B instead of the cylinder block  51 A. Further, a head gasket  54 B is provided instead of the head gasket  54 A. Furthermore, a cylinder head  52 B is provided instead of the cylinder head  52 A. Except for these arrangements, the engine  50 B is substantially the same as the engine  50 A. 
     The cylinder block  51 B is substantially the same as the cylinder block  51 A, except that the cylinder block  51 B is further provided with a first high heat conductive portion  511 . The first high heat conductive portion  511  is provided at a portion between the adjacent bores  51   a  (between the bores  51   a ) of the plural bores  51   a  in the cylinder block  51 B. The first high heat conductive portion  511  is exposed from the deck surface D of the cylinder block  51 B, and has a heat conductivity higher than a base material of the cylinder block  51 B. 
     The head gasket  54 B is substantially the same as the head gasket  54 A, except that the head gasket  54 B is further provided with a second high heat conductive portion  541 . The second high heat conductive portion  541  is provided to correspond to the portion between the bores  51   a . Specifically, the second high heat conductive portion  541  is provided to correspond to the first high heat conductive portion  511 . The second high heat conductive portion  541  is exposed at the surface of the cylinder block  51 B side and the cylinder head  52 B side. The second high heat conductive portion  541  has a heat conductivity higher than the other portions of the head gasket  54 B. For example, copper, or copper compound metal can be applied to the second high heat conductive portion  541 . 
     The cylinder head  52 B is substantially the same as the cylinder head  52 A, except that the cylinder head  52 B is further provided with a third high heat conductive portion  521  and is further provided with a divergent W/J  503 B instead of the divergent W/J  503 A. The third high heat conductive portion  521  is provided to correspond to the portion between the bores  51   a . Specifically, the third high heat conductive portion  521  is provided to correspond to the second high heat conductive portion  541 . The third high heat conductive portion  521  is exposed at a surface facing the deck surface D of the cylinder block  51 B, and has a heat conductivity higher than a base material of the cylinder head  52 B. 
     The divergent W/J  503 B is substantially the same as the divergent W/J  503 A, except that the divergent W/J  503 B is provided with a partial W/J  503   b  instead of the partial W/J  503   a . The partial W/J  503   b  is substantially the same as the partial W/J  503   a , except that the partial W/J  503   b  is provided to correspond to the portion between the bores  51   a , and both ends of the whole plural bores  51   a . That is, the partial W/J  503   b  is substantially the same as the partial W/J  503   a , except that a given position is set to correspond to the portion between the bores  51   a , and the both ends of the whole plural bores  51   a.    
     In the partial W/J  503   b , for example, a given position may be correspond to the bore  51   a , and the partial W/J  503   b  may be provided to extend from the intake side toward the exhaust side so as to cool a portion, of the cylinder head  52 B, facing the portion between the bores  51   a.    
       FIG. 17  is a top view of the cylinder block  51 B. The first high heat conductive portion  511  has a given length along the direction from the intake side to the exhaust side. The given length is set so that the first high heat conductive portion  511  does not reach the W/Js  501  and  502 . This restrict the heat which is transferred from the first high heat conductive portion  511  to the coolant flowing in the W/Js  501  and  502  to some extent. However, the present invention is not limited to these arrangements. For example, the given length may be set so that the first high heat conductive portion  511  reaches at least one of the W/Js  501  and  502 . 
       FIG. 18  is an enlarged view around the first high heat conductive portion  511  illustrated in  FIG. 16 . Specifically, the first high heat conductive portion  511  is provided with a channel portion  511   a  and a high heat conductive material  511   b . The channel portion  511   a  is provided between the bores  51   a , and opens toward the deck surface D. The channel portion  511   a  has a given depth. The given depth can be set to correspond to the upper portion of the wall portion of the bore  51   a . The channel portion  511   a  has a given length along the direction from the intake side to the exhaust side. The given length is described above. 
     The high heat conductive material  511   b  is provided within the channel portion  511   a . A material is supplied to the channel portion  511   a  and is melted by a laser beam, thereby providing the high heat conductive material  511   b . The high heat conductive material  511   b  is provided to be exposed at the deck surface D. Further, the high heat conductive material  511   b  is provided to fill the channel portion  511   a . The high heat conductive material  511   b  has a heat conductivity higher than the base material of the cylinder block  51 B. 
       FIG. 19  is a view of a first specific example of the second high heat conductive portion  541 .  FIG. 19A  is a general view of the head gasket  54 B, and  FIG. 19B  is an enlarged sectional view of the second high heat conductive portion  541 . In this example, each of boards  54   a  is provided with holes at portions facing the first high heat conductive portion  511 , and the boards  54   a  sandwich and hold the second high heat conductive portion  541  such that the second high heat conductive portion  541  is exposed from the hole at the surface. The second high heat conductive portion  541  is made of a high heat conduction member (for example, copper sheet). 
       FIG. 20  is a view of a specific example of the second high heat conductive portion  541 . In this example, among a bead  54   b  provided to correspond to the wall portion of the bore  51   a , a width of a portion of the bead  54   b  corresponding to the portion between the bores  51   a  is greater than that of another portion of the bead  54   b . Further, the bead  54   b  is exposed at the surface of the portion facing the first high heat conductive portion  511 . That is, it is not coated with a rubber having a high heat insulating property. The second high heat conductive portion  541  is defined by the portion where the bead  54   b  is exposed. 
     The second high heat conductive portion  541  has a given length along the direction from the intake side toward the exhaust side. The given length can be set to correspond to a given length of the first high heat conductive portion  511 . 
       FIG. 21  is an enlarged view around the third high heat conductive portion  521  illustrated in  FIG. 16 . The third high heat conductive portion  521  is provided with a channel portion  521   a  and a high heat conductive material  521   b . The channel portion  521   a  is provided at the portion, of the cylinder head  52 B, facing the portion between the bores  51   a , and opens at the surface facing the deck surface D. The channel portion  521   a  has a given depth and a given length along the direction from the intake side toward the exhaust side. The given depth is set not to reach the divergent W/J  503 B. However, the present invention is not limited to these arrangements. The given depth may be set to reach the divergent W/J  503 B. The given length can be set to correspond to the given length of the first high heat conductive portion  511 . 
     The high heat conductive material  521   b  is provided within the channel portion  521   a . A material is supplied to the channel portion  521   a  and is melted by a laser beam, thereby providing the high heat conductive material  521   b . The high heat conductive material  521   b  is provided to be exposed at the deck surface D. Further, the high heat conductive material  521   b  is provided to fill the channel portion  521   a . The high heat conductive material  521   b  has a heat conductivity higher than that of the base material of the cylinder head  52 B. 
       FIG. 22  is a schematic view of a method for forming the high heat conductive material  511   b . A laser cladding device  90  is equipped with: a laser beam supply source  91 ; a condenser lens  92 ; a feeder  93 ; an oscillator  94 ; and a shield gas nozzle  95 . 
     The laser beam supply source  91  generates laser beam. For example, the laser beam is a fiber laser or a CO 2  laser. The condenser lens  92  condenses the laser beam. The feeder  93  supplies materials to the channel portion  511   a . The oscillator  94  oscillates the laser beam, with a high period, irradiated from the laser beam supply source  91  through the condenser lens  92 , to irradiate the laser beam to the material supplied from the feeder  93 . The shield gas nozzle  95  supplies a shield gas intercepting the material from outside air. For example, a shield gas is argon gas. 
     The laser cladding device  90  melts the material supplied to the channel portion  511   a  with the laser beam to overlay (clad) the material, thereby providing the high heat conductive material  511   b . The material employs metal powders having a heat conductivity higher than the base material of the cylinder block  51 B. This enables the heat conductivity of the high heat conductive material  511   b  to be higher than that of the base material of the cylinder block  51 B. For example, the base material of the cylinder block  51 B is an aluminum die-casting, and is made of, for example, copper powders. For example, the material may be alloy powders such as copper alloy, or metal powders mixed with plural types of metal powders. 
     When the high heat conductive material  511   b  is provided at the channel portion  511   a , the cylinder block  51 B is moved arbitrarily. This can change the position where the material is supplied and the position where the laser beam is irradiated. For example, the high heat conductive material  511   b  can be provided by use of a coaxial nozzle which can supply the material and irradiate the laser beam. In this case, the coaxial nozzle is moved appropriately, thereby changing the position where the material is supplied and the position where the laser beam is irradiated. 
     The high heat conductive material  521   b  can be provided in the same manner as the high heat conductive material  511   b . In this case, the material employs metal powders having a heat conductivity higher than the base material of the cylinder head  52 B. For example, as for the cylinder head  52 B, the base material is an aluminum die-casting, and the material is the same as the high heat conductive material  511   b.    
     Next, the effect of the cooling device  1 C will be described. Herein, as to the upper portion of the wall portion of the bore  51   a , in particular, the portion between the adjacent bores  51   a  tends to have a high temperature due to the influence of the combustion. Correspondingly, the cooling device  1 C having the first high heat conductive portion  511  can promote the heat transfer from the portion between the bores  51   a . The heat transfer can be promoted without especially increasing the heat transfer from the cylinder head  52 B to the cylinder block  51 B. 
     For this reason, as compared with the cooling device  1 B, the cooling device  1 C having the first high heat conductive portion  511  can suppress an increase in the cooling loss and further suppress the knocking. Also, the given depth of the first high heat conductive portion  511  is set to correspond to the upper portion of the wall portion of the bore  51   a , thereby suitably promoting the heat transfer from the portion between the bores  51   a.    
     Further, the portion, between the adjacent bores  51   a , of the upper portion of the wall portion of the bore  51   a  tends to have a temperature higher than the portion, of the cylinder head  52 B, facing the portion between the bores  51   a . Correspondingly, the cooling device  1 C having the second high heat conductive portion  541  can promote the heat transfer from the portion between the bores  51   a  to the cylinder head  52 B. Accordingly, the cooling device  1 C having the second high heat conductive portion  541  can suppress the knocking in addition to an increase in the cooling loss, as compared with the cooling device  1 B. 
     In this regard, the head gasket  54 B can suppress the heat transfer from the cylinder head  52 B to the cylinder block  51 B at another portion other than the second high heat conductive portion  541 . Thus, the cooling device  1 C having the head gasket  54 B can suppress an increase in the cooling loss, and suitably suppress the knocking. 
     Also, the cooling device  1 C having both the high heat conductive portions  511  and  541  can further suitably promote the heat transfer from the portion between the bores  51   a  to the cylinder head  52 B. This can result in suppressing the knocking in addition to an increase in the cooling loss, as compared with a case of providing any one of the high heat conductive portions  511  and  541 . It is also suitable to promote the heat transfer in such a manner, when the given length of the first high heat conductive portion  511  is set not to reach the W/Js  501  and  502 . 
     Also, the cooling device  1 C equipped with the second high heat conductive portion  541  selected from the high heat conductive portions  511  and  541 , and the third high heat conductive portion  521  can promote the heat transfer from the third high heat conduction portion  521 . That is, the heat transfer from the third high heat conductive portion  521  can be made improved. This can further promote the heat transfer to the cylinder head  52 B from the portion between the bores  51   a  in a more suitable manner than a case without the third high heat conductive portion  521 . This can result in suppressing the knocking in addition to the cooling loss, as compared with the case without the third high heat conductive portion  521 . 
     Also, the cooling device  1 C having the high heat conductive portions  511 ,  521 , and  541  can promote the heat transfer in a suitable manner, as compared with a case without the first high heat conductive portion  511 . This can result in suppressing the knocking in addition to the cooling loss, as compared with a case without the first high heat conductive portion  511 . 
     Also, in the cooling device  1 C, the first high heat conductive portion  511  is equipped with the channel portion  511   a  and the high heat conductive material  511   b . In providing the high heat conductive material  511   b  within the channel portion  511   a , the material is supplied to the channel portion  511   a  and is melted by the laser beam. For this reason, the cooling device  1 C can improve the adhesion between the channel portion  511   a  and the high heat conductive material  511   b . This can result in promoting the heat transfer from the portion between the bores  51   a  in a suitable manner. Further, the high heat conductive material  511   b  is provided to fill the channel portion  511   a , thereby suitably promoting the heat transfer. This also applies to the third high heat conductive portion  521 . 
     Also, the cooling device  1 C having the divergent W/J  503 B can ensure the flow rate higher than a case where the coolant is caused to flow from the front side to the rear side of the engine  50 B. This can improve the ability to cool the portion, of the cylinder head  52 B, facing the portion between the bores  51   a . For this reason, the cooling device  1 C having the divergent W/J  503 B is equipped with, for example, at least the second high heat conductive portion  541  selected from the high heat conductive portions  511 ,  521 , and  541 , thereby suitably promoting the heat transfer from the portion between the bores  51   a  to the cylinder head  52 B. 
     While the exemplary embodiments of the present invention have been illustrated in detail, the present invention is not limited to the above-mentioned embodiments, and other embodiments, variations and modifications may be made without departing from the scope of the present invention. 
     For example, the case of providing the W/Ps  11  and  21  has been described in the above mentioned embodiments. However, the present invention is not limited to these arrangements. For example, the cooling device may have a common cooling medium pressure feeding portion that pressure-feeds a cooling medium to both an intake side cooling medium passage and an exhaust side cooling medium passage. As a variation of the cooling device  1 A,  FIG. 23  illustrates a cooling device  1 A′ having a third W/P  13  corresponding to the common cooling medium pressure feeding passage. This case has an advantage of a cost lower than the case where the W/Ps  11  and  21  are respectively provided in the W/Js  501  and  502 . In such a way, each flow control portion can have, for example, the third W/P  13  instead of the W/Ps  11  and  21 . 
     Further, the case of providing the radiators  12  and  22  has been described in the above embodiments. However, the present invention is not limited to these arrangements. The cooling device may have a common heat exchanger that has a common cooling medium inlet portion and first and second cooling medium outlet portions at such positions that the flowing distances of the coolant medium are different from each other. As a variation of the cooling device  1 A′,  FIG. 24  illustrates a cooling device  1 A″ having a third radiator  23  corresponding to a common heat exchanger. 
     In this case, the coolant flowing distance passing through a first coolant outlet portion  23   a  is relatively short, and the coolant flowing distance passing through a second coolant outlet portion  23   b  is relatively long, selected from the first coolant outlet portion  23   a  and the second coolant outlet portion  23   b . The coolant outlet portion  23   a  can be connected to the intake side W/J  501 , and the coolant outlet portion  23   b  can be connected to the exhaust side W/J  502 . The cooling device  1 A″ having the third radiator  23  has an advantage of a cost lower the case where the radiators  12  and  22  are respectively provided in the W/Js  501  and  502 . 
     Additionally, a mechanical W/P may be employed as the cooling medium pressure feeding portion that pressure-feeds the cooling medium to the intake side cooling medium passage or the exhaust side cooling medium passage. This case is further provided with: a bypass pipe that bypasses the intake side cooling medium passage or the exhaust side cooling medium passage; and a bypass control valve that controls the cooling medium flowing in the bypass pipe. This can allow the cooling medium to flow in the intake side cooling medium passage or the exhaust side cooling medium passage, or prohibit the coolant medium from flowing therein. Further, this can change the flow rate. Thus, for example, each flow control portion can be provided with the third W/P  13  as the mechanical W/P, the above bypass pipe, and the bypass control valve, instead of the W/Ps  11  and  21 . 
     DESCRIPTION OF LETTERS OR NUMERALS 
     
         
         
           
             Cooling device  1 A,  1 A′,  1 A″,  1 B,  1 C 
             First W/P  11   
             Second W/P  21   
             First control valve  31   
             Second control valve  32   
             Engine  50 A,  50 B 
             Intake side W/J  501   
             Exhaust side W/J  502   
             Divergent W/J  503 A,  503 B 
             Cylinder block  51 A,  51 B 
             Cylinder head  52 A,  52 B 
             ECU  70 A,  70 B