Claims:We claim:
1. A saddle ride motor vehicle (100) comprising:
a power unit (115) functionally connected to a frame member (105) of said motor vehicle (100), said power unit (115) includes a shroud assembly (162, 163) covering at least a portion thereof, said shroud assembly (162, 163) includes an air-inlet (170) and an air-outlet (171); and
a floorboard portion (145) disposed substantially between at least one front wheel (110) and at least one rear wheel (125) of said motor vehicle (100), said power unit (115) disposed substantially rearward of said floorboard portion (145), and said floorboard portion (145) includes a flow-change portion (178, 188).
2. The saddle ride motor vehicle (100) as claimed in claim 1, wherein said floorboard portion (145) includes a bottom cover (126, 136) disposed substantially at a bottom portion of said floorboard portion (145), said bottom cover (126, 136) includes said flow-change portion (178, 188) capable of deflecting an air flow (AF) away from the power unit (115).
3. The saddle ride motor vehicle (100) as claimed in claim 1 or 2, wherein said flow-change portion (178, 188) is capable of deflecting said air flow (AF), flowing substantially below said bottom cover (126, 136), away from an exit stream (HO) exiting said air-outlet (171) of said shroud assembly (162, 163).
4. The saddle ride motor vehicle (100) as claimed in claim 1, wherein said flow-change portion (178, 188) is disposed at a first angle (a) that is at an inclination with respect an imaginary horizontal line (H-H’) for deflecting the air flow (AF) in at least a downward direction and said first angle (a) is an acute angle in a range of 15-60 degrees.
5. The saddle ride motor vehicle (100) as claimed in claim 2, wherein said flow-change portion (178, 188) overlaps with at least a portion of an exit-stream (HO) exiting said air-outlet (171) of said shroud assembly (162, 163), when viewed from a front of the vehicle.
6. The saddle ride motor vehicle (100) as claimed in claim 1 or 2, wherein said bottom cover (126, 136) includes a body portion (175) having a far end portion (176) and a near end portion (177), said far end portion (176) is disposed away from the power unit (115) and the near end portion (177) is in proximity to the power unit (115), and said flow-change portion (178) is provided at the near end portion (177) thereof.
7. The saddle ride motor vehicle (100) as claimed in claim 1, wherein said flow-change portion (178) includes a linear planar profile extending in lateral direction.
8. The saddle ride motor vehicle (100) as claimed in claim 3, wherein said flow-change portion (188) includes any regular and irregular geometric profile including a V-shaped or a U-shaped profile having a vertex portion (192) and one or more guide member(s) (190, 191), said vertex portion (192) disposed at an upstream of the air flow (AF) and the one or more guide member(s) (190, 191) are disposed at a downstream of the air flow (AF).
9. The saddle ride motor vehicle (100) as claimed in claim 1, wherein said power unit (115) includes an internal combustion engine comprising a crankcase (165) supporting a cylinder head (161) and a cylinder block, said shroud assembly (162, 163) is covering at least a portion of the internal combustion engine, said air-inlet (170) is provided on at least one lateral side (RH, LH) thereof and the air-outlet (171) is provided on a bottom facing side thereof.
10. The saddle ride motor vehicle (100) as claimed in claim 1, wherein said power unit (115) includes at least an electric motor mounted to said frame member (105) by at least one of a fixed mounting and a swingable mounting.
11. The saddle ride motor vehicle (100) as claimed in claim 3, wherein said flow-change member (178, 188) enables said air flow (AF) to be divided into a first flow path (AF1) and a second flow path (AF2), said first flow path (AF1) is directed downwards away from the exit stream (HO), and said second flow path (AF2) is directed rearwards, flowing adjacently of the exit stream (HO).
12. The saddle ride motor vehicle (100) as claimed in claim 9 or 11, wherein said internal combustion engine comprises a transmission system including a continuously variable transmission (167), said continuously variable transmission (167) includes a CVT-cooling inlet (168) whereby said second flow path (AF2) is directed towards the CVT-cooling inlet (168).
13. The saddle ride motor vehicle (100) as claimed in claim 2, wherein said bottom cover (126, 136) includes a first width (W1) for guiding for guiding an air flow (AF) about the width in a rearward direction, and said air flow (AF) is at least partially deflected downward as a first flow path (AF1) by said flow-change portion (178, 188) having said second width (W2), wherein said flow-change portion (178, 188) in one of a lateral center and at an off-set from lateral center thereof.
14. A bottom cover (126, 136) for a saddle ride motor vehicle (100), said bottom cover (126, 136) comprising:
a body portion (175);
wherein,
a flow-change portion (178, 188) is provided on a bottom portion (179) of said body portion (175), said flow-change portion (178, 188) capable of deflecting an air flow (AF) away from a power unit (115) of said saddle ride motor vehicle (100).
, Description:TECHNICAL FIELD
[0001] The present subject matter relates generally to a saddle ride motor vehicle and more particularly the present subject matter relates to a heat management system for the motor vehicle.
BACKGROUND
[0002] Generally, commuting is an essential activity every day for majority of the people. Typically, there are various types of vehicles that are used for community depending on the application and the capacity thereof. Of these, a particular category of vehicles like saddle ride type motor vehicles having a step-through portion have acquired prominence due to their ease of operation and the luggage carrying capability. These vehicles are having a compact layout and are adapted to accommodate at least one user.
[0003] Generally, these vehicles include a power unit that includes either an electrical machine/electric motor or an internal combustion (IC) engine or both. The power unit converts one form of energy into a mechanical form that is capable of producing the desired power output and torque for operation and for providing motion. For example, the IC engine operates by combusting air-fuel mixture, which is a form of chemical energy. Whereas, an electric motor is operated using electrical form of energy for creating the desired rotational motion. During this energy conversion, which is exothermic in case of IC engine, lot of heat is generated. In addition to the heat generated during energy conversion, interaction between the rotating parts like the gears, shafts, piston movement within the combustion chamber increases the heat. The power unit is either forced cooled or naturally cooled depending on the cooling requirements and engine configuration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description of the present subject matter is described with reference to the accompanying figures. Same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 illustrates a left side view of an exemplary vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 depicts a side perspective view of the power unit, in accordance with the embodiment of Fig. 1.
[0007] Fig. 3 depicts a front view of an exemplary shroud assembly, in accordance with the embodiment of Fig. 2.
[0008] Fig. 4 depicts a top perspective view of a bottom cover, in accordance with another embodiment of the present subject matter.
[0009] Fig. 5 depicts a sectional view of motor vehicle taken in longitudinal direction, in accordance with an embodiment of the present subject matter.
[00010] Fig. 6 (a) depicts a bottom perspective view of a bottom cover, in accordance with another embodiment of the present subject matter.
[00011] Fig. 6 (b) depicts another bottom perspective view showing the air flow, in accordance with the embodiment as depicted in Fig. 6 (a).
[00012] Fig. 7 depicts a rear view of the bottom cover in accordance with the embodiment of Fig. 6 (a).
[00013] Fig. 8 depicts a sectional view of the bottom cover taken along axis A-A’, in accordance with the embodiment as depicted in Fig. 7.
[00014] Fig. 9 depicts an enlarged portion of a portion of the vehicle showing the flow of air, in accordance with the embodiment of Fig. 6 (a).
[00015] Fig. 10 depicts an exemplary graphical representation of temperature around the power unit drawn against time.
DETAILED DESCRIPTION
[00016] Generally, in a single cylinder internal combustion engine, an air-fuel mixture is compressed in a cylinder portion defined by a cylinder block and a cylinder head. The piston is moving, with a reciprocator motion that is converted into rotational motion of a crankshaft. Additionally, as mentioned above, friction between various components of the IC engine generates heat. Generally, the heat generated near the cylinder region is substantially higher reaching to about 2000 degrees centigrade (at peak pressure). Generally, the heat generated is transferred to a cylinder block and cylinder head that are mounted outside the cylinder/ bore region. The cylinder block and cylinder head comprises of plurality of cooling fins that enable heat dissipation. Moreover, the cylinder head includes a camshaft, connected with the crankshaft through a chain, for opening and closing plurality of valves present on the cylinder head. Lubricating oil is circulated in the IC engine for lubricating the components and also for heat transfer. The heat generated due to the combustion, and friction is transferred from the cylinder head to the cooling fins. Flow of air about the cylinder block and the cylinder head enables cooling of the engine. Generally, natural cooling is sufficient in case of engines that are substantially exposed to the ambient air flow. Similar scenario can be extrapolated to multi-cylinder engines as well as motor vehicle with hybrid powertrain.
[00017] However, in saddle ride motor vehicles with a step-through portion, the power unit is disposed rearward of the step-through portion and below a seat assembly. Further, a rear cover assembly is provided in such vehicles for adequate protection of the rider & other vehicular parts from dust, mud etc. that restricts the flow of air onto the cooling fins. Therefore, a forced air cooling mechanism is provided that draws ambient air and directs towards the cylinder block and the cylinder head. A mechanical fan, which is connected to the crankshaft, or an independent electrical fan that is provided within a cowl assembly that draws air and directs towards the engine components. Thus, the cowl assembly includes an inlet for drawing air and an outlet is provided that forces the hot air.
[00018] Typically, the flow of hot air from the cooling cowl should be unobstructed to provide efficient cooling process. However, the vehicle receives cold air from a front portion especially during operation of the vehicle. The air flowing from the front portion of the vehicle disturbs the path of hot air exiting the cowl assembly whereby the ambient air gets mixed up with the hot air and the mixture tends to move up into the rear panel assembly.
[00019] This deflected hot air is again directed towards the closed area defined by the rear panel assembly, due to the tendency to go up thereby heating up the utility box, a battery box, and a carburetor bowl & other peripheral systems that are typically disposed within the rear panel assembly. Typically, as shown in Fig. 10, line A depicts the change in temperature of the region, (including region below utility box and above the power unit, with time. As depicted by line A, the temperature of the stated region increase due to the aforesaid reasons and reaches saturation temperature resulting in the short comings stated herein. Moreover, the cowl assembly design is haunted by the limitations like ground clearance as the power unit, which is a swinging part, may get hit during bump condition during swinging operation. Therefore, the functional efficiency of the aforementioned parts is affected due to heating and any components placed in the utility box also get heated up. Moreover, some vehicles may include a transmission cooling system like the continuous variable transmission (CVT) having a cooling inlet in a front portion, which would draw air from the heated air near the power unit due to the aforementioned short comings. This overall affects the performance of the motor vehicle and also offering poor user experience due to the heating problem.
[00020] Thus, the present subject matter is aimed at providing a motor vehicle with an improved heat management system and also the vehicle is capable of retaining the ground clearance of the power unit, even if it employed as a swinging type power unit.
[00021] Hence, the present subject matter provides a saddle ride motor vehicle that is having an effective heat management system that is capable of reducing the heating of various components of the vehicle including the power unit, maintaining the temperatures of system within desirable operating limits and other ancillary components thereby improving the functional effectiveness of the motor vehicle.
[00022] The motor vehicle includes a power unit functionally connected to a frame member. The power unit includes a shroud assembly covering at least a portion thereof for force cooling the portion of the power unit covered. The shroud assembly includes an air-inlet and an air-outlet. A bottom cover disposed substantially at a bottom portion of the floorboard portion that is capable of deflecting air flow, flowing substantially below the bottom cover, away from an exit stream exiting the air-outlet.
[00023] It is a feature that the bottom cover includes a flow-change portion that is capable of directing air-flow flowing in a front-rear direction away, which is preferably downward and in lateral direction(s) thereby reducing the obstruction of the exit stream, which is hot air, from the shroud assembly.
[00024] It is another feature that the undisturbed exit-stream of air from the shroud assembly improves cooling efficiency as the flow is undisturbed i.e. smooth, continuous & laminar. Moreover, the undisturbed exit-stream is directed downwards and the amount of hot air from the exit-stream getting trapped in the rear cover assembly is reduced.
[00025] It is another feature that the air flow, which is fresh/cold air, that is coming in the front-rear direction does not get mixed up with the hot air from the exit stream of shroud assembly, which otherwise would adversely interact with the air flow and heat up the mixture. Thus, the amount of hot air formation at the power unit is reduced thereby reducing the probability of higher quantity of hot air from reaching the rear cover assembly and towards the utility box, the carburetor or fuel injector, and other ancillary parts.
[00026] It is yet another aspect that the cooling of transmission systems like CVT is improved as the exit stream is undisturbed and the fresh/cold air from below the floorboard is still reaching to the selected parts of the power unit thereby enabling the CVT to draw the fresh air or air at low temperatures.
[00027] It is a feature that when viewed form front the flow-change region/portion substantially overlaps with the exit stream whereby air is deflected in one or more directions away from the direction of flow of the exit-stream. It is an aspect that the width (lateral) of the flow-change portion is at least equal to a width of the outlet of the shroud assembly.
[00028] It is an aspect that the flow-change portion is having an inclined profile with respect to an imaginary horizontal line, wherein the inclination is a forward inclination whereby at least a portion of the air flow is deflected downwards.
[00029] It is aspect of the flow-change portion that it is capable of directing air away from the exit-stream but selectively direct air towards other parts of the power unit that require cooling. For example, in an implementation, the flow-change region is having a V-shaped profile that is a vertex portion at an upstream with respect to the air flow and one or more guide portion(s) at a downstream with respect to the air flow. This flow-change portion directs air in one or more directions preferably in a downward and lateral direction, wherein the air flow deflected/directed in lateral direction flows towards a bottom portion of the crankcase thereby also cooling the crankcase portion.
[00030] It is another feature that the flow-change region is provided on the rigid bottom cover without the need for any modifications in the power unit, which may be a swinging part that would affect layout of the vehicle. For example, any change in the shroud assembly would require alteration of routing or mounting of other ancillary components like toggle link, exhaust pipe etc.
[00031] Arrows wherever provided in the drawings at the top right corner of the drawing depicts the direction with respect to the vehicle, wherein arrow F implies forward direction, arrow R indicates rearward direction, arrow RH indicates right side of the vehicle, arrow LH indicates left side of the vehicle, arrow UP indicated upward directions, and arrow DW implies downward direction.
[00032] Fig. 1 illustrates a left side view of an exemplary motor vehicle (100), in accordance with an embodiment of the present subject matter. The vehicle (100) illustrated, has a frame member (105) that acts as a structural member of the vehicle (100). In the present embodiment, the frame member (105) is step-through type defining a step-though portion thereof. The frame member (105) may include a head tube (105A), and a main tube (105B) that extends rearwardly downward from an anterior portion of the head tube (105A) defining the step-through portion. Further, the frame member (105) includes a floor tube (105C) that extends rearward from a rear portion of the main tube (105B). A sub-frame may extend inclinedly rearward to a rear portion of the vehicle (100) from the floor tube (105C) and the sub-frame may be formed by one or more rear tube(s) (105D).
[00033] The vehicle (100) includes a power unit (115) that is either directly or indirectly supported by the frame member (105). In the depicted implementation, the power unit (115) is an internal combustion (IC) engine that is swingable connected to the frame member (105) through a toggle link (117). The motor vehicle (100) includes at least two-wheels and the power unit (115) is capable of driving at least one wheel of the vehicle. In the depicted embodiment, a front wheel (110) is rotatably supported by the frame member (105) and is connected to a handle bar assembly (130) that enables maneuvering of the vehicle (100) through a front suspension system (106). A rear wheel (125) is disposed at a rear portion of the vehicle (100) thereof. A floorboard portion (145) is disposed substantially between the front wheel (110) and the rear wheel (125) of the motor vehicle (100).
[00034] A front fender (103) at least partially covers the front wheel (110) and a rear fender (104) protects the components like the power unit (115) and other ancillary components from dirt and water spillage from the rear wheel (125). A seat assembly (150) is disposed substantially upward of the power unit (115) and rearward of the step-through portion. A rear panel assembly (114) is extending downward of the seat assembly (150) downward forming a shell shaped structure. The rear panel assembly (114) accommodates a utility box (not shown) disposed between the seat assembly (150) and the power unit (115), which is supported by the rear tubes (105D) of the frame member (105). An anterior portion of the step-through portion is provided with front panel assembly that includes a front panel (120) and a leg shield (121), wherein the head tube (105A) and the main tube (105B) are disposed at the gap formed therebetween. A side trim assembly comprises a front portion (122) and a rear portion (123), wherein the front portion extends from the front panel (120) downward towards the floorboard portion (145). The rear portion (123) is disposed on either sides of the floorboard portion (145) extending downwards. Further, a bottom cover (126) is provided that is disposed at a bottom portion of the floorboard portion (145). The floorboard portion (145) includes a top cover (127), and the floor tube (105C) is disposed between top cover and the bottom cover (126).
[00035] Fig. 2 depicts a side perspective view of the power unit (115), in accordance with the embodiment of Fig. 1. Fig. 3 depicts a front view of the power unit (115), in accordance with an embodiment. The power unit (115), which may be the IC engine, includes a crankcase (165) that is typically formed of two halves that is capable of rotatably supporting crankshaft and other rotating parts. Further, the crankcase (165) supports a cylinder block (not shown) and a cylinder head (161) is mounted to the cylinder block. A cylinder head-cover (160) is mounted to the cylinder head (161). A first cover (not shown) is mounted on one lateral side of the crankcase (165) and a second cover (166) is mounted to another lateral side of the crankcase (165). The second cover (166) can be a variator-cover, wherein the power unit (115) includes a continuously variable transmission system (167) and a CVT-cooling inlet (168) is provided in a front portion thereof. A shroud assembly is secured to the power unit (115) and the shroud assembly in the depicted implementation includes a first portion (162) and a second portion (163). The first portion (162) covers at least a portion of the IC engine and the second portion (163) covers the remaining portion of the IC engine. The second portion (163) is adapted to accommodate the cooling fan that is a mechanical fan fixedly mounted to the crankshaft (not shown) or an independent electrical fan that is independently operable. As depicted, the shroud assembly is provided with an air-inlet (170) on one lateral side, which is on the right lateral side of the IC engine. Further, the shroud assembly draws air from the lateral side, wherein a fan-cover (164) is mounted to the second portion (163) and the fan-cover (164) is provided with an air-inlet (170). The fan-cover (164) draws air in the axial direction of the crankshaft. Further, the shroud assembly is provided with an air-outlet (171) that is provided on a downward facing side of the shroud assembly (162, 163). In one embodiment, the air-outlet (171) is provided on a bottom facing side of the shroud assembly (162, 163).
[00036] Fig. 4 depicts a rear perspective view of a bottom cover (126), in accordance with an embodiment of the present subject matter. Fig. 5 depicts a sectional view of the motor vehicle (100) taken in a longitudinal direction (F-R), in accordance with an embodiment of the present subject matter. The bottom cover (126) is made of a rigid material, wherein the bottom cover (126) includes a body portion (175) that is capable of covering a bottom open portion of the floorboard portion (145). The body portion (175) includes a far end portion (176) and a near end portion (177), wherein the far end portion (176) is disposed substantially rearward of the front wheel (110) and the near end portion (177) is in proximity to the power unit (115). The bottom cover (126) includes a flow-change portion (178) that is disposed at the near end portion (177) and preferably on the lower facing side of the bottom covers (126). The flow-change portion (178) may be a linear planar surface/profile that is disposed at an angle with respect to an imaginary horizontal line. When viewed from front, the flow-change portion (178) is having a lateral length that is at least substantially matching a width in lateral direction (RH-LH) of an exit stream (HO) exiting the air-outlet (171). Further, as depicted in Fig.5, there is an air flow (AF) that reaches a bottom portion of the bottom cover (126) that gets directed towards the power unit (115). For example, the air flow (AF) reaches the bottom portion of the bottom cover (126) from a gap available between the front fender (103) and the front panel (120). The air flow (AF) gets directed towards the flow-change portion (178). The air flow (AF) upon reaching the flow-change portion (178) gets deflected downward substantially away from the exit stream (HO) from the shroud assembly (162, 163). The bottom cover (126) enables the air flow (AF) only to interfere with the exit stream (HO) at a portion that is substantially away from the outlet (171) whereby effect of such interference has minimal portion of the resultant hot air from reaching the rear panel assembly (114). Preferably, the flow-change portion (178) is disposed at a first angle (a) with respect to an imaginary horizontal line (H-H’) and the first angle is an acute angle in the range of 15-60 degrees. The flow-change portion having the first angle as aforementioned enables to have a desired length, extension from a bottom portion (179) of the bottom cover (126), so as to enable the air flow (AF) to be directed away from the exit stream (HO) and at the same time the higher ground clearance required is also achieved.
[00037] Fig. 6 (a) and Fig. 6 (b) depict a bottom perspective view of a bottom cover, in accordance with another embodiment of the present subject matter. Fig. 7 depicts a side view of the bottom cover, in accordance with an embodiment of the present subject matter as depicted in Fig. 6. Fig. 8 depicts a rear view of the bottom cover, in accordance with the embodiment of Fig. 6. The bottom cover (136) incudes body portion (185) that are provided with a flow-change portion (188) provided on a lower facing side (189) thereof. The flow-change portion (188), according to the second implementation, includes any regular or irregular geometric shape/ profile. For example, the irregular geometric shapes include a V-shaped or U-shaped portion that includes a vertex portion (192) from which the flow-change portion (188) extends rearwards towards one or more air guide member(s) (190, 191). In an implementation, the flow-change portion (188) is integrally formed with the body portion (185) and the flow change portion is disposed at a first angle (a) with respect to an imaginary horizontal line (H) and the first angle that is in the range of 15-60 degrees. According to one implementation, the flow-change portion (188) is a wall that is extending downward from the downward facing surface, wherein when viewed from bottom the has the V-shaped or U-shaped portion, wherein the air flow (AF) that would have passed towards the exit stream from the shroud assembly is deflected by the flow-change portion (188). The bottom cover (136) is configured with plurality of lugs (193) that enable mounting of the bottom cover (136) to the frame member (105) of the vehicle.
[00038] Fig. 6 (b) specifically shows a schematic depicting the air flow, which is fresh air or cold air, flowing from below the bottom cover (136) of the motor vehicle (100). The bottom cover (136) substantially includes a first width (W1) which is taken between substantial lateral ends of the bottom cover (136). The flow-change portion (188) is having a second width (W2), which obstructs the air flow (AF) towards the exit stream (HO). The air flow (AF) that is flowing from below the bottom cover (136), about the first width (W1) in rearward direction, is partially deflected downward as first flow path (AF1) at the second width (W2) region. Further, the air flow (AF) passing on at least one side of the second width (W2), and a second flow path (AF2) is still directed rearward towards the power unit (115). This second air flow path (AF2) passes towards the other power unit (115) components like the crankcase (165), or the CVT (167) that require cooling. For example, the second air flow path (AF2) is capable of directing air towards the CVT-cooling inlet (168) whereby a portion of the air flow (AF), which is fresh air, is utilized for CVT (167) cooling. This enables in improved cooling of the CVT (167) leading to improved performance and improved life of the parts. Thus, the bottom cover (136) enables directing selective flow of air towards the power unit (115). Thus, the obstruction of the exit stream (HO) is avoided that would otherwise be directed upwards.
[00039] In the depicted embodiment as shown in Fig. 7, the flow-change portion (188) in disposed at a lateral center of the bottom cover (136). However, in one embodiment, the flow-change portion (188) is disposed at an off-set from lateral center of the bottom cover (136) to align with the exit stream (HO).
[00040] Fig. 9 an enlarged view of the portion of the vehicle that shows air flow, in accordance with an embodiment of the present subject matter. The flow-change portion (188) can be a solid portion or a wall-like portion defining outer profile. As shown, the flow-change portion (188) is capable of directing air away from the exit-stream (HO) but selectively direct air, towards second flow path (AF2) or to other parts of the power unit (115) that require cooling like the crankcase (165). The V-shaped profile that has a vertex portion (192) at an upstream with respect to the direction air flow (AF) directs air towards the one or more guide member(s) (190, 191) at a downstream with respect to the air flow. This flow-change portion (188) directs air in one or more directions (AF1, AF2) preferably in a downward direction (Dw) and lateral direction (RH-LH), wherein the air flow deflected/directed in the lateral direction (RH-LH) subsequently flows rearwards towards a bottom portion of the crankcase (165) thereby also cooling the crankcase (165).
[00041] Further, as depicted in Fig. 10, line B shows the temperature around the power unit, which includes region below the utility box and above the power unit, in accordance with the presser subject matter. As depicted by line B, after starting vehicle 100, the temperature of the region below the utility box and above the power unit (115) increases and reaches saturation. However, the present subject matter enables the temperature to be less than the temperature depicted by the line A as the flow-change member (178, 188) enables air flow (AF) to be divided into the first flow path (AF1) and the second flow path (AF2). The first flow path (AF1) is directed downwards away from the exit stream (HO) thereby that portion of the air flow (AF) does not get mixed up or disturb the exit stream (HO). The second flow path (AF2) is directed rearwards, flowing adjacently of the exit stream (HO) without disturbing it. The second flow path (AF2) can be directed towards the CVT-cooling inlet (168) whereby the CVT (167) receives fresh/cold air, instead of heated up/hot air, for cooling the parts of the CVT (167) that are subjected to friction. This improves the life of the CVT (167) system. Similarly, performance and life of the other parts disposed in the vicinity of the power unit (115) is improved.
[00042] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.
List of reference signs:

100 vehicle
105 frame member
103 front fender
104 rear fender
105 frame member
105A head tube
105B down tube
105C floor tubes
105D rear tubes
106 front suspension
110 front wheel
114 rear panel assembly
115 internal combustion engine
116 auxiliary storage unit
120 front panel
121 leg shield
122 front portion
123 rear portion
125 rear wheel
126/136 bottom cover
130 handle bar assembly
135 structural member
145 floorboard portion
146 bottom cover
150 seat assembly
160 cylinder head-cover
161 cylinder head
162 first portion
163 second portion
162, 163 shroud assembly
164 fan cover
165 crankcase
166 second cover
167 continuously variable transmission
168 CVT-cooling inlet
170 air-inlet
171 air-outlet
175/185 body portion
176 far end portion
177 near end portion
178/188 flow-change portion
189 lower facing side
179 bottom portion
192 vertex portion
190/191 air guide member
193 plurality of lugs
AF air flow
AF1 first flow path
AF2 second flow path
HO exit stream
H-H’ imaginary horizontal line
W1 first width
W2 second width
a first angle