DESC:FIELD OF INVENTION
[0001] The present invention relates to an internal combustion engine and more particularly to an engine protector for the internal combustion engine of a two-wheeled vehicle.
BACKGROUND OF INVENTION
[0002] Generally, an internal combustion engine is the power source of a vehicle. The internal combustion engine is one of the critical units since the whole operation of the vehicle is based on it, hence it requires proper due care. The internal combustion engine receives a substantial amount of air-fuel mixture which is burnt to generate power for transmission of the vehicle. The internal combustion engine mostly comprises of a cylinder block, cylinder head, piston, connecting rod, crankshaft, crankcase and many other operational parts as such associated to it. Based on the nature of operations that the internal combustion engine goes through, it requires proper protection as well as cooling.
[0003] A typical two-wheeled vehicle comprises of multiple cooling options out of which one is provided in an engine protector. Generally, a plurality of cut outs is provided on the engine protector along its front facing profile to allow an entry of atmospheric air for cooling the internal combustion engine. The engine protector protects the internal combustion engine from pebbles and mud splashes entering in. Moreover, it also plays a vital role in providing engine cooling and hence contributes in maintaining efficiency of the engine. However, providing such cut outs result in entry of unwanted dust and water, contrary to the objective for which the engine protector was provided. In furtherance to it, the accumulation of dust on the surface of the crankcase, cylinder head or cylinder block leads to deteriorated heat transfer characteristics of the crankcase and leads to higher engine temperature.
[0004] Hence, it is an objective of the present subject matter to provide an engine protector which provides a cooling mechanism for the internal combustion engine, and does not comprises with its original function of protecting the internal combustion engine form entry of dust and water.
BRIEF DESCRIPTION OF DRAWINGS
[0005] 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.
[0006] Figure 1 illustrates a side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0007] Figure 2 illustrates a perspective view of an engine protector attached to a bottom cowl assembly of the exemplary vehicle shown in Fig.1, in accordance with an embodiment of the present subject matter.
[0008] Figure 3 illustrates a side view of the assembly of the engine protector with respect to the exemplary vehicle show in Fig. 1, in accordance with an embodiment of the present subject matter
[0009] Figure 4 illustrates a front view of an engine protector centre in accordance with an embodiment of the present subject matter
[00010] Figure 5 illustrates flow and direction of atmospheric air entering through the engine protector centre and flowing towards an internal combustion engine in accordance with an embodiment of the present matter.
[00011] Figure 6 illustrates a thermal mapping of the atmospheric air entering through a plurality of non-homogenous apertures formed on the engine protector centre in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION
[00012] Generally, a two-wheeled vehicle comprises of an internal combustion engine which provides the vehicle with the required power. The internal combustion engine is provided with a substantial amount of air-fuel mixture which is burnt to provide the vehicle with said power. A typical internal combustion engine comprises of a cylinder head where the combustion of air-fuel mixture occurs, and a cylinder block in which the reciprocating piston is provided. The cylinder head is disposed over the cylinder block, where in the cylinder head also accommodates the reciprocating piston. The reciprocating piston is connected to a crankshaft through a connection rod, wherein the crankshaft is covered by a crankcase from all around.
[00013] Typically, the internal combustion engine can be cooled by multiple ways which includes oil cooling as well as the use of atmospheric air. The combustion of fuel takes place inside the combustion chamber within the cylinder block. Hence the generated heat travels to the cylinder head and also heats up the crankcase housing the transmission. The lubricating oil travels from a sump to cylinder head via the cylinder block and cools down the cylinder block and cylinder head by heat extraction. During this process, due to continuous heat extraction done by the lubricating oil, the sump gets heated up since the lubricating oil which is already heated up gets accumulated there.
[00014] In furtherance to it, an engine protector is also provided to protect the engine from dust, water and pebbles coming from a front wheel. Generally, cut outs are provided in the engine protector to allow a substantial amount of atmospheric air to enter and help in cooling of the engine. However, these cut outs provided also allow an entry of dust and water which is unwanted. Furthermore, the large cut out portions makes the engine protector flimsy which lacks stability. When the cut outs are made small sufficient amount of atmospheric air is not able to enter which hampers the cooling efficiency. Additionally, engine protectors being in close proximity of engine are exposed to vibrations & prone to crack or breakage. Assembly of engine protector on the vehicle as well as its manufacturing is also a challenge. This is because the area is not easy to access and needs good aesthetics in terms of its form, profile as well as minimum visible fastening or joining members.
[00015] In furtherance to it, in some of the known arts, the cut outs which are provided are made homogenous dimensionally. However, such homogenous cut out portions provide an even supply of air to all the engine parts such as cylinder head, cylinder block, crankcase and sump, which is not required. Sump of the internal combustion engine requires extra air and cooling since it is not cooled down, rather is only heated due to accumulation of hot lubricating oil. Depending on the area of the engine and the cooling system disposition, different areas need different levels of cooling to work with best performance & durability. Critical areas need higher cooling as compared to other areas. Thus, known art is not able to provide a solution for the problem discussed.
[00016] Hence, an objective of the present subject matter is to provide an engine protector with a stable arrangement of air entry passage for cooling of internal combustion engine. In addition to it, the present subject matter allows an entry for a sufficient amount of air directed towards the critical unattended hot regions, without allowing the dust and water to enter.
[00017] In an embodiment, a two-wheeled vehicle comprises of an engine protector disposed in front of an internal combustion engine, located behind the front wheel to be precise. The engine protector comprises of engine protector L, engine protector R and engine protector centre, wherein all the three elements combine to form the engine protector. The engine protector L and engine protector R are engaged to side cowls and fairing through suitable fasteners for a stable mounting. Thus, through the current stable mounting the engine protector also arrests the vibrations of the side cowls and fairings by holding it securely. In an embodiment, engine protector centre having a profile extending inwards (concave shaped) when seen in plan view in the longitudinal direction.
[00018] In an embodiment, the engine protector centre having a concave profile comprises of apertures formed in it. The size and dimension of the apertures formed are intentionally made non-uniform and varied in size. In an embodiment, the apertures formed in a top potion of the engine protector centre are comparatively smaller in size when compared to apertures formed in a bottom portion of the engine protector centre. The ascending size pattern as we go down along the height of the engine protector centre is done on purpose. In an embodiment, the apertures formed in a top portion are comparatively small to provide the required stiffness and stability to the engine protector against vibration loads, wherein it also minimizes the entry of air for cooling of parts such as cylinder block and cylinder head which is not required. Furthermore, it also does not allow the entry of dust at such places protecting the heat transfer characteristics of the internal combustion engine. In an embodiment, the apertures with comparatively larger dimension are formed in a bottom portion of the engine protector centre to allow an entry of substantial amount of atmospheric air for the cooling of sump of the internal combustion engine. In an embodiment, the sump is one part which gets heated due to accumulation of lubricating oil which also gets hot as the engine continues running. Hence, a substantial amount of air is available to cool down the sump. Furthermore, the concave profile and smaller apertures regulate and divert the flow and direction of atmospheric air towards the apertures with greater size, allowing it to enter and cool down the sump.
[00019] Thus, the present subject matter provides an engine protector enabled to allow a substantial amount of atmospheric air for an efficient cooling of the internal combustion engine. The present subject matter provides a pattern of apertures which allows the air to enter and cool the unattended and critical hot regions of the internal combustion engine like the sump. In furtherance to it, the present subject matter provides a structural rigidity which was absent previously. Furthermore, the present subject matter also prevents the accumulation of dust on the internal combustion engine which used to hamper the heat transfer characteristics. Moreover, the present subject matter also enhances the aesthetic appeal of the vehicle and arrests the vibrations of the side cowls and fairings.
[00020] The aforesaid and other advantages of the present subject matter would be described in greater detail in conjunction with the figures in the following description.
[00021] Arrows provided in the top right corner of each figure depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicated R direction, an arrow Up denotes upward direction, an arrow Dw denoted downward direction, an arrow Rh denotes right side, an arrow Lh denoted left side, as and where applicable.
[00022] Fig. 1 illustrates a left side view of an exemplary two-wheeled motor vehicle (10), in accordance with an embodiment of the present subject matter. The vehicle (10) includes a frame assembly (105) that extends from a head tube (not shown), which is disposed in the front portion of the vehicle (10), towards a rear portion of the vehicle (10). The frame assembly (105) includes a mainframe (not shown) comprising a main tube extending rearward from a rear portion of the head tube and a down tube (not shown) that extends rearwardly downward from the head tube. The frame assembly (105) may further comprise a sub-frame formed by a pair of rear tubes (not shown) that extend obliquely rearward from the main frame. An internal combustion engine (1) is supported by the main frame of the frame assembly (105). The internal combustion engine (1) acts as the power unit of the vehicle (10), wherein the power unit may also include a traction/electrical motor (not shown). A front portion of a swing arm assembly (2) is swingably connected to the main frame of the frame assembly (105) and rear portion of the swing arm assembly (2) rotatably supports a rear wheel (3). The rear wheel (3) is functionally coupled to the internal combustion engine (1) through a transmission system. A rear fender (not shown) disposed upwardly of the rear wheel (3) covering at least a portion of the rear wheel (3). In the present embodiment, a single mono-shock rear suspension (4) connects the swing arm assembly (2) to the frame assembly. A pair of front forks (5) supports a front wheel (6) and is steerably supported by the head pipe. A handlebar assembly (7) is connected to an upper portion of the pair of front fork (5). Further, a front fender assembly (8) covers at least a portion of the front wheel (6) and the front fender assembly (8) is mounted to the front forks (5).
[00023] A fuel tank (9) is mounted to the main tube of the frame assembly (105) and disposed rearwardly of the handlebar assembly (7). A seat assembly (11) is disposed rearwardly of the fuel tank assembly (9) and supported by the pair of rear tubes. A foot rest sub-assembly (12) mounted to the frame assembly (105) of the vehicle enable in supporting the rider foot and a side stand unit (13) is also mounted on the frame assembly used to support the vehicle during a parked condition. Further, the vehicle (10) comprises a fairing assembly (14) that is disposed forwardly of the head tube and extending sidewardly covering at least a portion of the fuel tank (9) and at least a portion of the internal combustion engine (1). Also, the vehicle (10) may include a bottom cowl assembly (15) that covers at least a portion of the internal combustion engine (1) whereby the internal combustion engine (1) is protected from dust, dirt, and water splashing. The vehicle comprises of a tail cover assembly (16) that are disposed rearwardly of a side panel assembly and extend along the pair of rear tubes thereby covering at least a portion of the pair of rear tubes. For the purposes of this invention the two-wheeled vehicle (10) as illustrated in Fig. 1 is interchangeably used as vehicle (10) for the rest of the application, wherein both the terms convey the same meaning.
[00024] Figure 2 illustrates a perspective view of an engine protector (23) attached to the bottom cowl assembly (15) in accordance with an embodiment of the present subject matter. An engine protector (23) is provided for protection of the internal combustion engine (1), wherein the engine protector (23) is disposed in front of the internal combustion engine (1) and behind the front wheel (6) to be particular. The engine protector is attached along the bottom cowl assembly (15) of the vehicle (10). In an embodiment, the engine protector (23) comprises of engine protector R (23R), engine protector L (23L), and engine protector centre (23C). The three elements disclosed above are attached to form the complete structure of engine protector (23). In an embodiment, the engine protector R (23R) and engine protector L (23L) are securely attached to the bottom cowl assembly (15) and cover the internal combustion engine (1) from sides, wherein the engine protector centre (23C) is disposed between the engine protector R (23R) and engine protector L (23L) to cover the internal combustion engine (1) at its front portion. In an embodiment, the engine protector centre (23C) comprises of a plurality non-homogenous apertures (21) formed therein through which atmospheric air is allowed to enter and cool the internal combustion engine (1). In such an arrangement, the engine protector R (23R) and engine protector L (23L) guide the wind within the space enclosed between them, i.e. engine protector centre (23C). After which, the engine protector centre (23C) guides the wind towards the internal combustion engine (1) through the non-homogenous apertures (21).
[00025] Figure 3 illustrates a side view of the assembly of the engine protector (23) with respect to the exemplary vehicle (10) as show in Fig. 1, in accordance with an embodiment of the present subject matter. The area occupied by the internal combustion engine (1) is depicted as engine space (31) in the present figure. An air flow (32) is shown, which is guided through the engine protector centre (23C) towards the engine space (31) for its effective cooling. In an embodiment, the engine protector centre (23C) comprises of a concave shape profile. The profile of the engine protector centre (23C) is concave shaped when seen from front view of said vehicle (10). This inward profiling (concave shape) helps in collection of wind towards the engine protector centre (23C) and the plurality of non-homogenous apertures (21) formed therein. The profile of the protector is also substantially concave when seen from side view of the vehicle so as to conform to the profile of the front wheel with a substantially uniform gap. Thus, such a structure helps in further guiding of the atmospheric air towards the engine space (31) where the internal combustion engine (1) is disposed.
[00026] Figure 4 illustrates a front view of the engine protector centre (23C) in accordance with an embodiment of the present subject matter. In an embodiment, the engine protector centre (23C) comprises of plurality of non-homogenous apertures (21) formed therein. Moreover, the size and dimensions of the plurality of non-homogenous apertures (21) increases from top to bottom along the height of the engine protector centre (23C) when seen from a front view of the two-wheeled vehicle (10). Furthermore, the plurality of non-homogenous apertures (21) comprises of a set of apertures (41, 42), namely a first set of aperture (41) and a second set of aperture (42). The first set of apertures (41) are formed in a top portion of the engine protector centre (23C) and the second set of apertures (42) are formed in a below most portion of the engine protector centre (23C). In an embodiment, dimensions of the plurality of non-homogenous apertures (21) formed in configured in a pre-determined fashion, i.e. size and dimension of the first set of apertures (41) are comparatively smaller as compared to the second set of apertures (42). The size of the first set of apertures (41) and second of apertures (42) is modified as per the current description on purpose. Moreover, the structure of the plurality of non-homogenous apertures (21) can be of any shape be it circular, hexagonal, honeycomb etc. depending upon the vehicle requirements. In an embodiment, the size of the first set of apertures (41) is small and located in a top portion so that a very minimal amount of air can enter through it and the maximum part of it can be diverted to the second set of apertures (42) formed below with a larger size allowing the air to enter. Furthermore, it has been arranged so on purpose so that maximum amount of air enters to cool a sump of the internal combustion engine which is generally hot and unattended. The cylinder head and cylinder block of internal combustion engine (1) are already being cooled down and require relatively less air, hence the maximum part of it needs to be diverted to the sump disposed in the bottom most portion of the internal combustion engine (1). Furthermore, such an arrangement also reduces accumulation of dust on the cylinder head and cylinder block portion thus maintaining the heat transfer characteristics of cylinder head and cylinder block.
[00027] Figure 5 illustrates flow and direction of atmospheric air entering through the engine protector centre (23C) and flowing towards the internal combustion engine (1) in accordance with an embodiment of the present matter. In an embodiment, the air flow (32) can be seen circulating around the front wheel (3) and below the front fender (8) entering through the engine protector centre (23C). Additional air also flows over the fender (8) which augments the amount of cooling air flow to the engine area. In an embodiment, the internal combustion engine (1) comprises of a sump (51) formed in on its below most portion. The lubrication oil which is circulated around to cool the cylinder block and engine gets accumulated in the sump (51) after each cycle. Hence the sump (51) also gets heated due to the high temperature of the lubricating oil being circulated. The disposition of the fender (8) is such that its downstream end is substantially at the same level as that if the top end of the engine protector. This ensures that effective air flowing through the channel between front wheel (3) & fender (8) is intentionally directed towards the protector & the critical engine areas. Additionally, the lower end of the engine protector is disposed substantially equal to or below the lowermost level of the engine sump. In an embodiment, the air flow (32) goes around the front wheel (6) to enter through the plurality of non-homogenous apertures (21) formed in the engine protector centre (23C). According to the present invention, the plurality non-homogeneous aperture (21) distributes the wind to the bottom portion of the internal combustion engine (1) towards the sump (51). The diversion of wind towards the sump (51) leads to its better cooling thereby and also results in cooling of the heated lubricating oil accumulated within the sump (51).
[00028] Figure 6 illustrates a thermal mapping of the atmospheric air entering through the plurality of non-homogenous apertures (21) formed on the engine protector centre (23C) in accordance with an embodiment of the present subject matter. In an embodiment, the present figure depicts the path followed by the atmospheric air and the areas where it has maximum impact and contact. As per the present figure, it can be clearly illustrated that the air entering through the non-homogenous apertures move in a downward direction towards the sump (51) of the internal combustion engine (1). Since the second set of apertures (42) are formed in the below portion of the engine protector centre (23C) the quantity of air flowing towards the sump (51) has significantly improved.
[00029] Thus, the present subject matter provides an engine protector (23) comprising of a plurality of non-homogenous apertures (21) formed in its central portion, i.e. engine protector centre (23C). In furtherance to it, the present arrangement of the plurality of non-homogenous apertures (21) enables an efficient cooling of the internal combustion engine (1) and its parts which are hot and unattended. Moreover, the present subject matter also provides a stable structural rigidity and an enhanced aesthetic appeal. Additionally, the engine protector (23) is so disposed so as to have its upper end substantially at same level as the lower end of the front fender (8), and lower end substantially at same or lower level as that the engine sump (51). The protector profile in side view conforms to the wheel profile & forms a substantially uniform gap to enable uniform supply of cooling air.
[00030] 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.
,CLAIMS:We claim:
1. A two-wheeled vehicle (10) comprising:
an internal combustion (1) to supply required power and drive to said two-wheeled vehicle (10); and
an engine protector (23) enabled to envelope said internal combustion engine (10) from a right, left and front side when seen from a front view of said two-wheeled vehicle (10), wherein said engine protector comprises a plurality of non-homogenous apertures (21) with dimension of said plurality of non-homogenous apertures (21) increasing along height of said engine protector (21) from top to bottom when seen from a front view of said two-wheeled vehicle (10).
2. The two-wheeled vehicle (10) as claimed in claim 1, wherein said engine protector (23) comprises of an engine protector R (23R), an engine protector L (23L) and an engine protector centre (23C) to envelope and protect said internal combustion engine (1) form a right, left and front side when seen from a front view of said two-wheeled vehicle (10).
3. The two-wheeled vehicle (10) as claimed in claim 1, wherein said plurality of non-homogenous apertures (21) is formed on said engine protector centre (23C) of said engine protector (23), and wherein said plurality of non-homogenous apertures (21) formed is configured to be of pre-determined dimensions.
4. The two-wheeled vehicle (10) as claimed in claim 2, wherein said engine protector centre (23C) comprising of plurality of non-homogenous apertures (21) has a concave shaped profile when seen from a front view of said two-wheeled vehicle (10).
5. The two-wheeled vehicle (10) as claimed in claim 1, wherein said plurality of non-homogenous apertures (21) comprise of a first set of apertures (41) and a second set of apertures (42).
6. The two-wheeled vehicle (10) as claimed in claim 5, wherein size and dimension of said second set of apertures (42) is greater when compared to said first set of apertures (41).
7. The two-wheeled vehicle (10) as claimed in claim 5, wherein said first set of apertures (41) is formed on a top portion of said engine protector centre (23C) when seen from a front view of said two-wheeled vehicle (10).
8. The two-wheeled vehicle (10) as claimed in claim 5, wherein said second set of apertures (42) are formed on below most portion of said engine protector centre (23C) when seen from a front view of said two-wheeled vehicle (10).
9. The two-wheeled vehicle (10) as claimed in claim 1, wherein said internal combustion engine (1) comprises of a sump (51) formed at a below most portion thereto to store lubricating oil being circulated, and wherein said engine protector (23) is attached to said two-wheeled vehicle (10) in front of said internal combustion engine (1) resulting in said second set of apertures (42) to be located in front of said sump (51).
10. An engine protector (23) for a two-wheeled vehicle (10) accommodated in a front portion of said two-wheeled vehicle (10) disposed in front of an internal combustion engine (1) when seen from a front view of said two-wheeled vehicle (10), wherein said engine protector (23) comprises a plurality of non-homogenous apertures (21) with dimension of said plurality of non-homogenous apertures (21) increasing along height of said engine protector (21) from top to bottom when seen from a front view of said two-wheeled vehicle (10).