DESC:FIELD OF INVENTION
The present invention relates to a heat management system suitable for a two wheeled automotive vehicle, more particularly to a vehicle wherein the engine is fully or partially accommodated in a vehicular structure such as a bonnet.

BACKGROUND AND PRIOR ART
Running of a vehicle engine for a certain period of time increases engine temperature and creates a hot environment around it. So the engine requires constant cooling. Liquid cooled engines are provided with an arrangement for passing cooled liquid around the engine thus maintaining temperature of engine within a safe operating temperature range. However, liquid cooled engines require space for cooling arrangements, and also consume energy through running of a pump for the cooling liquid. Such cooling arrangements also make the vehicle relatively bulky.

Air cooled engines are cooled by flow of atmospheric air over engine surfaces to dissipate the heat by directing hot air away from the engine.

Engine cooling by atmospheric air is only effective when the engine is directly exposed to atmospheric air. Thus, while the vehicle is running the atmospheric air directly comes in contact with the engine and cooling is achieved.

However, when the engine is disposed inside a space of a vehicular structure, for example in a bonnet compartment of a vehicle, air cooling is not effective as the vehicular structure creates a barrier between atmospheric cooling air and the engine.

Thus when the engine, as discussed above, is mounted in a vehicular structure comprising an engine compartment or space covered on all sides by body panels especially from the front side, such as in a scooter-type vehicle, management of engine generated heat becomes a major concern. In such a vehicular structure, insufficient air flow reaches the engine for required engine cooling. Further, removal of heated air from the space around the engine is also a challenge. Both these phenomena may lead to accumulation of heat in the engine compartment, causing serious damage to the performance of the engine as well as electronic elements of the control system. Further, when the rider/pillion rider sitting location is above the engine compartment, the heat may be dissipated to a rider’s/pillion rider’s body. This at least causes discomfort but also the possibility of injury.

The cooling air requirement is usually addressed by taking in so-called “ram” air through apertures provided in the front panel of the scooter, which is allowed to pass through a closed floorboard volume towards the engine compartment. This closed floorboard volume is formed between the floorboard on which the rider’s feet rest and a lower cover panel, and parts of the vehicle frame, electrical components, etc. lie within this volume). However, air flowing through the floorboard volume is dampened and diverted by the scooter frame and electrical components in its path away from the engine compartment. Moreover, air which does not enter this enclosed volume through the apertures available in the front panel, dashes against the front panel, scatters and escapes underneath and along the sides of the vehicle body. A low pressure area is also formed between the front fender and the front panel, which leads to drop in intensity of air flowing in through the apertures, thus leading to drop in available cooling air volume and cooling efficiency. Examples of such cooling systems may be found in EP 1625995, JP 07-096878 and WO 2004/078751.

OBJECTIVES OF INVENTION
Accordingly, one of the objectives of the invention is to provide a heat management system including a heat management structure which allows more effective air cooling of a vehicle engine and vehicle engine compartment and which allows, in certain embodiments, effective dissipation of heat from the vehicle engine compartment.

Yet another objective of invention is to provide a heat management system uncomplicated in construction.

SUMMARY OF INVENTION
With these objectives in view, the present invention provides a heat management system for air cooling of a prime mover of a two wheeled vehicle comprising a structure that has a first portion including a vertically extending wall at one end configured to gather and direct cooling air through it to form a first portion of cooling air for the prime mover; and a second base portion configured to gather and direct cooling air through it to form a second portion of cooling air for the prime mover. The prime mover is typically an internal combustion engine. Other prime movers amenable to air cooling may also be used.

Particularly advantageously, the structure may serve a further purpose to heat management and include a portion acting as a floorboard structure for the two wheeled vehicle. The portion may comprise the first portion which forms a shield for a rider and accommodation for the rider’s legs and feet. The structure may include a platform for the rider’s feet. This integration of vehicle functionalities efficiently uses space and reduces bulk and cost for the air cooling system.

Conveniently, cooling air is atmospheric air which is inducted into the heat management system as the vehicle is operated, for example being ridden along a road. However, a fan or other means could be included within the structure to further induce air cooling flows to the heat management system if required.

The first portion of the heat management structure is desirably provided, particularly in its vertically extending wall, with at least one aperture through which cooling air flows, typically as a ram air flow, into the heat management system. The vertically extending wall is inclined vertically at any desired acute angle to the horizontal and advantageously has a shape directed to collection of cooling air for direction through the aperture/s. Such shape is conveniently a curved shape. Advantageously, the wall may have a recess or concavity, preferably concave shape, with aperture/s recessed or set rearward from front edges of the wall. A rearwardly concave or curved shape enables accommodation of the front wheel well and assists in gathering airflow and reducing pressure drop across the aperture/s that has limited air cooling efficiency in prior heat management systems. The volume of any such recess may be selected to collect a desired volume of cooling air without increasing dimensions and cost of the first portion and the heat management structure as a whole.

The aperture/s are desirably of shape, area and number to enhance air flow into the heat management system. The shape is preferably non-circular and an irregular though generally angular shape may conveniently be selected. The objective is to avoid formation of pressure drops that reduce cooling air volumes to a level insufficient to efficiently cool the engine and maintain the engine operating temperature within a safe operating range for efficient vehicle operation.

The second base portion of the heat management structure, optionally and advantageously connected to the first portion of the structure, is desirably configured with a channel and a scoop arrangement on its lower surface, which may oppose a driving surface such as a road surface, to gather and direct the second portion of cooling air to the plenum and towards the engine for cooling. Such channel, which is advantageously not enclosed to form a duct, forms a substantial forward portion of the second base portion and gathers the cooling air likely to flow under the floorboard structure and the scoop directs the air towards the engine. The channel may have a curved profile to facilitate manufacturing and minimise causes of turbulence which could adversely affect cooling efficiency. The entry portion to the channel may have an upwardly curved shape acting as an airflow guide to enhance air flow into it. The entry portion also conveniently forms part of the transition between the first and second portions of the structure and is located to collect air which, while gathered by the first portion, such as in the concave recess described above cannot pass through the aperture/s due to flow resistance created by an unavoidable pressure drop across the aperture/s.

In prior heat management systems, such rejected cooling air could not be used for engine cooling reducing cooling efficiency in contrast to the present heat management system which allows access to this source of cooling air through operation of the second base portion. For example, the channel allows collection of additional air from the front wheel well of a scooter type motorcycle, which otherwise would have escaped from underneath and sides of the vehicle body being lost to prime mover cooling duty. The floor board arrangement helps to capture an additional approximately 40% air flow that has been lost under the floorboard structure in prior heat management system proposals and guide this air for prime mover cooling. Such additional flow of air has a significant effect on engine cooling efficiency.

At the same time, the two portions of cooling air flowing towards the prime mover are not combined and do not interfere with each other until relatively close to the prime mover as described below. This avoids turbulence and leads to better cooling.
The arrangement of the scoop and channels is desirably such that air exiting from scoop and channels does not interfere with each other and avoids turbulence.

Conveniently, the heat management system further comprises a plenum portion for combining cooling air from the first portion of the heat management structure and cooling air from the second base portion gathered by the structure and directing said combined cooling air flow to cool the prime mover, hereon referred to as an “engine”. The plenum portion is generally separate from, though in fluid communication with, the heat management structure. The plenum portion may be formed, at least in part, by a compartment or space accommodating the prime mover and may form a transition into the space, for example the engine compartment or engine bay. The plenum portion is thus optimally located relatively close to the engine. Such engine compartment or space may be enclosed within a vehicular structure for protecting the engine such as a bonnet for a scooter.

Air flow directed to pass through the vertically extending wall, typically through the above described aperture/s, may be divided into a plurality of corresponding side channels forming part of the floorboard structure. Conveniently, two such side channels are provided through at least one aperture may correspond with side channels. The side channels direct cooling air in the direction of the engine at sufficient velocity to achieve required convective air cooling. Deflectors or baffles are advantageously provided, for example at the rear end of the side channels, to guide cooling air towards the engine. The side channels also enable splitting of the first cooling air portion into two or more air flows and their separation by a volume sufficient to provide a convenient position for a vehicle battery box (and possibly other motorcycle components).

The vehicle engine would typically be located above and to the rear of the heat management structure as above described being located in an engine compartment, often located within a vehicular structure. Both engine and heat management structure, also usefully acting as a floorboard structure as described above, is connected to a frame of the motorcycle. Such vehicular structure may include a bonnet or other substantially enclosed space.

While the combined cooling air flow (i.e. made up of first and second cooling air portions) cools the engine and associated electrical components, the air heated in this process rises upwards in any enclosed space forming the engine compartment due to convection. The heat management system, and particularly the engine compartment is therefore desirably provided with an exhaust system to enable air heated during the engine cooling process to be exhausted during static and dynamic vehicle conditions. Specifically designed vent and grille arrangements may be used for this purpose.

Such hot air may result in the fuel tank and the air filter, in particular, being exposed to undesirable heat particularly when the vehicle is stationary and irrespective of the inclusion of any heat shield. For satisfactory functioning, air filter temperature should be as close to atmospheric temperature as possible. It is therefore particularly desirable to prevent the accumulation of heat in the upper part of an engine compartment where fuel tank and air filter are typically positioned. An air exhaust system, conveniently using vents, is used to account for this problem.

Conveniently, where the vehicle includes a storage box, typically mounted under seat, indirect openings or vents for exhausting such heated air may be provided by a plurality of cut outs located in the top most portion of under seat cover provided on rear side of the storage box. These indirect openings may have covers mounted over them such that sufficient gap is left between the openings and the cover to allow heated air to escape into atmosphere, while preventing any objects falling inside the engine compartment while the seat is lifted open. Further, the rear surface of any enclosed vehicular structure, such as a bonnet, is also provided with a grille arrangement that assists in exhausting hot air trapped inside the bonnet or other like enclosed vehicular structure when the vehicle is in motion.

A further embodiment of the invention provides a structure for use in a heat management system for cooling a prime mover of a two wheeled vehicle comprising a first portion including a vertically extending wall at one end configured to gather and direct cooling air through it to form a first portion of engine cooling air; and a second base portion configured to gather and direct cooling air through it to form a second portion of engine cooling air. The structure may conveniently include a portion acting as a floorboard for the two wheeled vehicle. As described above, this integration of vehicle functionalities reduces bulk for the air cooling system.

The heat management structure may include other features as described above.

A vehicle including a heat management system as above described forms another embodiment of the present invention. Such vehicles would typically include motorcycle type vehicles such as scooters.

SHORT DESCRIPTION OF DRAWINGS
In the drawings:
Figure 1A is a side view of a scooter type motorcycle including the heat management system according to one embodiment of the present invention.

Figure 1B is a front view of the scooter type motorcycle shown in Figure 1A.

Figure 2A is a first bottom orthogonal view of the floorboard structure included within the scooter-type motorcycle shown in Figures 1A and 1B and forming part of the heat management system.

Figure 2B is a second orthogonal view of the floorboard structure shown in Figure 2A.

Figure 3A is a side view of the floorboard structure shown in Figures 2A and 2B.

Figure 3B is a front view of the floorboard structure shown in Figures 2A, 2B and 3A.

Figure 3C is a top view of the floorboard structure shown in Figures 2A, 2B, 3A and 3B.

Figure 3D is a bottom view of the floorboard structure shown in Figures 2A, 2B and 3A to 3C and taken in a different orientation to Figure 3C.

Figure 4A is an exploded bottom view of the floorboard structure shown in Figures 2A, 2B and 3A to 3D.

Figure 4B is an orthogonal view of the floorboard structure shown in Figures 2A, 2B and 3A to 3D, along with a platform for rider’s feet.

Figure 5 is a front orthogonal view of the floorboard structure and its position relative to the scooter-type motorcycle frame to which it is connected.

Figures 6A, 6B and 6C show cooling air flows in a heat management system including the floorboard structure as shown in Figures 1A to 5.

Figure 7 is an orthogonal view of a storage box for the scooter-type motorcycle of Figure 1 showing vents forming part of an exhaust air system.

Figure 8 is a schematic of a heat management system including the floorboard structure shown in Figures 1 to 6B together with engine enclosing bonnet and exhaust air system.

DESCRIPTION OF PREFERRED EMBODIMENT

Description of preferred but non-limiting embodiments of the heat management system of the present invention will now follow with reference to the above drawings.

Referring first to Figure 1A, there is shown a scooter-type motorcycle 100 having a frame 102 comprising a head pipe 103, front forks 104, a body frame 106 and rear frame 108. Front wheel 110 is connected to front forks 104 in conventional manner. Mounted to body frame 106 is an internal combustion engine 150, conveniently of small engine capacity and operational with a lean air fuel mixture. Engine 150 is amenable to air cooling to an operating temperature conducive to efficient engine operation. Cooling air is atmospheric air which is inducted into the heat management system as the motorcycle 100 is operated, for example being ridden along a road.

The engine 150 is enclosed for protection of it and other engine components within an engine compartment 160 formed by the space enclosed by a vehicular structure in the form of a metallic bonnet 300 mounted, using suitable connection means (not shown), to rear frame 108 as indicated in Figure 8. The engine compartment 160 is heated during operation of engine 150 and apparatus for management of such heat and temperature control in compartment 160 is described below.

The engine 150 drives rear wheel 112 of motorcycle 100 through a transmission system 151, for example as described in the Applicant’s co-pending Indian Provisional Application No. 4864/MUM/2015, the contents of which are hereby incorporated by reference.

Motorcycle 100 includes a heat management system 10 for air cooling of its internal combustion engine 150 comprising, as shown in Figures 1A to 6B and 8, a structure 200 that has a first portion 220 including a vertically extending wall 230 at the front end of the motorcycle 100. Structure 200 is mounted, through suitable connection means, to the motorcycle body frame 106.

First portion 220 of structure 200 is configured to gather and direct cooling air through it to form a first portion of cooling air for engine 150 and a second base portion 240 is connected to said first portion 220 and configured to gather and direct cooling air through it to form a second portion of cooling air for engine 150. Structure 200 and, in particular, its first and second portions 220 and 240 are further described below. The second portion of cooling air is a portion not known to have been efficiently exploited as a source of cooling air in prior motorcycle heat management systems. This accessing of additional cooling air is a key advantage of the presently described heat management system.

The structure 200 here serves a further purpose to heat management and include a portion acting as a floorboard structure for motorcycle 100, for example through the first portion 220 providing a shield for the motorcycle 100 rider and accommodation, in the form of a platform 227 for the rider’s feet. This integration of vehicle functionalities uses space efficiently and reduces bulk for the air cooling system. Structure 200, hereon described as “floorboard structure 200”, is mounted to body frame 106 of motorcycle 100 using suitable connection means. Floorboard structure 200 may be manufactured and supplied as a separate component to, or for, a motorcycle manufacturer.

The first portion 220 of the floorboard structure 200 is provided, in its vertically extending wall 230, with a plurality of apertures 232 through which cooling air flows (air flow A in Figures 6A, 6B and 6C), typically as a ram air flow travelling in opposite direction to motorcycle 100 when ridden in forward gear, into the heat management system. The vertically extending wall 230 is inclined vertically at an acute angle to the horizontal H (as apparent from Figure 6A) and has shape directed to collection of cooling air for direction through the apertures 232. This shape is conveniently a curved shape as apparent from Figures 2A, 2B, 3C, 3D, 4 and 6B.

Advantageously, the vertically extending wall 230 has a concave shaped recess or concavity 234 with apertures 232 recessed or set rearward from front edges 231 of the wall 230. Such concave or curved shape of the recess 234 is selected to accommodate the front wheel well, gather air and minimise, so far as practicable, pressure drop across the apertures 232 that has limited air cooling efficiency in prior heat management systems. The volume of recess 234 is also selected to collect a desired volume of cooling air without increasing dimensions and cost of the first portion 220 and the floorboard structure 200 as a whole

Apertures 232 are of shape, area and number, here four but this number many change through optimisation to enhance air flow into the heat management system 10 by minimisation, so far as practicable, of pressure drop and flow resistance. The shape of apertures 232 is non-circular; rather an irregular though generally angular quadrilateral shape has been selected for cut outs which also reduce the weight of the first portion 220. The objective is to avoid formation of pressure drops that reduce cooling air volumes to a level insufficient to efficiently cool the engine and maintain the engine operating temperature within a safe operating range for efficient vehicle operation. This cannot be avoided altogether but the presently described heat management system has, through configuration of structure 200, accessed an additional source of cooling air not available or not efficiently exploited in prior heat management systems for motorcycles.

The second base portion 240 of floorboard structure 200 has a curved aerodynamic shape for its side walls 241 and is configured with an open channel 242 and a scoop arrangement 245 on its lower surface, which may oppose a driving surface such as a road surface, to gather and direct the second portion of cooling air (air flow B) along an external surface of second base portion 240 to the plenum portion 260 and towards the engine 150 for cooling as shown in Figures 6A, 6B, 6C and 8. Such open channel 242, narrowing inwardly to further confine cooling air flow B towards the rear, forms a substantial forward portion of the second base portion 240 and gathers the cooling air which, having been rejected by pressure drop across the first portion 220, is likely to flow under the floorboard structure 200 and the scoop 245 directs the air towards the engine 150. Open channel 242 may have a curved profile to facilitate manufacturing and optimise air flows by reducing causes of turbulence which could adversely affect convective cooling of engine 150. Further, profile of the second base portion 240 assist in limiting the reduction is velocity of the air flow B entering the plenum portion 260. Typically, 60% of the velocity of free flowing air flow B under the second base portion 240 is retained while entering plenum portion 260. This ensures improved cooling performance.

Channel 242 could be enclosed to form a duct. However, whilst such configuration would harness additional cooling air to the first portion 220, it would do so at the cost of including a pressure drop (similar to that encountered with the first portion 220 and prior heat management systems) and flow resistance that could, more desirably be avoided.

The entry portion 242a to the channel 242 has an upwardly curved shape acting as an airflow guide to enhance air flow into it. The entry portion 242a also forms part of the transition 224 between the first and second portions 220, 240 of the floorboard structure 200 and is located to collect air which, while gathered by the first portion 220, such as in the concave recess 234 described above cannot pass through the apertures 232 due to flow resistance created by an unavoidable pressure drop across the apertures 232. Such pressure drop and cooling air rejection is intrinsic to scooter type motorcycle operation.

In prior heat management systems, such rejected cooling air could not be used for engine cooling reducing cooling efficiency in contrast to the present heat management system. For example, the channel 242 allows collection of additional air from the front wheel well of motorcycle 100, which otherwise would have escaped from underneath and sides of its body. The floorboard structure 200, as described, helps to capture an additional 40% air flow that has been lost under the floorboard structure in prior heat management system proposals. Such additional flow of air has a significant effect on engine cooling efficiency.

Air flow directed to pass through the apertures 232 (air flow A in Figures 6A, 6B and 6C) is divided into a plurality of corresponding side channels 222 forming part of the floorboard structure 200. Conveniently, two such side channels 222 are provided. The side channels 220 direct cooling air in the direction of the engine 150 at sufficient velocity to achieve required convective air cooling. Deflectors 223 are provided, for example at the rear end of the side channels 222, to guide cooling air towards the engine 150. The side channels 222 also enable splitting of the first cooling air portion into two air flows and their separation by a volume sufficient to provide a convenient position B for a vehicle battery box (and other motorcycle components) as shown in Figure 6B. Air flows A and B are not allowed to interfere with each other, not being combined until a point closer to the engine 150. This avoids turbulence and leads to better cooling efficiency

To that end, the heat management system 10 for motorcycle 100 further comprises a plenum portion 260 for combining the first and second portions A and B of cooling air gathered by the floorboard structure and directing the combined cooling air flow C (as shown in Figures 8) to cool the engine 150 with the desired fluid dynamic properties to achieve the required convective cooling. Plenum portion 260 combines the first and second portions of the cooling air as close to engine 150 as practicable, avoiding interference between the two portions of cooling air, and minimising the formation of pressure drops and other flow phenomena which could reduce the available cooling air volume or reduce its efficacy through undesirable fluid dynamic effects. Figures 6B and 8 schematically show cooling air flows throughout the heat management system 10 including floorboard structure 200.

The plenum portion 260 is separate from, though necessarily in fluid communication with, the floorboard structure 200 and engine compartment 160. The plenum portion 260 is formed, at least in part, by the engine compartment 160 since it is here that the air flow formed by combination of the first and second cooling air flow portions must be directed to flow across the engine 150 and cool it through convective cooling. Engine 150 is provided with a cooling fin arrangement to assist such convective cooling. Whilst not used in this embodiment, a fan could be included, albeit at an additional cost, to force convective cooling.

The engine 150 is located above and to the rear of the floorboard structure 200 in engine compartment 160. The floorboard structure 220, and particularly the second base portion 240, is therefore configured with deflectors 223, baffles 290 to direct the cooling air to the plenum portion and onwards and upwards (air flow C) for convective cooling of engine 150.

While the combined cooling air flow C, as described above, cools the engine 150 and associated electrical components, the air heated in this process rises upwards in the engine compartment 160 as a result of convection as schematically shown in Figures 6A and 8. The heat management system 10, and particularly the engine compartment 160 is therefore provided with an exhaust system to enable air heated during the engine cooling process to be exhausted during both static and dynamic vehicle conditions. Specifically designed vent and grille arrangements are used for this purpose.

Such cooling air heating may result in the fuel tank 155 and the air filter 157, in particular, being exposed to undesirable heat particularly when the motorcycle 100 is stationary and irrespective of the inclusion of any heat shield 146. For satisfactory functioning, air filter 157 temperature should be as close to atmospheric temperature as possible. It is therefore particularly desirable to prevent the accumulation of heat in the upper part 162 of engine compartment where the fuel tank 155 and air filter 157 are positioned. Vents are positioned to account for this problem as described below.

In this case, motorcycle 100 includes – as shown in Figures 6A and 7 – a storage box 170, mounted under seat 195 and indirect openings or vents for exhausting such heated air are provided by a plurality of cut outs 176 located in the top most portion of under seat cover 175 provided on rear side of the storage box 170 as shown in Figures 6A and 7. These indirect openings 176 may have covers 177 mounted over them such that sufficient gap is left between the openings 176 and the cover 177 to allow heated air to escape into atmosphere as shown by air flow D in Figure 5, while preventing any objects falling inside the engine compartment 160 while the seat 190 is lifted open.

Further, the rear surface 310 of the bonnet 300 is also provided with a grille arrangement 180 that assists in managing heat build-up by exhausting hot air trapped inside the engine compartment 160 as shown in air flow E in Figures 6A and 8.

The heat management system 10 as described herein has a number of advantages avoiding the limitations of ram air cooling systems and enabling the optimisation of engine air cooling by harnessing and exploiting cooling air sources not efficiently exploited in prior heat management systems. These advantages are described in detail above.

Modifications and variations to the heat management system described may be apparent to the skilled reader of this specification. Such modifications and variations are deemed within the scope of the present invention. The applicant relies on the provisional specification and the drawings accompanying the provisional specification.
,CLAIMS:We Claim:

1. A heat management system for air cooling of a prime mover of a two wheeled vehicle comprising a structure;
wherein said structure has a first portion and a second base portion;
the first portion includes a substantially vertically extending wall at one end configured to gather and direct cooling air through it to form a first portion of cooling air for the prime mover; and
the second base portion configured to gather and direct cooling air through it to form a second portion of cooling air for the prime mover.

2. The heat management system according to claim 1 wherein the first portion of the structure is provided with at least one aperture through which cooling ram air enter into the heat management system.

3. The heat management system according to claim 2 wherein the first portion in the form of the substantially vertically extending wall has a shape directed to collection of cooling air for directing through the aperture/s.

4. The heat management system according to claim 3 wherein the first portion have the shape in the form of a recess or concavity with aperture/s rearward from edges of a wall of the first portion.

5. The heat management system according to claim 2, wherein shape of the aperture/s is preferably non-circular.

6. The heat management system according to claim 1 wherein the first portion of cooling air that pass through the first portion is divided into a plurality of corresponding side channels forming part of a floorboard structure.

7. The heat management system according to claim 6 wherein plurality of deflectors are provided at a rear end of the side channels, to guide cooling air towards the prime mover.

8. The heat management system according to claim 1 wherein the second base portion is configured with a channel and a scoop arrangement on its lower surface to gather and direct the second portion of cooling air towards the prime mover.

9. The heat management system according to claim 8 wherein an entry portion to the channel have an upwardly curved shape to guide an airflow through the second base portion.

10. The heat management system according to claim 9 wherein the entry portion forms part of a transition between the first portion and the second base portion, and is located to collect air which cannot pass through the aperture/s.

11. The heat management system according to claim 8 wherein plurality of deflectors and baffles are provided at a rear end of the second base portion, to guide cooling air towards the prime mover.

12. The heat management system according to any of the preceding claims wherein the first portion forms a shield for a rider and accommodation for the rider’s legs and feet.

13. The heat management system according to any of the preceding claims wherein the heat management system include a platform for the rider’s feet.

14. The heat management system according to any of the preceding claims wherein a fan or a blower is provided to further induce air cooling flow to the heat management system.

15. The heat management system according to any of the preceding claims wherein the heat management system further comprises a plenum portion for combining cooling air from the first portion of the heat management structure and cooling air from the second base portion gathered by the structure and using said combined cooling air flow to cool the prime mover.

16. The heat management system according to any of the preceding claims wherein the prime mover is enclosed by a vehicular structure provided with an exhaust system to enable air heated during the prime mover cooling process to be exhausted during static and dynamic vehicle conditions.

17. The heat management system according to claim 16 wherein a rear surface of the vehicular structure is provided with a grille arrangement that assists in exhausting hot air trapped inside the vehicular structure.

18. The heat management system according to any of the preceding claims wherein the two wheeled vehicle includes a storage box mounted under a seat and indirect openings are provided by a plurality of cut outs located in a top most portion of a under seat cover, for exhausting heated air.

19. The heat management system according to claim 18 wherein the cut outs have covers mounted over them such that sufficient gap is left between the cut outs and the cover to allow heated air to escape into atmosphere.

20. The heat management system according to any of the preceding claims wherein the two wheeled vehicle is a scooter type motorcycle and the prime mover can be an internal combustion engine or a motor or both.