WO2020115772A1

WO2020115772A1 - Cooling system of continuously variable transmission of vehicle

Info

Publication number: WO2020115772A1
Application number: PCT/IN2019/050892
Authority: WO
Inventors: Yogesh Raghunath Wagh
Original assignee: Hero MotoCorp Limited
Priority date: 2018-12-06
Filing date: 2019-12-06
Publication date: 2020-06-11

Abstract

In one aspect of the present invention, a vehicle (100) is provided. The vehicle (100) includes body frame (200) adapted to communicate air. The body frame (200) includes a head tube (202), at least one down tube (204), a cross member (206) connected to the at least one down tube (204), a first seat rail (208), and a second seat rail (210) extending from the cross member (206). The vehicle (100) further includes a power unit (105) having a continuous variable transmission system (230), and a housing (228) enclosing the continuous variable transmission system (230).A communicating channel (300) is connected to the housing (228). An opening (226) is provided on an end portion of the first seat rail (208). The opening (226) is connected to the communicating channel (300), to communicate air received through the first seat rail (208) to the housing (228).

Description

COOLING SYSTEM OF CONTINUOUSLY VARIABLE TRANSMISSION OF

VEHICLE

FIELD OF INVENTION

[0001] The present invention relates to two wheeled vehicles and, more particularly, to a cooling system for a continuously variable transmission system of a two wheeled vehicle.

BACKGROUND

[0002] Vehicles utilizing a power source, such as an internal combustion engine, to generate power are typically equipped with a transmission system to transmit power generated by the power source to one or more driving wheels of the vehicle. A commonly used type of transmission systems is a continuously variable transmission system. Typically, the continuously variable transmission system includes V-belt wound around primary and secondary pulleys. A driving force of a crankshaft of the power source is transmitted through the primary pulley, the V-belt, and the secondary pulley, to the driving wheel of the vehicle. Typically, the primary pulley, V-belt, and secondary pulley are positioned within a housing.

[0003] During operation of the vehicle, the continuously variable transmission system gets heated up, along with components positioned within the housing, such as the V-bely, the primary pulley, and the secondary pulley. Clearly, it is undesirable to have the continuously variable transmission system operate constantly at heated conditions. Therefore, in order to dissipate heat from the housing and keep the continuously variable transmission system cool, various cooling systems for the continuously variable transmission system have been proposed.

[0004] The cooling systems for the continuously variable transmission system include a tubular member connected to frame of the vehicle, and the housing of the continuously variable transmission system. The tubular member receives air travelling through the frame, and communicates the air to the housing, thereby cooling components positioned therein. However, a location on the frame, where the tubular member is connected becomes prone to failure, especially if such location is proximal with load bearing or critical parts of the frame, e.g. at rear end portions of a seat rail. In order to avoid any failure of the frame, additional reinforcements may be required to be provided at such location on the frame, clearly leading to increase of cost, weight, and manufacturing time. Further, in order to avoid any failure of frame owing to such connection of the tubular member, increase of thickness of the frame is also tried. This, however, also increases weight and cost of the frame and is therefore undesired.

SUMMARY OF INVENTION

[0005] In one aspect of the present invention, a vehicle is provided. The vehicle includes body frame adapted to communicate air. The body frame includes a head tube, at least one down tube extending downward and rearward from the head tube, a cross member connected to the at least one down tube, a first seat rail extending from the cross member, and a second seat rail extending from the cross member, and substantially parallel to the first seat rail. The vehicle further includes a power unit carried by the body frame, having a continuous variable transmission system, and a housing to enclose the continuous variable transmission system. A communicating channel is connected to the housing. An opening is provided on an end portion of one of the first seat rail and the second seat rail. One end of the communicating channel (300) is fluidically coupled to the housing (228) and other end of the communicating channel (300) is fluidically coupled to the opening (226) to communicate air received through at least one of the first seat rail (208) and the second seat rail (210) to the housing (228) enclosing the continuous variable transmission system (230)..

[0006] The air circulating within the first seat rail member is received by the first end pipe of the communicating channel, and is communicated via the intermediate pleated bellow pipe and the second end pipe, to the housing. Therefore, air circulates within the housing, to decrease temperature of the continuous variable transmission system operating within the housing. Since the first end portion of the first seat rail member is proximal to the first frame member and the first cross member, amount of loads, stresses and strains experienced by the first end portion are comparatively less, particularly, when compared to the amount of loads, stresses, and strains experienced by the second end portion and the body portion of the first seat rail member.

[0007] Accordingly, by providing the at least portion of the opening (226) overlaping the cross member (206), there is no need for providing additional reinforcement at or near the opening. Moreover, the thickness of the first end portion may be kept at a minimum, since the opening is defined at the first end portion which is subjected to less loads, stresses, and strains. Accordingly, a need for having higher thickness of the first end portion is avoided, leading to decrease in weight and cost.

[0008] In an embodiment, a cooling system for continuous variable transmission system of a vehicle is provided. The vehicle includes a body frame, a power unit carried by the body frame, a continuous variable transmission system connected to the power unit, and a housing enclosing the continuous variable transmission system. The cooling system includes a communicating channel connected to the housing, and an opening on a flat face of body frame. The opening is connected to the communicating channel, to communicate air received through the body frame to the housing enclosing the continuous variable transmission system.

[0009] In another embodiment, the communicating channel for continuous variable transmission system of a vehicle is provided. The communicating channel includes at least one cable guiding member, namely a first cable guiding member, and a second cable guiding member. The cable guiding member protrudes outwardly from the communicating channel and is adapted to hold a brake cable. The first cable guiding member, and the second cable guiding member may be adapted to hold the brake cable. Accordingly, the communicating channel of the present disclosure, eliminates the need of having a special mount extending from the frame, proximate to the communicating channel, for supporting the brake cables. Further, the communicating channel of the present disclosure makes it easy to route the brake cables, while also enabling quick and easy access to the brake cables for maintenance, repair or for other purposes.

BRIEF DESCRIPTION OF DRAWINGS

[00010] The invention itself, together with further features and attended advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only wherein like reference numerals represent like elements and in which:

[00011] Figure 1 illustrates a side view of an exemplary two wheeled vehicle, according to an embodiment of the present invention;

[00012] Figure 2 illustrates a side view of a frame of the exemplary two wheeled vehicle, according to an embodiment of the present invention;

[00013] Figure 3 illustrates a top perspective view the frame of the exemplary two wheeled vehicle, in accordance with an embodiment of the present invention; [00014] Figure 4 illustrates a bottom view of the frame of the exemplary two wheeled vehicle, according to an embodiment of the present invention;

[00015] Figure 5 illustrates a view of a portion of the frame of the exemplary two wheeled vehicle, according to an embodiment of the present invention; and [00016] Figure 6 illustrates a view of a communication channel of the exemplary two wheeled vehicle, according to an embodiment of the present invention.

[00017] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature.

DETAILED DESCRIPTION

[00018] While the invention is susceptible to various modifications and alternative forms, an embodiment thereof has been shown by way of example in the drawings and will be described here below. It should be understood, however that it is not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternative falling within the spirit and the scope of the invention. [00019] The term“comprises”, comprising, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, structure or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or structure or method. In other words, one or more elements in a system or apparatus proceeded by“comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[00020] For better understanding of this invention, reference would now be made to the embodiment illustrated in the accompanying Figures and description here below, further, in the following Figures, the same reference numerals are used to identify the same components in various views. [00021] While the present invention is illustrated in the context of a vehicle, however, cooling system of continuously variable transmission system, and aspects and features thereof can be used with other type of vehicles as well. The terms “vehicle”,“two wheeled vehicle” and“motorcycle” have been interchangeably used throughout the description. The term “vehicle” comprises vehicles such as motorcycles, scooters, bicycles, mopeds, scooter type vehicle, All-Terrain Vehicles (ATV) and the like.

[00022] The terms“front / forward”,“rear / rearward / back / backward”,“up / upper / top”,“down / lower / lower ward / downward, bottom”,“left / leftward”, “right / rightward” used therein represents the directions as seen from a vehicle driver sitting astride and these directions are referred by arrows Fr, Rr, U, Lr, L, R in the Figures.

[00023] Referring to Figure 1, a vehicle (100) according to an embodiment of the present invention is depicted. The vehicle (100) referred to herein, embodies a motorized scooter vehicle. Alternatively, the vehicle (100) may embody any other ridden vehicles such as motorcycles, All-Terrain Vehicles (ATV) etc. without limiting the scope of the invention.

[00024] The vehicle (100) comprises a front end structure (102), a rear end structure (104), and a footboard (106). The front end structure (102) forms the front portion of the vehicle (100). The rear end structure (104) forms the rear portion of the vehicle (100). The footboard (106) lies between the front end structure (102) and the rear end structure (104).

[00025] The rear end structure (104) comprises a seat (108), a rear ground engaging member (112), and a power unit (105). The seat (108) provides seating for a rider of the vehicle (100). The rear ground engaging member (112) underlies the seat (108) and is driven by the power unit (105). The power unit (105) comprises an engine (not shown). The rear end structure (104) comprises a storage box (not shown). The storage box is provided under the seat (108). More particularly, the storage box is disposed within a space defined by the seat (108) and the engine of power unit. Further, the rear end structure (104) may comprise additional components such as rear fender, suspension systems, tail lights, rear grips etc. without limiting the scope of the invention. [00026] The front end structure (102) comprises a front ground engaging member (114), and a steering mechanism (116). The front ground engaging member (114) is operatively connected to the steering mechanism (116). The steering mechanism (116) comprises a handle bar (118). The handle bar (118) is configured to be rotated by the rider to steer the vehicle (100). The front end structure (102) comprises a head lamp unit (110), a pair of turn signal lamp units (not illustrated).

The head lamp unit (110) is provided ahead of the handle bar (118) of the steering mechanism (116). The head lamp unit (110) is configured to move along with the steering mechanism (116). The turn signal lamp units indicates the rider’s intention to turn or change lanes. The head lamp unit (110) and the turn signal lamp units are provided for safety of the rider and in conformance with the traffic regulations.

[00027] Further, the front end structure (102) comprises a front cover assembly (120) arranged ahead of the seat (108). The front cover assembly (120) encloses the steering mechanism (116). The front cover assembly (120) also provides protection for the feet of the rider of the vehicle (100). The turn signal lamp units may be disposed on the front cover assembly (120) in slots provided thereon. Further, the front end structure (102) may further comprise additional components such as mirrors, front fender, front forks etc. without limiting the scope of the invention.

[00028] Referring to Figure 2 and 3, the vehicle (100) comprises a frame (200). The frame (200), also referred to as frame member (200), supports the front end assembly (102), the footboard (106), and the rear end assembly (104) of the vehicle

(100). The frame (200) comprises a head tube (202), a first frame member (204), a first cross member (206) (shown in Figure 3), a first seat rail member (208), a second seat rail member (210) (shown in Figure 3), a second cross member (212), and a third cross member (214). The first frame member (204) extends downwards and rearwards from the head tube (202).

[00029] The first frame member (204), also referred to as down tube (204), is connected to the first cross member (206). The first seat rail member (208) and the second seat rail member (210) extends substantially parallel in a rearward and upward direction from the first cross member (206). The second cross member (212) and the third cross member (214) extend between the first seat rail member (208) and the second seat rail member (210). In an embodiment, the first seat rail member (208) may be identical to the second seat rail member (210). [00030] The frame (200) further comprises a first mounting member (216), and a second mounting member (218). As shown in Figure 3, the first mounting member (216) extends from the first seat rail member (208), whereas the second mounting member (218) extends from the second seat rail member (210).

[00031] As shown in Figure. 2, 3 and 4, the first seat rail member (208) includes a first end portion (220), a second end portion (222) opposite to the first end portion

(220) and a body portion (224) connecting the first end portion (220) and the second end portion (222). As illustrated in Figure. 3, the first end portion (220) of the first seat rail member (208) is proximal to the first cross member (206). Moreover, the first end portion (220) of the first seat rail member (208) is distal from the second end portion (222) and the body portion (224) of the first seat rail member (208).

[00032] In an embodiment, the first seat rail member (208) has a tubular cross section, with a predefined thickness. As such, each of the first end portion (220), the body portion (224), and the second end portion (222) have a tubular cross section. In an embodiment, the tubular cross section of the first seat rail member (208) has one of an oval, an elliptical, and an oblong profile. Specifically the tubular cross section of at least one of the first end portion (220), the body portion (224), and the second end portion (222) has the oblong profile. In an example, the tubular cross section of the first end portion (220) has the oblong profile. In alternative embodiments, the tubular cross section of the first seat rail member (208) may have any other hollow, elongated profile. In an example, the tubular cross section of the first seat rail member (208) has a thickness of about 2.6 millimeters. In other examples, the tubular cross section of the first seat rail member (208) has a thickness of less than 2.6 millimeters.

[00033] The first seat rail member (208) further includes a substantially flat face, also referred to as a flat surface (226a) or flat face (226a). An opening (226) is defined on the flat face (226a) of the first seat rail member (208). The opening (226) is defined at a front portion of one of the first seat rail (208) and the second seat rail (210). The front portion in a non-load bearing portion of the body frame (200). In an embodiment, each of the first end portion (220), the body portion (224), and the second end portion (222) have the flat surface (226a), and the opening (226) is defined on the flat surface (226a) of the first end portion (220) of the first seat rail member (208). In alternative embodiments, only the first end portion (220) of the first seat rail member (208) has the flat surface (226a) and the opening (226) is defined thereon. The opening (226) has an oblong shape. In other embodiments, the opening (226) has an oval, circular, rectangular or any other closed shape.

[00034] Similar to the first seat rail member (208), the second seat rail member (210) also includes a first end portion (220a), a second end portion (222a) opposite to the first end portion (220a) and a body portion (224a) connecting the first end portion (220a) and the second end portion (222a). As illustrated in Figure. 3, the first end portion (220a) of the second seat rail member (210) is proximal to the first cross member (206a). Moreover, the first end portion (220a) of the second seat rail member (210) is distal from the second end portion (222a) and the body portion (224a) of the second seat rail member (210).

[00035] In an embodiment, the second seat rail member (210) has a tubular cross section. As such, each of the first end portion (220a), the body portion (224a), and the second end portion (222a) have a tubular cross section. In an embodiment, the tubular cross section of the second seat rail member (210) has one of an oval, an elliptical, and an oblong profile. Specifically the tubular cross section of at least one of the first end portion (220a), the body portion (224a), and the second end portion (222a) has the oblong profile. In an example, the tubular cross section of the first end portion (220a) has the oblong profile. In alternative embodiments, the tubular cross section of the second seat rail member (210) may have any other hollow, elongated profile. In an example, the tubular cross section of the second seat rail member (210) has a thickness of about 2.6 millimeters. In other examples, the tubular cross section of the second seat rail member (210) has a thickness less than 2.6 millimeters.

[00036] The second seat rail member (210) further includes a substantially flat surface (not illustrated). An opening (not illustrated) may be defined on the flat surface of the second seat rail member (210). In an embodiment, each of the first end portion (220a), the body portion (224a), and the second end portion (222a) have the flat surface, and the opening is defined on the flat surface of the first end portion (220a) of the second seat rail member (210). In alternative embodiments, only the first end portion (220a) of the second seat rail member (210) has the flat surface and the opening is defined thereon.

[00037] The first end portion (220) of the first seat rail member (208) being distal from the second end portion (222) and the body portion (224) of the first seat rail member (208), is proximal to the first frame member (204). Therefore, the opening (226) is also proximal to the first frame member (204). In an embodiment the opening (226) is aligned with the first cross member (206). Likewise, the first end portion (220a) of the second seat rail member (210) being distal from the second end portion (222a) and the body portion (224a) of the second seat rail member (210), is proximal to the frame member (204). Therefore, the opening of the second seat rail member (210) is also proximal to the first frame member (204).

[00038] As shown in Figure 2, 3 and 4, the vehicle (100) further includes a continuous variable transmission system (230), a housing (228) and a communicating channel (300). The power unit (105) may be an internal combustion engine. The power unit (105) is connected to the frame (200) of the vehicle (100) such that weight thereof, is carried by the frame (200). The power unit (105) converts chemical energy of fuel, such as petrol, diesel, gas etc., into mechanical output. The output from the power unit (105) is transferred to at least one of the rear ground engaging member (112) and the front ground engaging member (114). In the disclosed embodiment, the output from the power unit (105) is transferred to the rear ground engaging member (112). In an example, both the rear ground engaging member (112) and the front ground engaging member (114) are wheels.

[00039] The continuous variable transmission system (230) is adapted to transfer the power from the power unit (105) to the rear ground engaging member (112). Therefore, the continuous variable transmission system, also referred to as

CVT system, is connected to both the power unit (105) and the rear ground engaging member (112). The continuous variable transmission system (230) is enclosed within the housing (228).

[00040] In order to keep the continuous variable transmission system (230) cool during operation thereof, the communicating channel (300) is employed. The communicating channel (300) is a flexible, elongated tubular pipe connecting the housing (228) and the frame (200). The communicating channel (300) includes a first end pipe (302), an intermediate pleated bellow pipe (304), and a second end pipe (306). The second end pipe (306) is connected to an opening (229) on the housing (228), the intermediate pleated bellow pipe (304) is connected to the second end pipe (306) and the first end pipe (302). The intermediate pleated bellow pipe (304) is adapted to collapse and expand as required, allowing limited movement of the first end pipe (302) with respect to the second end pipe (306). Further, the first end pipe (302) is connected to the intermediate pleated bellow pipe (304) and the frame (200). Specifically, the first end pipe (302) is connected to the opening (226) defined on the flat surface (226a) at the first end portion (220) of the first seat rail member (208).

[00041] An open end portion (308) of the first end pipe (302) of the communicating channel (300) has a shape in conformance to the shape of the opening (226). Therefore, in an example where the opening (226) has an oval shape, the open end portion (308) of the first end pipe (302) of the communicating channel (300) also has an oval shape. Likewise, in another example, where the opening (226) has a circular shape, the open end portion of the first end pipe (302) of the communicating channel (300) also has a circular shape. In the disclosed embodiment, both the opening (226) on the flat face of the first seat rail member (208) and the open end portion of the first end pipe (302) of the communicating channel (300) has an oblong profile.

[00042] Therefore, in order to connect the communicating channel (300) with the frame (200), the open end portion of the first end pipe (302) of the communicating channel (300) is inserted in the opening (226) on the flat face of the first seat rail member (208). Accordingly, a need for having any additional or special arrangement, for example a bracket, on the first seat rail member (208) in order to connect the communicating channel (300) to the first seat rail member (208), has been eliminated by the present disclosure.

[00043] In an embodiment disclosed in Figure 4, a cooling system (310) for continuous variable transmission system (230) of the vehicle (100), is provided. The cooling system (310) includes the communicating channel (300) connected to the housing (228). Further, the cooling system (310) includes the opening (226) on the flat face of body frame (200). The opening (226) is connected to the communicating channel (300), to communicate air received through the body frame (200) to the housing (228) enclosing the continuous variable transmission system (230).

[00044] The vehicle (100) further includes a vehicle deceleration system (not numbered). The vehicle deceleration system includes a plurality of linkages and / or cables extending from the handle bar (118) of the vehicle (100) to at least one of the rear ground engaging member (112) and the front ground engaging member (114). As shown in Figure 5, and 6, the vehicle deceleration system includes a plurality of brake cables such as a cable (312), shown in Figure. 5. The cable (312) is routed through the front of the vehicle (100) to at least one of the rear ground engaging member (112) and the front ground engaging member (114). In an embodiment, the cable (312) is routed through the front of the vehicle (100) to each of the rear ground engaging member (112) and the front ground engaging member (114).

[00045] Further, as shown in Figure 5, and 6, the communicating channel (300) comprises at least one cable guiding member. In an embodiment, the communicating channel (300) includes a first cable guiding member (314), and a second cable guiding member (316). Each of the first cable guiding member (314), and the second cable guiding member (316) protrude outwardly from the communicating channel (300). In an embodiment, each of the first cable guiding member (314), and the second cable guiding member (316) may be integral to the first end pipe (302) of the communicating channel (300). In alternative embodiments, the communicating channel (300) may include fewer or more number of cable guiding members such as the first cable guiding member (314), and the second cable guiding member (316), without deviating from the spirit of the present disclosure. [00046] In alternative embodiments, each of the first cable guiding member

(314), and the second cable guiding member (316) may be removably connected to the first end pipe (302) of the communicating channel (300). The first cable guiding member (314), and the second cable guiding member (316) may be adapted to hold the brake cable such as the cable (312). Accordingly, the communicating channel (300) of the present disclosure, eliminates the need of having a special mount extending from the frame (200), proximate to the communicating channel (300), for supporting the brake cables. Further, the communicating channel (300) of the present disclosure makes it easy to route the brake cables, while also enabling quick and easy access to the brake cables for maintenance, repair or for other purposes. [00047] During operation of the vehicle (100), air from surroundings finds its way into the frame (200) through various openings (not numbered) on the frame (200). Specifically, each of the first seat rail member (208) and the second seat rail member (210) receive and contain air from surroundings of the vehicle (100). In an embodiment, at least one of the first seat rail member (208) and the second seat rail member (210) receive and contain air from surroundings of the vehicle (100). The air circulating within the frame (200) is allowed to escape the frame (200), through the opening (226). The air is thereafter communicated to the housing (228) through the communicating channel (300). Specifically, the air circulating within the first seat rail member (208) is allowed to move through to the first seat rail member (208) through the opening (226) defined on the first end portion (220). The air is received by the first end pipe (302) of the communicating channel (300), and communicated via the intermediate pleated bellow pipe (304), and the second end pipe (306) to the housing (228). Therefore, air circulates within the housing (228), to decrease temperature of the continuous variable transmission system (230) operating within the housing (228).

[00048] In light of the foregoing, the present disclosure provides a vehicle, such as the vehicles (100) having the communicating channel (300) connected to the first end portion (220) of the first seat rail member (208) through the opening (226). Since the first end portion (220) of the first seat rail member (208) is proximal to the first frame member (204) and the first cross member (206), amount of loads, stresses and strains experienced by the first end portion (220) are comparatively less, particularly, when compared to the amount of loads, stresses, and strains experienced by the second end portion (222) and the body portion (224) of the first seat rail member (208).

[00049] Accordingly, upon providing the opening (226) on the first end portion (220), there is no need for providing additional reinforcement at or near the opening (226). Moreover, the thickness of the first end portion (220) may be kept at a minimum, for example about 2.6 mm, since although the opening (226) is defined at the first end portion (220), and the first end portion (220) is subjected to less loads, stresses, and strains. Accordingly, a need for having higher thickness of the first end portion (220) is avoided, leading to decrease in weight and cost.

[00050] Further, as illustrated the opening (226) is on the flat face (226a) of the first end portion (220) of the first seat rail member (208). Providing the opening (226) on a flat surface is a lot easier compared to providing the opening on a curved surface. Furthermore, the opening (226) has an oblong profile, that is similar to the oblong profile of the first end pipe (302) of the communicating channel (300). Therefore, assembling and disassembling of the communicating channel (300) on the frame (200) is quick and easy. Further, the communicating channel (300) of the present disclosure, has the first cable guiding member (314), and the second cable guiding member (316) that eliminate the need of having a special mount extending from the frame (200), proximate to the communicating channel (300), for supporting the brake cables. In addition, the communicating channel (300) of the present disclosure makes it easy to route the brake cables, while also enabling quick and easy access to the brake cables for maintenance, repair or for other purposes.

[00051] While few embodiments of the present invention have been described above, it is to be understood that the invention is not limited to the above embodiments and modifications may be appropriately made thereto within the spirit and scope of the invention.

[00052] While considerable emphasis has been placed herein on the particular features of this invention, it will be appreciated that various modifications can be made, and that many changes can be made in the preferred embodiments without departing from the principles of the invention. These and other modifications in the nature of the invention or the preferred embodiments will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

Claims

We claim:

1. A vehicle (100) comprising:

a body frame (200), the body frame (200) comprises:

a head tube (202),

at least one down tube (204) extending downward and rearward from the head tube (202),

a cross member (206) connected to the at least one down tube (204), a first seat rail (208) extending from the cross member (206), and a second seat rail (210) extending from the cross member (206), and substantially parallel to the first seat rail (208);

a power unit (105) swingably carried by the body frame (200); the power unit (105) comprises:

a continuous variable transmission system (230), and

a housing (228) to enclose the continuous variable transmission system

(230), and

a communicating channel (300),

wherein at least one of the first seat rail (208) and the second seat rail (210) include an opening (226) defined thereon, and

wherein one end of the communicating channel (300) is fluidically coupled to the housing (228) and other end of the communicating channel (300) is fluidically coupled to the opening (226).

2. The vehicle (100) as claimed in claim 1, wherein the one end of the communicating channel (300) is fluidically coupled to the housing (228) and other end of the communicating channel (300) is fluidically coupled to the opening (226) to communicate air received through at least one of the first seat rail (208) and the second seat rail (210) to the housing (228) enclosing the continuous variable transmission system (230).

3. The vehicle (100) as claimed in claim 1, wherein the opening (226) has an oblong profile, and at least portion of the opening (226) overlaps the cross member (206).

4. The vehicle (100) as clamed in claim 1, wherein the communicating channel (300) comprises a first end pipe (302) and a second end pipe (306).

5. The vehicle (100) as claimed in claim 4, wherein the first end pipe (302) of the communicating channel (300) has an oblong profile corresponding to the opening (226) on one of the first seat rail (208) and the second seat rail (210).

6. The vehicle (100) as claimed in claim 1, wherein the communicating channel (300) comprises at least one cable guiding member (314), wherein the cable guiding member (314) protrudes outwardly from the communicating channel (300) and is adapted to hold a brake cable (312).

7. The vehicle (100) as claimed in claim 1, wherein each of the first seat rail (208) and the second seat rail (210) comprises:

a first end portion (220),

a second end portion (222) opposite to the first end portion (220), and a body portion (224) connecting the first end portion (220) and the second end portion (222),

wherein the first end portion (220) each of the first seat rail (208) and the second seat rail (208) is connected to the first cross member (206), and

wherein the opening (226) is at the first end portion (220) of one of the first seat rail (208) and the second seat rail (210).

8. The vehicle (100)as claimed in claim 1, wherein each of the first seat rail (208) and the second seat rail (210) have a tubular cross section of thickness less than 2.6 millimeters.

9. The vehicle (100) as claimed in claim 1, wherein the tubular cross section of the first side rail (208) has one of an oval, an elliptical, and an oblong profile. 10. A cooling system (310) of a continuous variable transmission system

(230) of a vehicle (100) having a body frame (200), a power unit (105) carried by the body frame (200), a continuous variable transmission system (230) connected to the power unit (105), and a housing (228) enclosing the continuous variable transmission system (230), the cooling system comprising:

a communicating channel (300) connected to the housing (228), and an opening (226) on a flat face (226a) of the body frame (200), the opening (226) being connected to the communicating channel (300), to communicate air received through the body frame (200) to the housing (228) enclosing the continuous variable transmission system (230).