Patent Publication Number: US-11644093-B2

Title: Transmission cover with improved airflow

Description:
PRIORITY CLAIM 
     The present application is a continuation of U.S. application Ser. No. 16/401,771, entitled TRANSMISSION COVER WITH IMPROVED AIRFLOW, filed May 2, 2019, which is a continuation of U.S. application Ser. No. 15/179,920, entitled TRANSMISSION COVER WITH IMPROVED AIRFLOW, filed Jun. 10, 2016, and issued as U.S. Pat. No. 10,295,045 on May 21, 2019, which is a continuation of U.S. application Ser. No. 13/948,007, entitled TRANSMISSION COVER WITH IMPROVED AIRFLOW, filed Jul. 22, 2013, and issued as U.S. Pat. No. 9,366,331 on Jun. 14, 2016 the content of which is hereby incorporated by reference. 
    
    
     FIELD OF INVENTION 
     This invention relates generally to a case for a vehicle transmission such as a continuously variable transmission (“CVT”) with an improved airflow path. 
     BACKGROUND OF THE INVENTION 
     All-terrain vehicles (“ATVs”) and recreational off-road vehicles (“ROVs”) generally feature CVTs to transmit power from the engine to the wheels. Like other moving parts of the vehicle, transmissions tend to generate heat during use that, if left unchecked, can be harmful to components of the engine. CVTs in particular generate heat due to the belt sides scrubbing against the sides of the sheaves anytime they are engaged and moving. CVTs are conventionally cooled by moving external air into the CVT cover and over the hot components and out of the cover. However, due to the rapid motion within the CVT cover and the intense space constraints in an engine and transmission, proper airflow is not always achieved efficiently. There is a demand in the art for improved, efficient cooling features for engines generally and specifically for CVTs. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to a cover or case for a transmission. The transmission can be a CVT or another suitable transmission having a drive shaft and a driven shaft. The cover includes a first hole for accommodating one of the drive shaft or the driven shaft of the transmission and a second hole for accommodating the other one of the drive shaft and driven shaft. The cover has a lateral dimension measured in a direction parallel to the shafts, and a line passing between center points of the first and second holes separates the cover into a first side and a second side. The cover also has an air inlet near the first hole and an air outlet near the second hole. The cover has a deep region near the air inlet, a ramp region adjacent to the deep region, and a shallow region adjacent to the ramp region. The deep region has a larger lateral dimension than the shallow region and the ramp region slopes between the deep region and the shallow region. The deep region, ramp region, and shallow region are on the first side of the cover. Airflow through the cover is directed to pass into the air inlet, over the deep region, ramp region, and shallow region before exiting the cover. The cover also includes a high region between the air outlet and air inlet on the second side of the cover, having a smaller lateral dimension than the shallow region. A portion of the air from the shallow region passes over the high region before joining the incoming airflow at the inlet. The cover also has a ridge between the first and second holes and separating the ramp region and the high region and a diverter between the high region and the air inlet and positioned to prevent air from the high region from exerting pressure on the incoming airflow. 
     Other embodiments of the present disclosure are directed to a cover for a transmission having a drive gear and a driven gear rotatably coupled. The cover includes a first end configured to accommodate the driven gear, a second end opposite the first end configured to accommodate the drive gear, and a middle section between the first and second ends. The first end, second end, and middle section together form an oval “racetrack” path for airflow. The cover also has an air inlet and an air outlet opposite the air inlet. Air introduced through the air inlet moves around the racetrack path. A portion of the air leaves the cover through the air outlet and a portion of the air cycles around the racetrack path. A first portion of the racetrack path between the air inlet and air outlet is wider near the air inlet and becomes progressively narrower between the air inlet and the air outlet, and a second portion of the airflow path between the air outlet and the air inlet is narrower than a narrowest region of the first portion of the racetrack path. The cover also includes a diverter extending from the second flow path over the air inlet to prevent air from the second portion of the flow path from exerting pressure onto air introduced to the cover through the air inlet. 
     In still further embodiments, the present disclosure is directed to a transmission including a drive gear, a driven gear, and means for rotatably coupling the drive gear to the driven gear to transmit power from the drive gear to the driven gear. The transmission is held within a cover surrounding the drive gear and driven gear. The cover has an elliptical shape to accommodate the round shape of the drive gear and the driven gear, an air inlet configured to direct air into the cover to cool the drive gear and driven gear, and an air outlet configured to release air from the cover after cooling the drive gear and the driven gear. The cover has a lateral interior dimension measured between interior walls of the cover measured in a direction parallel to the axes of rotation of the drive gear and driven gear. The air inlet and air outlet are positioned to direct the air to circulate around the interior of the cover in a racetrack path defined by the elliptical shape of the cover, the racetrack path having a first segment between the air inlet and air outlet on a first side of the cover and a second segment between the air outlet and the air inlet on a second side of the cover. The lateral dimension of the cover on the first side of the cover is widest at the air inlet, narrowest at the air outlet, and ramps from wide to narrow between the air inlet and air outlet. The lateral dimension of the cover on the second side of the cover is narrower than a narrowest point of the first side of the cover. The cover also has a diverter extending from the second side of the cover over at least a portion of the air inlet to prevent air moving over the second side of the cover from exerting pressure on incoming air in the air inlet. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Preferred and alternative embodiments of the present invention are described in detail below with reference to the following drawings. 
         FIG.  1    is a partially cut-away view of a CVT according to embodiments of the present disclosure. 
         FIG.  2    is an interior view of a portion of the CVT cover according to embodiments of the present disclosure. 
         FIG.  3    is an interior view of a portion of the CVT cover according to further embodiments of the present disclosure. 
         FIGS.  4 A-E  illustrate CVT cover alternate embodiments. 
         FIG.  5    is a block diagram of a vehicle that includes an engine, surface engaging members, and the CVT cover according to embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       FIG.  1    is a partially cut-away view of a CVT  100  and a CVT cover  110 . The CVT  100  has a driven clutch  101 , a drive clutch  102 , and a belt  103  between the driven clutch  101  and the drive clutch  102 . The drive clutch  102  is coupled to the engine crankshaft (not shown), receives power from the engine, and transmits the power through the belt  103  to the driven clutch  101 , and eventually from the driven clutch  101  to the wheels. The drive clutch  102  can have two conical sheaves  104  holding the belt  103  between them. Moving the sheaves  104  toward and away from one another changes the effective gear ratio of the drive and driven clutch system. As the sheaves  104  of the drive clutch  102  move farther apart the belt drops to a lower location on the sheaves  104  and to a higher location on the sheaves of the driven clutch  101 . Conversely, as the drive sheaves move closer together, the driven sheaves mover farther apart. Thus, the gear ratios from input to output smoothly change, thereby achieving a continuously variable transmission. Although, all the movement of the belt sides along the sides of the sheaves as the clutches are turning creates heat. The belt can only withstand so much heat before it fails under a load. Aspects of the present invention can also be used with other transmissions and with other engine casing components. 
     The backside (first portion  116 ) of CVT cover  110  surrounds the side of the CVT  100  adjacent the engine and transmission and protects the moving parts. The cover  110  also serves as a channel through which air moves to cool the sheaves and belt. The cover includes an air inlet  112  near the drive clutch  102  and an air outlet  114  near the driven clutch  101 . The positions of the air inlet  112  and outlet  114  can vary slightly, but preferably the air inlet  112  and outlet  114  are on substantially opposing sides of the cover  110  to permit the air to flow over the components of the CVT  100  and out the other side. The cover  110  is formed of two portions: a first portion  116 , and a second portion  118 . The two portions  116 ,  118  are split along a line parallel with the belt and are held together by bolts through bosses  120  around the periphery of the cover  110 . The bosses are preferably on the external portion of the CVT cover  110  to allow smoother air flow in the interior of the cover for better cooling. The first portion  116  can be on the engine side and the second portion  118  can be on the wheel side, or vice versa. In the illustrated embodiment, the first side  116 , in which the air inlet  112  and air outlet  114  are formed, are both on the engine side of the CVT  100 . Depending on the configuration of the CVT  100  and engine, the heat builds up more significantly on the engine side of the CVT  100 . However, in a different configuration, the heat may be more concentrated elsewhere, in which cover the air inlet  112  and outlet  114  can be positioned accordingly. The air inlet  112  and outlet  114  are also preferably located where a fan can pull air into the cover. In this case, the fan is convenient to situate on the engine side of the drive clutch sheaves  104 . The fan moves air into the cover and towards the outlet  114 . 
       FIG.  2    is an interior view of the first portion  116  of the CVT cover  110  according to embodiments of the present invention. The first portion  116  has two holes  122 ,  124  to accommodate the shafts of the drive clutch  102  and the driven clutch  101 , respectively. The clutches  101 ,  102  turn clockwise as shown by arrows A. The cover  110  has an inlet end  126  near the inlet  112  and an outlet end  128  near the outlet  114 . The cover  110  is generally rounded at the ends  126 ,  128  and somewhat straight in the middle. In some embodiments the inlet end is slightly smaller than the outlet end  128  because the drive clutch  102  is smaller; however, in other embodiments their relative sizes can vary to accommodate the sizes of the driven clutch  101  and drive clutch  102 . The air path through the cover  110  therefore starts at the inlet  112 , moves into the inlet end  126  and then along a lower region  130  of the cover  110 . Some of the air will rotate around the drive clutch, but the majority of the air is moved into contact with the driven clutch following the rounded interior shape of the outlet end  128  and eventually into the outlet  114  and out of the cover  110 . 
     The lateral dimensions of the cover  110  are defined as a distance between the first portion  116  and second portion  118  in a direction parallel with the shafts that pass through the holes  122 ,  124 . The lateral dimension is also reflected in the distance between the first portion  116  of the cover and the inner faces of the drive and driven clutches  102 ,  101 . These dimensions vary along the airflow path to improve the air pressure at various points along the flow path. The front portion  116  has a deep region  132 , followed by a ramp region  134 , followed next by a shallow region  136 . The deep region  132  has a large lateral dimension to permit air to enter at a relatively lower air pressure when compared to a conventional CVT cover with a uniform lateral dimension. The lateral dimension of the deep region  132  is preferably between 70 and 100 mm. In one preferred embodiment, the dimension is approximately 90 mm. In the ramp region  134  the lateral dimension diminishes gradually until reaching the shallow region  136 . The lateral dimension of the shallow region  136  is preferably between 50 and 80 mm. In one preferred embodiment, the dimension is approximately 65 mm. The ramp region  134  also widens in the transverse direction perpendicular to the lateral direction. The shallow region  136  begins approximately halfway between the first and second holes and continues around the outlet end  128  until reaching the outlet  114 . In other embodiments, the ramp region can begin nearer to the inlet  112  and end nearer to the outlet  114  for an even more gradual pressure change. The slope of the ramp region is preferably approximately 0 to 20 degrees. In some instances, the space constraints on the outside of the cover (other vehicle components that must be fitted) will dictate a hump in the ramp or a certain angle. In any case, the cover is optimized to have the least turbulence (e.g., the smoothest flow) through the flow path and to the exit. This will maximize cool air flow with the least resistance to air entering the inlet port for the given constraints. 
     The cover  110  also includes a high region  138  that extends from the air outlet  114  to the air inlet  112  on an upper side  131  of the cover  110 . A portion of the air in the cover moves from the shallow region  136  over the high region  138  and around the driven shaft again before merging with the newly introduced airflow from the air inlet  112 . A ridge  140  separates the high region  138  from the deep region  132 , the ramp region  134 , and the shallow region  136 . The ridge  140  extends tangentially from the first hole  122  and reaches approximately to a midpoint of the second hole  124 . A portion of the high region  138  at a perimeter of the cover  110  near the air inlet  112  is a divider  142  that directs air passing over the high region  138  back into the main airflow, and prevents the air from exerting outward pressure on the inlet air. The divider  142  covers approximately half the distance between the cover shell  144  and the first hole  122  measured in a radial dimension outward from the first hole  122 . 
     As the air enters the cover  110  from the inlet  112 , the laterally width dimensions of the flow path therefrom begin large and become progressively smaller until the air exits the cover  110  at the outlet  114 . The effect of this structure is to reduce the pressure drop in the air when introduced to the cover  110  thereby improving efficiency. Conventional designs have an abrupt change in dimension, which causes a larger pressure spike, in turn requiring more pressure to maintain airflow through the cover  110 . In some covers, the abrupt dimension change causes the internal air pressure to be large enough to cause air to blow back out of the inlet  112  hindering the efficiency of the cooling system. 
       FIG.  3    is an isometric view of a portion of a CVT cover  200  according to embodiments of the present disclosure in which the outlet is oriented differently relative to the cover  110 . The cover  200  includes features generally similar to features of other covers described herein including the inlet  112 , outlet  114 , deep region  132 , ramp region  134 , shallow region  136 , high region  138 , and ridge  140 . The outlet  114  is at approximately the 9 o&#39;clock position relative to the second hole  124 . By comparison, the outlet  114  of  FIG.  2    is at approximately the 1 o&#39;clock position. The inlet  112  can similarly be oriented differently according to the dimensions of a given CVT. The cover itself can be made using a mold or another suitable manufacturing technique. In some embodiments the cover has a uniform thickness throughout the cover. 
     In either of these preferred embodiments, the channeling of the cooling air creates less backpressure and more flow through of fresh air to better cool the clutches and belt. 
       FIGS.  4 A-E  illustrate various configurations of CVT cover air channeling structures. In  FIG.  4 A  the cover does not include air channeling structures, other than an open, smooth case. In this instance a significant amount of the air flow is recirculated back to the inlet. This recirculated air can create resistance to incoming air such that the flow of cool air into the cover is reduced. The recirculating air is also warmer, thus reducing the clutch and belt cooling. 
       FIG.  4 B  shows a slightly modified cover with a diversion wall to direct the air out of the cover near the outlet and driven clutch (not shown in this figure). The wall causes less recirculation and better air flow with less resistance at the inlet and cooler air overall. 
       FIGS.  4 C-E  illustrate different structures near the inlet that affect flow. These structures may be used in conjunction with the exit structures discussed above with reference to  FIGS.  4 A and  4 B .  FIG.  4 C  includes only a drop wall from the upper portion of the cover to the lower portion adjacent the inlet. Without a significant diversion for recirculating air flow is not optimized. Thus, incoming air becomes turbulent as it enters the recirculating air flow path. 
       FIG.  4 D  includes a recirculating air flow diverter to channel recirculating air above the main inlet flow path. Some turbulence occurs but flow is better than in  4 C above. 
       FIG.  4 E  includes a larger diverter for the recirculating air. This arrangement puts the recirculating air in a laminar flow path with the entering air to create the best flow with the least resistance. In alternate embodiments, the shield may be larger or smaller to achieve desired flow consistent with packaging and other design parameters. 
     While the preferred embodiments of the invention have been illustrated and described, as noted above, many changes can be made without departing from the spirit and scope of the invention. Accordingly, the scope of the invention is not limited by the disclosure of the preferred embodiments. For example, the present invention can include other mechanical equivalents that prevent an axle nut from loosening from the axle, including a retaining arm extending from the axle nut to a single lug or to another portion of the wheel. Other embodiments are also possible. Accordingly, the invention should be determined entirely by reference to the claims that follow.