Cooling mechanism of vehicle continuously variable transmission system

Abstract

This invention relates to a cooling mechanism for a continuously variable transmission (CVT) system in a vehicle. The vehicle has a power unit, which includes at least a transmission housing and a cover covering the transmission housing to form a housing for the CVT system. The housing is divided into an unfiltered area and a filtered area by a filter. The transmission housing has an air inlet for external cooling air to enter and a central air outlet for cooled hot air to exit, which is at least partially covered by a guide vane and connected to the air outlet. The central air outlet is provided with at least a first baffle and a second baffle, and when viewed from above, at least a portion of the projections of the first baffle and the second baffle overlap. This prevents external foreign objects from entering the housing due to the reduced positive pressure in the central air outlet, thereby preventing the CVT system from being damaged by external foreign objects or dust. At the same time, it can improve the slippage, abnormal noise, or jerking of the CVT system, thereby improving the performance of the CVT system.

Description

Heat dissipation mechanism for a continuously variable transmission system of a vehicle Technical Field

[0001] This creation relates to a heat dissipation mechanism for a continuously variable transmission system of a vehicle, especially a heat dissipation mechanism for a continuously variable transmission system of a vehicle that can prevent the continuously variable transmission system from being damaged by foreign objects or dust from the outside, thereby improving the usage efficiency of the continuously variable transmission system. Prior Art

[0002] As shown in Figures 1 and 2, the continuously variable transmission system 1 of a vehicle is installed in the transmission case 11. The continuously variable transmission system 1 has a drive disk group 13 that can be driven by a crankshaft 12, and a driven disk group 15 that is driven by the drive disk group 13 with a belt-shaped transmission member 14. In front of the cover 11a of the transmission case 11, there are an air inlet 111 and a first air outlet 112 and a second air outlet 113 respectively provided in the middle and the rear end of the cover 11a. When the continuously variable transmission system 1 operates at high speed, it will generate high temperature. Fresh cold air from the outside enters the transmission case 11 through the air inlet 111, is sucked and guided by the drive disk group 13 towards the driven disk group 15. The rotation of the driven disk group 15 can drive the cold air to be discharged from the transmission case 11 through the first air outlet 112 and the second air outlet 113 respectively, so as to cool down the continuously variable transmission system 1.

[0003] With the above cooling structure, the conventional continuously variable transmission system 1 can already achieve the effect of cooling down. However, when the continuously variable transmission system 1 no longer operates at high speed (that is, when the vehicle releases the accelerator pedal and the engine no longer operates quickly), the driven disk group 15 no longer rotates quickly to guide the cooling air, so the positive pressure of the first air outlet 112 and the second air outlet 113 decreases. When the positive pressure of the first air outlet 112 and the second air outlet 113 decreases, dust from the outside is likely to invade the transmission case 11 through the first air outlet 112 and the second air outlet 113. The dust from the outside invading through the first air outlet 112 and the second air outlet 113 will cause serious wear to the continuously variable transmission system 1, and even cause problems such as slipping, abnormal noise, and a sense of jerk.

[0004] Therefore, how to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle to prevent dust from the outside from invading the transmission case where the continuously variable transmission system is installed, so as to ensure the usage efficiency of the continuously variable transmission system, has become an urgent problem to be solved by current vehicle manufacturers. Summary of the Invention Problems to be Solved by the Invention

[0005] The main purpose of this invention is to provide a cooling mechanism for a continuously variable transmission (CVT) system in a vehicle, which mainly overcomes the problem that external sand and dust can easily enter through the air outlet of the transmission box and damage the CVT system. The means to solve the problem

[0006] Therefore, some technical means of this invention are to provide a heat dissipation mechanism for a continuously variable transmission (CVT) system in a vehicle. The vehicle has a power unit, which includes at least a transmission box and a cover covering the transmission box to form a housing for the CVT system. The housing is divided into an unfiltered area and a filtered area by a filter. The transmission box has an air inlet for external cooling air to enter and an intermediate air outlet for cooled hot air to exit, which is covered by at least a portion of a guide plate and connected to the air outlet. The intermediate air outlet is provided with at least a first baffle and a second baffle, and when viewed from above, at least a portion of the projections of the first baffle and the second baffle overlap.

[0007] Therefore, some technical means of this invention are to provide a heat dissipation mechanism for a continuously variable transmission (CVT) system of a vehicle, wherein the area of ​​the first channel defined by the middle air outlet of the first baffle is smaller than that of the second channel defined by the middle air outlet of the second baffle, and the area of ​​the second channel is smaller than that of the air outlet of the middle air outlet.

[0008] Therefore, some of the technical means of this invention are to provide a heat dissipation mechanism for a vehicle continuously variable transmission system, wherein the intermediate air outlet is designed to be gradually expanding in that the downstream area of ​​the hot air discharge direction is larger than the upstream area.

[0009] Therefore, some technical means of this invention are to provide a heat dissipation mechanism for a continuously variable transmission (CVT) system of a vehicle, wherein the middle air outlet defines a first chamber between the upper inlet and the first baffle, the first baffle and the second baffle define a second chamber, and the second baffle and the lower air outlet of the middle air outlet define a third chamber; wherein the second chamber is designed to be larger than the first chamber.

[0010] Therefore, some technical means of this invention are to provide a heat dissipation mechanism for a vehicle continuously variable transmission system, wherein the air outlet of the intermediate air outlet is provided with a third baffle.

[0011] For this reason, some technical means of this creation are to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle. The upper end inlet of the middle air duct is designed to be below the top edge of the maximum outer contour of the transmission member of the continuously variable transmission system and above the center line of the transmission member extending in the front-rear direction of the vehicle body; at least a part of the first baffle is lower than the upper end inlet of the middle air duct and higher than the center line of the transmission member of the continuously variable transmission system extending in the front-rear direction of the vehicle body.

[0012] For this reason, some technical means of this creation are to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle. A rear air duct is provided at the more rear end of the accommodation chamber compared to the middle air duct; the lower end opening of the rear air duct is lower than the center line of the transmission member of the continuously variable transmission system extending in the front-rear direction of the vehicle body and higher than the air outlet of the middle air duct.

[0013] For this reason, some technical means of this creation are to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle. A rear air duct is provided at the more rear end of the accommodation chamber compared to the middle air duct; the upper end opening of the rear air duct is higher than the center line of the transmission member of the continuously variable transmission system extending in the front-rear direction of the vehicle body and lower than the top edge of the maximum outer contour of the transmission member of the continuously variable transmission system.

[0014] For this reason, some technical means of this creation are to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle. A rear air duct is provided at the more rear end of the accommodation chamber compared to the middle air duct; the rear air duct is a zigzag channel that overlaps vertically and extends in the front-rear direction.

[0015] For this reason, some technical means of this creation are to provide a heat dissipation mechanism for a continuously variable transmission system of a vehicle. The length of the upper channel in the zigzag channel in the front-rear direction of the vehicle body is greater than the length of the lower channel in the front-rear direction of the vehicle body. Advantages of the Invention

[0016] The effects that can be achieved by this creation through some technical means are as follows: This can prevent foreign objects from easily invading the accommodation chamber due to the reduction of the positive pressure in the middle air duct, thereby avoiding damage to the continuously variable transmission system by foreign objects or dust from the outside; at the same time, it can improve the slipping, abnormal noise or sense of jerk of the continuously variable transmission system, thereby enhancing the usage efficiency of the continuously variable transmission system.

[0017] This invention achieves the following effects through certain technical means: it can prevent foreign objects from easily entering the housing due to the reduced positive pressure of the central air outlet, thereby preventing the continuously variable transmission system from being damaged by foreign objects or dust; at the same time, it can improve the exhaust of hot air, thereby improving the performance of the continuously variable transmission system.

[0018] This invention achieves the following effect through certain technical means: it facilitates the exhaust of hot air, thereby improving the cooling effect of the continuously variable transmission (CVT) system.

[0019] This invention achieves the effect of blocking and buffering foreign objects from entering the containment chamber through certain technical means.

[0020] This invention achieves the following effect through certain technical means: it can effectively prevent foreign objects from entering the continuously variable transmission system.

[0021] This invention achieves the following effect through certain technical means: by facilitating the exhaust of hot air, it improves the cooling effect of the continuously variable transmission (CVT) system.

[0022] This invention achieves the following effects through certain technical means: it facilitates the exhaust of hot air, thereby improving the cooling effect of the continuously variable transmission (CVT); at the same time, it can improve the slippage, abnormal noise, or jerking of the CVT, thereby enhancing the performance of the CVT.

[0023] This invention achieves the following effects through certain technical means: it facilitates the exhaust of hot air, thereby improving the cooling effect of the continuously variable transmission (CVT); at the same time, it can improve the slippage, abnormal noise, or jerking of the CVT, thereby enhancing the performance of the CVT.

[0024] This invention achieves the following effects through certain technical means: it facilitates the exhaust of hot air, thereby improving the cooling effect of the continuously variable transmission (CVT); at the same time, it can improve the slippage, abnormal noise, or jerking of the CVT, thereby enhancing the performance of the CVT.

[0025] This invention achieves the following effects through certain technical means: it facilitates the exhaust of hot air, thereby improving the cooling effect of the continuously variable transmission (CVT); at the same time, it can improve the slippage, abnormal noise, or jerking of the CVT, thereby enhancing the performance of the CVT. Simple Explanation of the Diagram

[0026]

[0027] [Figure 1] Cross-sectional view of a conventional continuously variable transmission system.

[0028] [Figure 2] Partial exploded view of a conventional transmission box.

[0029] [Figure 3] Side view of the locomotive in this work.

[0030] [Figure 4] Cross-sectional view of the continuously variable transmission system of this invention.

[0031] [Figure 5] Exploded view of the transmission box part of this creation.

[0032] [Figure 6] A three-dimensional view of the cover of the transmission box in this work.

[0033] [Figure 7] Schematic diagram of the cooling fan operation of the continuously variable transmission system in this invention.

[0034] [Figure 8] Schematic diagram of the blocking mechanism in this work. Implementation

[0035] To help your esteemed examiner better understand the structure and effects of this work, the following diagrams are provided for illustration.

[0036] First, please refer to Figure 3. The vehicle in this invention is illustrated by a straddle-type motorcycle. The motorcycle 2 has a frame unit 3, a seat 4 and a power unit 5 mounted on the frame unit 3, and a body cover unit 6 covering the outer periphery of the frame unit 3.

[0037] As shown in Figure 3, in the following description of this invention, "left" and "right" refer to the driver's left side as the left side and the driver's right side as the right side when the driver is riding on the locomotive 2. The frame unit 3 has a head tube 31 pivotally mounted at the front. A steering mechanism 32 is connected above the head tube 31. A downcomer tube 33 is connected to the head tube 31 towards the rear of the vehicle body. Below the downcomer tube 33 are a pair of slightly horizontal foot pedal tubes 34 extending towards the rear of the vehicle body. A foot pedal cross tube 341 connects the end of the downcomer tube 33 to the pair of foot pedal tubes 34. A pair of side frame sections 35 extend from the foot pedal sections 34 towards the rear of the vehicle. The side frame 35 has a rising section 351 adjacent to the pedal tube 34 and an extension section 352 located at the rear of the vehicle body. A pair of auxiliary members 353 are provided between the rising section 351 and the extension section 352 of the side frame 35, and a pair of extension members 354 are provided on the left and right sides of the rising section 351 adjacent to the pedal tube 34 and extending towards the rear of the vehicle body. The rising section 351 has a horizontal tube section 355 that runs along the left and right direction of the vehicle body and connects to the pair of side frame sections 35. A front fork unit D composed of a front shock absorber is pivotally mounted below the head tube 31, and a front wheel FW is pivotally mounted at the lower end of the front fork unit D.

[0038] As shown in Figure 3, a slightly flat footrest P is provided on the slightly horizontal foot tube section 34 of the frame unit 3, which forms a flat footrest for the driver to rest his feet. The internal space defined between the two slightly horizontal foot tube sections 34 is equipped with a fuel tank T for storing fuel for the combustion of the power unit 5. The power unit 5 is connected to the frame unit 3 and is located further towards the rear of the vehicle body from the fuel tank T.

[0039] As shown in Figure 3, the side frame 35 has a seat 4 for the driver to sit on above the extension 352, and a storage box F is provided on the extension 352 and below the seat 4. The power unit 5 is connected to the side frame 35 by an engine mount (not shown in the figure). The power unit 5 is connected to the frame unit 3 in a swinging or non-swinging manner. In the figure of this invention, the power unit 5 is connected to the frame unit 3 in a swinging manner as an example. In the implementation of this invention, the power unit 5 can also be fixed to the frame unit 3 in a non-swinging manner.

[0040] As shown in Figure 4, this invention implements the power unit 5 using an internal combustion engine, which can be a water-cooled internal combustion engine or an air-cooled internal combustion engine. The following description uses an air-cooled internal combustion engine as an example. The power unit 5 includes a crankcase 51 and a cylinder section (not shown in the figure) assembled on the crankcase 51. A transmission case 52 is provided on one side of the crankcase 51, and a continuously variable transmission system 53 is installed in the transmission case 52. The transmission case 52 is composed of the left half of the crankcase 51 and a case cover 521. That is, the inner side of the case cover 521 and the left half of the crankcase 51 define the housing E of the continuously variable transmission system 53.

[0041] As shown in Figure 4, the continuously variable transmission system 53 includes a drive disc assembly 531 connected to and driven by a crankshaft 511 in the crankcase 51, and a driven disc assembly 533 driven by the drive disc assembly 531 via a belt-shaped transmission member 532. When the crankshaft 511 in the crankcase 51 is pushed by the cylinder section, it can drive the drive disc assembly 531 of the continuously variable transmission system 53 to rotate. The drive disc assembly 531 drives the driven disc assembly 533 to rotate via the transmission member 532. The driven disc assembly 533 can drive the final drive shaft 534 to rotate, thereby driving the rear wheel RW pivotally mounted on the final drive shaft 534 to rotate, thus making the locomotive 2 move forward.

[0042] As shown in Figure 3, the locomotive 2 is covered by a body cover unit 6 around the frame unit 3. The body cover unit 6 has a front cover 61 covering the steering mechanism 32, a front body cover 62 covering the front of the head tube 31, a knee cover 63 covering the rear of the head tube 31, a foot cover 64 covering the foot tube 34, and a footrest P formed on the upper part of the footrest 64 for the driver to rest his feet. There is also a central body cover 65 located below the seat cushion 4, and side body covers 66 covering the two sides of the locomotive 2 body and located below the two sides of the seat cushion 4. The central body cover 65 can be integrally formed or composed of multiple pieces.

[0043] As shown in Figures 3, 4, 5, 6, and 7, the cover 521 located outside the transmission housing 52 has an air inlet 522 near the front end of the drive disc assembly 531. A central air outlet 523 is provided between the drive disc assembly 531 and the driven disc assembly 533. The central air outlet 523 has an air outlet 5231 opening downwards in the vertical direction of the vehicle body. The central air outlet 523 is designed to gradually expand with a downstream area larger than the upstream area in the direction of hot air flow. The opening of the central air outlet 523 upwards in the vertical direction of the vehicle body is designed to be located below the top edge of the maximum outer contour of the transmission component 532 of the continuously variable transmission system 53, and below the transmission component 53 of the continuously variable transmission system 53. The moving part 532 is above the centerline 521a extending in the front-rear direction of the vehicle body; the cover 521 is provided with a rear air outlet 524 at the end of the middle air outlet 523 (i.e., on the side of the passive disc assembly 533 facing the rear of the vehicle body). The rear air outlet 524 is designed as a meandering channel that overlaps vertically and extends in the front-rear direction. The meandering channel of the rear air outlet 524 has an upper opening 5241 and a lower opening 5242. The upper opening 5241 is set higher than the centerline 521a, and the lower opening 5242 is set lower than the centerline 521a; a guide plate 525 is provided between the middle air outlet 523 and the air inlet 522. The plate 525 is provided with an air filter 526. This filter 526 can be installed independently on the cover 521. More importantly, the filter 526 defines the unfiltered area and the filtered area within the housing E of the cover 521. At least a portion of the intermediate air outlet 523 is covered by the air guide plate 525. The cover 521 has a first baffle 527, a second baffle 528, and a third baffle 529 sequentially arranged (from top to bottom of the vehicle body) on the intermediate air outlet 523. The first baffle 527 is lower than the upper opening of the intermediate air outlet 523 and higher than the centerline 521a. When viewed from above, at least a portion of the first baffle 527 and the second baffle 528 are visible. The shadows overlap; thereby, the first baffle 527 and the second baffle 528 can form a blocking mechanism above the middle air outlet 523 along the vertical direction of the vehicle body, thereby preventing foreign objects or sand and dust from entering the housing E of the transmission box 52 through the middle air outlet 523; the first baffle 527 is located above the second baffle 528 along the vertical direction of the vehicle body; the first baffle 527 extends laterally from the front of the vehicle body to the rear of the vehicle body, that is, the first baffle 527 extends from the air inlet 522 towards the rear air outlet 524 and is located above the middle air outlet 523, that is, when viewed from above the vehicle body, the first baffle 527 and the second baffle 528 partially overlap;Furthermore, in this invention, the area of ​​the channel defined by the end edge of the first baffle 527 and the intermediate air outlet 523 is designed to be smaller than the area of ​​the channel defined by the end edge of the second baffle 528 and the intermediate air outlet 523; the second baffle 528 and the first baffle 527 are spaced apart along the vertical direction of the vehicle body; the second baffle 528 extends from the rear air outlet 524 toward the air inlet 522; the second baffle 528 has a straight section 5281 and an inclined section 5282; the inclined section 5282 extends downward toward the intermediate air outlet 523, i.e., it extends obliquely downward, thereby forming a guide surface; the air outlet 5231 of the intermediate air outlet 523 is opened on the third baffle 529.

[0044] As shown in Figures 3, 4, 5, 6, and 7, this invention further defines several chambers in the intermediate air outlet 523 using the first baffle 527, the second baffle 528, and the third baffle 529. For example, the area between the upper inlet of the intermediate air outlet 523 and the first baffle 527 is defined as the first chamber A, the area between the first baffle 527 and the second baffle 528 is defined as the second chamber B, and the area between the second baffle 528 and the air outlet 5231 below the intermediate air outlet 523 is defined as the third chamber C. The second chamber B is designed to be larger than the first chamber A, so that when the positive pressure of the intermediate air outlet 523 decreases, the second chamber B and the third chamber C can form a buffer effect, thereby reducing the direct intrusion of foreign objects into the accommodating chamber E from the air outlet 5231.

[0045] As shown in Figures 4, 5, 6, and 7, when the power unit 5 is started, the crankshaft 511 inside the transmission case 52 drives the drive disc assembly 531 of the continuously variable transmission system 53 to rotate, thereby causing the fan blades 5311 on the outside of the drive disc assembly 531 to generate a suction force. This suction force draws outside cold air into the transmission case 52 through the air inlet 522 of the case cover 521. After the cooling air enters the transmission case 52, it is blocked and concentrated by the air guide plate 525, and then the drive disc assembly 531 directs the cooling air through the air inlet 522. After filtration by the filter element 526, the air is guided by the air guide plate 525 to the rear section of the transmission box 52. After cooling and heat dissipation, the hot air in the rear section of the transmission box 52 circles the passive disc assembly 533 in a parabolic clockwise direction, and is discharged to the outside of the transmission box 52 through the middle air outlet 523 and the rear air outlet 524, thereby achieving the cooling and heat dissipation effect of the continuously variable transmission system 53. It should also be mentioned that the guide surface formed by the inclined section 5282 of the second baffle 528 can further improve the heat exhaust effect of the middle air outlet 523.

[0046] As shown in Figures 3, 4, 5, 6, and 8, when the locomotive 2's driving condition changes, for example, when the locomotive 2 needs to decelerate and reduce throttle (i.e., stop accelerating), the rotational speed of the drive disc assembly 531 and the driven disc assembly 533 of the continuously variable transmission system 53 decreases. At this time, the positive pressure of the intermediate air outlet 523 decreases, and foreign objects can easily enter the containment chamber E due to the reduced positive pressure of the intermediate air outlet 523. When foreign objects or sand and dust from the outside attempt to enter the transmission box 52 through the intermediate air outlet 523... When the air is inside, it will be blocked by the second baffle 528 and the first baffle 527, thereby preventing foreign objects or dust from entering the transmission box 52 (i.e. the housing chamber E) through the middle air outlet 523, thus ensuring the effectiveness of the continuously variable transmission system 53. It should also be mentioned that the inclined section 5282 of the second baffle 528 is inclined towards the ground, which can improve the effect of blocking foreign objects or dust from entering the transmission box 52 through the middle air outlet 523.

[0047] The main feature of this invention is that the locomotive 2 includes a power unit 5, which at least includes a transmission housing 52, and a cover 521 covering the transmission housing 52 to form a housing chamber E for a continuously variable transmission system 53; the housing chamber E is defined by a filter 526 to separate an unfiltered area from a filtered area; the transmission housing 52 has an air inlet 522 for allowing external cooling air to enter, and an air outlet 5231 for allowing cooled hot air to exit, which is at least partially covered by a guide plate 525. A central air outlet duct 523 is provided with at least the first baffle 527 and the second baffle 528. When viewed from above, at least a portion of the projections of the first baffle 527 and the second baffle 528 overlap. This can prevent foreign objects from easily entering the housing E due to the reduced positive pressure of the central air outlet duct 523, thereby preventing the continuously variable transmission system 53 from being damaged by external sand and dust. At the same time, it can improve the slippage and abnormal noise of the continuously variable transmission system 53, thereby improving the efficiency of the continuously variable transmission system 53.

[0048] In conclusion, this invention, through the aforementioned structure, improves upon the deficiencies of conventional knowledge and achieves the intended purpose. It has indeed enhanced the efficacy compared to conventional methods and clearly possesses the requirements of novelty, practicality, and progressiveness. Therefore, I hereby submit this utility model application in accordance with the law, and respectfully request your esteemed examiner to carefully review and grant patent approval. I would be most grateful for your assistance.

[0049] 1: Continuously Variable Transmission (CVT)

[0050] 11: Transmission box

[0051] 11a: Box lid

[0052] 111: Air Inlet

[0053] 112: First air outlet

[0054] 113: Second air outlet

[0055] 12: Crankshaft

[0056] 13: Drive disk assembly

[0057] 14: Transmission components

[0058] 15: Passive disk group

[0059] 2: Locomotive

[0060] 3: Chassis Unit

[0061] 31: Head tube section

[0062] 32: Steering mechanism

[0063] 33: Downcomer section

[0064] 34: Foot pedal section

[0065] 341: Foot pedal horizontal tube

[0066] 35: Side frame section

[0067] 351: Ascending segment

[0068] 352: Extension

[0069] 353: Auxiliary parts

[0070] 354: Extension component

[0071] 355: Horizontal tube section

[0072] 4: Seat Cushion

[0073] 5: Power Unit

[0074] 51: Crankcase

[0075] 511: Crankshaft

[0076] 52: Transmission box

[0077] 521: Box Lid

[0078] 521a: Centerline

[0079] 522: Air Inlet

[0080] 523: Center air outlet

[0081] 5231: Air vent

[0082] 524: Rear air duct

[0083] 5241: Open at the top

[0084] 5242: Open at the bottom

[0085] 525: Air guide plate

[0086] 526: Filter element

[0087] 527: First baffle

[0088] 528: Second baffle

[0089] 5281: Straight Section

[0090] 5282: Inclined section

[0091] 529: Third baffle

[0092] 53: Continuously Variable Transmission (CVT)

[0093] 531: Drive disk assembly

[0094] 5311: Fan blades

[0095] 532: Transmission components

[0096] 533: Passive disk group

[0097] 534: Final drive shaft

[0098] 6: Body Cover Unit

[0099] 61: Car hood

[0100] 62: Front hood

[0101] 63: Covering the knees

[0102] 64: Foot pedal cover

[0103] 65: Central vehicle body cover

[0104] 66: Side body cover

[0105] A: First chamber

[0106] B: Second Chamber

[0107] C: Third Chamber

[0108] D: Front fork unit

[0109] E: Storage Room

[0110] F: Storage box

[0111] FW: Front wheel

[0112] RW: Rear wheel

[0113] P: Footrest

[0114] T: Fuel tank

Claims

1. A cooling mechanism for a continuously variable transmission (CVT) system in a vehicle, the vehicle having a power unit, the power unit including at least a transmission housing and a housing cover covering the transmission housing to form a housing chamber for accommodating the CVT system; the housing chamber is defined by a filter element to separate an unfiltered area from a filtered area; the transmission housing has an air inlet for external cooling air to enter and an intermediate air outlet for cooled hot air to exit, which is at least partially covered by an air guide plate and connected to the air outlet; the intermediate air outlet is provided with at least a first baffle and a second baffle, wherein, when viewed from above, at least a portion of the projections of the first baffle and the second baffle overlap.

2. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The area of ​​the first channel defined by the intermediate air outlet duct is smaller than that of the first baffle, and the area of ​​the second channel defined by the intermediate air outlet duct is smaller than that of the air outlet of the intermediate air outlet duct.

3. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The intermediate air outlet is designed in a gradually expanding shape, with the downstream area of ​​the hot air discharge direction being larger than the upstream area.

4. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The intermediate air outlet duct defines a first chamber between the upper inlet and the first baffle, a second chamber between the first baffle and the second baffle, and a third chamber between the second baffle and the lower air outlet of the intermediate air outlet duct; wherein the second chamber is designed to be larger than the first chamber.

5. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The air outlet of the central air duct is equipped with a third baffle.

6. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The upper inlet of the intermediate air outlet is designed to be located below the top edge of the maximum outer contour of the continuously variable transmission (CVT) component and above the centerline of the CVT component extending in the longitudinal direction of the vehicle body; at least a portion of the first baffle is lower than the upper inlet of the intermediate air outlet and higher than the centerline of the CVT component extending in the longitudinal direction of the vehicle body.

7. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The accommodating chamber is provided with a rear air outlet at a rearward position relative to the intermediate air outlet; the lower opening of the rear air outlet is lower than the center line of the continuously variable transmission system's transmission components extending in the longitudinal direction of the vehicle body, and higher than the air outlet of the intermediate air outlet.

8. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The accommodating chamber is provided with a rear air outlet at a rearward position relative to the intermediate air outlet; the upper opening of the rear air outlet is higher than the center line of the continuously variable transmission (CVT) component extending in the longitudinal direction of the vehicle body, and lower than the top edge of the maximum outer contour of the CVT component.

9. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 1, wherein, The accommodating chamber is provided with a rear air outlet duct further back than the middle air outlet duct; the rear air outlet duct is a meandering passage that overlaps vertically and extends in the front-back direction.

10. The cooling mechanism for the continuously variable transmission (CVT) system of a vehicle as described in claim 9, wherein, The length of the upper passage in the detour is greater than the length of the lower passage in the same direction.

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