Note: Descriptions are shown in the official language in which they were submitted.
CA 02327503 2000-11-23
COOLING SYSTEM FOR LAND VEHICLES
BACKGROUND OF THE INVENTION
Field of the Invention
The present invention generally relates to closed loop cooling systems for
land
vehicles. More specifically, the present invention relates to such cooling
systems featuring
bypass arrangements to better moderate coolant temperature in low temperature
operating
environments.
Description of Related Art
Snowmobiles are popular land vehicles that are used primarily in the winter
and in
cold and snowy conditions. Snowmobiles are powered by internal combustion
engines. To
improve emissions, four cycle engines have been replacing two cycle engines in
many
snowmobiles. Such engines often feature a water cooling system. Such a cooling
system
circulates coolant or water through various cooling jackets designed to cool
specific
components of the engine. Often the coolant is circulated using a water pump
that is
constantly driven by the crankshaft or another shaft that is ultimately
powered by the
crankshaft.
Because the water pump is constantly driven, coolant begins circulating once
the
engine is turned over and remains circulating until the crankshaft stops
turning. This is
particularly disadvantageous in cold weather environments. For instance,
lubricant
viscosity changes as a function of lubricant temperature. Until an engine has
properly
warmed-up, the lubricant may not flow properly to various components.
Additionally,
decreased temperatures can affect pressures and combustion. Accordingly,
circulating
coolant prior to a preset warm-up temperature can be disadvantageous.
SUMMARY OF THE INVENTION
Accordingly, a cooling system is desired in which coolant can circulate once
the
engine has started but the coolant circuit can bypass a heat exchanger. Such
an
arrangement allows the engine to warm-up more rapidly and allows the coolant
to bypass
the heat exchanger until a present coolant temperature has been reached. Such
an
arrangement also can be used to help moderate coolant temperature in lower
temperature
environments.
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CA 02327503 2004-12-17
One aspect of the present invention involves a land vehicle comprising an
engine
with a cooling j acket disposed within a portion of the engine and
communicating with a heat
exchanger. The heat exchanger is positioned in a location exposed to ambient
air. The
engine comprises a crankshaft and a peripheral engine component. The
peripheral engine
component comprises a cooling jacket. A water pump is drivingly connected to
the
crankshaft. A closed loop cooling system comprises a first water delivery
conduit providing
coolant to a switching valve arrangement, a second water delivery conduit
providing coolant
to the cooling j acket of the peripheral engine component and a water return
line returning
coolant to the water pump. The switching valve arrangement comprises a valve,
a supply
line extending to the heat exchanger and a bypass line. The valve is adapted
to direct
coolant through the heat exchanger if a sensed coolant temperature is above a
preset
temperature and to direct coolant through the bypass line if the sensed
coolant temperature
is below the preset temperature.
Another aspect of the present invention involves a snowmobile comprising a
frame
with at least one steerable ski supporting the frame. An engine is mounted to
the frame and
a heat exchanger is mounted to the frame. The engine comprises a crankshaft
that is
rotatably driven and a water pump that is driven by the crankshaft. The engine
power a
drive belt. A first cooling jacket is disposed within a portion of the engine.
A peripheral
component is mounted to the engine with a second cooling jacket extending
through a
portion of the peripheral component. A closed loop cooling system comprises
the heat
exchanger, the first cooling jacket, the second cooling jacket, the water pump
and a
switching valve arrangement. The switching valve arrangement is interposed
between the
water pump and the heat exchanger. The switching valve arrangement comprises a
chamber, a supply line extending to the heat exchanger, a return line
extending from the
heat exchanger to the chamber and a bypass line extending into the chamber
without
extending through the heat exchanger. A valuing assembly is disposed within
the chamber
and has a first position to direct a substantial flow through the heat
exchanger and a second
position to direct a substantial flow around the heat exchanger. An actuator
is adapted to
move the valuing assembly to the first position if a sensed coolant
temperature is above a
preset temperature and is adapted to move the valuing assembly to the second
position if a
sensed coolant temperature is below a preset temperature.
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CA 02327503 2000-11-23
A further aspect of the present invention involves a land vehicle comprising
an
engine with a first cooling jacket disposed within a portion of the engine and
communicating with a heat exchanger. The heat exchanger is positioned in a
location
exposed to ambient air. The engine comprises a crankshaft and a peripheral
engine
component. The peripheral engine component comprises a second cooling jacket.
A
water pump is drivingly connected to the crankshaft. A closed loop cooling
system
communicates with the water pump, the first cooling jacket, the second cooling
jacket
and the heat exchanger. The cooling system comprises means for bypassing the
heat
exchanger if a sensed coolant temperature is below a preset temperature.
Further aspects, features and advantages of this invention will become
apparent
from the detailed description of the preferred embodiment which follows.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features, aspects and advantages of the present invention will
now
be described with reference to the drawings of a preferred embodiment, which
is intended
to illustrate and not to limit the invention. The drawings comprise seven
figures.
FIGURE 1 is a simplified side elevation view of a snowmobile configured and
arranged in accordance with certain features, aspects and advantages of the
present
invention. Certain internal components have been illustrated with hidden
lines.
FIGURE 2 is a top plan view of the snowmobile of FIGURE 1.
FIGURE 3 is an enlarged side elevation view, primarily showing an engine and a
steering linkage.
FIGURE 4 is an enlarged top plan view, primarily showing the engine and the
steering linkage.
FIGURE S is another enlarged side elevation view, primarily showing a
lubrication
system of the engine.
FIGURE 6 is a cross-sectional view taken along the line 6-6 of FIGURE 3.
FIGURE 7 is a cross-sectional view showing a combustion chamber, intake and
exhaust ports, intake and exhaust valves and a valve drive mechanism of the
engine.
FIGURES 8 and 9 are schematic illustrations of a cooling system arranged and
configured in accordance with certain features, aspects and advantages of the
present
invention. FIGURE 8 shows a temperature controlled valve in a first position
while
FIGURE 9 shows the valve in a second position.
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CA 02327503 2000-11-23
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
OF THE INVENTION
With reference initially to FIGURES 1-3, an overall construction of a land
vehicle
is illustrated therein. In the illustrated arrangement, the land vehicle
comprises a
snowmobile 30 configured and arranged in accordance with certain features,
aspects and
advantages of the present invention. The snowmobile 30 is an exemplary land
vehicle.
Although the present invention will be shown and described in the context of
the illustrated
snowmobile, some aspects and features of the present invention also can be
employed with
other land vehicles in manners that will become apparent.
In general, the snowmobile 30 operates over a snowfield or terrain, indicated
generally with the reference letter S in FIGURE 1, which typically is covered
with snow.
The reference mark FW in the figures indicates a forward direction in which
the
snowmobile 30 generally moves. As used through this description, the terms
"right" and
"left" will mean at or to the respective sides in a top plan view relative to
the forward
direction FW.
The illustrated snowmobile 30 generally comprises a frame assembly 32, which
can include a plurality of frame members 34 (see FIGURE 3). The frame members
34
can be formed with sheet metal, metal pipes or the like and preferably are
assembled in
any suitable manner to have sufficient rigidity. Two side panels 36 generally
cover the
sides of the frame assembly 32 in the illustrated arrangement. In addition, a
cowling
member or hood 38 covers a forward portion of the frame assembly 32.
Preferably, the
cowling member 38 is detachably coupled with the frame assembly 32 or
pivotally
hinged thereto at one end so as to pivot about the hinged portion. The side
panels 36 and
the cowling member 38 can be made of plastic or synthetic resin. A bottom
plate 40 (see
FIGURE 3), which can be made of sheet metal, advantageously covers a bottom
portion
of the frame assembly 32. Thus, a substantially closed compartment is formed
over a
forward portion of the frame assembly 32 by the side panels 36, the cowling
member 38
and the bottom plate 40.
A seat 44 can be disposed above a rear portion of the frame assembly 32 so
that
the rider 45. In some arrangements, the seat 44 can be positioned such that a
rider 45 can
place her feet in front of the seat 44. In the illustrated arrangement, the
seat 44 is
disposed such that the rider 45 straddles the seat with a foot positioned on
each side of
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CA 02327503 2000-11-23
the seat 44. Thus, in the illustrated arrangement, a pair of foot rests 46 are
disposed on
both sides of the seat 44. A windshield 47 extends upwardly from the cowling
member
38 to protect the rider 45 from wind and/or snow impinging upon him or her.
With reference to FIGURE 2, the frame assembly 32, when provided with the
S side panels 36, the cowling member 38, the seat 44 and the wind shield 46,
generally is
substantially symmetrically formed relative to an imaginary center plane 48
extending
generally vertically and fore to aft through the frame assembly 32. Due to the
arrangement of the various body components, such as the seat 44, the cowling
38, and the
side panels 36, for instance, the frame assembly 32 is substantially enclosed.
The side panels 36 and the bottom plate 40 placed in front of the seat 44
together
with the cowling member 38 define a generally closed cavity, as discussed
above. A
prime mover assembly 52 can be enclosed within the cavity. Because the cowling
member 38 is detachably coupled with or pivotally hinged to the frame assembly
32, the
rider 45, a mechanic or a repairman can access the prime mover assembly 52 for
maintenance or the like. The illustrated prime mover assembly 52 generally
comprises
an internal combustion engine 54 and a transmission 56 which transmits power
from the
engine 54 to a drive assembly or unit 58 through a driveshaft 60. In other
words, the
transmission converts the engine output to speed and torque. In the
illustrated
arrangement, the driveshaft 60 is journaled on the frame assembly 32.
With reference again to FIGURE 1, the drive assembly 58 depends from the
frame assembly 32 and is generally disposed beneath the seat 44. The drive
assembly 58,
although somewhat schematically shown in FIGURE 1, preferably includes a slide
rail
unit 64, a drive sprocket 66, a set of idle shafts 68 and a corresponding set
of idle
sprockets 70. The slide rail unit 64 comprises a pair of slide rails which
extend fore and
aft along the center plane 48. Preferably, the slide rails are spaced apart
from one
another. The respective idle shafts 68 extend generally transversely and are
journaled on
the illustrated slide rail unit 64. The idle sprockets 70 preferably are
suitably secured to
the respective idle shafts 68.
The slide rail unit 64 together with the drive sprocket 66 and the idle
sprockets 70
support an endless drive belt 76. More specifically, the slide rail unit 64
abuts a backside
of the drive belt 76, which is opposite the side of the drive belt 76 facing
the terrain S,
and the drive sprocket 66 engages with the drive belt 76 to provide rotational
movement
to the drive belt 76. The respective idle sprockets 70 contact the drive belt
76 in known
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CA 02327503 2000-11-23
manners. With reference to FIGURE 2, the drive belt 76 has a relatively broad
width and
a longitudinal center line of the drive belt 76 is placed generally on the
center plane 48.
When the drive sprocket 66 rotates, the drive belt 76 also rotates in a
direction indicated
with the arrows 78, 80. Because the drive belt 76 has a sufficient contact
area with the
terrain S, the drive belt 76 produces a friction or traction force and the
rotation of the
drive belt 76 propels the snowmobile along the terrain S.
The drive assembly 58 preferably is provided with at least one suspension unit
84.
The suspension units 84 suspend the slide rail units 64 and damp movement of
the
suspension unit 84 relative to the frame assembly 32. The damping movement of
the
suspension units 84 properly absorbs shocks coming from rough surfaces of the
terrain S
and hence the rider 45 can enjoy a comfortable ride.
In the illustrated arrangement, the snowmobile 30 also includes a pair of
steering
skis 88. Each ski 88 preferably comprises a ski member 90 and a knuckle pin
92. The ski
member 90 includes a contact area, which typically abuts on the terrain S
during movement
of the snowmobile 30. The knuckle pin 92 is coupled with the ski member 90 at
a
generally top center portion of the ski member 90 and allows the ski to pivot
fore and aft
such that the ski member 90 can follow rough surfaces of the terrain S.
With reference to Figure 1, a pair of support members 94 supports the
respective
steering skis 88 at both sides of the frame assembly 32. Each support member
94
preferably has one end 96 secured to the frame assembly 32. A sleeve 98 is
formed at the
other end of the support member 94. The sleeve 98 extends generally vertically
and
inclines slightly rearward. Preferably, the sleeve 98 is welded at a mid
portion thereof to
the support member 94. The sleeve 98 pivotally supports the rod member 94
about a
steering axis that extends generally vertically. Through this mounting
arrangement, the ski
members 90 can be steered, i.e., their forward portions are selectively
directed in the right
or le$ direction.
In order to steer the skies 88, the snowmobile 30 includes a steering linkage
102
that is arranged and configured in accordance with certain features, aspects
and advantages
of the present invention. With reference now to FIGURES 2-5, the steering
linkage 102
comprises a steering handle assembly 104 and a linkage assembly 106.
The illustrated steering handle assembly 104 comprises a handle post 108, a
handle
bar 110 and a pair of grips 112. The handle post 108 extends generally
vertically but its top
portion inclines slightly rearward. The frame assembly 32 supports the handle
post 108
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CA 02327503 2000-11-23
with support members 114 (see FIGURE 3) in a manner that provides for pivotal
movement of the handle post 108 about a steering axis. The handle bar 110 is
positioned
atop the handle post 108 and is coupled thereto by a coupling member 116 or in
any other
suitable manner. The grips 112 can be secured to both ends of the handle bar
110.
S Preferably, a throttle lever 118 is provided on the right hand side of the
handle bar 110. In
the illustrated arrangement, the handle post 108 defines a first linkage
member in the
linkage assembly 106.
The linkage assembly 106 couples the steering handle assembly 104 with the
steering skies 88 such that the pivotal movement of the steering handle
assembly 102 about
the steering axis moves the steering skies 88 in the right or left direction.
The linkage
assembly 106 in the illustrated arrangement includes two knuckle arms 120 (see
FIGURE
3), two tie rods 122 (see FIGURE 4), a center arm 124, a relay rod 126 and a
pitman arm
128. Of course, other components also can be incorporated and some components
can be
integrated into a single component.
In the illustrated arrangement, the knuckle arms 120 are mounted to the
respective
knuckle pins 92. The tie rods 122 then couple the knuckle arms 120 with the
center arm
124 which can pivot about a pivot axis 130 extending generally vertically as
indicated by
the arrows 132 of FIGURE 4. Of course, as shown in FIGURE 3, generally
vertically
should be construed to encompass a slight incline to accommodate the angles
formed by the
rotational axes running through the various components.
The forward end of the relay rod 126 in the illustrated arrangement is
pivotally
connected to a portion of the center arm 124. The connection between the relay
rod 126
and the center arm 124 preferably is off set from the pivot axis 130 so that
the center arm
124 pivots about the pivot axis 130 when the relay rod 126 is pushed or
pulled. The other
end, i.e., the rear end, of the relay rod 126 is pivotally connected to one
end of the pitman
arm 128. The pitman arm 128 preferably is affixed to a lower portion of the
handle post
106. In the illustrated arrangement, the relay rod 126 inclines such that the
forward end of
the relay rod 126 is positioned higher than the rear end. Such a configuration
advantageously increases the area for the forward linkage to be positioned for
operation by
increasing the ground clearance at that location. In other words, the simpler
connection is
mounted lower than the more complicated connection (i.e., that having more
moving
components). In the illustrated arrangement, the relay rod 126 defines a
second linkage
member.
CA 02327503 2000-11-23
Because of this arrangement, when the rider 45 turns the handle post 108 with
the
handle bar 110, the pitman arm 128 pivots about an axis of the handle post
108. With this
movement of the pitman arm 128, the relay rod 126 is pushed or pulled in an
axial direction
as indicated by the arrows 134 of FIGURE 4. The center arm 124 thus pivots
about the
pivot axis 130 and moves the respective tie rods 122 right or left as
indicated by the arrows
136. Both of the tie rods 122 then move in the corresponding right or left
direction. For
example, if the tie rod 122 on the right hand moves in the right direction,
the other tie rod
122 moves also in the right direction, and vice versa. The knuckle arms 120
then pivot the
respective knuckle pins 92. Accordingly, the respective steering skies 88
pivot in the right
direction or left direction in compliance with the pivotal direction of the
center arm 124.
With reference now to FIGURES 3-7, the prime mover assembly 52 is disposed
within the substantially closed protective cavity defined by the side panels
36, the bottom
plate 40 and the cowling member 38. The engine 54 is placed generally forward
of the
transmission 56 within this cavity.
In the illustrated arrangement, the engine 54 operates on a four-cycle
principle and
includes an cylinder block 140, a cylinder head member 142, a cylinder head
cover member
144, an upper crankcase member 146 and a lower crankcase member 148. It is
anticipated
that some features, aspects and advantages of the present could be used with a
two-stroke or
rotary engine.
In the illustrated arrangement, the upper crankcase member 146 is placed under
the
cylinder block 140 and the lower crankcase member 148 is placed under the
upper
crankcase member 146. Both the crankcase members 146, 148 are joined together
at a
coupling line 154 which is generally defined by a lower surface of the upper
crankcase
member 146 and an upper surface of the lower crankcase member 148. In the
illustrated
arrangement, the coupling line 154 is inclined downward and rearward. In
addition, the
coupling line generally extends through at least a portion of the crankshaft
and, more
preferably, is aligned with a rotational axis of the crankshaft.
With reference now to FIGURES 3 and 4, the upper crankcase member 146 is
mounted to the frame members 34 alone or in combination with the lower
crankcase
member 148 by a plurality of mount assemblies 158. The illustrated mounting
arrangement
allows the engine 54 to be securely mounted to the frame assembly 32. Each
mount
assembly 158 preferably includes a bracket or stay 160, bolts 162 and an
elastic member
164. The brackets 160 can be attached to the crankcase members 146, 148
directly by the
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CA 02327503 2000-11-23
bolts 162 and are can be affixed to the frame assembly 32 indirectly via the
elastic members
164 by the bolts 162. The elastic members 164 preferably are made of a rubber
material to
isolate vibration energy from the frame. Advantageously, because the engine 54
is
mounted on the frame assembly 32 in this manner, most of the low grade
vibrations
produced by the engine 54 are not transferred to the frame assembly 32.
Although not
shown, the transmission 56 preferably is coupled with the engine 54 and also
can be
mounted to the frame assembly 32 directly or indirectly via the engine 54. In
other words,
in some arrangements, the transmission 56 and the engine 54 are mounted to the
frame
assembly 32 as a single unit.
With reference now to FIGURE 6, the illustrated cylinder block 140 defines two
cylinder bores 170. The cylinder bores 170 extend generally vertically and are
horizontally
spaced from each other so as to stand side by side. This type of engine,
however, is only
exemplary. Engines having other number of cylinder bores, having other
cylinder
arrangements and operating on other combustion principles (e.g., two-stroke
crankcase
combustion or rotary) all can be used with certain features, aspects and
advantages of the
present invention.
A piston 172 can reciprocate in each cylinder bore 170. The cylinder head
member
142 is affixed to the top end of the cylinder block 140 and, together with the
pistons 172
and the cylinder bores 170, defines two combustion chambers 174.
The upper and lower crankcase members 146, 148 preferably close the lower end
of
the cylinder block 140. The crankcase members 146, 148 together define a
crankcase
chamber 176. A crankshaft 178 extends generally horizontally within the
crankcase
chamber 176 so that an axis 180 of the crankshaft 178 extends generally normal
to the
center plane 48. In other words, the engine preferably is transversely
mounted. The
coupling line 154 crosses the axis 180 (see FIGURE 5). A crankcase cover
member 182
preferably covers a left end of the coupled upper and lower crankcase members
146, 148
and substantially encases a set of bearings 184 and a seal.
The crankshaft 178 is journaled by the crankcase members 146, 148 and the
cover
member 182. In the illustrated arrangement, a plurality of bearings 184, 186,
188, 190,
which are positioned at the cover member 182 and a left side portion 192, a
middle portion
194 and a right side portion 196 of the crankcase members 146, 148,
respectively, support
the crankshaft 178. The crankshaft 178 is connected to the pistons 172 by
connecting rods
198 and is rotated by the reciprocal movement of the pistons 172. In the
illustrated
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CA 02327503 2000-11-23
arrangement, the crankshaft 178 is configured so that both the pistons 172
move 360
degrees out of phase relative to one another. That is, for example, when one
of the pistons
172 is in the power stroke, the other piston 172 is in the intake stroke.
A left side end 202 of the crankshaft 178 extends beyond the cover member 182,
while the right side end 204 of the crankshaft 178 extends beyond the right
side portion
196. In the illustrated embodiment, an imaginary vertical plane 206 extends
through a
center of the middle portion 194 generally parallel to the center plane 48.
Another
imaginary vertical plane 208 which includes the crankshaft axis 180 crosses
the vertical
plane 206. The center of gravity G of the engine 54 preferably exists
generally in the line
where both the vertical planes 206, 208 cross each other and in generally a
top area of the
crankcase chamber 176, as shown in FIGURES 3-6.
With reference to FIGURE 6, in the illustrated arrangement, although the left
side
portion 192 actually defines an end wall of the crankcase chamber 176, the
right side
portion 194 does not define the other wall end of the crankcase chamber 176
and the
chamber 196 expands further beyond the right side portion 194. A bearing
member 214,
which will be described shortly, substantially defines the right side end wall
of the
crankcase chamber 176. A portion of the crankshaft 178 between the middle
portion 194
and the right side portion 196 is positioned almost at the center of the
crankcase chamber
176 along the crankshaft axis 180.
With reference again to FIGURE 3, the engine 54 includes an air induction
system
220 through which air is introduced into the combustion chambers 174. The
induction
system 220 preferably includes a plenum chamber 222, two air intake passages
224 and six
intake ports 226 (FIGURE 7). As will be recognized, the number of intake
passages and
ports can vary.
The intake ports 226 are defined in the cylinder head member 144. In the
illustrated
arrangement, three of the intake ports 226 are associated with a single intake
passage 224
and these intake ports 226 open into a single combustion chamber 174. The
intake ports
226 are repeatedly opened and closed by intake valves 228. When the intake
ports 226 are
opened, the respective intake passages 224 communicate with the associated
combustion
chambers 174.
The plenum chamber 222 generally functions as an intake silencer and/or a
coordinator of air charges. The plenum chamber 222 preferably also functions
as an air
cleaner and contains a cleaner element that removes foreign substances (i.e.,
dirt and dust)
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CA 02327503 2000-11-23
from the air. In the illustrated arrangement, a plenum chamber member 232
defines the
plenum chamber 222 and is mounted to the frame assembly 32 in a conventional
manner.
The plenum chamber member 232 preferably has an air inlet opening 234 that
opens
forwardly in the closed cavity. The illustrated intake passages 224 extend
forwardly from
the plenum chamber member 232. Each intake passage 224 is defined by an
upstream
intake duct 236, a downstream intake duct 238 and a carburetor 240 interposed
between
both the intake ducts 236, 238. The respective ducts 236, 238 preferably are
made of
elastic material such as rubber.
The carburetor 240 includes a throttle valve and a fuel measurement mechanism
that measures an amount of fuel supplied to the associated combustion chamber
174 in
proportion to an amount of air measured by the throttle valve. The throttle
valve is coupled
with the throttle lever 118 on the handle bar 110 by an appropriate control
cable so that the
rider 45 can operate it. The fuel is introduced into the carburetor 240 from a
fuel supply
tank 242 (FIGURE 1), which preferably is disposed between the cowling member
38 and
the seat 44, through a proper fuel supply conduit.
The air in the cavity is introduced into the plenum chamber 222 through the
air inlet
opening 234 and then is introduced into the combustion chambers 174 through
the
respective intake passages 224 and the intake ports 226, as indicated by the
arrow 244 of
FIGURES 3 and 7. On the way to the combustion chambers 174, the fuel is mixed
with the
air in the carburetors 240 to form air/fuel charges that can be burned in the
combustion
chambers 174. The engine 30, of course, can include a fuel injection system
(either direct
or indirect) instead of, or in addition to, the carburetors 240, which are
shown as one type
of charge formers that can be employed.
The engine 54 also includes an exhaust system 248 that discharges burnt
air/fuel
charges or exhaust gases from the combustion chambers 174. Two exhaust ports
250 are
defined in the illustrated cylinder head member 144 for each combustion
chamber 174 and
are repeatedly opened and closed by a corresponding set of exhaust valves 252.
When the
exhaust ports 250 are opened, the combustion chambers 174 communicate with an
exhaust
manifold 254 (FIGURES 2 and 3) which collects the exhaust gases and directs
them away
from the combustion chambers 174, as indicated by the arrow 256 of FIGURE 3
and 7.
Preferably, the exhaust manifold 254 is connected to the exhaust ports 250 by
intermediate
tubular members 258 made of an elastic material, such as rubber. The exhaust
manifold
254 is coupled with an exhaust silencer 260 through an exhaust conduit 262.
The exhaust
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CA 02327503 2000-11-23
gases move to the silencer 260 from the exhaust manifold 254. The silencer 260
reduces
exhaust noise to a level below than a predetermined level and then discharges
the exhaust
gases to the atmosphere, i.e., out of the cavity, through an appropriate
exhaust pipe. The
exhaust system can be tuned in any suitable manner.
The engine 54 preferably has a valve drive mechanism 266 that comprises an
intake
camshaft 268 and an exhaust camshaft 270. The camshafts 268, 270 extend
generally
parallel to one another and are journaled on the cylinder head member 144,
which has an
appropriate bearing construction. Camshaft caps 272 (see FIGURE 6), which also
have a
suitable bearing construction, fix the camshaft 268, 270 onto the cylinder
head member
144. The cylinder head cover member 144 defines a camshaft chamber 273
together with
the cylinder head member 144.
Each illustrated intake valve 228 comprises an intake valve tappet 274. A bias
spring 276 preferably urges each tappet 274 in a direction that closes the
valve 228. The
intake camshaft 268 has cam lobes 278 that can push the respective intake
valve tappets
274 downwardly with the rotation of the intake camshaft 268 against the urging
force of the
bias springs 276. The intake camshaft 268 thus actuates the intake valves 228
with the cam
lobes 278 that push the tappets 274. Accordingly, the associated intake ports
226 are
opened and closed repeatedly by rotation of the camshaft 268.
Like the intake valves 228, each illustrated exhaust valve 252 comprises an
exhaust
valve tappet 282. A bias spring 284 urges each tappet 282 such that the valve
252 is
closed. The exhaust camshaft 270 also has cam lobes 286 that can push the
respective
exhaust valve tappets 282 downwardly against the urging force of the bias
springs 284 with
the rotation of the exhaust camshaft 270. The exhaust camshaft 270 thus
actuates the
exhaust valves 252 with the rotation of the camshaft 270. Accordingly, the
associated
exhaust ports 250 are opened and closed repeatedly by rotation of the camshaft
270.
In the illustrated arrangement, the valve drive mechanism 266 further includes
a
decompression mechanism 288. This mechanism 288 advantageously assists manual
starting of the engine 54 (i.e., use of a recoil starter) by holding the
exhaust valves 252 in
the open position before the engine 54 starts. By holding the exhaust valves
in an open
position, the compression within the cylinder can be greatly reduced during
the
compression stroke of the piston. After the engine 54 starts, the mechanism
288
immediately releases the valves 252 for normal operation.
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CA 02327503 2000-11-23
With reference again to FIGURE 6, the crankshaft 178 drives the camshafts 268,
270 through a suitable cam drive mechanism 292. Each camshaft 268, 270 in the
illustrated arrangement has a driven sprocket 294 (FIGURE 6) while the
cranksha$ 178 has
a drive sprocket 296. The driven sprockets 294 have a diameter that is twice
as a diameter
of the drive sprocket 296. A timing chain or belt 298 is wound around the
respective
sprockets 294, 296. The crankshaft 178 therefore drives the respective
camshafts 268, 270.
A rotational speed of the camshafts 268, 270 is half of the rotational speed
of the cranksha$
178 because of the difference in the diameters of the respective sprockets
294, 296. That is,
the engine 54 completes one cycle comprising the intake stroke, compression
stroke, power
stroke and exhaust stroke during two rotations of the crankshaft 178 and,
thus, the valves
are opened and closed once during the two cycles of the piston.
The engine 54 further includes an ignition or firing system that ignites the
air/fuel
charges in the combustion chambers 174 during every power stroke. Each
combustion
chamber 174 is provided with a spark plug 300 (see FIGURE 6) which has an
electrode 302
(see FIGURE 7) exposed into the associated combustion chamber 174. The
ignition system
makes a spark at each electrode 302 at an appropriate ignition timing under
control of an
ignition control device so that the air/fuel charge is properly ignited. The
air/fuel charge
burns and abruptly expands in a manner that pushes the pistons 172 downward.
The
movement of the pistons 172 rotates the crankshaft 178. The burnt charges or
exhaust
gases are then discharged through the exhaust system 248, which has been
described above.
With reference again to FIGURE 3, the engine 54 preferably has with balancers
306, 308 disposed within the crankcase chamber 176 to balance the synchronous
movement
of the pistons and to provide smooth rotation of the crankshaft 178. The
balancer 306 is
journaled by the lower crankcase member 148 and is placed forwardly of the
crankshaft
178, while the balancer 308 is journaled by the upper crankcase member 146 and
is placed
rearwardly of the crankshaft 178. The respective balancers 306, 308 are driven
through
gear configurations. In the illustrated arrangement, the crankshaft 178 has a
gear 310 next
to the left side wall 192 of the crankcase members 146, 148. The balancers
306, 308 mesh
with the gear 310 so that the crankshaft 178 rotates both the balancers 306,
308. Preferably,
the gear ratio is one-to-one to provide synchronous movement of the balancers
and the
crankshaft.
With reference again to FIGURE 6, the engine 54 further comprises a flywheel
magneto assembly 314 positioned at a location beyond the bearing member 214.
The
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CA 02327503 2000-11-23
flywheel magneto assembly 314 preferably is housed in its own chamber and
includes a
rotor 316 that has a shaft 318 journaled for rotation by the bearing member
214. A housing
member 320 is affixed to the crankcase members 146, 148 so as to enclose the
flywheel
magneto assembly 314 therein. A joint 322 couples the shaft 318 with the right
side end
204 of the crankshaft 178 adjacent to the bearing member 214. The crankshaft
178 thus
rotates the shaft 318 of the rotor 316 through the joint 322. The rotor 316 is
configured in a
generally cup-shape and a plurality of permanent magnets is affixed to an
inner surface that
defines the cup-shape. The flywheel magneto assembly 314 also includes a
plurality of
stator coils preferably affixed to a support member extending from an inner
surface of the
housing member 320 toward the rotor 316. The arrangement allows the magnets to
intermittently pass the coils. The flywheel magneto assembly 314 thus
generates AC power
when the magnets in the rotor 316 rotate relative to the stator coils.
Preferably, a rectifier-
regulator circuit converts the AC power to DC power and a battery accumulates
the DC
power for usage of electrical devices of the snowmobile 30.
The rotor 316 preferably is made of metal and has sufficient weight to act as
a
flywheel. Because the rotor shaft 318 is separately formed from the crankshaft
178 and is
coupled with the crankshaft 178 by the joint 322, the crankshaft 178 length is
advantageously shortened. This is advantageous because production of the
crankshafts
becomes easier.
The engine 54 also has a starter mechanism 326 that can start the engine 54.
The
starter mechanism 326 preferably includes a starter gear 328 formed around the
rotor shaft
318 and a starter motor which has a motor gear that meshes with the starter
gear 328. A
main switch activates the starter motor. When the rider 45 turns on the main
switch before
the engine 54 has started, the starter motor rotates and the rotor shaft 318
is driven by the
starter motor through the combination of the motor gear and the starter gear
328. The rotor
shaft 318 then rotates the crankshaft 178 through the joint 322 and the engine
54 thus is
started.
In the illustrated embodiment, the starter mechanism 326 also includes a
manual
starter assembly 330 disposed outside of the housing 320 and at the outer end
of the rotor
shaft 318. The manual starter assembly 330 preferably is a recoil starter and
includes a
coiled rope with a handle affixed to an outer end of the rope. By pulling the
rope with the
handle, the crankshaft 178 is rotated and the engine 54 can be started. The
foregoing
decompression mechanism 288 can assists this manual start. The rider 45
therefore can
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CA 02327503 2000-11-23
selectively use the electrical starter assembly, which comprises the starter
gear 328 and the
starter motor, or the manual starter assembly 330 for starting the engine 54.
As described above, the snowmobile 30 is provided with the transmission 56,
which
defines the other section of the prime mover assembly 52, to transmit the
output of the
S engine 54 to the drive assembly 58. With reference to FIGURE 3, the
transmission 56
includes an automatic transmission mechanism 334, a reduction gear combination
mechanism 336 and a transmission shaft 338.
With reference to FIGURES 4 and 6, the automatic transmission mechanism 334
preferably is generally disposed along the left side of the snowmobile 30. The
automatic
transmission mechanism 334 includes a drive pulley 342 affixed to the left
side end 202 of
the crankshaft 178, a driven pulley 344 affixed to the left side end of the
transmission shaft
338 and a transmission belt 346 wound around both the pulleys 342, 344. The
transmission
belt 346 conveys the output power of the engine 54 to the transmission shaft
338.
The drive pulley 342 includes a fixed member 346 and a moveable member 348,
which have conical shapes. The moveable member 348 can move along the axis 180
of the
crankshaft 178 and the separation between the fixed member 346 and the
moveable
member 348 can vary by centrifugal force. The belt 346 thus is positioned in a
valley
formed between the respective members 346, 348, which have conical shapes.
When the
engine speed increases, the effective diameter of the drive pulley 342 of the
belt 346
increases because the moveable member 348 moves to the right. Of course, the
driven
pulley size also can be varied..
As seen in FIGURES 2 and 4, the reduction gear combination mechanism 336 is
generally disposed on the right hand side of the snowmobile 30. This mechanism
336
includes a gear train that has at least a relatively small diameter gear
affixed to the
transmission shaft 338 and a relatively large diameter gear affixed to the
driveshaft 60. The
gears mesh either directly or via other one or more other gears. The
driveshaft 60 therefore
rotates in a fixed reduced speed relative to the rotation of the transmission
shaft 338.
When the engine 54 operates under a normal running condition, the output of
the
engine 54 is transmitted to the transmission shaft 338 from the crankshaft 178
through the
automatic transmission mechanism 334. The transmission shaft 338 rotates at a
speed that
is defined with the variable reduction ratio relative to the crankshaft 178 by
the automatic
transmission mechanism 334. The transmission shaft 338 then rotates the
driveshaft 60 in a
speed that is defined with the fixed reduction ratio relative to the
transmission shaft 338 by
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CA 02327503 2000-11-23
the reduction gear combination mechanism 336. The driveshaft 60, in turn,
drives the
endless drive belt 76 through the drive sprocket 96. Accordingly, the drive
belt 76 rotates
and the snowmobile 30 can move.
With reference to FIGURES 3-6, a lubrication system 352 is provided within the
engine 54. The lubrication system 352 is provided for lubricating engine
portions such as
bearings 186, 188, 190 and pistons 172 that need lubrication for avoid
seizure. In the
illustrated arrangement, the lubrication system 352 employs a dry-sump
configuration.
This type of lubrication system 352 primarily includes a lubricant oil
reservoir 354, a
delivery oil pump 357 and, in some arrangements, an oil return pump 358.
With reference to FIGURES 2 and 5, the oil reservoir 354 can be disposed
generally
behind the engine 54 and can be mounted on the frame assembly 32. More
specifically, in
the illustrated arrangement, the oil reservoir 354 is positioned behind the
cylinder block 140
and higher than the flywheel magneto assembly 314. The location of the oil
reservoir 354
is generally opposite to the drive pulley 342 of the automatic transmission
mechanism 334
relative to the vertical plane 206. The illustrated oil reservoir 354 has a
supply outlet port
355 at a bottom portion thereof and a return inlet port 356 at a side portion
thereof. The oil
reservoir 354 preferably contains a preset level of lubricant oil. This level
is generally kept
substantially constant by oil that returns to the reservoir 354 after
lubricating the engine
portions. The oil is returned through an oil circulation mechanism that works
with the
delivery and return pumps 357, 358 in the illustrated arrangement. Of course,
the oil can be
returned under the forces of gravity in some arrangements.
The delivery pump 357 and the return pump 358 in the illustrated arrangement
are
generally disposed in a space defined between the right side portion 196 of
the crankcase
members 146, 148 and the bearing member 214. That is, the pumps 357, 358 are
positioned lower than the oil reservoir 354. Any type of pumps, for example, a
trotted-type
and a displacement-type, can be applied as the oil pumps 357, 358.
With reference to FIGURE 5, in the illustrated arrangement, the crankshaft
178, the
return pump 358 and the delivery pump 357 have gears 362, 364, 366,
respectively. The
gear 362 of the crankshaft 178 meshes with the gear 364 of the return pump 358
and this
gear 364 meshes with the gear 366 of the delivery pump 357. Such a gear train
or gear
combination is only exemplary and can be of course changeable to any suitable
arrangements. In addition, the pumps can be electrically driven, driven by
chain or belt or
any other suitable drive mechanism.
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CA 02327503 2000-11-23
Preferably, an oil pan 370 depends from the lower crankcase chamber 148 so
that
the oil that has lubricated the engine portions temporally accumulates
therein. The oil pan
370 communicates with the crankcase chamber 176 through a plurality of oil
return
passageways 372 (see FIGURE 6). The oil pan 370 also comprises an inner oil
supply
S passage 374 (see FIGURE 5) and an oil delivery passage 376, at least in
part. Both of the
passages 374, 376 communicate with the oil delivery pump 357. An external oil
supply
conduit 378 couples the oil supply outlet port 355 with the inner oil supply
passage 374.
The oil delivery pump 357 takes the oil in through the oil supply passages
378, 374 and
moves the oil through the oil delivery passage 376 as indicated with the
arrows 379, 380,
382 of FIGURE S. The pressurized oil is delivered to, for example, the
bearings 186, 188,
190 and further to other engine portions. An oil filter assembly 384 (see
FIGURE 5)
preferably is provided for removing alien substances in the oil.
As noted above, the oil that has lubricated the engine portions returns to the
oil pan
370 through the oil return passageways 372. The illustrated oil pan 370
preferably has a
1 S bulge portion 388 that defines a temporary oil chamber 390 wherein the
returned oil
temporarily accumulates. With reference to FIGURE 6, the bulge portion 388
advantageously is formed at the bottom area of the lower crankcase member 148
so as to be
positioned generally at the center thereof along the axis 180 of the
crankshaft 178. In other
words, the bulge portion 388 is positioned adjacent to the vertical plane 206
along the
crankshaft axis 180. An oil strainer 392 depends from the bottom surface of
the lower
crankcase member 148 into the temporary oil chamber 390 and a portion of the
oil passes
through the oil strainer 392. The oil strainer 392 removed foreign substances
from the
returned oil to reduce the amount of foreign particulate matter that passes
along the
circulation system beyond the strainer 392. It should be noted that the bulge
portion 388
preferably is closely sized and configured to accommodate the strainer 392
such that the
protrusion of the bulge portion 388 into the clearance area below the engine
can be reduced.
The oil return pump 358 is positioned along the oil return passage 396 which
connects the temporary oil chamber 390 with the oil reservoir 354. More
specifically, the
oil return passage 396 preferably is defined between an inlet opening or
suction port of the
strainer 392 and the return inlet port 356 of the oil reservoir 354. In the
illustrated
arrangement, an oil cooler 398 is interposed between the oil return pump 358
and the oil
reservoir 354 in the oil return passage 396. The oil cooler 398 cools the oil
before returning
to the oil reservoir 354 because the oil that has lubricated the engine
portions accumulates
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CA 02327503 2000-11-23
much heat and its viscosity therefore is lowered. The oil cooler 398 restores
at least a
portion of the lost viscosity and somewhat reconditions the oil. The oil
return pump 358
collects the oil in the oil chamber 390 through the oil strainer 392 as
indicated by the arrow
399 of FIGURES 5 and 6 and moves it through the oil return passage 396 up to
the oil
reservoir 354 as indicated by the arrows 400, 402, 404 of FIGURE 5. On the way
to the
reservoir 354, the oil cooler 398 removes the heat accumulated in the oil.
When the engine 54 operates, the crankshaft 178 drives the oil delivery pump
357
and the oil return pump 358 through the gear train. The oil in the oil
reservoir 354 pulled
into the delivery pump 357 through the external oil supply passage 378 and the
inner oil
supply passage 374. The oil then is pressurized by the delivery pump 357 and
is delivered
to the engine portions including the bearings 186, 188, 190 through the oil
delivery
passages 376. After lubricating the engine portions, the oil drops down to the
crankcase
chamber 176 and gathers in the oil chamber 390 through the return passageways
372. Then
the oil is pumped up by the oil return pump 358 through the oil strainer 392
and returns to
the oil reservoir 354 through the oil cooler 398 due to pressurized by the
return pump 358.
Preferably, the return pump 358 has a size larger than the delivery pump 357.
This
is advantageous because the oil in the oil chamber 390 can be more quickly
returned to the
oil reservoir 354 and the oil does not overflow the chamber 390. The size of
the oil pan
370 therefore can be reduced.
With reference to FIGURE 6, in the illustrated arrangement the foregoing
housing
member 320 has a lower portion or second bulge portion 406 projecting downward
and its
bottom surface is positioned slightly higher than the bottom surface of the
bulge portion
388. A space 408 is defined between the lower portion of the housing member
320 and the
bulge portion 388 of the oil pan 370.
As noted above, the bulge portion 388 is formed at the bottom area of the
lower
crankcase member 148 so as to be positioned generally at the center thereof
along the axis
180 of the cranksha$ 178. This construction is advantageous because all of the
oil, which
drops downward under gravity, can travel to the oil chamber 176 over generally
equal
distances from all locations within the crankcase. Accordingly, oil is less
likely to pool or
stand and most all of the oil returns to the oil chamber 176 over time.
It is anticipated that the lubrication system 352 can employ a wet-sump method
instead of the dry-sump method. In this method, the engine 54 needs no oil
reservoir but
requires an oil pan that is relatively larger one because the oil for
circulation is stored in this
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CA 02327503 2000-11-23
oil pan. Whether the lubrication system 352 employs the dry-sump method or the
wet-
sump method, a relatively voluminous pan generally is formed under the
crankcase
chamber 176. As described above, the snowmobile 30 has a linkage assembly 106
that
includes the relay rod 126 coupling the combination of the handle post 108 and
the pitman
arm 128 located to the rear of the engine 54 with the combination of the tie
rods 122 and
the center arm 124 located forward of the engine 54. The relay rod 126 thus
must pass
through the engine area and can result in the oil pan 370 being improperly
formed.
In the illustrated arrangement, the relay rod 126 and the oil pan 370 are
generally
horizontally juxtaposed with each other. In other words, the relay rod 126
extends through
a region that includes the oil pan 370 at approximately the same vertical
height as a portion
of the oil pan 370 without extending through the oil pan 370. With reference
to FIGURE 6,
the relay rod 126 preferably is positioned next to the bulge portion 388 which
projects
downward from the oil pan 370. That is, the relay rod 126 extends in the space
408 that is
defined between the lower portion of the housing member 320 and the bulge
portion 388 of
the oil pan 370. Preferably, a mid portion of the relay rod 126 is generally
positioned
higher than a bottom surface 410 of the bulge portion 388 and is positioned
generally at the
same height as the bottom of the housing member 320. A higher position of the
relay rod
126 than the housing member 320 is of course possible. In addition,
positioning the relay
rod below a portion of the housing member 320 but at least level with (or
higher than) the
lowest portion of the engine, which may or not be the bottom surface 410 of
the bulge
portion 388 of the oil pan 370.
Because of this arrangement, the relay rod 126 and the oil pan 370 can coexist
without interfering with each other. In other words, the relay rod 126 can be
spaced apart
from the terrain S sufficiently and the engine 54 can be provided with the oil
pan 370 that
has a sufficient capacity.
The arrangement also has additional advantages. One of these additional
advantages is that the bulge portion 388 can offer some degree of protection
for the
recessed relay rod 126. For instance, in the event that the bottom plate 40 of
the
snowmobile 30 is deformed toward the relay rod 126 due to a collision with an
obstruction
in the terrain S, the deformed bottom plate 40 could ultimately contact and
harm the rod
126. In general, a rod member can be most easily damaged at its mid portion
when external
force is exerted thereon. Because the bottom surface 410 of the bulge portion
370 is
generally positioned lower than the mid portion of the relay rod 126 in the
illustrated
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CA 02327503 2000-11-23
arrangement, a deformed plate 40 would not likely contact the mid portion of
the rod 126.
Thus, even if the plate were bent or otherwise distorted, the relay rod 126
would be
substantially shielded from harm.
Moreover, in the illustrated arrangement, as described above, the location of
the oil
S reservoir 354 is generally opposite to the drive pulley 342 of the automatic
transmission
mechanism 334 relative to the vertical plane 206. This arrangement is useful
for
substantially equal allotment of the component weight to both sides of the
snowmobile 30.
With reference now to Figures 8 and 9, a cooling system associated with the
engine
54 of the prime mover 52 is illustrated. The cooling system advantageously
provides a
closed loop cooling circuit 500 that provides coolant to a number of engine
components. In
the illustrated arrangement, coolant is provided to the carburetor 240 and the
oil cooler 398.
Of course, other components also can be cooled, such as, for example but
without
limitation, the cylinder head, the cylinder block, a set of fuel injectors, a
fuel rail, a portion
of the exhaust system, or the like.
With reference to Figures 8 and 9, a water pump 502 is powered through a gear
train that includes an intermediate gear 504. The gear train steps down the
speed of the
crankshaft output to a more manageable speed in the illustrated arrangement.
The water
pump 502 can be driven by a balancer shaft or another shaft in some
arrangements. In
addition, a chain or belt drive can be used to power the water pump 502. The
water pump
502 preferably comprises an impeller that creates a flow of coolant when the
impeller is
rotated. Of course, positive displacement pumps or the like also can be used.
The water pump 502 provides a flow of coolant 506 through a set of cooling
jackets
508 that are provided in the engine 54. These cooling jackets 508 can be
provided in the
cylinder block, around the cylinder bores and within the cylinder head. From
the cooling
jackets 508, the coolant circulates through a water pipe 510 into a switching
valve
arrangement 512.
The switching valve arrangement S 12 routes the coolant to either a heat
exchanger
514, such as a radiator, for instance, or a bypass passage 516. As will be
appreciated, the
snowmobile 30 typically is operated in cold weather. Accordingly, the engine
takes longer
to warm to a suitable operating temperature. Furthermore, in snowmobiles
having a
constantly driven coolant pump, such as the water pump 502, the coolant would
be
circulating within the engine and further slowing the warm-up of the engine.
Thus, the
bypass passage 516 is provided to help moderate the temperature of the
coolant. If the
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CA 02327503 2000-11-23
coolant temperature is below a preset temperature, the switching valve
arrangement 512
bypasses the heat exchanger 514 through the bypass passage 516 and, if the
coolant
temperature is above the preset temperature, the switching valve arrangement
512 provides
a flow of coolant to the heat exchanger 514. In the illustrated arrangement
the coolant
either flows through the bypass passage or through the heat exchanger. It is
anticipated,
however, that the flow rate through the two components can be controlled based
on coolant
temperature, engine speed, operating time or the like such that some flow
through both
components can be maintained while moderating the temperature of the coolant.
The
direction or redirection of coolant flow can be based at least in part on a
sensed temperature
of the coolant such as that provided by a coolant temperature sensor 515. Any
suitable type
of coolant temperature sensor can be used.
The illustrated switching valve arrangement comprises a set of valve discs 518
that
as translatable within a valve casing 520. In the illustrated arrangement, the
valve discs 518
are formed on a piston that reciprocates within the casing 520. An actuator
522 drives the
1 S piston between two positions in the illustrated arrangement. Of course,
the actuator could
be designed to regulate flow by having a number of other positions.
Preferably, the
actuator 522 comprises a solenoid type actuator. Of course, the actuator can
be a stepper
motor, a screw drive or any other suitable actuator. In the illustrated
arrangement, a set of
apertures 524 are formed in the casing that lead to a chamber 526 in which the
piston
reciprocates. The apertures 524 can be selectively opened or closed by the
valve discs 518
and the piston. In particular, when the piston is in a first position, the
aperture 524 that is
connected to the bypass passage is substantially closed (see FIGURE 8) and
when the
piston is in a second position, the aperture 524 that communicates with a
passage 528 that
is connected to the heat exchanger 514 is substantially closed (see FIGURE 9).
In this
manner, the coolant either flows through the heat exchanger 514 or flows
through the
bypass passage 516 into the chamber 526.
From the chamber 526, the coolant is dispersed to engine components that are
to be
cooled. For instance, a water pipe 510 extends to a cooling jacket 530 that is
disposed in
the carburetor 240. From the cooling jacket 530 in the carburetor 240, a water
pipe 510
extends to a common manifold 533. Flow through the water pipe 510 can be
controlled by
a thermostat 534 or any other suitable temperature controlled valuing
assembly. Preferably,
the thermostat 534 is positioned along the coolant circuit downstream of at
least one
cooling jacket such that the temperature of the coolant can be slightly
increased by that
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CA 02327503 2000-11-23
component. Of course, in the illustrated arrangement, the component is the
carburetor
which is drawing in atmospheric air at a reduced temperature. This can have a
chilling
effect on the coolant depending upon the operating conditions. From the
manifold 534, the
coolant is returned to the pump 502. In some arrangements, the coolant can
pass through
portions of the crankcase or cylinder block before returning to the pump 502.
Another water line 510 extends to the oil cooler 398 and provides coolant to a
water
jacket 532 disposed within the oil cooler 398. From the oil cooler 398, a
water line 510
delivers the coolant to the manifold 533 and the manifold 533 routes the
coolant back to the
pump 502 in the illustrated arrangement. A further water line 510 feeds
lubricant to a surge
tank 536. The surge tank 536 provides a large body reservoir into which
expansion of the
coolant can be absorbed within the coolant system. The surge tank also can be
used to
buffer some of the wave disturbances within the system as well as to provide
an easily
accessed location to check coolant lever and to refill the coolant system as
needed or
desired. A drain plug 538 can be positioned proximate the water line 510 that
extends
between a portion of the surge tank 536 and the manifold 533.
Although the present invention has been described in terms of a certain
preferred
embodiment, other embodiments apparent to those of ordinary skill in the art
also are
within the scope of this invention. Thus, various changes and modifications
may be made
without departing from the spirit and scope of the invention. For instance,
various
components may be repositioned as desired. Moreover, not all of the features,
aspects and
advantages are necessarily required to practice the present invention.
Accordingly, the
scope of the present invention is intended to be defined only by the claims
that follow.
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