Honda Motor Co., Ltd.

Dustin M Schroeder

Scott Daniel Batdorf

Lee N Bowers

Jason A Sovern

Dustin Lee Hinders

Masahiro Yamaguchi

L Tyler Farrar

Henry D Wolf

Daniel Thomas Sellars

Dakota D Kirtland

Brandon E Ricketts

Shane R Smith

Jeremy T McGuire

Matthew P Woolston

Justin A Newton

Keith B Steidl

Maria Rae Rowland

A front final drive assembly for a vehicle can include a housing and a first shaft rotatably supported inside the housing. The first shaft can include a breaking portion such that when a reaction torque applied to the first shaft exceeds a predetermined threshold the first shaft fractures at the breaking portion. The breaking portion can be a reduced diameter portion, and the breaking portion can be positioned inside the housing.

Final drive assembly, powertrain for a vehicle, and method of containing a shaft

A bearing assembly can support a rotating shaft on a vehicle structure and can include a rolling element bearing that has an inner race configured to be press fit on the rotating shaft. An outer race can surround the inner race and be configured to be mounted on the vehicle structure. A plurality of rolling elements can be located between the inner race and the outer race. A retaining ring can be configured to be press fit on the rotating shaft and abut the inner race when the rolling element bearing and the retaining ring are press fit on the rotating shaft. The press fit between the retaining ring and the rotating shaft can contribute to the press fit between the inner race and the rotating shaft such that the retaining ring and the rolling element bearing together distribute a load input by the rotating shaft to the vehicle structure.

Bearing assembly including a retaining ring and driveshaft assembly including a retaining ring

A damper assembly for a vehicle which includes a damper body, a first ring element, and a spring coupler. The damper body includes a threaded portion which extends between a first end and a second end of the damper body. The first ring element is disposed within a first groove in the threaded portion. The spring coupler having a passage to concentrically receive the damper body such that the spring coupler is configured to slide over the first ring element. The first ring element is disposed within the first groove of the threaded portion such that a sliding clearance is provided between an inner portion of the spring coupler and the threaded portion.

Wear mitigated damper assembly for a vehicle

A shielding element for protecting at least one suspension and/or driveline component. The shielding element is connected to a suspension component. The suspension component extends in a first axial direction and includes a mounting portion at one end for mounting the suspension component to a vehicle. The suspension component further includes a second end for mounting the suspension component to a knuckle. The second mounting portion is capable of receiving a suspension mounting component, which may be or include a ball joint. The shielding element is located near the second mounting portion. The shielding element extends from a surface of the suspension component in a second direction different from the first direction. The portion of the protection element that extends in the second direction may protect at least one of the mounting point, the suspension mounting component, and the driveline component from contact with debris.

Apparatus for shielding vehicle component

A frame and suspension assembly for a vehicle can include a pair of frame members configured to support a load input thereto, a final drive structure connected to each of the frame members such that the final drive assembly is configured to input a load to the frame members, and a stabilizer bar mounted to each of the frame members and extending in a traverse direction of the vehicle over a top of the final drive structure.

Frame and suspension assembly for a vehicle and vehicle having same

A method of securing a yoke to a clutch includes arranging a circlip in a circumferential channel in an outer surface of a tool and inserting the tool inside a bore in the clutch. Legs arranged in the channel extend to expand the circlip to an expanded state to arrange the circlip outside of the channel in a circumferential groove in the bore. A spacer is snapped onto a portion of the clutch and arranged between two ends of the circlip to secure the circlip in the expanded state. The tool is then removed from the bore, and a yoke is inserted into the bore. The spacer is then removed from the bore allowing the circlip to contract such that the spacer partially occupies both the groove and a circumferential depression in the yoke. This secures the yoke to the clutch.

Front final gear assembly to propshaft clipping structure and installation method

Some embodiments are directed to a suspension assembly of a vehicle having a frame and an engine. The suspension assembly can include a trailing arm having first and second ends and configured to extend from the frame at the first end. The suspension assembly can further include a knuckle connected to the second end of the trailing arm. The suspension assembly can include an arm assembly configured to extend from the frame to support the knuckle and facilitate translational movement of the knuckle relative to the frame in at least one predetermined direction. The suspension assembly can include a damper and a connecting link configured to extend from the frame and connected to the trailing arm. The suspension assembly can include a stabilizer bar connected to the connecting link and extending rearward around the engine.

Vehicle suspension assembly, and methods of use and manufacture thereof

An all-terrain vehicle includes a frame including a front frame part and a separate rear frame part connected to the front frame part via frame joints. A surface is supported by one of the front frame part and the rear frame part. An engine is supported by the rear frame part and is positioned behind the seating surface. Front wheels operably coupled to the front frame part are drivingly coupled to the engine via a front drive unit. Rear wheels operably coupled to the rear frame part are drivingly coupled to the engine via a rear drive unit. A brake system is mounted to the frame and includes front wheel brakes and rear wheel brakes. The brake system further includes a brake modulator and a master brake cylinder operably connected to the brake modulator. The brake modulator is mounted to the front frame part.

Side-by-side all-terrain vehicle

A motor vehicle having a tubular frame, an engine, and a brake modulation system comprising sensors and a modulator includes a bracket that includes a bracket body, at least one body attachment point, and at least one bracket fastener for attaching the bracket body to the tubular frame at the at least one body attachment point. The motor vehicle also includes a cover that includes a cover body, at least one cover attachment point, at least one cover fastener for attaching the cover body to the bracket at the at least one cover attachment point, and wherein the modulator is attached to the bracket and is covered by the cover.

Component bracket and cover

A differential assembly for a vehicle includes a drive train for transferring motive power from an engine drive member to the right and left drive shafts which are coupled, respectively, to ground engaging members of the vehicle. The drive train includes a rotating element operatively engaged to the drive member and to the right and left drive shafts. The differential assembly further includes a first speed sensor is arranged to measure rotational speed of (i) the rotating element or (ii) one of the right and left drive shafts, and a second speed sensor arranged to measure rotational speed of one of the right and left drive shafts. The second speed sensor arranged to measure rotational speed of the other of the right and left drive shafts when the first speed sensor is arranged to measure rotational speed of one of the right and left drive shafts.

Differential assembly and speed sensor mounting arrangement therefor

Some embodiments are directed to a vehicle frame assembly configured to accommodate different first and second suspension system configurations via mounting fixtures. The vehicle frame assembly can include a main frame assembly, and a frame assembly connected to and extending away from the main frame assembly. Multiple mounting locations can be provided on at least one of the main frame assembly and the frame assembly, each of the mounting locations being configured to accommodate one of the mounting fixtures. The mounting locations can include a first set configured for use with the first suspension system configuration, and a second set configured for use with the second suspension system configuration.

Vehicle frame assembly and method of use and manufacture thereof

A vehicle steering system includes a gear rack and a pinion engaged to the gear rack. The gear rack is movable in a translational manner relative to a housing in response to a steering input command received by the pinion. A first bracket is connected to a first end portion of the gear rack and a second bracket is connected to a second end portion of the gear rack. Each of the first and second brackets extends inwardly toward the opposite end portion of the gear rack. First and second tie rods are connected to the respective first and second brackets. The pinion is located between respective end portions of the first and second tie rods. A travel limit element is attached to and offset from the rack housing. Movement of the gear rack is controlled by engagement of the first and second brackets with the travel limit element.

Growing community of inventors

Milford Center, OH, United States of America

Dustin M Schroeder