Honda Motor Co., Ltd.

Masahiro Yamaguchi

Yuichiro Tsuruta

Dustin M Schroeder

Yotaro Mori

Bunzo Seki

Takashi Shichinohe

Makoto Toda

Kenzo Shimizu

Jin Osada

Keith B Steidl

Maria Rae Rowland

A swing arm structure for a saddle riding electric vehicle includes a swing arm pivotably supported by a vehicle body frame at a pivot section and extending rearward from the pivot section to rotatably support a rear wheel, an electric motor that drives the rear wheel, and a speed reduction mechanism that reduces an output of the electric motor and transmit the output to the rear wheel, and a housing installed separately from the swing arm and attached to the swing arm, wherein the speed reduction mechanism and the housing are configured as a speed reduction mechanism unit in which the speed reduction mechanism is attached to the housing and integrated with the housing.

Swing arm structure for saddle riding electric vehicle

A frame structure of a saddle riding type vehicle, the frame structure includes a main frame body configured to support the power unit and the front wheel suspension device; and a steering post configured to support a steering shaft at above of the main frame body, wherein the steering post includes a shaft holder configured to rotatably support the steering shaft, and a plurality of column members that extend downward from the shaft holder and that are fixed to the main frame body, and wherein the steering post is detachable with respect to the main frame body.

Frame structure of saddle riding type vehicle

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

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.

Vehicle steering system

A vehicle final reduction gear unit includes a first friction brake positioned between a right case member which is a stationary body and a differential case which is a rotating body for applying a pressing force in an axial direction to generate a frictional force in order to put a brake on the differential case. A second friction brake occupies an area between the differential case and the right wheel and applies a pressing force in the axial direction to generate a frictional force in order to use a rotational difference to put the differential mechanism into a lock state. The second friction brake is placed within the radius of the first friction brake. A reduced size is accomplished and the final reduction gear unit can be reduced in length in the vehicle-transverse direction. Thus, a vehicle final reduction gear unit allowing a reduction in size can be provided.

Vehicle final reduction gear unit

A frame structure is provided in which a sub-frame is fixed to a rear portion of a vehicle body frame, and serves as a suspension-supporting portion of the vehicle body frame. In the sub-frame, a rear member extends between a sub-frame upper pipe and a sub-frame lower pipe. The rear member includes a rear upper arm supporting portion and a rear lower arm supporting portion, for supporting proximal ends of an upper arm and a lower arm of a rear suspension. The frame structure hereof improves accuracy and rigidity of the suspension-supporting portion of the vehicle body frame, and provides a simplified structure as compared to conventional frame structures.

Vehicle frame structure

A suspension structure is configured to ensure a large stroke of a shock absorber in a suspension device without moving an upper end supporting position of a damper upward relative to a conventional mounting position. The suspension structure includes a rear suspension for suspending left and right rear wheels. The rear suspension includes left and right lower arms for supporting the left and right rear wheels by way of knuckles, and left and right rear shock absorbers interposed between the respective lower arms and a sub-frame of a vehicle body frame. A lower end connecting portion of the rear shock absorber is cantilevered to a front side of the lower arm.

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Asaka, Japan

Masahiro Yamaguchi