Abstract: An all-terrain vehicle (10) includes a vehicle body frame (11), a drive shaft (23) in the form of a constant velocity ball joint, and a lower arm (33) extending laterally of the vehicle. The drive shaft extends substantially parallel with the lower arm and includes an intermediate shaft (101) and a bearing portion (102) mounted to a vehicle-body-side end of the intermediate shaft. The bearing portion (102) is disposed to be positioned substantially on a vertical line passing over a vehicle-body-side connection portion (33a) of the lower arm.

Abstract: A locking collar for association with a differential and configured to facilitate operation of vehicle in one of a two-wheel drive mode, a four-wheel drive mode, and a four-wheel drive mode with a locked differential is provided. The locking collar includes a first set of internal splines.

Abstract: A saddle riding type vehicle includes a vehicle body frame 4 constituting the vehicle, a front wheel disposed steerably on the vehicle body frame 4, a steering shaft 27 transmitting a steering input from a rider to the front wheel, and a steering damper 36 giving a steering mechanism 57 an attenuation force relative to rotation of the steering shaft 27. The steering damper 36 includes a damper case 72, a vane rotatable in the damper case 72, and an arm 73 directly connected to the vane and extending to an outside of the damper case 72. The damper case 72 is disposed between an upper steering shaft 27a and a lower steering shaft 27b to form part of the steering shaft 27, and the arm 73 is directly connected to the vehicle body frame 4.

Abstract: A suspension system suitable for a small-sized vehicle such as an all terrain vehicle. A strut damper is arranged wherein a downwardly extending line of an axis of the strut damper is located in front of a drive shaft extending to the depth of a drawing from the rotational center of a front wheel. As interference between the strut damper and the drive shaft is not a concern, a mounting position of the strut damper can be fully lowered. In addition, the length of the axis of the strut damper can be fully secured. Therefore, the height of the vehicle can be lowered. In addition, the design of a vehicle body is facilitated.

Abstract: 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.

Abstract: A steering unit includes a housing, a steering shaft, a bearing, a steering arm, and a stop portion. The housing includes upper and lower portions that cooperate to define an interior. The steering shaft includes an upper and lower end. The bearing is supported by the lower portion of the housing and is disposed at least partially within the interior. The steering shaft is journaled with respect to the lower portion of the housing by the bearing. The steering arm is coupled with the lower end of the steering shaft and is configured for coupling to steerable wheels. The stop portion projects from the lower portion of the housing and into a travel path of the steering arm such that the steering arm selectively contacts the stop portion to prevent over-rotation of the steering shaft. A vehicular frame assembly for supporting the steering unit is also provided.

Abstract: A tie rod supporting part is provided in an area ?2 between a lateral line passing an inner side of a wheel and a king pin axis in a front view of the vehicle in a non-steering state. More specifically, the tie rod supporting part is arranged on the central side of the vehicle off the side of the wheel. The tie rod supporting part never interferes with the wheel and can be arranged near the central center of the wheel. As a result, a dimension in the height of the tie rod supporting part extending from the knuckle can be reduced and the knuckle can be miniaturized and lightened.

Abstract: An all-terrain vehicle (10) includes a vehicle body frame (11), a drive shaft (23) in the form of a constant velocity ball joint, and a lower arm (33) extending laterally of the vehicle. The drive shaft extends substantially parallel with the lower arm and includes an intermediate shaft (101) and a bearing portion (102) mounted to a vehicle-body-side end of the intermediate shaft. The bearing portion (102) is disposed to be positioned substantially on a vertical line passing over a vehicle-body-side connection portion (33a) of the lower arm.

Abstract: A drive chain adjustment mechanism for simplifying the tension adjustment work of a drive chain of an all terrain vehicle. The drive chain is wound around a driven sprocket connected to the rear wheels of the vehicle. The mechanism includes a case to which the driven sprocket is coupled; a cam which moves the case in a fore and aft direction with respect to a vehicle body frame; and a bolt which is located rearward of a shaft portion of the driven sprocket, and which attaches the cam and the case to the vehicle body frame. When the case is moved in the fore and aft direction of a vehicle body, the tension of the drive chain is adjusted.

Abstract: 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.

Abstract: A tie rod supporting part is provided in an area ?2 between a lateral line passing an inner side of a wheel and a king pin axis in a front view of the vehicle in a non-steering state. More specifically, the tie rod supporting part is arranged on the central side of the vehicle off the side of the wheel. The tie rod supporting part never interferes with the wheel and can be arranged near the central center of the wheel. As a result, a dimension in the height of the tie rod supporting part extending from the knuckle can be reduced and the knuckle can be miniaturized and lightened.

Abstract: A suspension system suitable for a small-sized vehicle such as an all terrain vehicle. A strut damper is arranged wherein a downwardly extending line of an axis of the strut damper is located in front of a drive shaft extending to the depth of a drawing from the rotational center of a front wheel. As interference between the strut damper and the drive shaft is not a concern, a mounting position of the strut damper can be fully lowered. In addition, the length of the axis of the strut damper can be fully secured. Therefore, the height of the vehicle can be lowered. In addition, the design of a vehicle body is facilitated.

Abstract: A diff case is attached to a side face of a ring gear wheel on the opposite side to the side on which the ring gear wheel and a pinion gear wheel mesh with each other. The ring gear wheel integrally has a boss portion, in which a driven shaft is fitted, on the meshing side with the pinion gear wheel. An annular member slidably movable in an axial direction thereof is provided on the boss portion with a guide portion for guiding the annular member. A lock pin is provided on the annular member for inserting into pin holes formed in the ring gear wheel and a left output side cam to place the differential mechanism into a locked state.

Abstract: A speed reduction device of a vehicle for reducing the rotation of drive wheels includes a casing mounted on a vehicle frame, first and second drive axles rotatably mounted on the casing and connected to first and second drive shafts, respectively, and a driven sprocket wheel and a brake disc for braking the first and second drive axles are mounted on the first drive axle. The second drive axle is detachably joined to the first drive axle.

Abstract: A suspension arm supporting structure supported by a frame-side supporting portion of a vehicle body frame includes a suspension arm. The suspension arm includes first and second arm-side supporting portions and an arm portion which are integrally formed. The first arm-side supporting portion is supported by the frame-side supporting portion in a radial direction and in an axial direction. The second arm-side supporting portion is supported by the frame-side supporting portion only in the radial direction.

Abstract: A saddle riding type vehicle includes a vehicle body frame 4 constituting the vehicle, a front wheel disposed steerably on the vehicle body frame 4, a steering shaft 27 transmitting a steering input from a rider to the front wheel, and a steering damper 36 giving a steering mechanism 57 an attenuation force relative to rotation of the steering shaft 27. The steering damper 36 includes a damper case 72, a vane rotatable in the damper case 72, and an arm 73 directly connected to the vane and extending to an outside of the damper case 72. The damper case 72 is disposed between an upper steering shaft 27a and a lower steering shaft 27b to form part of the steering shaft 27, and the arm 73 is directly connected to the vehicle body frame 4.

Abstract: To enhance assembly and maintenance of a rear wheel suspension. Rear wheel axles extend to the left and right from a final case supported on a rear portion of a vehicle body frame, and rear wheels are independently suspended from left and right portions of a vehicle body. On the left and right sides of the final case, the rear wheel axles are connected to a left-side joint and a right-side joint, and the left-side joint is detachably attached to a side surface of the final case by a separate holder fitted with a driven sprocket meshed with a chain. A joint portion shaft of the right-side joint is borne on the final case through a bearing, a brake disk is attached thereto, and the joint portion shafts are spline connected. In assembling or disassembling, the separate holder can be attached and detached through petal-like cutouts formed in the driven sprocket.

Abstract: A suspension system structure is provided which permits a suspension arm to be disposed without being affected by a driven sprocket or a brake disc. A final drive case is supported on rear portions of left and right vehicle body subframes. A driven sprocket and a brake disc are coaxially disposed on the left and right of the final drive case. The driven sprocket and the brake disc are disposed on the inside of the vehicle body frame. An upper arm and a lower arm are disposed on the outside of the vehicle body frame. Support portions of the upper arm and the lower arm relative to the vehicle body frame are overlapped partly with the driven sprocket and the brake disc in a side view to provide a guard therefor.

Abstract: A joint structure for an independent system designed to improve the maintenance performance of a rear wheel suspension. Rear wheel axles extend leftward and rearward from a final case supported by the rear portion of a body frame to independently suspend respective left and right rear wheels. The respective rear wheel axles are coupled to left-hand and right-hand joints on the left and right sides, respectively, of the final case. A driven sprocket engaging with a chain is attached to the left-hand joint and a separate holder is detachably attached to the front of the final case. A joint-part shaft of the right-hand joint is supported by the final case via a bearing and also a brake disk is attached thereto. A male-shaped joint-part shaft integrally extending from the left-hand joint is fitted into the female-shaped joint-part shaft for integrally rotatable coupling.

Abstract: In the rough-terrain traveling vehicle in which rear wheels as left and right wheels are independently suspended via left and right lower arms respectively, and an anti-roll bar device is extended between the left and right lower arms, the left and right rear wheels are driven from an engine side via a chain, and the anti-roll bar device is disposed so as to extend across the inside of the circle of the chain.