A leaning vehicle has a frame; a shock tower pivotally connected to the frame; front left and right ground engaging members; front left and right suspension assemblies; portions of the front left suspension assembly, the front left ground engaging member and other components of the vehicle suspended by the front left suspension assembly have a first unsprung mass; portions of the front right suspension assembly, the front right ground engaging member and other components of the vehicle suspended by the front right suspension assembly have a second unsprung mass; a moment of inertia of the shock tower being at least twenty-five percent of a combined moment of inertia of the first and second unsprung masses; a steering assembly; a rear suspension assembly; at least one rear ground engaging; and a motor.

In some embodiments, an apparatus may include a frame structure including a first end configured to couple to a frame of a vehicle and including a second end. The second end includes an upper attachment element and a lower attachment element. The apparatus further includes a camber housing coupled between the lower attachment element and a wheel. The camber housing includes a guide element and configured to pivot about the lower attachment element. The apparatus includes a slider coupled to the upper attachment element and configured to move along the guide element to provide a dynamically and continuously variable adjustable camber angle.

A ground vehicle suspension system includes first and second rocker-bogie mechanisms which are respectively secured to a chassis on opposing sides of a central axis. Each rocker-bogie mechanism includes a main link on which a first and second bogie is respectively pivotally mounted. The first and second bogie each has opposing inner and outer bogie end portions. On each bogie, an inner wheel is disposed on an inner stub axle and an outer wheel is disposed on an outer stub axle. A continuous track is guided on the inner and outer wheels of the first bogie and second bogie. A resilient member extends between the first and second bogie and is attached at one end to the inner bogie end portion of the first bogie and at an opposing end to the inner bogie end portion of the second bogie.

A ground vehicle suspension system includes first and second rocker-bogie mechanisms which are respectively secured to a chassis on opposing sides of a central axis. Each rocker-bogie mechanism includes a main link on which a first and second bogie is respectively pivotally mounted. The first and second bogie each has opposing inner and outer bogie end portions. On each bogie, an inner wheel is disposed on an inner stub axle and an outer wheel is disposed on an outer stub axle. A continuous track is guided on the inner and outer wheels of the first bogie and second bogie. A resilient member extends between the first and second bogie and is attached at one end to the inner bogie end portion of the first bogie and at an opposing end to the inner bogie end portion of the second bogie.

A motor vehicle body has an underbody and a link, which at one end is pivotably connected to the underbody and at another end carries a wheel. The connection to the underbody includes an underbody-side bearing support, in which a link-side pin engages.

A motor vehicle body has an underbody and a link, which at one end is pivotably connected to the underbody and at another end carries a wheel. The connection to the underbody includes an underbody-side bearing support, in which a link-side pin engages.

A grain cart is provide having a wheel assembly with four ground wheels that all pivot in unison. The wheel assembly can include a first side front wheel, a first side rear wheel, a second side front wheel and a second side rear wheel. A first side steering link assembly can be operatively coupled between the first side front wheel and the first side rear wheel to cause the first side front wheel and the second side rear wheel to pivot in opposite directions. A second side steering link can be operatively coupled between the second side front wheel and the second side rear wheel to cause the second side front wheel and the second side rear wheel to pivot in opposite directions. A unison linkage assembly operatively can couple the movement of the first side rear wheel and second side rear wheel.

In a vehicle, a first left cover at least partially covers a lower edge of a left lower projection from the left in a left-right direction of a body frame at least temporarily when the body frame is caused to lean from an upright state to the right at a maximum angle, as viewed from the left in the left-right direction of the body frame. A first right cover at least partially covers a lower edge of a right lower projection from the right in the left-right direction of the body frame at least temporarily when the body frame is caused to lean from the upright state to the left at a maximum angle, as viewed from the right in the left-right direction of the body frame.

In a vehicle, a first left cover at least partially covers a lower edge of a left lower projection from the left in a left-right direction of a body frame at least temporarily when the body frame is caused to lean from an upright state to the right at a maximum angle, as viewed from the left in the left-right direction of the body frame. A first right cover at least partially covers a lower edge of a right lower projection from the right in the left-right direction of the body frame at least temporarily when the body frame is caused to lean from the upright state to the left at a maximum angle, as viewed from the right in the left-right direction of the body frame.

Device and method for providing rotational power using power transmission are disclosed. The device enables multi-dimensional and angle-agnostic displacement of the rotational power output with respect to the input location and transference of high-torque and high-speed rotational movement, while preserving maximal efficiency and quick response. The device is a transmission gear that comprises at least two gear-links in a multi-link articulated gear (MLAG). Each of the links comprising at least two gear wheels. The transmission gear further comprising a common axis adapted to allow the links to rotate freely with respect to each other about the common axis and thus to allow change of the angle between the at least two links and thereby to change the distance between the input shaft and the output shaft.