An axle arrangement for a motor vehicle includes two opposite wheel carriers which are connectable to a bodywork of the motor vehicle via links, and a transverse leaf spring which is connected to the two wheel carriers. The transverse leaf spring is manufactured as one piece from fiber-reinforced plastic, has at least two bands spaced apart from one another and is at least partially integrated in a shear field. The shear field extends between the two wheel carriers and on both sides is connected fixedly to the body or the bodywork of the vehicle and projects beyond the transverse leaf spring, as viewed in the longitudinal direction of the vehicle.

Tandem axle assemblies and associated systems and components are provided for use on heavy duty trucks, trailers, and/or other vehicles. Tandem axle assemblies may include a drive axle and a non-drive lift axle mounted to a non-torque reactive suspension system having hanger brackets positioned between the tandem axles. Roll stability components of the suspension system can be located on the drive axle side of the suspension, reducing weight, cost, and complexity of the tandem axle assembly. The non-drive lift axle can be operated by a control system during vehicle dynamic operation to improve traction performance of the vehicle.

In some embodiments, an electric motor may include a plurality of magnetic circuit modules, where each magnetic circuit module includes a rotor having a first magnetic array and a second magnetic array extending substantially parallel with one another and spaced apart by a channel. The electric motor may further include a stator including a coil assembly configured to fit within the channel and to provide an electromagnetic force within the channel to accelerate the magnetic arrays.

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 wheel module including a linear actuator, a piston, a drive element, and a coil. The linear actuator may include a stator and a piston configured to fit within the stator. The piston includes a plurality of permanent magnets responsive to coils of the stator to move relative to the stator. The apparatus further includes a drive element threadably coupled to an external surface of the linear actuator. The drive element includes a plurality of permanent magnets responsive to the coils of the stator to move relative to the stator. The apparatus also includes a coil configured to fit over the linear actuator.

In some embodiments, a system can include an integrated wheel module coupled to a rim of a tire and to a structure of a vehicle. The integrated wheel module can include control electronics and a power supply. The integrated wheel module may further include a plurality of electric motors, including a first motor responsive to the control electronics and configured to rotate the tire about an axis; a second motor responsive to the control electronics and configured to turn the tire about a pivot point; a third motor responsive to the control electronics and configured to continuously and dynamically adjust a camber of the tire; a fourth motor responsive to the control electronics and configured to continuously and dynamically adjust a suspension associated with the tire; and a fifth motor configured to adjust the suspension spring in accordance with the load, conditions and optimum performance desired.

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 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.

Tandem axle assemblies and associated systems and components are provided for use on heavy duty trucks, trailers, and/or other vehicles. Tandem axle assemblies may include a drive axle and a non-drive lift axle mounted to a non-torque reactive suspension system having hanger brackets positioned between the tandem axles. Roll stability components of the suspension system can be located on the drive axle side of the suspension, reducing weight, cost, and complexity of the tandem axle assembly. The non-drive lift axle can be operated by a control system during vehicle dynamic operation to improve traction performance of the vehicle.