Patent Publication Number: US-2022225555-A1

Title: Vehicle for cultivation and transportation

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     The present application claims priority to and the benefit of U.S. Provisional Patent Application No. 62/838,603 filed Apr. 25, 2019, and titled “Vehicle for Cultivation and Transportation,” the contents of which is incorporated here by reference in its entirety. 
    
    
     FIELD 
     The present disclosure relates to a vehicle for use in cultivation, and more particularly relates to a vehicle having particular benefits for farmers and the like who need a vehicle that can double as both a vehicle to be utilized in farming and a vehicle to be utilized as a method of transportation. 
     BACKGROUND 
     A tractor designed specifically to meet the needs of small farmers in India, who would otherwise use draft animals, has the potential to create significant impact by improving farmers&#39; economic health and India&#39;s overall food production capacity. Small farms (approximately less than 2 hectares (ha)) are common in India, where the average farm size has steadily decreased from approximately 2.28 ha in 1971 to approximately 1.08 ha in 2016. Globally, approximately 84% of farms are less than 2 ha in size. Most small farmers use a pair of bovine draft animals known as bullocks (sometimes called oxen in other countries) for all or most of their farming operations, supplemented by manual labor or a hired tractor. Bullocks are compact, highly maneuverable, and have a low capital cost, making them well-suited to the technical and economic constraints of small farms. 
     Conventional tractors, which are an icon of modern farming, are able to produce much higher farm yields than bullocks. Farm tractors increase the capacity of each agricultural worker and enable larger, more profitable farms. The Indian Agricultural Ministry estimates that farm tractors increase farm yields approximately in the range of about 5% to about 20%, reduce wasted seeds and fertilizer approximately in the range of about 15% to about 20%, and reduce farm labor approximately in the range of about 20% to about 30%. However, tractors have not yet been able to replace key bullock features of maneuverability and compactness that are essential to work on smaller firms, like those prevalent in India and globally. Tractors also have a high upfront cost that puts them out of reach of many small farmers in low income regions. As a result, small-scale farmers are constrained to the slow speed of bullocks and a lack of access to suitable modern, more effective made-for-tractor tools. 
     Research has shown that farmers of smaller farms use bullocks both because of their low capital cost and their suitability to the narrow inter-row spaces typically used on smaller farms. Bullocks have a smaller width than tractors and are more maneuverable. These characteristics allow bullocks to walk between rows of growing crops later into the season when crops are taller and wider, leaving less space between crop rows. Compared to tractors, bullocks require less space to turn at row ends, and can better traverse unfinished dirt paths leading to farm fields. These critical features of low upfront cost and ability to access narrow spaces are generally not present in commercially available small tractors. The few tractors that approach the purchase price of bullocks cannot match the bullock&#39;s maximum pulling force, a key requirement for seamlessly replacing them. 
     In conventional tractors, lower cost often comes at the expense of pulling force. Pulling force is related to a mass of a tractor, which is correlated to purchase price. To be sold for a price comparable to bullocks (approximately 100,000 Indian rupees, which converts to approximately $1300 U.S. dollars as of April 2020), a tractor would likely have a mass approximately in the range of about 350 kilograms to about 500 kilograms given the current trends of the Indian tractor market. The layout of a conventional, rear-wheel drive tractor with a mass approximately in the range of about 350 kilograms to about 500 kilograms would only produce a maximum pulling force of approximately 60% of its weight in near ideal tilling conditions, approximately in the range of about 2060 Newtons to about 2940 Newtons, and closer to approximately 35% of its weight in soft soil conditions, approximately in the range of about 1200 Newtons to about 1720 Newtons. This could not, under most conditions, match the maximum pulling force of a bullock pair, which is approximately 2800 Newtons. 
     A lightweight tractor capable of replacing bullocks in small forms, and thereby improving the livelihood of farmers, must approximately match or exceed each of: a pulling force of bullocks currently used; a purchase price for such bullocks; and their ability to enter narrow spaces. The lightest tractors currently available to farmers have limited pulling force, approximately in the range of about 1720 Newtons to about 2940 Newtons, depending on soil conditions and actual mass, and are unable to access narrow inter-row spaces. Even then, such vehicles are made by small-volume local manufacturers near smallholder farms and are not widely distributed. 
     Accordingly, there is a need to develop vehicles capable of matching or exceeding the pulling force of bullocks used for farming while still have similar maneuverability as such bullocks. The vehicles should preferably be affordable for owners of small farms even in developing countries. Further, additional benefits can be realized if the vehicles are adaptable such that they can be used for farming and transportation, and when used for framing, used to perform a variety of different farming tasks (e.g., tilling, plowing, planting, cultivating, spraying, etc.). 
     SUMMARY 
     The present application is directed to a vehicle that has been designed for use by farmers who do not necessarily need a conventional tractor to perform farming tasks, but rather would benefit from a vehicle that can be used in farming and as a method of transportation. It provides a cheaper alternative to traditional farming equipment, and provides versatility not typically found in farming equipment by allowing the vehicle to be used as a typical transportation means (e.g., motorcycle). There are a number of different features provided for by the disclosed vehicle that allow it to be practical and affordable, particularly for owners or administrators of smaller farms. 
     One aspect of the designs of the vehicle provided for herein is the orientation of the wheels with respect to the tool (e.g., a cultivation tool, such as for tilling soil). Two wheels can be in a vertical alignment, similar to a motorcycle or bicycle configuration, while a third wheel can be offset from the vertical alignment, and behind the front wheel of the two wheels. This third wheel can be horizontally aligned with the back wheel of the two wheels (i.e., similar to the way the two back wheels of a car are horizontally aligned), or it can be disposed somewhere between the front and back wheels such that none of the three wheels are horizontally aligned. The tool can similarly be offset from the vertical alignment of the two wheels identified as the front and back wheels. In some embodiments, the tool can be located behind the front wheel and in front of the back wheel. For example, the tool can be disposed between the vertical alignment axis of the front and back wheels and a similarly parallel axis defined by the location of the third wheel, at a location that is behind the front wheel and in front of the back wheel. The tool can be positioned in a manner that allows it to be easily seen by the operator of the vehicle. In some other embodiments, the tool can be located behind the back wheel. Still further, whether between the front and back wheel, or behind the back wheel, the tool can be configured in a manner such that it can be moved to either side of the vertical alignment axis, or even in-line with the vertical alignment axis. Such movement can be driven by gears and other mechanical and/or electrical components of the vehicle, before or during operation of the vehicle, and/or can be done manually. 
     The third wheel can be associated with the vehicle by way of an outrigger arm, which can allow the third wheel to be selectively moved between various configurations. For example the third wheel can be moved between a configuration in which the third wheel is in contact with the ground and helps provide stability for the vehicle as it is used for farming purposes, and a configuration in which the third wheel is stowed, or altogether removed, from the vehicle as it is used for transportation purposes (e.g., driving in city streets). Other possible configurations in include, but are not limited to, configurations in which the third wheel is disposed above, but off, the ground, and allowing the wheel to be on either side of the vertical alignment axis. The outrigger arm itself can have a variety of configurations, such as a straight arm that is substantially parallel to the ground, or an arched configuration, allowing crops to more easily pass underneath the arm during use. Other configurations of outrigger arms are possible, including but not limited to the outrigger arm being able to be raised, lowered, or rotated with respect to the vehicle, folded, and/or detached from the vehicle. 
     The ability to easily and seamlessly transition from a farming vehicle to a vehicle used for everyday transportation is another particularly useful feature of the present disclosure. The fact that the vehicle is powered, by way of a motor, allows for convenient operation in both a farming context and transportation context. Further, the ability to include a cultivation tool (e.g., a tillage tool) as part of a vehicle that can also be used as a general mode of transportation provides versatility. 
     The tool itself, in the context of being used in conjunction with the vehicle designs provided for herein, is another feature of the present disclosure. The tool can be configured to be driven downwards by an active force, into the ground over which the vehicle is traveling, such that the tool applies force to, and enters into, the ground. Prior to the present disclosures, a tool in an offset location as described would be difficult to operate in a manner that would allow it to be driven downwards to apply force to, and enter into, the ground. A person skilled in the art, in view of the present disclosures, will understand a variety of other tools that can be incorporated into the various designs provided for herein, including but not limited to other tools typically used in farming, or more generally for treating the ground. Still further, the present disclosures are not limited to the tool being used for farming. Other types of tools may be incorporated into the vehicle design to allow the vehicle to have dual purposes in contexts beyond farming. 
     In one exemplary embodiment, a vehicle includes a chassis having a length defined by a front-most end and a back-most end, three wheels, an outrigger arm, a tool, and a motor. A first wheel of the three wheels is disposed below the chassis, and a second wheel of the three wheels is disposed behind the first wheel such that the first and second wheels are vertically aligned along a longitudinal axis that extends the length of the chassis. The third wheel of the three wheels is laterally offset from the longitudinal axis extending the length of the chassis, with a center of the third wheel being disposed behind a center of the first wheel and one of in front of or axially aligned with a center of the second wheel from a side view of the vehicle. The outrigger arm is disposed between and coupled to the third wheel and at least one of the chassis and the second wheel. The tool is configured to perform a farming operation and is coupled to the chassis and/or the outrigger arm. The motor is disposed behind the first wheel and is configured to drive at least one of the first and second wheels. 
     In some embodiments, the second and third wheels can be axially aligned such that the center of the second wheel and the center of the third wheel are disposed along an alignment axis. The alignment axis can be substantially perpendicular to the longitudinal axis that extends the length of the chassis. 
     The outrigger arm can be manipulable to allow the third wheel to be stored on the vehicle such that the vehicle can be driven with just the first wheel and the second wheel in contact with the ground. In some instances, the outrigger arm can have a storage position in which the third wheel is a distance above the ground that is equivalent to at least a radius of the first wheel, with each of the first and second wheels being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven. 
     The motor can be configured to drive any combination of the three wheels (or more wheels if more than three wheels are used) in conjunction with at least one of the first and second wheels. For example, the motor can be configured to drive both the first wheel and the second wheel (i.e., it can have front and back wheel drive). Alternatively, or additionally, the motor can be configured to drive the third wheel in addition to at least one of the first and second wheels. The motor can be configured to mechanically drive at least one of the first and second wheels. In some embodiments, the motor can be configured to have a frequency of rotation held steady over a desired period of time. In some such embodiments, the motor can be configured to provide power take-off to the vehicle, and a rotation speed of the power take-off can be coupled to the frequency of rotation of the motor. 
     As indicated above, in some embodiments, the motor can be configured to provide power take-off to the vehicle. In some such embodiments, the vehicle can include a front axle that is associated with the first wheel and a rear axle associated with the second wheel, and the power take-off can be located between the front and rear axles. The power take-off can be configured to rotate substantially perpendicularly to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). In some other embodiments in which the vehicle is configured to provide power take-off to the vehicle, the vehicle can include a rear axle associated with the second wheel, and the power take-off can be located behind the rear axle. The power take-off can be configured to be substantially parallel to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). 
     In some embodiments, the tool can be disposed behind the first wheel, in front of the second wheel, and can be offset from the longitudinal axis that extends the length of the chassis. In some other embodiments, the tool can be disposed behind the second wheel. In some such instances the tool can be offset from the longitudinal axis that extends the length of the chassis, while in other such instances the tool can be substantially aligned with the longitudinal axis that extends the length of the chassis. The tool can be configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the tool applies force to, and enters into, the ground. The active force can be supplied, for example, by an operator of the vehicle, either directly or indirectly. A non-limiting example of a direct supply of the active force is an operator taking an action, such as turning a knob, that causes a linkage or the like, to drive the tool downwards. A non-limiting example of an indirect supply of the active force is an operator taking an action, such as pushing a button, that causes the motor, or a separate motor, to in turn apply a force to a linkage or the like to drive the tool downwards. A person skilled in the art, in view of the present disclosures, will understand many ways by which the tool(s) can be operated in conjunction with operating the vehicle without departing from the spirit of the present disclosure. 
     The applied force by the tool can be a substantially horizontal force that can cultivate the ground. The tool can be further configured to apply a second active force to the vehicle, which can cause the vehicle to be pulled towards the ground while a position of the tool with respect to the ground remains substantially constant. The tool can be visible to an operator of the vehicle such that the operator is able to control operation of the tool based on visual observations of the tool. In some embodiments, the tool can be movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the tool and the chassis is adjustable while the vehicle is being operated to perform a farming operation. 
     In another exemplary embodiment, a vehicle includes a chassis having a length defined by a front-most end and a back-most end, three wheels, an outrigger arm, a cultivation tool, and a motor. A first wheel of the three wheels is disposed below the chassis, and a second wheel of the three wheels is disposed behind the first wheel such that the first and second wheels are vertically aligned along a longitudinal axis extending the length of the chassis. The third wheel of the three wheels is also disposed behind the first wheel, with the third wheel being disposed offset from the longitudinal axis extending from the length of the chassis. The outrigger arm is disposed between and coupled to the third wheel and at least one of the chassis and the second wheel. The cultivation tool is disposed behind the first wheel, in front of the second wheel, and is disposed offset from the longitudinal axis that extends the length of the chassis. The cultivation tool is at a location closer to the longitudinal axis than the third wheel is located with respect to the longitudinal axis. The motor is disposed behind the first wheel and is configured to power at least one of the first and second wheels. 
     In some embodiments, the second and third wheels can be axially aligned such that a center of the second wheel and a center of the third wheel are disposed along an alignment axis. The alignment axis can be substantially perpendicular to the longitudinal axis that extends the length of the chassis. 
     The outrigger arm can be manipulable to allow the third wheel to be stored on the vehicle such that the vehicle can be driven with just the first wheel and the second wheel in contact with the ground. In some instances, the outrigger arm can have a storage position in which the third wheel is a distance above the ground that is equivalent to at least a radius of the first wheel, with each of the first and second wheels being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven. 
     The motor can be configured to drive any combination of the three wheels (or more wheels if more than three wheels are used) in conjunction with at least one of the first and second wheels. For example, the motor can be configured to drive both the first wheel and the second wheel (i.e., it can have front and back wheel drive). Alternatively, or additionally, the motor can be configured to drive the third wheel in addition to at least one of the first and second wheels. The motor can be configured to mechanically drive at least one of the first and second wheels. In some embodiments, the motor can be configured to have a frequency of rotation held steady over a desired period of time. In some such embodiments, the motor can be configured to provide power take-off to the vehicle, and a rotation speed of the power take-off can be coupled to the frequency of rotation of the motor. 
     As indicated above, in some embodiments, the motor can be configured to provide power take-off to the vehicle. In some such embodiments, the vehicle can include a front axle that is associated with the first wheel and a rear axle associated with the second wheel, and the power take-off can be located between the front and rear axles. The power take-off can be configured to rotate substantially perpendicularly to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). In some other embodiments in which the vehicle is configured to provide power take-off to the vehicle, the vehicle can include a rear axle associated with the second wheel, and the power take-off can be located behind the rear axle. The power take-off can be configured to be substantially parallel to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). 
     The cultivation tool can be a tillage tool, for example. Many other cultivation tools can be used in lieu of, in conjunction with, and/or in addition to a tillage tool. The cultivation tool can be configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the cultivation tool applies force to, and enters into, the ground. The active force can be supplied, for example, by an operator of the vehicle, either directly or indirectly. A non-limiting example of a direct supply of the active force is an operator taking an action, such as turning a knob, that causes a linkage or the like, to drive the tool downwards. A non-limiting example of an indirect supply of the active force is an operator taking an action, such as pushing a button, that causes the motor, or a separate motor, to in turn apply a force to a linkage or the like to drive the tool downwards. A person skilled in the art, in view of the present disclosures, will understand many ways by which the tool(s) can be operated in conjunction with operating the vehicle without departing from the spirit of the present disclosure. 
     The applied force by the cultivation tool can be a substantially horizontal force, which can cultivate the ground. The tool can be further configured to apply a second active force to the vehicle, which can cause the vehicle to be pulled towards the ground while a position of the tool with respect to the ground remains substantially constant. The tool can be visible to an operator of the vehicle such that the operator is able to control operation of the tool based on visual observations of the tool. In some embodiments, the cultivation tool can be movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the cultivation tool and the chassis is adjustable while the vehicle and the cultivation tool are being operated. 
     In still another exemplary embodiment, a vehicle includes a chassis having a length defined by a front-most end and a back-most end, three wheels, an outrigger arm, a tool, and a motor. A first wheel of the three wheels is disposed below the chassis, and a second wheel of the three wheels is disposed behind the first wheel such that the first and second wheels are vertically aligned along a longitudinal axis extending the length of the chassis. The third wheel of the three wheels is also disposed behind the first wheel, with the third wheel being disposed offset from the longitudinal axis extending from the length of the chassis. The outrigger arm is disposed between and coupled to the third wheel and at least one of the chassis and the second wheel. The tool is disposed behind the first wheel, in front of the second wheel, and is offset from the longitudinal axis that extends the length of the chassis. The tools is configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the tool applies force to, and enters into, the ground. The motor is disposed behind the first wheel and is configured to drive at least one of the first and second wheels. 
     In some embodiments, the second and third wheels can be axially aligned such that a center of the second wheel and a center of the third wheel are disposed along an alignment axis. The alignment axis can be substantially perpendicular to the longitudinal axis that extends the length of the chassis. 
     The outrigger arm can be manipulable to allow the third wheel to be stored on the vehicle such that the vehicle can be driven with just the first wheel and the second wheel in contact with the ground. In some instances, the outrigger arm can have a storage position in which the third wheel is a distance above the ground that is equivalent to at least a radius of the first wheel, with each of the first and second wheels being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven. 
     The motor can be configured to drive any combination of the three wheels (or more wheels if more than three wheels are used) in conjunction with at least one of the first and second wheels. For example, the motor can be configured to drive both the first wheel and the second wheel (i.e., it can have front and back wheel drive). Alternatively, or additionally, the motor can be configured to drive the third wheel in addition to at least one of the first and second wheels. The motor can be configured to mechanically drive at least one of the first and second wheels. In some embodiments, the motor can be configured to have a frequency of rotation held steady over a desired period of time. In some such embodiments, the motor can be configured to provide power take-off to the vehicle, and a rotation speed of the power take-off can be coupled to the frequency of rotation of the motor. 
     As indicated above, in some embodiments, the motor can be configured to provide power take-off to the vehicle. In some such embodiments, the vehicle can include a front axle that is associated with the first wheel and a rear axle associated with the second wheel, and the power take-off can be located between the front and rear axles. The power take-off can be configured to rotate substantially perpendicularly to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). In some other embodiments in which the vehicle is configured to provide power take-off to the vehicle, the vehicle can include a rear axle associated with the second wheel, and the power take-off can be located behind the rear axle. The power take-off can be configured to be substantially parallel to a centerline of the vehicle (which can include the longitudinal axis extending the length of the chassis). 
     The active force that drives the tool downwards can be supplied, for example, by an operator of the vehicle, either directly or indirectly. A non-limiting example of a direct supply of the active force is an operator taking an action, such as turning a knob, that causes a linkage or the like, to drive the tool downwards. A non-limiting example of an indirect supply of the active force is an operator taking an action, such as pushing a button, that causes the motor, or a separate motor, to in turn apply a force to a linkage or the like to drive the tool downwards. A person skilled in the art, in view of the present disclosures, will understand many ways by which the tool(s) can be operated in conjunction with operating the vehicle without departing from the spirit of the present disclosure. 
     The applied force by the tool can be a substantially horizontal force that can cultivate the ground. The tool can be further configured to apply a second active force to the vehicle, which can cause the vehicle to be pulled towards the ground while a position of the tool with respect to the ground remains substantially constant. The tool can be visible to an operator of the vehicle such that the operator is able to control operation of the tool based on visual observations of the tool. In some embodiments, the tool can be movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the tool and the chassis is adjustable while the vehicle and the tool are being operated. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       This disclosure will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings, in which: 
         FIG. 1  is a perspective view of one exemplary embodiment of a vehicle; 
         FIG. 2A  is a schematic side view of a deformed tire for use in illustrating parameters of a tire perimeter for calculation of forces at a tire-soli interface; 
         FIG. 2B  is a schematic side view of a tire for use in illustrating a tire-soil interaction and multi-pass effect associated with the same; 
         FIG. 3A  is an isometric view of another exemplary embodiment of a vehicle; 
         FIG. 3B  is a schematic side view of a force free body diagram for the vehicle of  FIG. 3A ; 
         FIG. 4  is a schematic top view block diagram of four different vehicle configuration options, identified as A, B, C, and D, with option D being one exemplary embodiment of a vehicle configuration of the present disclosure; 
         FIG. 5  is a perspective view of the vehicle of  FIG. 3A , the vehicle further including a three-point hitch and a ball tow hitch; 
         FIG. 6A  is a perspective side view of another exemplary embodiment of a vehicle; 
         FIG. 6B  is perspective rear view of the vehicle of  FIG. 6A ; 
         FIG. 6C  is a detailed perspective side view of a tool depth control module of the vehicle of  FIG. 6A ; 
         FIG. 7A  is side view of one exemplary embodiment of a heavy tillage plow for use in conjunction with the vehicles of the present disclosure; 
         FIG. 7B  is a perspective view of one exemplary embodiment of a disc harrows for use in conjunction with the vehicles of the present disclosure; 
         FIG. 7C  is a perspective view of one exemplary embodiment of a rotavator for use in conjunction with the vehicles of the present disclosure; 
         FIG. 7D  is a perspective view of one exemplary embodiment of a planter for use in conjunction with the vehicles of the present disclosure; 
         FIG. 7E  is a perspective view of one exemplary embodiment of a cultivator for use in conjunction with the vehicles of the present disclosure; 
         FIG. 7F  is a perspective view of one exemplary embodiment of a sprayer for use in conjunction with the vehicles of the present disclosure; 
         FIG. 8A  is a front perspective view of one exemplary embodiment of a heavy tillage plow like that of  FIG. 7A  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8B  is a rear perspective view of one exemplary embodiment of a disc harrows like that of  FIG. 7B  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8C  is a side perspective view of one exemplary embodiment of a rotavator like that of  FIG. 7C  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8D  is rear perspective view of one exemplary embodiment of a planter like that of  FIG. 7D  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8E  is a rear perspective view of one exemplary embodiment of a cultivator like that of  FIG. 7E  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8F  is a rear perspective view of one exemplary embodiment of a sprayer like that of  FIG. 7F  mounted to the vehicle of  FIG. 6A ; 
         FIG. 8G  is a front perspective view of one exemplary embodiment of a trailer mounted to the vehicle of  FIG. 6A ; and 
         FIG. 8H  is a rear perspective view of one exemplary embodiment of a sprayer located on the vehicle of  FIG. 6A . 
     
    
    
     DETAILED DESCRIPTION 
     Certain exemplary embodiments will now be described to provide an overall understanding of the principles of the structure, function, manufacture, and use of the devices and methods disclosed herein. One or more examples of these embodiments are illustrated in the accompanying drawings. Those skilled in the art will understand that the devices and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present disclosure is defined solely by the claims. The features illustrated or described in connection with one exemplary embodiment may be combined with the features of other embodiments. Such modifications and variations are intended to be included within the scope of the present disclosure. As a result, to the extent one exemplary embodiment of a vehicle, or component(s) thereof, includes a particular feature(s), a person skilled in the art will be able to incorporate that feature into other vehicles, or components thereof, including various embodiments of vehicles and components provided for herein, as well as in other vehicles and components known to those skilled in the art. 
     In the present disclosure, like-numbered components of various embodiments generally have similar features when those components are of a similar nature and/or serve a similar purpose. To the extent terms such as front, forward, back, rear, behind, top, bottom, side, horizontal, vertical, etc. are used to describe a location of various components of the vehicles, such usage is by no means limiting, and is often used for convenience when describing various possible configurations. A person skilled in the art will be able to apply these configurations across a number of different vehicle set-ups. To the extent words are not entirely clear to establish the location of the components of a particular configuration, the figures and knowledge of one skilled in the art will be able to supplement such descriptions. To the extent features are described herein as being a “first feature” or a “second feature,” such numerical ordering is generally arbitrary, and thus such numbering can be interchangeable. 
     Vehicle 
     The present disclosures generally illustrate vehicles having three wheels—two wheels that are vertically aligned such that a first, front wheel and a second, rear wheel are aligned along a longitudinal axis extending a length of a chassis of the vehicle, referred to herein as the chassis longitudinal axis, and a third wheel that is offset from the chassis longitudinal axis. The foregoing notwithstanding, vehicles having other numbers of wheels are also possible, including having four or more wheels. The vehicles also include a tool (e.g., a cultivation tool, such as a tillage tool) that can also be offset from the chassis longitudinal axis. In some instances, the location of the tool can be described as being biased, and in many instances this bias can be on a side opposite of a throttle grip control of the vehicle. The location of the throttle grip control of the vehicle can be similar to the location of a throttle grip control of a motorcycle. As described in greater detail below, while in many instances the tool can be offset from the chassis longitudinal axis, it does not have to be. It can also be aligned along the chassis longitudinal axis. In some embodiments, the tool can be moved between one or more offset locations and/or a location that is along the chassis longitudinal axis, such as before or during operation of the vehicle. Still further, in some instances, the tool can be disposed at a location along one or more longitudinal axes that extends substantially parallel to the chassis longitudinal axis (or along the chassis longitudinal axis itself when the tool is disposed on the cassis longitudinal axis) such that the tool is disposed behind the front wheel and in front of the rear wheel as taken on akin positions along the one or more longitudinal axes and the chassis longitudinal axis (or as both taken on the chassis longitudinal axis if the tool is disposed on the chassis longitudinal axis). In some other instances, the tool can be disposed behind the rear wheel as either taken on akin positions along the one or more longitudinal axes and the chassis longitudinal axis or as taken on the chassis longitudinal axis if the tool is disposed on the chassis longitudinal axis. 
     The third wheel can be connected to the vehicle by way of an outrigger arm. The outrigger arm can be disposed between the chassis and the third wheel, and in at least some instances can be disposed between the second and third wheels. It can be coupled to the third wheel, and in at least some instances, can also be coupled to the second wheel. The outrigger arm can help provide balance for the vehicle, for instance during a heavy tillage operation. The outrigger arm can have a wheel (e.g., the third wheel) disposed at one end, with the other end being connected to the chassis and/or the second wheel. The arm can be positioned above a rear wheel (e.g., the second wheel) axle and can extend substantially perpendicular to the longitudinal axis that extends the length of the chassis. In at least some instances, the longitudinal axis can be co-aligned with a centerline of the vehicle such that the outrigger arm extends substantially perpendicular to the centerline of the vehicle. The outrigger arm can extend away from the chassis in either direction, such as in the same direction or opposite directly the tool is located when the tool is in an offset location. A ground clearance of the outrigger arm can be such that it is at least greater than one diameter of the second, rear wheel. In some instances, the outrigger arm can be raised, lowered, or rotated with respect to the vehicle, folded, and/or detached from the vehicle. The outrigger arm itself can have a variety of configurations, such as a straight arm that is substantially parallel to the ground, or an arched configuration, allowing crops to more easily pass underneath the arm during use. 
     When the tool is not being operated, the third wheel and/or the outrigger can be stored or otherwise moved out of the way. The storage can occur directly on the vehicle itself, or the storage can result from removing the third wheel and/or the outrigger arm entirely from the vehicle for a period of time. The vehicle can allow the third wheel and/or the outrigger arm to be reconnected as desired. In instances in which the storage occurs on the vehicle itself, many different configurations for such storage are provided for herein and/or derivable from the present disclosures by a person skilled in the art. When the vehicle is being operated with third wheel and/or the outrigger in a storage position or configuration, it can operate in a manner similar to a conventional two-wheeled motorcycle. As a result, the storage position(s) for the outrigger arm and third wheel is such that a length of the vehicle and a center-of-mass location of the vehicle are not significantly altered. Further, when the outrigger arm and third wheel are in the storage position(s), the vehicle can still lean enough to contribute measurably to its maneuverability. For example, a roll rotation can generally be greater than five (5) degrees. 
     The vehicles disclosed herein can also be configured to include power take-off, and more specifically two power take-offs. More particularly, a motor of the vehicle can be configured to provide power take-off to the vehicle. The inclusion of power take-off can enhance the usability of the vehicle in farming and other situations. Typically farm tractors have one power take-off, which is located behind a rear axle. Such power take-offs provide a single degree of freedom that is rigid, rotating, splined, and spindled. The rotation axis of the power take-off is typically perpendicular to the rear axle. 
     The power take-off of provided for in the present disclosure, however, is enhanced because it includes a second power take-off. More specifically, the power take-off provided by the present disclosure is located longitudinally between both axles (front and rear), and is located about one wheel diameter above the ground. This second power take-off can have a rotation axis that is parallel to a nominal rear axle orientation. In other words, the second power take-off can extend sideways from the vehicle. The second power take-off can power handheld tools, for example, via a flexible cable shaft adapter and/or an electrical power adapter. 
       FIG. 1  illustrates one exemplary embodiment of a vehicle  10  that is configured to perform both farming functions and serve as transportation outside of the context of farming. The vehicle  10  can generally be described as a motorcycle having additional features, such as a third wheel and adaptability to include one or more tools commonly used in farming. In fact, while in some instances the vehicles described herein can be manufactured from scratch, in other instances, an existing motorcycle can be adapted to include features of the present disclosures, such as those features associated with the third wheel and/or farming tools. For example, at least some aspects of the present disclosure have been proven viable by modifying a ROKON® Scout® motorcycle (from Rokon International, Inc. of Rochester, N.H.) to include features described herein. Specifications related to the ROKON® Scout® motorcycle are available at https://www.rokon.com/bikes/scout, the contents of which is incorporated by referenced here in its entirety, and include a full-time drive system with front and rear wheel drive, a single cylinder, four stroke, fan cooled engine, piston displacement of about 208 cc, a power output of about 7 HP at 3600 RPM, a peak torque of about 12.4 (9.1) Nm (ft. lb.) at 2800 RPM, a speed range of approximately 0 MPH to about 35 MPH, a power take-off of about 7 HP speed proportional to throttle setting, an automatic torque converter into a three-gear range selector for power transmission, an electronic magneto ignition, approximately 12-inch steel spoke wheels, approximately 8×12×25 inch tubeless tires, a wheel base of approximately 51 inches, a ground clearance of about 13 inches, a height over seat of about 31 inches, a height over handlebar of about 39 inches, a width of about 30 niches, a length of about 79 inches, a weight of about 218 pounds (dry weight), and a fordable water depth of about 22 inches. Vehicles having features and sizes at or near the size of the ROKON® Scout® motorcycle are possible in view of this present disclosure, including vehicles that can have sizes up to approximately 100% smaller and approximately 500% larger than the sizes associated with the ROKON° Scout® motorcycle. At least because a person having skill in the art will appreciate various aspects and features of a motorcycle, components that are provided in the present disclosure and are also components typically found as part of a motorcycle are not necessarily identified and/or described herein for the sake of brevity. 
     Vehicles of the present disclosure may be referred to as a “bullkey.” The bullkey name is a portmanteau of bullock and key, indicating the ability of the vehicle to unlock the bullock market to mechanization. 
     Chassis 
     A chassis  20  of the vehicle  10  can have a variety of configurations typical of most motorcycles. A length of the chassis  20  can be defined by a front-most end  20   f  to a back-most end  20   b,  also referred to as a frame length of the vehicle  10 . The chassis  20  provides components to mount other components of the motorcycle, including but not limited to the wheels, the engine, and control elements, such as controls for the tools, third wheel, and outrigger arm. A seat  22  can be included on the chassis  20  on which an operator of the vehicle can sit. The seat  22  in the illustrated embodiment allows the operator to straddle the main vehicle with his or her legs and his or her center-of-mass can be approximately centered longitudinally and laterally between front and rear drive wheels  40 ,  50 . A secondary seat or storage area  24  can be provided behind the seat  22 , such second seat or storage area  24  being able to have a second person sit on it, have one or more data collection tools associated therewith (such as having a computer recording data related to the vehicle disposed thereon), have one or more tools associated with it (such as a farming tool, e.g., a sprayer), and/or receive one or more of a third wheel  60 , an outrigger arm  70 , and/or components associated therewith to store the same when the vehicle  10  is being operated in a transportation mode, as opposed to a farming mode. Alternatively, the vehicle  10  can have the ability to operate as an autonomous and/or remote-controlled vehicle such that an operator or person is not positioned on the vehicle. In such instances a seat may or may not be provided as part of the chassis. Providing a seat allows the vehicle the versatility to be used in user-riding and non-user-riding configuration, although in some instance where the vehicle is designed to be autonomous and/or remote-controlled, the design may be such that a user is not provided a convenient option for riding on the vehicle. 
     The chassis  20  can also include, or can have coupled thereto, vehicle controls. As shown, the vehicle controls include handlebars  26  for steering, hand-controlled throttles  28 , and brakes (not visible). The handlebars  26 , throttles  28 , and brakes are similar to typical motorcycle-style controls, and thus a further explanation of the same is unnecessary. As shown, all drive controls can be on the handlebars  26 , although they do not have to be. The chassis  20  can also include other features typically understood to be part of a chassis, some of which are illustrated, and others are known to those skilled in the art. By way of example, in the illustrated embodiment, a foot peg  30  is provided for the operator, the foot peg  30  being either part of the chassis or a feature coupled to the chassis. 
     First and Second Wheels 
     A first or front wheel  40  can be coupled to the chassis  20  using known techniques, such as a front axle  42  and related components. Further, one or more ballast mounts  44  can be associated with the first or front wheel. In the illustrated embodiment, a front ballast rack having ballast mounts  44  on opposed sides of the wheel  40  (only one is visible) is coupled to the chassis  20  and is configured to receive one or more ballasts. A second or rear wheel  50  can likewise be coupled to the chassis  20  using known techniques, such as a rear axle  52  and related components. One or more ballast mounts  54  can be associated with the second or rear wheel as well, and such ballast can, but do not have to, have a similar configuration as the front ballast rack. As shown, each of the front and rear wheels  40 ,  50  are disposed below the chassis  20 , with the rear wheel  50  being located behind the front wheel  40 , and the front and rear wheels  40 ,  50  being vertically aligned along a longitudinal axis C-C that extends the length of the chassis, referred to herein as the chassis longitudinal axis C-C. In at least some embodiments, the front and rear wheels  40 ,  50  can both be driven such that the vehicle  10  is a two-wheel drive system with inline drive wheels. In the illustrated embodiment the wheels  40 ,  50  are chain-driven, although other drive configurations are possible. The drive wheels  40 ,  50  can be approximately the same diameter (e.g., approximately in the range of about 0.30 meters to about 1 meter, and in some embodiments it can be about 0.64 meters) and width (e.g., approximately in the range of about 0.1 meters to about 0.4 meters, and in some embodiments it can be about 0.2 meters), and the weight distribution of the vehicle  10  can be approximately equally distributed amongst the two wheels  40 ,  50 , although other weight distributions between the wheels  40 ,  50  is also possible. In the illustrated embodiment, the front-most and rear-most points of the vehicle  10  are the drive wheels  40 ,  50 . 
     The traction force between the first and second wheels  40 ,  50  and the soil can impact the performance of the vehicle  10 . Accordingly, a physics analysis of tire-soil interactions to calculate traction force H and bulldozing force B can provide insights to the beneficial configurations afforded by the disclosed configurations. The soil exerts a pressure on the tire (normal to the wheel perimeter) and a shear stress (tangent to wheel perimeter). All weight-bearing wheels generate a normal stress on the soil (i.e., flotation). Only braked or powered wheels generate significant shear stress on the soil (i.e., traction). The normal and shear stresses at the tire-soil interfaces can be calculated from the mechanical behavior of the soil. 
     To calculate the soil pressure p along the perimeter of the tire, Equation 1 can be applied: 
         p= ( ck′   c   +wγ   s   k′   ϕ )( z/w ) n ,   (1)
 
     where c is soil cohesion, k c ′ is the cohesion constant, w is tire width, γ s  is the soil bulk density, k′ ϕ  is the friction constant, z is the depth below the soil surface, and n is the depth exponent (an experimental value relating penetration depth to penetration resistance). 
     The soil shear stress s is a function of tire-soil pressure and soil properties, and can be scaled by deformation at the tire soil interface represented by the term 1−e −j(i)/k , and is illustrated by Equation 2: 
         s= ( c+p  tan(φ))(1− e   1(j(i)/k ),   (2)
 
     where φ is soil friction angle, k is shear modulus, and j(i) is the shear displacement at the tire-soil interface, which is a function of tire slip i. Tire slip i is defined as 
     
       
         
           
             
               1 
               - 
               
                 
                     
                   R 
                   
                     S 
                     _ 
                   
                 
                 ⁢ 
                 ω 
               
             
             , 
           
         
       
     
     where S is the forward speed of the vehicle, while R and ω respectively are the effective radius and the angular velocity of the wheel being evaluated for slip. 
     To calculate the total reaction forces on the tire when contacting soil, the shear and normal stresses can be integrated along the casing of the tire. If the deformed tire is assumed to take the shape of a tire  140  illustrated in  FIG. 2A , it can be separated into three sections: a circular arc  141  at the front of the tire; a flat horizontal section  143  at the bottom of the tire (the depth at which the tire total pressure matches the soil pressure); and a circular arc  145  at the rear of the tire. Tire sinkage and deformation can therefore be defined by the angles θ c , θ f , and θ r  shown in  FIG. 2A . 
     Each tire&#39;s vertical (flotation) force must satisfy Equation 3: 
     
       
         
           
             
               
                 
                   
                     V 
                     = 
                     
                       
                         wR 
                         ⁢ 
                         
                           
                             ∫ 
                             
                               θ 
                               c 
                             
                             
                               θ 
                               f 
                             
                           
                           ⁢ 
                           
                             
                               [ 
                               
                                 
                                   
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                                       ( 
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                                   ⁢ 
                                   
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                                     ⁡ 
                                     
                                       ( 
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                                       ) 
                                     
                                   
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                           ⁢ 
                           
                             
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                                   ⁢ 
                                   
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                             ⁢ 
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     From this, the tire shape angles θ c , θ f , and θ r  can be determined. For example, they can be found computationally by allowing the tire to sink into the soil in small time steps until the vertical load of the tire matches the soil reaction V from Equation 3. All values can then be known to calculate from Equation 4 (provided below) an estimate of a horizontal traction force H that the tire generates at a given slip i. An accurate calculation of tire shape uses a feedback controller that regulates slip i, which is a function of applied wheel torque, to reduce the error between H and the required forward thrust from that wheel. After every controller adjustment of tire slip i (i.e., after every controller time step), tire shape angles (θ c , θ f , and θ r ) can be recalculated until the tire shape changes between controller time steps asymptote near zero. Further information about ways by which the tire shape angles θ c , θ f , and θ r  can be solved can be found in “Prediction of mobility, handling, and tractive efficiency of wheeled off-road vehicles,” of Senatore, C, a PhD dissertation from Virginia Polytechnic Institute and State University, Department of Mechanical Engineering, the contents of which is incorporated by reference herein in its entirety. 
     The traction force H can then be calculated using Equation 4: 
     
       
         
           
             
               
                 
                   
                     H 
                     = 
                     
                       
                         wR 
                         ⁢ 
                         
                           
                             ∫ 
                             
                               θ 
                               c 
                             
                             
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                               [ 
                               
                                 
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                   ( 
                   4 
                   ) 
                 
               
             
           
         
       
     
     And the bulldozing force B can be calculated using Equation 5: 
         B=wR∫   θ     c     θ     f     [−p ( z )sin(θ)] dθ   (5)
 
     In these expressions, w is tire width, R is tire radius, and L is the length of the deformed flat section of the tire. 
     The drawbar pull, or force, from a single tire is the difference between its traction force H and its bulldozing force B. This force can also be referred to as a lateral force. The drawbar pull of the vehicle is the sum of the drawbar pull from all of its tires. For a vehicle with n number of tires, this is shown in Equation 6: 
     
       
         
           
             
               
                 
                   
                     F 
                     = 
                     
                       
                         ∑ 
                         
                           v 
                           = 
                           1 
                         
                         n 
                       
                       ⁢ 
                       
                         ( 
                         
                           
                             H 
                             v 
                           
                           - 
                           
                             B 
                             v 
                           
                         
                         ) 
                       
                     
                   
                   . 
                 
               
               
                 
                   ( 
                   6 
                   ) 
                 
               
             
           
         
       
     
     The forces exerted on agricultural soil by tires affect the mechanical properties of the soil, which is apparent in the plastic deformation in the soil  100  illustrated in  FIG. 2A . Each tire pass compacts and strengthens the patch of soil it rolls over, improving the surface for trailing tires. Compaction is accounted for as an increase in the soil&#39;s cohesion c and bulk density γ.  FIG. 2B  is an idealized diagram demonstrating the interactions of inline drive tires  240 ,  250  on soil  200  during loading, unloading, and reloading. As shown, h is the depth of the compaction effect on the soil. The second pass tire  250 , which is rolling on compacted soil, can generate more drawbar pull F than it would on fresh soil since it sinks less into the soil (reducing bulldozing force B) and the soil can provide a higher shear force (increasing traction force H). 
     This information related to the traction force and the bulldozing force helps validate the configurations provided for in the present disclosure, resulting in the high-performance vehicle configurations provided for herein. In general, as described by the equations above, traction that can be generated by the tires is substantially proportional to a normal force by the tires against the ground, with that normal force being caused by each of a weight of the vehicle and a vertical force provided by a tool of the vehicle (e.g., a tilling tool) when such tools are being operated. 
     Third Wheel 
     Turning back to  FIG. 1 , the vehicle also includes a third wheel  60 , or outrigger wheel, connected to the chassis  20  by way of an outrigger arm  70 . The third wheel  60  is offset from the chassis longitudinal axis C-C, but otherwise can be disposed at a variety of locations with respect to the chassis  20 , first wheel  40 , and second wheel  50 . As shown, the third wheel  60  is disposed behind the first wheel  40  and is axially aligned with the second wheel  50 . More particularly, a center of the second wheel  50  and a center of the third wheel  60  are disposed along an alignment axis A-A, and the alignment axis A-A is substantially perpendicular to the chassis longitudinal axis C-C. In other embodiments, the third wheel  60  may be disposed offset from the chassis longitudinal axis C-C and disposed at a location that is somewhere in-between the first and second wheels  40 ,  50  when the vehicle  10  is viewed from a side. That is, the third wheel  60  can be disposed on an offset longitudinal axis (not drawn) that is substantially parallel to the chassis longitudinal axis C-C, the third wheel  60  being disposed somewhere along the offset longitudinal axis between a location where an axis extending through a length of the first axle  42  intersects the offset longitudinal axis and a location when an axis extending through a length of the second axle  52  intersects the offset longitudinal axis. In some embodiments, the engine or motor that drives the first and/or second wheels  40 ,  50  can also drive the third wheel  60 , or alternatively, another engine or motor can be operated to drive the third wheel  60 . In other instances, like the one illustrated, the third wheel  60  is not separately driven. 
     Outrigger Arm 
     The third wheel  60  can be connected to the outrigger arm  70  using known techniques, such as a third axle  62  and related components. While the third wheel  60  can have a similar configuration as the first and second wheels  40 ,  50 , in the illustrated embodiment it has a similar diameter but a smaller width. The similar diameter is appropriate so that the vehicle  10  is generally stable with respect to the ground. The smaller width is sufficient at least because the vehicle  10  is typically designed to have a substantial majority of the total mass of the vehicle  10  (at least approximately 70% of the total mass of the vehicle, more particularly at least approximately 80% of the total mass of the vehicle, even more particularly at least approximately 85% of the total mass of the vehicle, and still even more particularly, at least approximately 90% of the total mass of the vehicle) supported on the first and second wheels  40 ,  50  and/or the chassis  20  rather than on the third wheel  60  and/or the outrigger arm  70 . Nominally, in some embodiments, less than about 10% of the total mass of the vehicle  10  is supported by the third wheel  60  and/or the outrigger arm  70 . A total mass of the vehicles of the present disclosure can be approximately in the range of about 100 kilograms to about 700 kilograms, and in some embodiments the total mass can be about 500 kilograms, while in other embodiments the total mass can be about 125 kilograms. 
     The outrigger arm  70  is provided to connect the third wheel  60  to the vehicle chassis  20  and/or the second wheel  50 . The outrigger arm  70  can have many different configurations, but in the illustrated embodiment it is a substantially rectangular prism, i.e., a bar having a rectangular cross-section, that has a longitudinal axis B-B extending through the entire length of the arm  70  that is substantially perpendicular to the chassis longitudinal axis C-C. As a result, the arm  70  itself is also substantially perpendicular to the chassis longitudinal axis C-C and is substantially parallel to the ground. In the illustrated embodiment the arm  70  includes two bars  72 ,  74  that are substantially parallel to each other with a coupling mechanism  76  disposed at a distal end of the bars, approximately above the third wheel  60 . The coupling mechanism  76  includes a ballast mount  78 , as shown a receiving rod, disposed between the two bars  72 ,  74 , the ballast mount  78  being for receiving a ballast, a block  80  coupled to the ballast mount  78 , and two opposed linkage bars  82 ,  84  coupled to the block  80 , extending towards the ground such that the third wheel  60  is disposed between the two opposed linkage bars  82 ,  84 . The axle  62  extends between the two linkage bars  82 ,  84 . A person skilled in the art will recognize many other ways by which the third wheel  60  can be associated with the outrigger arm  70 . 
     While in the illustrated embodiment a main body of the arm  70  is substantially perpendicular to the chassis longitudinal axis C-C and substantially parallel to the ground, other configurations are also possible. For example, the arm  70  can be disposed at a non-orthogonal angle with respect to the chassis longitudinal axis C-C (e.g., approximately 85 degrees, approximately 80 degrees, approximately 75 degrees, approximately 70 degrees, etc.). Further, while in the illustrated embodiment the outrigger arm  70  and the third wheel  60  are disposed on a same side of the chassis  20  as a tool  90 , in other embodiments the outrigger arm  70  and third wheel  60  can be disposed on an opposite side of the tool  90 , meaning the outrigger arm  70  and third wheel  60  can be disposed on either side of the chassis  20 . Likewise, the shape of the arm  70  can be such that it is not necessarily parallel to the ground. For example, it may be advantageous for the main body of the arm to be substantially curved or arcuate such that it is concave with respect to the ground, referred to herein as an arched configuration. That is, a distance from the ground is greater for a central portion of the arm than portions on either end of the arm, thereby allowing crops to more easily pass under the arm. 
     Further, as discussed above with respect to the positioning of the third wheel  60  with respect to the first and second wheels  40 ,  50 , although in the illustrated embodiment the outrigger arm  70  extends substantially between the second and third wheels  50 ,  60 , other configurations are possible. For example, the outrigger arm  70  can extend between the chassis  20  and the third wheel  60  with the outrigger arm longitudinal axis B-B intersecting the chassis longitudinal axis C-C at a location between the first and second wheels  40 ,  50 . A person skilled in the art will recognize that even in instances in which the outrigger arm  70  is not a substantially straight bar like the illustrated arm, a longitudinal axis can still be defined by a length of the arm, the longitudinal axis being an axis that extends from opposed ends of the arm in a substantially straight line that can be fit within a plane that extends through the length of the arm. A height of the outrigger longitudinal axis B-B with respect to the ground can depend on a variety of factors, including but not limited to the intended farming operations being performed and the dimensions of the related components of the vehicle, but in some embodiments a height between the ground and the outrigger arm longitudinal axis B-B can be approximately in the range of about 0.5 meters to about 2.0 meters, and in some embodiments it can be about 1 meter. 
     The outrigger arm  70  can be configured in a manner that allows its dimensions to be changed as well. This can include, for example, a length, a width, and/or a height of the outrigger arm  70 . Thus, in some embodiments the outrigger arm  70  can be adjusted between the illustrated straight-arm configuration and an arched configuration. This can be done, for example, by utilizing a material, such as a shape-memory material (e.g., nitinol), that allows for manipulation between two configurations and/or by including mechanical aspects of the arm that allow for the shape and position of the arm to be adjusted. Likewise, the outrigger arm  70  can be selectively moved in a substantially lateral direction, i.e., substantially perpendicular to the chassis longitudinal axis C-C, to change a distance between the third wheel  60  and the chassis  20 . 
     Further, the outrigger arm  70  can be designed in a manner that allows it and/or the third wheel  60  to be easily stowed, allowing the transformation of the vehicle  10  from a farming configuration to a transportation configuration to be relatively seamless. For example, in some embodiments the outrigger arm  70  can be easily dismounted from the chassis  20  and either left behind, for instance with the third wheel  60 , at a farming site for subsequent reattachment or otherwise stowed. The outrigger arm  70  and/or the third wheel  60  may be able to be stored on the vehicle  10  itself, such as in a storage compartment associated with the chassis  20  and/or on a trailer towed by the vehicle  10 . In some embodiments, the outrigger arm  70  may be manipulatable to allow it to be moved and/or stored when the vehicle  10  is being used in a transportation configuration. By way of non-limiting example, the arm  70  may be foldable so its footprint can be decreased and more easily stored on/in the chassis  20  or in other components of the vehicle  10 . Alternatively, or additionally, the arm  70  can be rotated in a manner that allows the third wheel  60  to be moved out of its offset-farming configuration. For example, in some instance, the outrigger arm  70  can be rotated approximately 90 degrees counterclockwise, as shown CC, in the illustrated embodiment such that the third wheel  60  is disposed substantially behind the second wheel  50 , and at least slightly raised so that the third wheel  60  does no contact the ground. Additionally, or alternatively, the bar(s) of the outrigger arm  70  can be folded, for example approximately at the midpoint, allowing the third wheel  60  to be raised off the ground. This distance off the ground can be equivalent to at least a radius of the first wheel  40 . A person skilled in the art, in view of the present disclosures, will recognize many ways by which the outrigger arm  70  can be manipulated to allow the third wheel  60  to be stored on or otherwise removed from the vehicle  10  such that the vehicle  10  can be driven on a transportation configuration in which just the first wheel  40  and the second wheel  50  are in contact with the ground. Likewise, a person skilled in the art, in view of the present disclosures, will recognize a variety of storage positions in which the third wheel  60  can be stored while the vehicle  10  is used in the transportation configuration with the first and second wheels  40 ,  50  in contact with the ground and the vehicle  10  being driven. The storage positions are typically considered to be positions in which the third wheel  60  and/or the outrigger arm  70  is stored in some manner with the vehicle  10  itself, but alternatively, the third wheel  60  and/or the outrigger arm  70  can be altogether removed and later re-connected to the vehicle  10  for use in a farming configuration. 
     The outrigger arm  70  can also be adapted to carry a load of a tool, whether by coupling a tool to some portion of the body of the outrigger arm  70 , coupling a tool to the third wheel  60  or the components that couple the third wheel  60  to the outrigger arm  70  (e.g., the coupling mechanism  76 ), and/or using a tool in place of the third wheel  60 . 
     Tool 
     As explained herein, a variety of tools can be used in conjunction with the vehicle. The tools are primarily designed to be used with the vehicle in the farming configuration, but at least some tools can also be used when the vehicle is in the transportation configuration, such as tools that are towed behind the vehicle (e.g., a trailer, a sprayer). In the illustrated embodiment, a portion of a cultivation tool  90 , such as a tillage tool (in some instances, a heavy tillage tool) or plow tool, is illustrated without the end component that actually performs the tilling or plowing being included. Other embodiments provided for herein illustrate the tool itself. More generally, as shown, in some embodiments the tool  90  can be disposed behind the front wheel  40  and in front of the rear wheel  50 , with the tool  90  being laterally offset from the chassis longitudinal axis C-C. In other embodiments, illustrated later, the tool can be disposed behind the rear wheel, and thus also behind the front wheel. In the illustrated embodiment, the offset position of the tool  90  is such that it is at a location closer to the chassis longitudinal axis C-C than the third wheel  60  is located to the chassis longitudinal axis C-C (i.e., a distance between the chassis longitudinal axis C-C and the tool  90  is less than a distance between the chassis longitudinal axis C-C and the third wheel  60  when measured along the same lateral plane). By keeping the tool  90  close to the chassis  20 , it can provide a benefit of improved traction, at least due in part to the weight of the tool  90  being close to the chassis  20 . However, this benefit can be overlooked, or become less important, in instances where it may be desirable to have the flexibility of selectively positioning the tool  90  and/or the outrigger arm  70  during use by laterally adjusting a location of either or both during operation, as discussed in greater detail elsewhere in this disclosure. 
     The tool  90  in the illustrated embodiment includes a manual controller  92  for setting the location of the tillage tool with respect to the ground, also referred to as a tool depth control mechanism. As shown, the controller  92  includes a handle or crank  94  that can be rotated to move a rack  96  substantially perpendicular to the ground, and thus adjust the location of the tillage tool disposed at a distal end  96   d  of the rack  96 , proximate to and/or disposed in the ground. The location of the tool  90  in an offset configuration can be such that it can be easily viewed by a user during operation. This allows the user to be able to control operation of the tool  90  based on visual observation(s) of the tool. In the illustrated embodiment, and for other operations with a high drawbar pull in which this lateral offset positioning may be preferred, the tool  90  can be mounted longitudinally behind the front axle  42  and ahead of the rear axle  52 . In other instances where a low drawbar pull operation may be more appropriate, such as crop spraying or mechanical de-weeding, the tool or trailer can be mounted behind the rear axle  52  and the outrigger arm  70  and third wheel  60  can be removed, meaning that in certain instances a farming configuration can be one that only utilizes the front and rear wheels  40 ,  50  without the third wheel  60 . 
     The tillage or plow tool can be configured to be driven towards by an active force, into the ground over which the vehicle is traveling. The active force can be supplied, for example, by an operator of the vehicle  10 , either directly or indirectly. A non-limiting example of a direct supply of the active force is an operator taking an action, such as turning a knob, that causes a linkage or the like, to drive the tool downwards. In the illustrated embodiment, this can be done, for instance, by rotating the crank  94  to drive the rack  96 , and thus the tool disposed at the distal end  96   d  of the rack  96 , downwards. A non-limiting example of an indirect supply of the active force is an operator taking an action, such as pushing a button, that causes the motor, or a separate motor, to in turn apply a force to a linkage or the like to drive the tool downwards. A person skilled in the art, in view of the present disclosures, will understand many ways by which the tool(s) can be operated in conjunction with operating the vehicle without departing from the spirit of the present disclosure. The application of the active force, in turn, can cause the tool  90  to apply force to, and enter into, the ground to perform its tilling/plowing function. The applied force by the tool  90  can be a substantially horizontal force that cultivates the ground. The tool  90  can also be configured to apply a second active force, such as to the vehicle  10  itself, thereby causing the vehicle  10  to be pulled towards the ground while a position of the tool  90  with respect to the ground remains substantially constant. 
     While in the illustrated embodiment the tool  90  is in a fixed offset location with respect to its lateral distance from the chassis longitudinal axis C-C, in other embodiments the tool  90  can be configured to be moved laterally with respect to the chassis longitudinal axis C-C. Such movement can occur prior to beginning a particular farming operation, or alternatively, it can occur during the course of performing a farming operation. Accordingly, the tool  90  can be moved laterally with respect to the chassis longitudinal axis C-C while the vehicle  10  is moving and/or while the tool  90  is being operated. Further, while in the illustrated embodiment the tool  90  is illustrated in an offset position, in other embodiments the tool  90  can be aligned with a plane that extends through the chassis, towards the ground and sky, and encompasses the chassis longitudinal axis C-C. This configuration is more typical in instances in which the tool  90  is located behind the rear wheel  50 . 
     Engine or Motor 
     One or more engines or motors  32  can be mounted within the chassis  20 . The terms engine and motor are used interchangeably herein, with one term being intended to cover the purpose of both. That is, regardless of whether the power to create the mechanical power or energy to drive the vehicle is created electrically, mechanically, chemically, or otherwise, the term engine or motor as used herein is intended to cover all such variations. As shown, the engine  32  is disposed behind the first wheel  40 . While in the illustrated embodiment the engine  32  is configured to mechanically drive both the front and rear wheels  40 ,  50 , in other configurations it may drive one of the two front and rear wheels  40 ,  50  and/or it may drive them in a manner other than mechanically. In the illustrated embodiment the engine  32  is mounted low in the chassis  20 , approximately longitudinally and laterally central between the front and rear wheels  40 ,  50 . The engine  32  can be operated in a manner such that a frequency of rotation can be held steady over a desired period of time. 
     The vehicle  10  can also include one or more power take-off points  34 ,  36 . The engine  32  can provide power take-off, for example, at the illustrated take-off points  34 ,  36 . As shown, there are two power take-off points  34 ,  36 —a first  34  between the front and rear axles  42 ,  52  and a second  36  behind the rear axle  52 . In the illustrated embodiment the first power take-off  34  is configured to rotate substantially perpendicularly to a centerline of the vehicle  10 , the centerline being, or parallel to, the chassis longitudinal axis C-C, and the second power take-off  36  is configured to rotate substantially parallel to the centerline of vehicle  10 , although other configurations are possible. In some instances, only one power-take off may be provided, such as the first or the second power take-offs  34 ,  36  as illustrated. The rotation speed of the power-takeoffs  34 ,  36  can be coupled to the frequency of rotation of the motor  32 , such as in instances in which the motor is operated to hold the frequency of rotation steady over a desired period of time. 
     The engine or motor  32  can be used to help power other features of the vehicle  10 , such as operation of the tool(s)  90  and/or a location of the third wheel  60  and/or the tool(s)  90 . By way of non-limiting example, the manual control  92  can be operated by the engine or motor. Alternatively, one or more gearboxes can be included that assist in controlling the various movements of the components of the vehicle  10 , including but not limited to the outrigger arm  70 , the third wheel  60 , and the tool  90 . 
     Further Embodiment of a Vehicle 
       FIGS. 3A and 3B  illustrate another embodiment of a vehicle  310  configured for use in a farming configuration and a transportation configuration. The illustrated vehicle  310  of  FIGS. 3A and 3B  is similar to the vehicle  10  of  FIG. 1 , and thus similar components are not necessarily re-described. It includes: a chassis  320  with handle bars  326 , hand-controlled throttles  328 , brakes (not illustrated), a driver&#39;s seat  322 , a secondary seat or storage area  324 , and foot peg  330 ; a first, front wheel  340  configured to provide front-wheel drive, along with a front ballast mount  344 ; a second rear wheel  350  configured to provide rear-wheel drive; an outrigger arm  370  connecting a third wheel  360  to the chassis  320  and/or the rear wheel  350 , the outrigger arm  370  being configured to receive one or more ballasts, such as by way of a ballast mount  378 ; a motor or engine  332 ; and a tool  390 , along with a tool depth control mechanism  392 . Similar to the vehicle  10  of  FIG. 1 , the first and second wheels  340 ,  350  are vertically aligned along a chassis longitudinal axis C′-C′, with the second wheel  350  being behind the first wheel  340 , and the second and third wheels  350 ,  360  are aligned along an alignment axis A′-A′ that is substantially perpendicular to the chassis longitudinal axis C′-C′. Again, the third wheel  360  can be positioned at other locations between the first and second wheels  340 ,  350 , with the third wheel  360  being offset from the chassis longitudinal axis C′-C′. When the outrigger arm  370  helps keep the third wheel  360  in contact with the ground, the vehicle  310  can be in a farming configuration, and when the outrigger arm  370  is moved or otherwise removed such that the third wheel  360  is no longer in contact with the ground, the vehicle  310  can be in a transportation configuration. As explained herein, in some instances the vehicle  310  can be used for farming purposes even when in the transportation configuration. Likewise, the vehicle  310  technically can be operated for transportation purposes when the third wheel  360  is in contact with the ground. 
     While in the illustrated embodiment the tool  390  includes a rack  396  and a manual controller crank  394 , it differs from the vehicle  10  in that one non-limiting exemplary embodiment of a tool is disposed at a distal end  396   d  of the rack  396 . As shown, a central tillage tool  398  can be disposed at the distal end  396   d  of the rack  396 , and can be operated in a manner as described herein or otherwise known by those skilled in the art. Other tools can be used in conjunction with the vehicle  310 , either in place of the central tillage tool  398  while still associated with the rack  396  or associated with the vehicle  310  by way of other attachment locations. For example, as shown, a mounting rack  399  can be disposed proximate to and at least partially behind the rear wheel  350 . The mounting rack  399  can be used to attach one or more tools thereto and/or otherwise have the tool(s) mounted on top of or otherwise connected to the rack  399 . 
       FIG. 3B  in particular is provided to illustrate a force free body diagram of the present design of the vehicle  310 . Shown are the vehicle ground reaction forces (V f ,V r ,B f ,B r , H f , and H r ), which support the vehicle weight (W T , which is the weight of vehicle alone and W T+1 i, which is the weight of the vehicle in combination with an implement, i.e., tool, attached) and tool draft (D). Key dimensions are shown in  FIG. 3B , including the tire radius (R for both tires in the illustrated embodiment, but does not have to be that way), ground slope (θ), vehicle CG location (x f , x r , and y g ), tool draft center of pressure (x D  and y D ), and tool draft angle (α). 
     In the illustrated embodiment, which is also true with respect to the vehicle  10  of  FIG. 1 , the vehicle mass is almost exclusively supported on the driven wheels, i.e., the first and second wheels  340 ,  350 . Only the first and second driven wheels  340 ,  350  apply a positive (drawbar pull generating) shear stress, s, on the soil. The maximum drawbar pull, F, that a tire can generate, as shown above with respect to Equations 4-6, is limited by soil shear strength, which depends on tire-soil pressure, p, and soil cohesion, c (term c+p tan(φ) in Equation 2). The shear strength of the soil can be improved by increasing pressure or by increasing soil cohesion, such as via soil compaction induced by inline drive wheels. Increasing tire-soil pressure for drive wheels can be best achieved by placing more vertical load on the tires, because reducing tire width, w, or radius, R, to lower their contact area would also scale down the magnitude of traction force H in Equation 4. It can also be beneficial to limit pressure on non-driven wheels to only what is needed for stability. Idle wheels can detract from the drawbar pull F of the vehicle since they generate no measurable traction force H (since s=0) and can still generate a significant bulldozing force B, which increases with applied tire-soil pressure p, as shown in Equation 5. 
     Shifting weight towards the driven tires can achieve a high drawbar pull to mass ratio. A pneumatic agricultural tire can generally generate as drawbar pull no more than about 80% of the vertical load it supports, and a conventional tractor design has approximately 50% to 80% of its total mass on its driven rear wheels. Shifting more weight to the rear wheels in this layout would increase the risk of upending the vehicle and reduce vehicle safety. A conventional tractor is therefore nominally able to pull up to about 64% of its operating weight (even less if considering the detrimental bulldozing forces from idle wheels) in near ideal conditions, and much less in non-ideal conditions. Changing the layout to support all of the mass on the drive wheels should increase the maximum pull capacity to about 80% of the operating weight of the vehicle. If a vehicle layout must use additional idle wheels for stability, they should be designed so that stability can be achieved while only lightly loading the idle wheels—therefore limiting the detracting opposing force they can generate and maximizing the mass supported by drive wheels. 
     The illustrated embodiment of the vehicle  310 , just as the embodiment of the vehicle  10  in  FIG. 1 , also matches tire ground pressure to required soil shear stress by operating approximately in the range of about 10% tire slip to about 25% tire slip. A tire slip of this range can be an efficient compromise between energy losses to soil shear deformation j (which is a function of tire slip i) and to soil bulldozing B. A well-designed vehicle should have its mass and tires sized appropriately to reach its desired drawbar pull F in that tire slip range. To increase the drawbar pull generating traction force H, the applied soil shear stress s should be increased, which increases with i (see Equation 2), or increase the tire contact area (term wR in Equation 4). Some soil shear deformation generally at the tire-soil interface to generate a traction force H. Reducing tire-soil slip while maintaining constant applied shear stress can require increasing the soil pressure, p, which can be done by adding ballasts to the vehicle. However, increasing pressure can also result in a larger tire bulldozing force B (see Equation 5), which is detrimental to drawbar pull F (see Equation 8). If instead ground pressure is adjusted by changing tire size (i.e., contact area), the wR term can be affected in both H (see Equation 4) and B (see Equation. 7), causing them both to either increase or decrease simultaneously. Therefore, an all-encompassing design rule cannot be given but it can be advantageous to use the model associated with  FIGS. 2A and 2B  to select tire sizes and a weight distribution that generates sufficient drawbar pull while staying in the desirable tire slip range. 
     Still further, the illustrated embodiment, just as the embodiment of  FIG. 1 , uses inline drive wheels (i.e., the first and second wheels) with similar vertical loads. Compared to side-by-side wheels, inline drive wheels increase vehicle drawbar pull and efficiency because the rear drive wheel operates on soil that has become stronger (higher cohesion, c, and bulk density, γ s ) after being compacted by the front drive wheel. In conventional tractors the front drive wheels are typically much smaller and lightly loaded compared to their rear side-by-side drive wheels. Accordingly, the front wheels do not strengthen the soil significantly for the rear drive wheels. In agriculture, soil compaction is often considered undesirable because it hinders crop growth. However, the inline drive wheels of the present embodiments leverage a technique known as “controlled traffic,” in which one patch of soil is driven over multiple times rather than driving over more areas of soil only once. This method takes advantage of the fact that if all tire passes are equivalent, compaction will be highest after the first pass and much lower for subsequent passes. This method is less detrimental to crop yields and has been proven in farm fields across the world. 
     Additionally, the illustrated embodiment, just as the embodiment of  FIG. 1 , adds a mount for high drawbar tools between both driven axles. Adding a mount for high drawbar tillage tools between the front and rear axles uses the downward forces from tillage (D*sin(α)) to increase the vertical loading on both the front and rear wheels, respectively V f  and V R , as shown in  FIG. 3B . This results in higher soil-tire pressure, p, and thus higher soil shear strength (represented by c+p tan(φ) in Equation 2). If both axles are driven, this produces a higher maximum traction force H at both drive tires and increases the maximum drawbar pull F of the vehicle, as illustrated in Equations 4 and 6. 
     Additionally, the central mount can improve steering authority and stability by firmly planting both wheels on the ground, which allows the operator to safely operate the proposed vehicle design near its performance limits. In contrast, the draft force, D, in a conventional tractor design can cause the front wheels to become unweighted; even though the horizontal draft component, D cos(α), is typically larger than the vertical component, D sin(α), it exerts a torque over a much shorter moment arm (y D  vs. x D ). This unweighting of the front wheels can cause the vehicle to upend (i.e., tip over backwards) and severely injure the operator, and limits the confidence of the operator when operating the vehicle near its performance limits. The risk of farming accidents due to the upending of vehicles, e.g., tractors, is mitigated, at least in part, by the added stability of mounting the drawbar tool between the front and rear axles. 
     Comparison of Vehicle Layout to Other Layouts 
       FIG. 4  illustrates various layout designs that can be used for a farming vehicle, with the layouts A and B representing existing, popular layouts for farming vehicles in India, the layout C representing an existing, popular layout in other countries by farms smaller than their national average, and the layout D representing a layout disclosed herein. These layouts have distinct configurations. For example, layout A is a conventional small farm tractor with side-by-side steering idle wheels on the front axle, side-by-side drive wheels on the rear axle, and a tool behind the rear axle. Layout B is a tricycle tractor similar to the conventional tractor of layout A, but with a single front idle wheel. Layout C has a design similar to the conventional tractor of layout A, but with a tool disposed ahead of the rear axle. Layout D has inline drive wheels and tillage tools between the front and rear drive wheels, in accordance with the present disclosures. 
     Tool location can impact user comfort and safety, along with the drawbar pull capability of the tractor. Placing the tool behind the rear axle, as in layouts A and B, can improve comfort by keeping soil detritus away from the driver during tillage and, perhaps more importantly, can improve drawbar pull by transferring weight to the driven rear axle during tillage. However, this weight transfer can also be detrimental to comfort and safety, as it can unweight the front wheels, which can result in loss of steering authority and/or, ultimately, in upending the tractor. Placing the tool between the front and rear axles, as in layouts C and D, can improve comfort and safety by placing the action of the tool near the driving line of sight for the operator and reduce or otherwise eliminate the risk of upending the tractor. However, as discussed herein, in at least some instances even layout D can be adapted to include a tool behind the rear axle, either in lieu of or in addition to the offset location of the tool between the front and rear axles of layout D. 
     Layout D is singular in its ability to enter narrow spaces. Each of layouts A, B, and C is limited by the respective side-by-side drive wheels, which prevent them from straddling crop rows taller than their low ground clearance. In the case of layout B, the situation is worsened by the front wheel requiring a third travel lane, meaning the rows must be widened to accommodate the full vehicle in a single inter-row space or the vehicle must straddle two rows of crop. In these layouts, the major mass components—engine, transmission, and operator—are between, not in line, with the drive wheels. As such, for a vehicle of this configuration to straddle crops, a large amount of mass would typically have to be elevated above the crop height. In tall crops, this is deleterious to the stability of the vehicle and would limit its ability to use ground engaging tools. The inline drive wheels configuration of layout D, however, places all the major mass components in line with the drive wheels. This narrow packaging allows access to inter-row lanes and maintains a low center of mass. Because the third wheel does not generate traction or provide steering, it does not need to bear much weight and can be attached via a simple high ground clearance extension arm from the main tractor frame, such as the various outrigger arms described and/or illustrated herein, or other arm configurations derivable from the present disclosures. 
     The novel layout D was selected for the present vehicles because it combines the drawbar pull advantages of weight transfer of layouts A and B with the improved safety and comfort of layout C, among other features. Additionally, layout D has a unique ability to operate in narrow spaces, at least because of its improved steering authority due to weight transfer during operations like tillage. The advantages of the vehicles disclosed herein, both in terms of drawbar pull and usability, are significant and allow it to meet the needs of operators of small farms. The inline drive wheels allow the vehicle to enter narrow spaces currently only accessible to bullocks. The combination of the wheel placement and a central tool location improves the drawbar pull per unit mass of the vehicle. Thus, the disclosed design meets the required drawbar pull with a lower overall mass, lowering the purchase price for the user relative to a conventional tractor that can produce equivalent drawbar pull. The vehicles of the present disclosure also meet the needs of farmers for improved comfort and safety by providing improved visibility of the tool (e.g., the tillage tool) and eliminating the risk of upending the vehicle during a farming operation such as tillage. That is, the vehicle can operate near tillage force limits, and other force limits of other tools provided for herein. Additionally, soil compaction, which is detrimental to crop growth, is reduced by limiting the vehicle to a single compaction lane. The present vehicles designs are thus uniquely capable of providing the benefits of both a pair of bullocks and a tractor. 
     Further Embodiment of a Vehicle 
       FIG. 5  illustrates another embodiment of a vehicle  410  configured for use in a farming configuration and a transportation configuration. The illustrated vehicle  410  of  FIG. 5  is similar to the vehicles  10 ,  310  of  FIGS. 1 and 3A and 3B , and thus similar components, such as a chassis  420 , handle bars  426 , hand-controlled throttles  428 , brakes  426  (as shown in  FIGS. 6A-6C ), seat(s) and/or storage area(s)  422 ,  424 , foot peg  430 , front and rear wheels  440 ,  450 , ballast mounts  444 ,  478 , outrigger arm  470 , third wheel  460 , motor or engine  442 , tool  490 , tool depth control mechanism  492  and related components, including a tillage tool  498 , are not necessarily re-described. In fact, the layout is similar to the vehicle of  FIGS. 3A and 3B , but further includes each of a three-point hitch  499  and a ball tow hitch  497  behind the rear wheel  450 . Such hitches  497 ,  499  can take a variety of configurations, but as shown, the design includes a shelf  495  on which a tool can be disposed for a farming operation, a computer or other data collecting device can be disposed, and/or at least some portion of the outrigger arm  470  and/or the third wheel  460  can be disposed when the vehicle is in a transportation configuration. The shelf  475  is stabilized by additional structures, as shown vertically extending bars  493  and horizontally extending bars  491  that further couple the shelf  495  to the vehicle  410 . Other hitches are also possible, and only a single hitch, of a variety of possible configurations including but not limited to those illustrated, can be provided in the alternative. Further, although the illustrated embodiment shows the hitches  497 ,  499  being mounted directly behind the rear drive wheel  450 , in other embodiments the mounts can be positioned further away from the rear drive wheel  450 , and/or be laterally offset with respect to the rear drive wheel  450 . In some embodiments, a hitch(es) can be coupled to or otherwise used in conjunction with an outrigger arm and/or a third wheel, thus allowing a tool or the like to be dragged behind the third wheel or serving in place of the third wheel. 
       FIG. 6A  illustrates an operator positioned on a vehicle  410 ′ substantially akin to the vehicle  410  of  FIG. 5 , although there may be slight variations that do not have any noticeable significance to the descriptions provided below, and thus the same reference numerals are used in  FIG. 5  and  FIGS. 6A-6C . The operator is able to control the various operations by way of the handle bars  426 , easily view the tillage tool  498  and control its depth using the tool depth control mechanism  492 , and sit comfortably on the seat  422  with the foot peg  430 . Ballasts  445  are provided on the opposed ballast mounts  444  proximate to the front wheel  440 , and a further ballast  475  is provided on the ballast mount  478  proximate to the third wheel  460 . While the ballasts  445 ,  475  shown in the illustrated embodiment are weighted discs, a person skilled in the art will recognize other objects can be used as ballasts and/or the additional weight can be built directly onto the components of the vehicle  410 . 
       FIG. 6B  illustrates the vehicle of  FIG. 6A , but the operator is not on the vehicle  410 . The foot peg  430  for the foot of the operator can be more visibly seen, as can the in-line nature of the first and second wheels  440 ,  450  along the chassis longitudinal axis C″-C″. Further,  FIG. 6B  illustrates the three-point hitch  499  and the ball tow hitch  497 .  FIG. 6C  provides a closer look at the tool depth control mechanism  492 . As shown, a crank or handle  494  can be rotated to drive a rack  496  up and down with respect to the ground, thereby setting the depth of the tillage tool  498  associated with the distal end of the rack  496 . 
     Embodiments of Tools 
       FIGS. 7A-7F  illustrate various embodiments of tools that can be used in conjunction with the various vehicle configurations provided for herein or otherwise derivable from the present disclosure. A person skilled in the art will recognize how these tools can be operated, as well as the components of the same that are visible and not necessarily labeled. The illustration of these tools is to provide a look at some non-limiting embodiments of tools that can be used in conjunction with the present vehicles, as well as to provide some non-limiting configurations of such tools. The tools provided for herein can generally be coupled to or otherwise associated with the vehicle in a removable and replaceable manner, thus allowing tools to be swapped in and out from a single vehicle as desired. Of course, in some instances a tool can be permanently associated with a vehicle, but such a configuration would not be as versatile because it would not as easily allow for different tools to be used for different purposes on the same vehicle. 
       FIG. 7A  illustrates one exemplary embodiment of a heavy tillage or plow  590 . It can include mounts  591  for being coupled to a vehicle, a rack-and-pinion  596  for operating the tillage tool, and the tool  598  itself.  FIG. 7B  illustrates one exemplary embodiment of a disc harrows  690 . It can include three-point hitch mounts  691 , notched disc gangs  698 , rotary bearings  694 , and a gang adjustment  696 .  FIG. 7C  illustrates one exemplary embodiment of a rotavator  790 . It can include spinning blades  798 , support wheels  794 , control levers  796 , and a hitch tongue  791 .  FIG. 7D  illustrates one exemplary embodiment of a planter  890 . It can include seed hoppers  898 , a seed tube  893 , a chain drive  896 , distance tracking wheels  895 , support wheels  894 , and hitch mounts  891  (e.g., three-point hitch mounts).  FIG. 7E  illustrates one exemplary embodiment of a cultivator  990 . It can include compliant tines  998  and hitch mounts  991  (e.g., three-point hitch mounts).  FIG. 7F  illustrates one exemplary embodiment of a sprayer  1090 . It can include a tank  1093 , a pump  1095 , nozzles  1098 , an application gun  1099 , an adjustable height  1096 , support wheels  1094 , and a hitch tongue  1091 . Other tools, and other configurations of the illustrated tools, are contemplated by the present disclosure, but the illustration of all such options are not included for the sake of brevity. 
       FIGS. 8A-8H  illustrate various instances of ways the tools  590 ,  690 ,  790 ,  890 ,  990 ,  1090  of  FIGS. 7A-7F , or equivalents thereof, have been utilized in conjunction with the vehicle  410  of  FIGS. 6A-6C . For example,  FIG. 8A  illustrates the tillage tool  590  of  FIG. 7A  mounted onto the chassis  420  of the vehicle  410  of  FIGS. 6A-6C , with the operator driving the vehicle in the farming configuration. Likewise,  FIG. 8B  illustrates the disc harrows  690  of  FIG. 7B  mounted to the three-point hitch  499  of the vehicle  410  of  FIGS. 6A-6C . As shown, in this configuration, the tool  690  is disposed behind the rear wheel  450  as opposed to between the front and rear wheels  440 ,  450  like the tillage tool  590 . 
       FIG. 8C  illustrates the rotavator  790  of  FIG. 7C  mounted to the ball tow hitch  497  of the vehicle  410  of  FIGS. 6A-6C ,  FIG. 8D  illustrates the planter  890  mounted to the three-point hitch  499  of the vehicle  410  of  FIGS. 6A-6C , and  FIG. 8E  illustrates the cultivator  990  mounted to the three-point hitch  499  of the vehicle  410  of  FIGS. 6A-6C . Like the disc harrows  690 , the tools  790 ,  890 , and  990  of  FIGS. 8C, 8D, and 8E  are disposed behind the rear wheel  450 . 
       FIG. 8F  illustrates the sprayer  1090  of  FIG. 7F  mounted to the ball tow hitch  497  of the vehicle  410  of  FIGS. 6A-6C , however, the outrigger arm  470  and third wheel  460  are removed. Accordingly, the sprayer  1090  is pulled behind the rear wheel  450  while the vehicle  410  is in the transportation configuration. Some of the other tools can also be used in this configuration. 
       FIG. 8G  illustrates a trailer  1190  mounted to the ball tow hitch  497  of the vehicle  410  of  FIGS. 6A-6C . The trailer  1190  can be used to transport equipment or the like, and/or it can be used in conjunction with performing a farming operation, such as placing a sprayer in the trailer and operating the sprayer. An alternative method for operating a sprayer  1090 ′ is shown in  FIG. 8H . As shown, the sprayer  1090 ′ is mounted onto the secondary seat  424  of the chassis  420  and operated. Other farming actions can be performed in a similar manner, such as providing a way to dispense seeds like a planter from the same location where the sprayer  1090 ′ is illustrated in  FIG. 8H . 
     The usage of a sprayer mounted at multiple locations with respect to the vehicle is illustrative of a broader principle that a number of the tools can be coupled or otherwise associated with the vehicle at multiple different locations. For example, similar to described above with respect to the hitches  497 ,  499 , one or more of the tools can be coupled to or otherwise associated with the outrigger arm (e.g., the arm  470 ) and/or the third wheel (e.g., the wheel  460 ). Whether by way of a hitch(es) or another attachment mechanism known to those skilled in the art, tools such as sprayer and trailer, among others, can be dragged behind the third wheel or can serve in place of the third wheel such that the outrigger arm couples the tool to the chassis and/or the second wheel. To the extent the illustrated embodiments utilize on form of a hitch, other hitches, whether disclosed herein or otherwise known to those skilled in the art, can be used to associate a tool with a vehicle of the present disclosure. 
     A person skilled in the art will appreciate that although farming tools are the predominant operation discussed herein, the vehicles of the present disclosure can be adapted for other uses beyond farming. Thus, such vehicles can have two configurations—a transportation configuration and an operation configuration in which the operation is farming or some other action outside of farming. The vehicles provided for herein can be used more generally for hauling materials, i.e., transporting materials from one location to another, whether for farming or otherwise. 
     Non-limiting exemplary claims that are possible in view of the present disclosures are provided as follows, the claims including multiple dependencies to provide some non-limiting examples of ways features of the present disclosures can be combined: 
     1. A vehicle, comprising: 
     a chassis having a length defined by a front-most end and a back-most end; 
     a first wheel disposed below the chassis; 
     a second wheel disposed behind the first wheel, the first wheel and the second wheel being vertically aligned along a longitudinal axis extending the length of the chassis; 
     a third wheel disposed behind the first wheel, the third wheel being disposed offset from the longitudinal axis extending the length of the chassis; 
     an outrigger arm disposed between and coupled to the third wheel and at least one of the chassis and the second wheel; 
     a tool disposed behind the first wheel and in front of the second wheel, the tool being disposed offset from the longitudinal axis extending the length of the chassis and configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the tool applies force to, and enters into, the ground; and 
     a motor disposed behind the first wheel and configured to drive at least one of the first wheel and the second wheel. 
     2. The vehicle of claim  1 , wherein the second wheel and the third wheel are axially aligned such that a center of the second wheel and a center of the third wheel are disposed along an alignment axis, the alignment axis being substantially perpendicular to the longitudinal axis extending the length of the chassis.
 
3. The vehicle of claim  1  or claim  2 , the outrigger arm is manipulable to allow the third wheel to be stored on the vehicle such that the vehicle is driven with just the first wheel and the second wheel in contact with ground.
 
4. The vehicle of any of claims  1  to  3 , wherein the outrigger arm has a storage position in which the third wheel is a distance above ground that is equivalent to at least a radius of the first wheel, each of the first wheel and the second wheel being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven.
 
5. The vehicle of any of claims  1  to  4 , wherein the motor is configured to drive both the first wheel and the second wheel.
 
6. The vehicle of any of claims  1  to  5 , wherein the motor is configured to drive the third wheel.
 
7. The vehicle of any of claims  1  to  6 , wherein the tool is further configured to apply a second active force to the vehicle to cause the vehicle to be pulled towards the ground while a position of the tool with respect to the ground remains substantially constant.
 
8. The vehicle of any of claims  1  to  7 , wherein the applied force by the tool is a substantially horizontal force that cultivates the ground.
 
9. The vehicle of any of claims  1  to  8 , wherein the tool is visible to an operator of the vehicle such that the operator is able to control operation of the tool based on visual observations of the tool.
 
10. The vehicle of any of claims  1  to  9 , wherein the tool is movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the tool and the chassis is adjustable while the vehicle and the tool are being operated.
 
11. The vehicle of any of claims  1  to  10 , wherein the motor is configured to mechanically drive at least one of the first wheel and the second wheel.
 
12. The vehicle of any of claims  1  to  11 , wherein the motor is configured to provide power take-off to the vehicle.
 
13. The vehicle of claim  12 , further comprising:
 
     a front axle associated with the first wheel; and 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located between the front axle and the rear axle, the power take-off being configured to rotate substantially perpendicularly to a centerline of the vehicle. 
     14. The vehicle of claim  12 , further comprising: 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located behind the rear axle, the power take-off being configured to be substantially parallel to a centerline of the vehicle. 
     15. The vehicle of any of claims  1  to  14 , wherein the motor is configured to have a frequency of rotation held steady over a desired period of time.
 
16. The vehicle of claim  15 ,
 
     wherein the motor is configured to provide power take-off to the vehicle, and 
     wherein a rotation speed of the power take-off is coupled to the frequency of rotation of the motor. 
     17. A vehicle, comprising: 
     a chassis having a length defined by a front-most end and a back-most end; 
     a first wheel disposed below the chassis; 
     a second wheel disposed behind the first wheel, the first wheel and the second wheel being vertically aligned along a longitudinal axis extending the length of the chassis; 
     a third wheel laterally offset from the longitudinal axis extending the length of the chassis, a center of the third wheel being disposed behind a center of the first wheel and one of in front of or axially aligned with a center of the second wheel from a side view of the vehicle; 
     an outrigger arm disposed between and coupled to the third wheel and at least one of the chassis and the second wheel; 
     a tool for performing a farming operation coupled to at least one of the chassis and the outrigger arm; and 
     a motor disposed behind the first wheel and configured to drive at least one of the first wheel and the second wheel. 
     18. The vehicle of claim  17 , wherein the second wheel and the third wheel are axially aligned such that the center of the second wheel and the center of the third wheel are disposed along an alignment axis, the alignment axis being substantially perpendicular to the longitudinal axis extending the length of the chassis.
 
19. The vehicle of claim  17  or claim  18 , wherein the outrigger arm is manipulable to allow the third wheel to be stored on the vehicle such that the vehicle is driven with just the first wheel and the second wheel in contact with ground.
 
20. The vehicle of any of claims  17  to  19 , wherein the outrigger arm has a storage position in which the third wheel is a distance above ground that is equivalent to at least a radius of the first wheel, each of the first wheel and the second wheel being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven.
 
21. The vehicle of any of claims  17  to  20 , wherein the motor is configured to drive both the first wheel and the second wheel.
 
22. The vehicle of any of claims  17  to  21 , wherein the motor is configured to drive the third wheel.
 
23. The vehicle of any of claims  17  to  22 , wherein the tool is disposed behind the first wheel and in front of the second wheel, the tool being disposed offset from the longitudinal axis extending the length of the chassis.
 
24. The vehicle of any of claims  17  to  22 , wherein the tool is disposed behind the second wheel.
 
25. The vehicle of any of claims  17  to  24 , wherein the tool is configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the tool applies force to, and enters into, the ground.
 
26. The vehicle of claim  25 , wherein the tool is further configured to apply a second active force to the vehicle to cause the vehicle to be pulled towards the ground while a position of the tool with respect to the ground remains substantially constant.
 
27. The vehicle of claim  25  or claim  26 , wherein the applied force by the tool is a substantially horizontal force that cultivates the ground.
 
28. The vehicle of any of claims  17  to  23 , wherein the tool is visible to an operator of the vehicle such that the operator is able to control operation of the tool based on visual observations of the tool.
 
29. The vehicle of any of claims  17  to  28 , wherein the tool is movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the tool and the chassis is adjustable while the vehicle is being operated to perform a farming operation.
 
30. The vehicle of any of claims  17  to  29 , wherein the motor is configured to mechanically drive at least one of the first wheel and the second wheel.
 
31. The vehicle of any of claims  17  to  30 , wherein the motor is configured to provide power take-off to the vehicle.
 
32. The vehicle of claim  31 , further comprising:
 
     a front axle associated with the first wheel; and 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located between the front axle and the rear axle, the power take-off being configured to rotate substantially perpendicularly to a centerline of the vehicle. 
     33. The vehicle of claim  31 , further comprising: 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located behind the rear axle, the power take-off being configured to be substantially parallel to a centerline of the vehicle. 
     34. The vehicle of any of claims  17  to  33 , wherein the motor is configured to have a frequency of rotation held steady over a desired period of time.
 
35. The vehicle of claim  34 ,
 
     wherein the motor is configured to provide power take-off to the vehicle, and 
     wherein a rotation speed of the power take-off is coupled to the frequency of rotation of the motor. 
     36. A vehicle, comprising: 
     a chassis having a length defined by a front-most end and a back-most end; 
     a first wheel disposed below the chassis; 
     a second wheel disposed behind the first wheel, the first wheel and the second wheel being vertically aligned along a longitudinal axis extending the length of the chassis; 
     a third wheel disposed behind the first wheel, the third wheel being disposed offset from the longitudinal axis extending the length of the chassis; 
     an outrigger arm disposed between and coupled to the third wheel and at least one of the chassis and the second wheel; 
     a cultivation tool disposed behind the first wheel and in front of the second wheel, the tool being disposed offset from the longitudinal axis extending the length of the chassis, at a location closer to the longitudinal axis than the third wheel is located with respect to the longitudinal axis; and 
     a motor disposed behind the first wheel and configured to power at least one of the first wheel and the second wheel. 
     37. The vehicle of claim  36 , wherein the cultivation tool further comprises a tillage tool.
 
38. The vehicle of claim  36  or claim  37 , wherein the cultivation tool is movable laterally with respect to the longitudinal axis that extends the length of the chassis such that a distance between the cultivation tool and the chassis is adjustable while the vehicle and the cultivation tool are being operated.
 
39. The vehicle of any of claims  36  to  38 , wherein the second wheel and the third wheel are axially aligned such that a center of the second wheel and a center of the third wheel are disposed along an alignment axis, the alignment axis being substantially perpendicular to the longitudinal axis extending the length of the chassis.
 
40. The vehicle of any of claims  36  to  39 , wherein the outrigger arm is manipulable to allow the third wheel to be stored on the vehicle such that the vehicle is driven with just the first wheel and the second wheel in contact with ground.
 
41. The vehicle of any of claims  36  to  40 , wherein the outrigger arm has a storage position in which the third wheel is a distance above ground that is equivalent to at least a radius of the first wheel, each of the first wheel and the second wheel being in contact with the ground when the third wheel is in the storage position and the vehicle is being driven.
 
42. The vehicle of any of claims  36  to  41 , wherein the motor is configured to drive both the first wheel and the second wheel.
 
43. The vehicle of any of claims  36  to  42 , wherein the motor is configured to drive the third wheel.
 
44. The vehicle of any of claims  36  to  43 , wherein the cultivation tool is configured to be driven downwards by an active force, into ground over which the vehicle is traveling, such that the cultivation tool applies force to, and enters into, the ground.
 
45. The vehicle of claim  44 , wherein the cultivation tool is further configured to apply a second active force to the vehicle to cause the vehicle to be pulled towards the ground while a position of the cultivation tool with respect to the ground remains substantially constant.
 
46. The vehicle of any of claims  36  to  45 , wherein the cultivation tool is visible to an operator of the vehicle such that the operator is able to control operation of the cultivation tool based on visual observations of the cultivation tool.
 
47. The vehicle of any of claims  36  to  46 , wherein the motor is configured to mechanically drive at least one of the first wheel and the second wheel.
 
48. The vehicle of any of claims  36  to  47 , wherein the motor is configured to provide power take-off to the vehicle.
 
49. The vehicle of claim  48 , further comprising:
 
     a front axle associated with the first wheel; and 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located between the front axle and the rear axle, the power take-off being configured to rotate substantially perpendicularly to a centerline of the vehicle. 
     50. The vehicle of claim  48 , further comprising: 
     a rear axle associated with the second wheel, 
     wherein the power take-off is located behind the rear axle, the power take-off being configured to be substantially parallel to a centerline of the vehicle. 
     51. The vehicle of any of claims  36  to  50 , wherein the motor is configured to have a frequency of rotation held steady over a desired period of time.
 
52. The vehicle of claim  51 ,
 
     wherein the motor is configured to provide power take-off to the vehicle, and 
     wherein a rotation speed of the power take-off is coupled to the frequency of rotation of the motor. 
     One skilled in the art will appreciate further features and advantages of the disclosure based on the above-described embodiments. Accordingly, the disclosure is not to be limited by what has been particularly shown and described, except as indicated by the appended claims. All publications and references cited herein are expressly incorporated herein by reference in their entirety.