A computer, including a processor and a memory, the memory including instructions to be executed by the processor to simulate behavior of a vehicle suspension component based on sampling a geometry space including vehicle suspension component hard-points using Gaussian process modeling and determine one or more vehicle suspension component geometries including vehicle suspension component hard-points based on first kinematic curves corresponding to behavior of the vehicle suspension component.

The inventive subject matter provides apparatus, systems and methods in which a suspension strut is integrated with a motor. The suspension strut preferably includes a damper having a tube and a piston, which damper can be partially disposed below the motor, or within the motor. Wires providing electrical power to the motor are preferably positioned such that the wires do not contact the coil spring. It is also contemplated that the suspension strut can comprise a multi-stage reduction gear, and independently, can include an oil reservoir, oil circulation pump, and oil distribution pathway configure to cool the motor.

A turning device includes: a motor configured to generate a drive force for independently steering a steered wheel; a speed reducer connected to a rotary shaft body of the motor; and a brake configured to suppress transfer of torque between the motor and the speed reducer.

A vehicle includes a suspension that includes a front suspension and a rear suspension, a trailer hitch configured to removably connect to a tongue of a trailer, at least one front suspension transducer configured to generate a front suspension displacement signal, at least one rear suspension transducer configured to generate a rear suspension displacement signal, and an electronic control unit. The electronic control unit is configured to receive the front suspension displacement signal, receive the rear suspension displacement signal, and generate an alert of an excessive tongue weight condition based on one or more of the front suspension displacement signal and the rear suspension displacement signal.

A front suspension lift kit for a golf cart includes first and second beams mountable to a frame of the golf cart. A first strut is mountable to the frame of the golf cart and a distal end portion of the first beam such that the first strut extends between the frame of the golf cart and the first beam. A second strut is mountable to the frame of the golf cart and a distal portion of the second beam such that the second strut extends between the frame of the golf cart and the second beam. A support bracket is mountable to the first and second beams at the distal end portions of the first and second beams. The lift kit also includes a swing arm, a spindle bracket, and a coil-over shock.

A spring-damper assembly includes a damper, a coil spring disposed axially about the damper and directly or indirectly engaging an upper spring seat and a lower spring seat. A spherical support is disposed about and coupled to the damper or strut and is in contact with the upper spring seat or the lower spring seat, respectively. The spherical support allows relative movement between the spherical support and the associated upper or lower spring seat to provide a self-aligning feature for minimizing side forces exerted by the coil spring on the damper or strut. In one exemplary embodiment, a layer of material is disposed between the spherical support and the associated upper or lower spring seat to facilitate relative movement between the spherical support and the associated upper or lower spring seat.

A suspension system configured to sit substantially within the profile of a vehicle platform such that none of the elements extend substantially above the plane of the vehicle platform. The suspension system may utilize an adaptable transverse leaf spring in combination with other suspension elements, to allow the vehicle platform to maintain a generally flat profile and accommodate a variety of different body like structures while maintaining the desired roll and ride stability stiffness.

A vehicle suspension comprises a hub carrier on which a wheel hub is suitable for being mounted, a suspension arm having an outer end connected to the hub carrier by a ball joint and an inner end suitable for being attached to a suspended structure of the vehicle, and a shock absorber. At least one load responsive device is arranged on the suspension arm, the load responsive device comprising a sensor able to generate an output signal in response to a load applied to the suspension arm, wherein a control unit is configured to receive the output signal generated by the sensor and to adjust the stiffness of the shock absorber through a valve adapted to vary passage cross-sections of the fluid contained in the shock absorber.

An automotive suspension for a sports car comprising a lower oscillating arm and a shock absorber having a relative end connected with a first intermediate part of the lower oscillating arm by means of a connecting rod having a first end hinged with said end of the shock absorber and a relative second end, opposite to the first end, hinged with said first intermediate part, locking means for locking said connecting rod in a stable position ranging between two extreme positions wherein said first end of the connecting rod is in a position close to or distal relative to the frame of the car.

A string-shaped-object binder that binds together a plurality of string-shaped objects, each routed in a slackened state between two vehicle components that move relative to each other, at a predetermined position between the two vehicle components. The string-shaped-object binder includes a fixing retainer that fixedly retains one of the string-shaped objects, and a movement-allowing retainer that retains another one of the string-shaped objects so as to allow the string-shaped object to move in a direction in which an axis of the string-shaped object extends and in directions orthogonal to the axis.