Patent Publication Number: US-2023158852-A1

Title: Suspension

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application claims priority from Japanese Patent Application No. 2021-189379 filed on Nov. 22, 2021, the entire contents of which are hereby incorporated by reference. 
     BACKGROUND 
     The disclosure relates to a suspension for a vehicle, such as an automobile. 
     A suspension for a vehicle, such as an automobile, couples a hub bearing housing (hereinafter referred to as a “housing”) that rotatably supports a wheel to a vehicle body via links, i.e., arms, and holds the housing in a state in which the housing is able to make a stroke with respect to the vehicle body by swinging of the links. 
     As a technique related to a suspension, for example, U.S. Pat. No. 9393851 B2 discloses a five-link multilink suspension that mainly determines a position of a camber angle by using a pair of front and rear lower links and a pair of front and rear upper links, and determines a position of a toe angle by using a control link. 
     SUMMARY 
     An aspect of the disclosure provides a suspension to be applied to a vehicle. The suspension includes a housing, suspension links, a spring, and a stabilizer. The housing is configured to rotatably support a rear wheel of the vehicle. The suspension links each have both ends swingably coupled to a vehicle body of the vehicle and the housing. The spring is disposed between the vehicle body and one of the suspension links or between the vehicle body and the housing. The stabilizer includes a stabilizer bar and a stabilizer link. The stabilizer bar is configured to generate reaction force corresponding to a stroke difference between left and right housings each serving as the housing. The stabilizer link couples both ends of the stabilizer bar to the left and right housings respectively. A force application point where force generated by the spring is applied to the housing is disposed on a rear side of the vehicle with respect to a center of the rear wheel. The stabilizer link is coupled to the housing to allow a force application point where force generated by the stabilizer is applied to the housing to be disposed on the rear side of the vehicle with respect to the center of the rear wheel. 
     An aspect of the disclosure provides a suspension to be applied to a vehicle. The suspension includes a housing, suspension links, a spring, a shock absorber, and a stabilizer. The housing is configured to rotatably support a rear wheel of the vehicle. The suspension links each have both ends swingably coupled to a vehicle body of the vehicle and the housing. The spring is disposed between the vehicle body and one of the suspension links or between the vehicle body and the housing. The shock absorber is disposed between the vehicle body and one of the suspension links or between the vehicle body and the housing. The stabilizer includes a stabilizer bar and a stabilizer link. The stabilizer bar is configured to generate reaction force corresponding to a stroke difference between left and right housings each serving as the housing. The stabilizer link couples both ends of the stabilizer bar to respective left and right shock absorbers each serving as the shock absorber. A force application point where force generated by the spring is applied to the housing is disposed on a rear side of the vehicle with respect to a center of the rear wheel. The stabilizer link is coupled to the shock absorber to allow a force application point where force generated by the stabilizer is applied to the housing to be disposed on the rear side of the vehicle with respect to the center of the rear wheel. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments and, together with the specification, serve to explain the principles of the disclosure. 
         FIG.  1    is a plan view of a suspension according to one example embodiment of the disclosure as viewed from above a vehicle. 
         FIG.  2    is a side view of the suspension according to one example embodiment as viewed in a vehicle widthwise direction. 
         FIG.  3    is a rear view of the suspension according to one example embodiment as viewed from a vehicle rear side. 
         FIG.  4    is a side view of surroundings of a stabilizer link in the suspension according to one example embodiment as viewed in the vehicle widthwise direction. 
         FIG.  5    is a rear view of a suspension according to one example embodiment of the disclosure as viewed from the vehicle rear side. 
         FIG.  6    is a side view of surroundings of a stabilizer link in the suspension according to one example embodiment as viewed in the vehicle widthwise direction. 
         FIG.  7    is a plan view of a suspension according to one example embodiment of the disclosure as viewed from above the vehicle. 
     
    
    
     DETAILED DESCRIPTION 
     In a multilink suspension, a housing rotates about a rotation central axis of a wheel, i.e., an axle, with respect to a vehicle body in some cases. 
     For example, in the technique disclosed in U.S. Pat. No. 9393851 B2, a force application point where reaction force of a spring is applied to the housing is disposed on a rear side with respect to a wheel center. 
     On the other hand, a force application point where a stabilizer that generates reaction force depending on a stroke difference between left and right suspensions applies the reaction force to the housing is disposed on a front side with respect to the wheel center. 
     In such a configuration, for example, in a straight traveling state of a vehicle, a moment causing the housing to rotate rearward about the axle is applied by a load caused by supporting, with the spring, a so-called sprung weight such as the vehicle body. 
     If the vehicle enters a turning state, the suspension on a turning outer wheel side starts to make a stroke in a bump direction, i.e., a contraction direction, and the stabilizer starts to generate the reaction force, a moment causing the housing to rotate frontward about the axle is applied. 
     When the vehicle makes a turn, if a balance between these moments changes to cause a rotation behavior of the housing about the axle, for example, a toe angle of a rear wheel becomes unstable, causing a fluctuation in lateral force generated by a tire of the rear wheel. This can adversely affect operation stability of the vehicle. 
     It is desirable to provide a suspension that suppresses a rotation behavior of a housing about an axle when making a stroke. 
     In the following, some example embodiments of the disclosure are described in detail with reference to the accompanying drawings. Note that the following description is directed to illustrative examples of the disclosure and not to be construed as limiting to the disclosure. Factors including, without limitation, numerical values, shapes, materials, components, positions of the components, and how the components are coupled to each other are illustrative only and not to be construed as limiting to the disclosure. Further, elements in the following example embodiments which are not recited in a most-generic independent claim of the disclosure are optional and may be provided on an as-needed basis. The drawings are schematic and are not intended to be drawn to scale. Throughout the present specification and the drawings, elements having substantially the same function and configuration are denoted with the same reference numerals to avoid any redundant description. In addition, elements that are not directly related to any embodiment of the disclosure are unillustrated in the drawings. 
     First Example Embodiment 
     A description is given below of a suspension according to a first example embodiment of the disclosure. 
     The suspension according to the first example embodiment may be used as a rear wheel suspension for a vehicle, e.g., an automobile such as a passenger car. 
       FIG.  1    is a plan view of the suspension according to the first example embodiment as viewed from above the vehicle. 
       FIG.  2    is a side view of the suspension according to the first example embodiment as viewed in a vehicle widthwise direction, i.e., in a direction of arrows II-II illustrated in  FIG.  1   ). 
       FIG.  3    is a rear view of the suspension according to the first example embodiment as viewed from a vehicle rear side, i.e., in a direction of arrows III-III illustrated in  FIG.  1   ). 
     A suspension  1  according to the first example embodiment may be a five-link multilink suspension. 
     The suspension  1  according to the first example embodiment may include, for example, a sub-frame  10 , a housing  20 , a front lower link  30 , a rear lower link  40 , a front upper link  50 , a rear upper link  60 , a toe control link  70 , a shock absorber  80 , a spring  90 , a stabilizer bar  100 , and a stabilizer link  110 . 
     The sub-frame  10  may be a frame-shaped structural member mounted on an underfloor side of a rear part of an unillustrated vehicle body. 
     The sub-frame  10  may serve as a base to which ends of the links of the suspension  1  on a vehicle body side are coupled. 
     The sub-frame  10  may include, for example, a front member  11 , a rear member  12 , and a side member  13 . 
     The front member  11  and the rear member  12  may be beam-shaped parts extending in the vehicle widthwise direction, and may be spaced from each other in a front-rear direction of the vehicle, i.e., a vehicle front-rear direction. 
     The side member  13  may be a beam-shaped part provided at an end of the sub-frame  10  in the vehicle widthwise direction. 
     The side member  13  may have a front end  14  and a rear end  15  disposed apart from each other in the vehicle front-rear direction. 
     In plan view, the side member  13  may be curved to protrude toward the vehicle-widthwise inside. 
     Ends of the front member  11  and the rear member  12  in the vehicle widthwise direction may each be coupled to an intermediate part of the side member  13 . 
     The front end  14  and the rear end  15  of the side member  13  may each be attached to the vehicle body, for example, via an elastic body such as a rubber-based material. 
     The front end  14  and the rear end  15  may each be provided with, for example, a cylindrical rubber bush having a central axis direction along a vertical direction. 
     The housing  20  may be a member, e.g., an upright, that contains an unillustrated hub bearing that rotatably supports a rear wheel RW of the vehicle. 
     The housing  20  may be supported to be able to be relatively displaced, or make a stroke, in the vertical direction with respect to the sub-frame  10  via the front lower link  30 , the rear lower link  40 , the front upper link  50 , the rear upper link  60 , and the toe control link  70 , for example. 
     The front lower link  30 , the rear lower link  40 , the front upper link  50 , and the rear upper link  60  may be configured to cooperate with each other to mainly determine a position of a camber angle of the rear wheel RW. 
     The front lower link  30  and the rear lower link  40  may be suspension links that couple a lower part of the housing  20  to a lower part of the side member  13  of the sub-frame  10 . 
     The front lower link  30  and the rear lower link  40  may have outer ends  31  and  41  coupled to the housing  20  and inner ends  32  and  42  coupled to the side member  13  of the sub-frame  10 . 
     The outer end  31  and the inner end  32  may be disposed apart from each other in the vehicle widthwise direction. The outer end  41  and the inner end  42  may be disposed apart from each other in the vehicle widthwise direction. 
     As illustrated in  FIG.  2    etc., the outer end  31  of the front lower link  30  may be coupled to a part, of the housing  20 , on a lower side and a vehicle front side with respect to a wheel center WC. 
     The inner end  32  of the front lower link  30  may be coupled to the lower part of the side member  13 , at a part on the vehicle front side with respect to the outer end  31  and higher than the outer end  31 . 
     The outer end  41  of the rear lower link  40  may be coupled to a part, of the housing  20 , on the lower side and the vehicle rear side with respect to the wheel center WC. 
     The inner end  42  of the rear lower link  40  may be coupled to a bracket  16  protruding from below the side member  13 , at a part on the vehicle rear side with respect to the outer end  41  and higher than the outer end  41 . 
     As illustrated in  FIG.  1   ,  FIG.  3   , etc., the rear lower link  40  may be provided with a spring seat  43  and a shock absorber connector  44 . 
     The spring seat  43  may have a bearing surface that holds a lower end of the spring  90  to be described later. 
     The spring seat  43  may be provided on an upper surface of an intermediate part of the rear lower link  40  in a longitudinal direction. 
     The shock absorber connector  44  may be a part to which a lower end of a shell case  81  of the shock absorber  80  to be described later is coupled swingably. 
     The shock absorber connector  44  may be disposed between the spring seat  43  and the outer end  41 . 
     With the configuration described above, in the plan view illustrated in  FIG.  1   , a straight line L 1  coupling the outer end  41  and the inner end  42  of the rear lower link  40  may be inclined with respect to the vehicle widthwise direction in such a manner that the vehicle-widthwise outside is on the vehicle front side with respect to the vehicle-widthwise inside. 
     In the plan view illustrated in  FIG.  1   , an intersection point of the straight line L 1  and a straight line L 2  passing through the wheel center WC of the rear wheel RW and extending along the vehicle front-rear direction may serve as a force application point A. At the force application point A, force generated by the shock absorber  80  and the spring  90  may be applied to the housing  20  on a plane including the wheel center WC of the rear wheel RW and orthogonal to an axle. 
     The force application point A is disposed on the vehicle rear side with respect to the wheel center WC of the rear wheel RW. 
     The front upper link  50  and the rear upper link  60  may be suspension links that couple an upper part of the housing  20  to an upper part of the side member  13  of the sub-frame  10 . 
     The front upper link  50  and the rear upper link  60  may have outer ends  51  and  61  coupled to the housing  20  and inner ends  52  and  62  coupled to the side member  13  of the sub-frame  10 . 
     The outer end  51  and the inner end  52  may be disposed apart from each other in the vehicle widthwise direction. The outer end  61  and the inner end  62  may be disposed apart from each other in the vehicle widthwise direction. 
     As illustrated in  FIG.  2    etc., the outer end  51  of the front upper link  50  may be coupled to a part, of the housing  20 , on an upper side and the vehicle front side with respect to the wheel center WC. 
     The inner end  52  of the front upper link  50  may be coupled to the upper part of the side member  13 , at a part on the vehicle front side with respect to the outer end  51  and higher than the outer end  51 . 
     As illustrated in  FIG.  2    etc., as viewed in the vehicle widthwise direction, the outer end  51  of the front upper link  50  may be disposed apart from the outer end  31  of the front lower link  30  in the vertical direction in a front part of the housing  20 . 
     The outer end  51  of the front upper link  50  may be disposed on the vehicle-widthwise inside with respect to the outer end  31  of the front lower link  30 . 
     The inner end  52  of the front upper link  50  may be disposed on the vehicle rear side and the vehicle-widthwise inside with respect to the inner end  32  of the front lower link  30 . 
     As illustrated in  FIG.  2    etc., the outer end  61  of the rear upper link  60  may be coupled to a part, of the housing  20 , on the upper side and the vehicle rear side with respect to the wheel center WC. 
     The inner end  62  of the rear upper link  60  may be coupled to the upper part of the side member  13 , at a part on the vehicle rear side with respect to the outer end  61 . 
     As illustrated in  FIG.  3    etc., as viewed in the vehicle front-rear direction, the inner end  62  may be disposed apart from the outer end  61  in the vehicle widthwise direction. 
     As illustrated in  FIG.  1    etc., the outer end  61  of the rear upper link  60  may be disposed directly above the outer end  41  of the rear lower link  40 . 
     The inner end  62  of the rear upper link  60  may be disposed on the vehicle rear side and the vehicle-widthwise outside with respect to the inner end  42  of the rear lower link  40 . 
     The toe control link  70  may be a suspension link configured to mainly determine a position of a toe angle of the rear wheel RW. In one embodiment, the toe control link  70  may serve as a “control link”. 
     The toe control link  70  may be disposed along the vehicle widthwise direction. 
     The toe control link  70  may have an outer end  71  coupled to a rear part of the housing  20 . 
     The outer end  71  of the toe control link  70  may be disposed at a position, in a height direction, on the upper side with respect to the outer end  31  of the front lower link  30  and the outer end  41  of the rear lower link  40  and on the lower side with respect to the outer end  51  of the front upper link  50  and the outer end  61  of the rear upper link  60 . 
     The toe control link  70  may have an inner end  72  coupled to the side member  13  of the sub-frame  10 . 
     The inner end  72  of the toe control link  70  may be disposed at a position, in the height direction, on the upper side with respect to the inner end  32  of the front lower link  30  and the inner end  42  of the rear lower link  40  and on the lower side with respect to the inner end  52  of the front upper link  50  and the inner end  62  of the rear upper link  60 . 
     The front lower link  30 , the rear lower link  40 , the front upper link  50 , the rear upper link  60 , and the toe control link  70  described above may be swingable with respect to the housing  20  via, for example, respective rubber bushes including elastic bodies, at the outer ends  31 ,  41 ,  51 ,  61 , and  71 . 
     The front lower link  30 , the rear lower link  40 , the front upper link  50 , the rear upper link  60 , and the toe control link  70  may be swingable with respect to the sub-frame  10  via, for example, respective rubber bushes including elastic bodies, at the inner ends  32 ,  42 ,  52 ,  62 , and  72 . 
     As each of the rubber bushes, for example, a cylindrical rubber bush having a central axis in the front-rear direction may be used. Note that the central axis in the front-rear direction herein may include, without being limited to a central axis in a direction completely matching the vehicle front-rear direction, a central axis inclined with respect to the vehicle front-rear direction. 
     The shock absorber  80  may be a hydraulic damper that generates resistance, or damping force, corresponding to a stroke speed of the suspension  1 . 
     The shock absorber  80  may include, for example, the shell case  81  and a rod  82 . 
     The shell case  81  may be a member including a cylinder with a cylindrical shape. 
     As illustrated in  FIG.  2    and  FIG.  3   , the shell case  81  may be disposed with its central axis extending substantially along the vertical direction. 
     The shell case  81  may be gently inclined in such a manner that its upper end is on the vehicle-widthwise inside and the vehicle rear side with respect to its lower end. 
     The rod  82  may be a shaft-shaped member protruding upward from the upper end of the shell case  81 . 
     The rod  82  may be placed in the cylinder in the shell case  81 , and coupled to an unillustrated piston configured to be relatively displaced in an axial direction of the cylinder. 
     The shock absorber  80  may generate the damping force by expanding and contracting as a protrusion length of the rod  82  changes depending on the stroke of the suspension  1 . 
     The rod  82  may have an upper end attached to a lower part of the vehicle body. 
     The lower end of the shell case  81  may be attached to the shock absorber connector  44  of the rear lower link  40 . 
     The shell case  81  may be relatively pivotable (swingable) with respect to the rear lower link  40  at the shock absorber connector  44 . 
     The spring  90  may be a spring that transmits a load from the vehicle body to the suspension  1 . 
     The spring  90  may generate reaction force corresponding to the stroke of the suspension  1 . 
     For example, a compressed coil spring may be used as the spring  90 . 
     The spring  90  may be disposed adjacent to the vehicle-widthwise inside of the shock absorber  80 . 
     The spring  90  may have an upper end in pressure contact with an unillustrated spring seat provided on the vehicle body. 
     The lower end of the spring  90  may be in pressure contact with the spring seat  43  of the rear lower link  40 . 
     The stabilizer bar  100  and the stabilizer link  110  cooperate with each other to configure a stabilizer. 
       FIG.  4    is a side view of surroundings of the stabilizer link in the suspension according to the first example embodiment as viewed in the vehicle widthwise direction. Note that, in  FIG.  4   , the links other than the rear lower link  40 , the shock absorber  80 , and the spring  90  are omitted for easier understanding. The same applies to  FIG.  6    to be described later. 
     The stabilizer may generate reaction force in a direction of suppressing a roll behavior of the vehicle body, depending on a difference between strokes of the left and right suspensions  1  resulting from the roll behavior, for example, to improve roll stiffness of the vehicle. 
     The stabilizer bar  100  may include, for example, a wire rod or a bar, such as spring steel. 
     The stabilizer bar  100  may include an intermediate part  101  and an arm  102 . 
     The intermediate part  101  may be a part extending along the vehicle widthwise direction, as illustrated in  FIG.  1    and  FIG.  3   . 
     The intermediate part  101  may be disposed on the rear side of the rear member  12  of the sub-frame  10 . 
     The intermediate part  101  may be attached, via an unillustrated stabilizer bush, to an underside of the vehicle body or the rear member  12  of the sub-frame  10 . 
     The intermediate part  101  may serve as a torsion bar spring configured to be twisted depending on the difference between the strokes of the left and right suspensions  1 , to generate reaction force corresponding to a torsion angle. 
     The arm  102  may be a part protruding to the vehicle front side from an end of the intermediate part  101  in the vehicle widthwise direction. 
     The arm  102  may have a front end to which an upper end  111  of the stabilizer link  110  is coupled. 
     The front end of the arm  102  may be disposed on the vehicle-widthwise inside of the rear part of the housing  20 . 
     The stabilizer link  110  may be a link that couples the front end of the arm  102  of the stabilizer bar  100  to the housing  20 . 
     The stabilizer link  110  may be disposed with its longitudinal direction extending along the vertical direction. 
     The upper end  111  of the stabilizer link  110  may be pivotably coupled to the front end of the arm  102  of the stabilizer bar  100  via, for example, a ball joint, e.g., a spherical bearing, or an elastic bush (typically a rubber bush). 
     The stabilizer link  110  may have a lower end  112  pivotably coupled to a lower part at the rear part of the housing  20  via, for example, a ball joint or an elastic bush. 
     With the configuration described above, in the first example embodiment, the force application point A where force generated by the spring  90  is applied to the housing  20 , and the lower end  112  of the stabilizer link  110  serving as a force application point where force generated by the stabilizer is applied to the housing  20  may both be disposed on the vehicle rear side with respect to the wheel center WC of the rear wheel RW. The force generated by the spring  90  may include spring reaction force of the spring  90  itself and the load transmitted from the vehicle body. The force generated by the stabilizer may be torsion reaction force of the intermediate part  101  of the stabilizer bar  100 . 
     According to the first example embodiment described above, the force application point (application point) A where the force generated by the spring  90  is applied to the housing  20  and the force application point (application point) where the force generated by the stabilizer is applied to the housing  20  are both disposed on the vehicle rear side with respect to the wheel center WC of the rear wheel RW. This makes it possible to suppress a rotation behavior of the housing  20  about the axle caused when the force is generated by the stabilizer at a start of turning, even in the multilink suspension having difficulty in restraining the rotation behavior of the housing about the axle because of occurrence of deflection of the elastic bushes provided on the suspension links. 
     This makes it possible to reduce a toe change at the rear wheel RW and improve operation stability of the vehicle. 
     Second Example Embodiment 
     A description is given next of a suspension according to a second example embodiment of the disclosure. 
       FIG.  5    is a rear view of the suspension according to the second example embodiment as viewed from the vehicle rear side. 
       FIG.  6    is a side view of surroundings of a stabilizer link in the suspension according to the second example embodiment as viewed in the vehicle widthwise direction. 
     In the second example embodiment, the stabilizer link may have an end coupled to the shell case  81  of the shock absorber  80 . 
     In the second example embodiment, a stabilizer link  120  described below may be provided in place of the stabilizer link  110  in the first example embodiment. 
     In the second example embodiment, the arm  102  of the stabilizer bar  100  may protrude to the vehicle front side and the lower side with respect to the intermediate part  101 . 
     The protruding end of the arm  102  may be disposed on the lower side of the rear lower link  40 . 
     The stabilizer link  120  may include an intermediate part  121 , an upper part  122 , and a lower part  123  provided as a one-piece member. 
     The intermediate part  121  may be a part extending in the vertical direction. 
     The intermediate part  121  may be disposed on the rear side of the rear lower link  40 . 
     The upper part  122  may be an arm-shaped part protruding from an upper end of the intermediate part  121  to the vehicle front side. 
     The lower part  123  may be an arm-shaped part protruding from a lower end of the intermediate part  121  to the vehicle front side. 
     The upper part  122  of the stabilizer link  120  may have a front end  124  coupled to an outer peripheral surface of the shell case  81  of the shock absorber  80  to be swingable about an axis extending along the vehicle widthwise direction. 
     The lower part  123  of the stabilizer link  120  may have a front end  125  swingably coupled to the rear part of the housing  20 . 
     The front end  125  of the lower part  123  may be provided with, for example, a ball joint, e.g., a spherical bearing. 
     According to the second example embodiment described above, it is possible to achieve example effects similar to those of the first example embodiment described above. In addition, it is possible to match the force application point where the force generated by the stabilizer is applied to the housing  20  with the force application point A where the force generated by the spring  90  is applied to the rear wheel RW. This makes it possible to promote the effect of suppressing the rotation behavior of the housing  20 . 
     Third Example Embodiment 
     A description is given next of a suspension according to a third example embodiment of the disclosure. 
       FIG.  7    is a plan view of the suspension according to the third example embodiment as viewed from above the vehicle. 
     The suspension according to the third example embodiment may include a toe control link  130  described below in place of the toe control link  70  in the first example embodiment. 
     The toe control link  130  may have an outer end  131  coupled to a front end of the housing  20 . 
     The toe control link  130  may have an inner end  132  coupled to the side member  13  of the sub-frame  10 , on the vehicle-widthwise inside with respect to the outer end  131 . 
     Also in the third example embodiment described above, it is possible to achieve example effects similar to those of the first example embodiment described above. 
     Note that, even in a case where the toe control link  130  is disposed on the front side of the housing  20  as in the third example embodiment, a configuration may be adopted in which the stabilizer link is coupled to the shell case  81  of the shock absorber  80  as in the second example embodiment. 
     Modification Examples 
     Although some example embodiments of the disclosure have been described in the foregoing by way of example with reference to the accompanying drawings, the disclosure is by no means limited to the embodiments described above. It should be appreciated that modifications and alterations may be made by persons skilled in the art without departing from the scope as defined by the appended claims. The disclosure is intended to include such modifications and alterations in so far as they fall within the scope of the appended claims or the equivalents thereof. 
     
         
         (1) Shapes, structures, materials, manufacturing methods, numbers, arrangements, etc. of the members included in the suspension may be changed as appropriate, without being limited to the example embodiments described above.
   For example, the front upper link  50  and the rear upper link  60  may be replaced with a single upper link.   The shock absorber and the spring may be provided coaxially as a unit.   
 
         (2) In the example embodiments, two ends, or joints, of the suspension link may each be provided with an elastic bush such as a cylindrical rubber bush. However, some of the joints may be provided with a ball joint, e.g., a spherical bearing (a so-called pillow ball). 
         (3) Shapes and configurations of the stabilizer bar and the stabilizer link included in the stabilizer may be changed as appropriate, without being limited to the configurations according to the example embodiments, as long as the force application point where the force generated by the stabilizer is applied to the housing is on the rear side with respect to the wheel center. 
         (4) In the example embodiments, the ends of the spring and the shock absorber on a spring lower side may be coupled to the rear lower link. The spring lower side may refer to the side that undergoes displacement with respect to the vehicle body depending on the stroke. However, without being limited thereto, the ends of the spring and the shock absorber on the spring lower side may be coupled, for example, to any of the other links or to the housing.
   In another example, the spring and the shock absorber may be coupled to different members.   According to at least one embodiment of the disclosure, it is possible to provide a suspension that suppresses a rotation behavior of a housing about an axle when making a stroke.