JP6945855B2 - Cross member for automobiles and cross member structure for automobiles - Google Patents

Description

The present invention relates to an automobile cross member and an automobile cross member structure.

The frame of an automobile is composed of a side member extending in the length direction of the automobile and a cross member extending in the width direction of the automobile.

For example, Patent Document 1 discloses a frame composed of two side members represented by reference numerals 4 and two cross members represented by reference numerals 5 and 6. Although it is not described which part of the car body this frame is used for, it seems that it is arranged in the front part of the car body from the description of the front end cross member.

Further, Patent Document 2 discloses the structure of a rear subclaim of an automobile. This rear subframe is composed of a front cross member and a rear cross member arranged in the vehicle width direction, and two side members arranged in the vehicle length direction.

Further, Patent Document 3 discloses a structure in which the lower arm of the suspension device is connected to the cross member. In this structure, the lower arm, the cross member, and the bracket are connected by support bolts. At that time, each member is positioned by using the positioning pin.

Japanese Unexamined Patent Publication No. 2004-74819 JP-A-2015-155255 Japanese Unexamined Patent Publication No. 11-208544

The cross member improves the rigidity and strength of the vehicle body. For example, a floor cross member may be used to reinforce the floor of the vehicle body. In addition, a rear cross member may be used to support the load input from the suspension device at the rear of the vehicle or to support the load of the trunk. In addition, a front cross member may be used to support a load input from a suspension device in front of the vehicle or to support a structure such as an engine.

Since the cross member is used for the above purposes, high rigidity is required. On the other hand, in order to improve the fuel efficiency of the vehicle, it is also required to reduce the weight of the cross member. It is also important to be able to manufacture efficiently in order to reduce the price of crossmembers.

In the structure of Patent Document 3, reinforcement members are not arranged in the cross members, and high rigidity is not always obtained. Further, it is not described that the hole for weight reduction is used as the hole for positioning.

An object of the present invention is to provide an automobile cross member which can be efficiently manufactured, is lightweight, and has high rigidity, and an automobile cross member structure using the same. ..

It is a cross member including a beam extending in the vehicle width direction and a reinforcement member joined to the beam. The beam is provided with a first through hole for weight reduction, and the reinforcement member is a second for weight reduction. It has a through hole and
The first through hole and the second through hole communicate with each other in a state where the beam and the reinforcement member are positioned at a fixed position, and the first through hole and the second through hole join the beam and the reinforcement member. The above problem is solved by an automobile cross member that functions as a hole that determines a position where the beam and the reinforcement member are joined to each other.

Since the beam is reinforced by the reinforcement member, the above-mentioned automobile cross member has higher rigidity than the beam alone. Since the beam is provided with the first through hole and the reinforcement member is provided with the second through hole, the weight is reduced. Further, the first through hole and the second through hole communicate with each other when the reinforcement member is positioned at a position where the reinforcement member should be fixed to the beam. .. Therefore, the first through hole and the second through hole can be used as holes for determining the position where the beam and the reinforcement member are joined. This makes it possible to efficiently manufacture automobile cross members.

If the above-mentioned automobile cross member is used, a shape extending so as to connect the first cross member composed of the automobile cross member, the second cross member, the second cross member, and the first cross member can be formed. It becomes possible to provide an automobile cross member structure having a pair of side cross members having the same. This automotive cross-member structure is used, for example, fixed between a pair of side members. This makes it possible to reinforce the side members and provide a place for fixing a member such as a suspension device to which a load is input, a heavy object such as an engine, or a structure such as a fuel tank. For example, the first cross member can be used as a member for connecting the connecting portion connected to the support member of the wheel. This makes it possible for the first cross member to support the load input from the wheel support member. This makes it possible to prevent the load from being concentrated on a specific member, such as only the second cross member or only the side cross member.

In the above-mentioned automobile cross member and automobile cross member structure, the beam is a plate-shaped member having a first wall extending in the vehicle width direction and a second wall extending in the vehicle width direction, and is one surface of the beam. Is preferably in an open shape. By making the shape of the beam in this way, it is possible to make the beam lighter than the solid beam. In addition, the rigidity can be increased as compared with the flat beam. By opening one side of the beam, the reinforcement member can be incorporated into the beam from the released side, and the reinforcement member can be fixed to the beam. At this time, if the end portion of the reinforcement member is brought into contact with the first wall and the second wall of the beam, it is possible to simplify the work of fixing by welding or the like.

In the above-mentioned automobile cross member and automobile cross member structure, the reinforcement member is preferably a plate-shaped member having a first wall extending in the vehicle width direction and a second wall extending in the vehicle width direction. .. By making the shape of the reinforcement member in this way, the weight can be reduced as compared with the solid reinforcement member. In addition, the rigidity can be increased as compared with the flat plate-shaped reinforcement member.

In the above-mentioned automobile cross member and automobile cross member structure, the beam may be a split type including a first beam and a second beam. By dividing the beam, it becomes possible to manufacture a beam having a complicated shape by bending or the like.

According to the present invention, it is possible to provide an automobile cross member which can be efficiently manufactured, is lightweight, and has high rigidity, and an automobile cross member structure using the same. Is.

It is a top view which shows the state which one Embodiment of a cross member structure is fixed to a side member. It is a rear view which shows the state which attached the support member of a vehicle to the cross member structure of FIG. It is a top view which shows one Embodiment of a cross member structure. It is a bottom view of the cross member structure of FIG. It is a top view of a part of the beam which constitutes the cross member structure of FIG. It is a top view of the reinforcement member which constitutes the cross member structure of FIG. It is a side view of the cross member structure of FIG. It is sectional drawing in the AA part of FIG. It is sectional drawing in the BB part of FIG. It is sectional drawing in the BB part which shows the state which the jig is inserted into the beam and the reinforcement member. It is a perspective view of a cross member structure in a state where a jig is inserted. FIG. 5 is a cross-sectional view corresponding to a BB portion showing another embodiment of the beam. FIG. 5 is a cross-sectional view corresponding to a BB portion showing another embodiment of the beam. FIG. 5 is a cross-sectional view corresponding to a BB portion showing another embodiment of the beam. FIG. 6 is a cross-sectional view corresponding to a BB portion showing a state in which the first beam and the second beam of FIG. 14 are combined. It is a perspective view of the cross member structure including the beam of FIG. It is sectional drawing in the CC part of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The examples given below are merely examples, and the present invention is not limited thereto.

1 to 11 show an embodiment of an automobile cross member structure (hereinafter, simply referred to as a cross member structure). The cross member structure 1 includes a first cross member 11, a second cross member 12, and a pair of side cross members 13 having a shape extending so as to connect the second cross member 12 and the first cross member 11. Have.

As shown in FIG. 1, the cross member structure 1 is fixed to the rear portion of the two side members 9, and is called a rear cross member. The second cross member 12 is a member extending in the vehicle width direction, and the upper surfaces of both ends thereof are fixed to the lower surfaces of the respective side members 9. The side cross member 13 includes a curved portion 131 in a plan view or a bottom view. One end of the side cross member 13 is fixed between the left and right ends and the center of the second cross member 12, and the other end of the side cross member 13 is fixed to the lower surface of the side member 9, respectively. Will be done. Both ends of the first cross member 11 are fixed between the curved portions 131 and one end of the left and right side members 9.

Both the second cross member 12 and the side cross member 13 are formed of a hollow tube having a circular cross section. As a result, the weight is reduced. Both members may be composed of, for example, a hollow tube having a polygonal cross section. As shown in FIGS. 7 and 11, the first fixture 132 is fixed to the upper surface of the side cross member 13, respectively. Further, the second attachment 121 is fixed to the lower surfaces of both ends of the second cross member 12. Further, as will be described later, through holes 81a, which function as attachment portions for the third connecting portion 33 (FIG. 2), are formed in the first wall 111a and the second wall 111b of the beam 111 constituting the first cross member 11. 81b is provided.

The first fixture 132 has a first wall 132a on the front side of the vehicle body, a second wall 132b on the back side of the vehicle body, and a third wall 132c connecting the first wall 132a and the second wall 132b. The third wall 132c is provided on the center side of the vehicle body. The outer side surface and the upper surface of the first mounting portion 132 are open, and through holes 82a and 82b are provided in the first wall 132a and the second wall 132b.

The second fixture 121 has a first wall 121a on the front side of the vehicle body, a second wall 121b on the back side of the vehicle body, and a third wall 121c connecting the first wall 121a and the second wall 121b. The third wall 121c is provided on the lower side of the vehicle body. In the second mounting portion 121, the right side surface side and the left side surface side of the vehicle body are open, and through holes 83a and 83b are provided in the first wall 121a and the second wall 121b.

As shown in FIG. 2, one end of the first connecting portion 31 connected to the wheel support member 3 is pivotally supported in the through holes 82a and 82b of the first mounting portion 132. Similarly, one end of the second connecting portion 32 connected to the wheel support member 3 is pivotally supported in the through holes 83a and 83b of the second mounting portion 121. Similarly, one end of a third connecting portion 33 connected to the wheel support member 3 is pivotally supported in the through holes 81a and 81b of the beam 111. The other ends of the first connecting portion 31, the second connecting portion 32, and the third connecting portion 33 are pivotally supported with respect to the wheel support member 3. As a result, the support member 3 of the wheel can be displaced up and down with respect to the vehicle body according to the load input from the wheel. The first connecting portion 31, the second connecting portion 32, and the third connecting portion 33 each function as a link arm and form a link mechanism. In the cross-member structure of the present embodiment, the number of connecting portions is set to 3, but the number of connecting portions can be changed.

In the cross member structure 1 of the present embodiment, one end of the first connecting portion 31 is connected to the side cross member 13 via the first mounting portion 132, and one end of the second connecting portion 32 is the second cross member. It is connected to 12 via the second mounting portion 121, and one end of the third connecting portion 33 is connected to the beam 111. Therefore, the load input from the wheels is distributed and supported by the side cross member 13, the first cross member 11, and the beam 111. Since the load is prevented from being concentrated on a specific member, it is possible to prevent the welded portion of each part from being broken or the metal material constituting each part from being damaged by the load repeatedly input from the wheel. ..

The cross member structure 1 of the present embodiment comprises a second cross member 12, a side cross member 13 having a curved portion 131, and a first cross member 11 to form a member having a certain length in the vehicle length direction. ing. As a result, a space is secured for axially supporting each connecting portion of the wheel support member 3 and for supporting a heavy member such as an engine or a refueling tank. Further, the cross member structure 1 of the present embodiment includes a plurality of cross members, that is, a first cross member 11 and a second cross member 12, and the first cross member 11 becomes a second cross member 12 via a side cross member 13. It is fixed. With this configuration, the cross member structure 1 exhibits high rigidity against a twisting motion caused by the vertical movement of one wheel of the vehicle body and a motion caused by the vertical movement of the wheels on both sides of the vehicle body in the same direction.

Next, the configuration of the beam 111 constituting the first cross member 11 will be described in detail.

As shown in FIGS. 3, 4, 5, and 6, the first cross member 11 of the cross member structure 1 according to the present embodiment is a reinforcement joined to the beam 111 and the beam 111 extending in the vehicle width direction. Includes member 112.

As shown in FIGS. 8 and 9, the beam 111 has a first wall 111a located on the front side of the vehicle body, a second wall 111b located on the back side of the vehicle body, and a third wall 111 located on the upper surface side of the vehicle body. It is a plate-shaped member having a wall 111c. The third wall 111c is continuous with the upper end of the first wall 111a and the upper end of the second wall 111c. The bottom surface, which is one surface of the beam 111, has an open shape. Since the beam 111 has a complicated cross section, it exhibits high rigidity against twisting and bending.

As shown in FIGS. 8 and 9, the reinforcement member 112 is located on the first wall 112a located on the front side of the vehicle body, the second wall 112b located on the back side of the vehicle body, and the upper surface side of the vehicle body. It is a plate-shaped member having a third wall 112c. The third wall 112c is continuous with the upper end of the first wall 112a and the upper end of the second wall 112b. The bottom surface, which is one side of the reinforcement member 112, has an open shape. The length of the reinforcement member 112 is shorter than the length of the beam 111. Since the reinforcement member 112 has a complicated cross section, it exhibits high rigidity against twisting and bending.

As shown in FIG. 5, the beam 111 includes a plurality of first through holes 84 that are intermittently formed along its longitudinal direction. In the example of FIG. 5, the first through hole 84 is composed of three elongated holes and is provided on the third wall 111c. By providing the first through hole 84 in the beam 111, the amount of material used is reduced and the weight is reduced. The first through hole may be a plurality or a single number.

As shown in FIG. 6, the reinforcement member 112 includes a plurality of second through holes 85 that are intermittently formed. In the example of FIG. 6, the second through hole 85 is composed of two elongated holes and is provided in the third wall 112c. By providing the second through hole 85 in the reinforcement member 112, the amount of material used is reduced and the weight is reduced. The number of the second through holes may be plural or singular.

As shown in FIGS. 3, 4, 8 and 9, when the reinforcement member 112 is positioned at a position where the reinforcement member 112 should be fixed with respect to the predetermined beam 111, the first beam 111 The through hole 84 and the second through hole 85 of the reinforcement member 112 are in a communicating state. Therefore, as shown in FIGS. 10 and 11, for example, by inserting the rod-shaped jig 7 into the first through hole 84 and the second through hole 85 that communicate with each other, the reinforcement member 112 with respect to the beam 111 It becomes possible to maintain the position of.

In the examples shown in FIGS. 3 and 4, the second through hole 85 provided in the reinforcement member 112 and its edge portion 112d can be seen from the portion of the first through hole 84 provided in the beam 111 near the center of the vehicle body. It has become. Therefore, the positions of the beam 111 and the reinforcement member 112 can be maintained by inserting the rod-shaped jig 7 along the edge portion of the beam 111 and the edge portion 112d of the reinforcement member 112.

That is, the first through hole 84 and the second through hole 85 function as holes for determining the position where the beam 111 and the reinforcement member 112 are joined when the beam 111 and the reinforcement member 112 are joined. As a result, the work of fixing the reinforcement member 112 to the beam 111 by welding or the like can be made more efficient. For example, since mistakes in the work of fixing the reinforcement member 112 to the beam 111 are less likely to occur, it is possible to improve the yield and reduce the manufacturing cost. Further, since the time required for manufacturing can be shortened, the manufacturing cost can be reduced.

As shown in FIGS. 8 and 9, in the cross member structure 1 of the present embodiment, since the bottom surface, which is one surface of the beam, is released, the reinforcement member 112 is incorporated in the beam 111 from the released surface. Can be adjusted as follows. At this time, since the end portion of the reinforcement member 112 hits the first wall 111a and the second wall 111b of the beam 111, the positions of both members are displaced when the reinforcement member 112 is fixed to the beam 111 by welding or the like. It becomes difficult and the fixing work becomes easier.

In the cross member structure 1 of the present embodiment, the reinforcement member 112 has a first wall 112a and a second wall 112b. Therefore, the first wall 112a of the reinforcement member 112 and the first wall 111a of the beam 111 come into surface contact with the second wall 112b of the reinforcement member 112 and the second wall 111b of the beam 111. Since the contacts are made not by points but by surfaces, the positions of both members are less likely to shift.

In the present embodiment, since the beam 111 and the reinforcement member 112 have long holes, respectively, the weight can be further reduced as compared with the case where the short holes are formed. When the beam 111 and the reinforcement member 112 are overlapped with each other, at least two communication holes through which a rod-shaped jig can be inserted are formed on the right side and the left side of the beam. Therefore, the reinforcement member 112 is prevented from rotating with respect to the beam 111. Since the jig is rod-shaped and not bulky, it does not easily interfere with the work of fixing the beam 111 and the reinforcement member 112 by welding or the like.

In the above embodiment, the first through hole 84 and the second through hole 85 are both elongated holes. The first through hole and the second through hole communicate with each other when the beam and the reinforcement member are combined, and a jig having a certain shape is inserted into both through holes to prevent the beam and the reinforcement member from being displaced from each other. Anything that can be done will do. For example, examples of the first through hole and the second through hole include a perfect circular hole, a square hole, a rectangular hole, a polygonal hole, and the like. Any hole may be single or plural. The shape of the jig may be any shape that can be inserted into these holes.

In the above embodiment, the shape of the beam is such that the bottom surface is open. The shape of the beam may be a shape that can achieve the required rigidity and toughness. For example, any one of the upper surface, the lower surface, the front surface, and the back surface of the beam may be open. Further, after joining the beam so as to incorporate the reinforcement member, a plate may be applied to the released portion to close the released portion. In the above embodiment, the shape of the reinforcement member has an open bottom surface. Like the beam, the reinforcement member may be shaped so as to exhibit the required rigidity and toughness.

As the material constituting the first cross member, the second cross member, and the side cross member, the material necessary for exhibiting the required rigidity and toughness may be used. For example, it can be composed of a metal such as carbon steel or stainless steel. When the first cross member, the second cross member, and the side cross member are formed by bending or press molding, it is preferable to use a forged product.

In the above embodiment, the beam has a continuous substantially rectangular cross-sectional shape with an open bottom surface. For example, as shown in FIG. 12, the beam may have a substantially triangular cross-sectional shape in which one surface is open and continuous in the longitudinal direction. Further, the beam may have, for example, a substantially circular cross-sectional shape in which one surface is open, as shown in FIG. 13, which is continuous in the longitudinal direction.

The beam 211 of FIG. 12 has a cross-sectional shape in which a first wall 211a located on the front side of the vehicle body and a second wall 211b located on the back side of the vehicle body are joined so as to form a substantially triangular shape. A first through hole 84b is provided at a portion where the first wall 211a and the second wall 211b are continuous. The reinforcement member 222 of FIG. 12 has a first wall 222a located on the front side of the vehicle body, a second wall 222b located on the back side of the vehicle body, and a first wall 222a and a second wall located on the upper surface side of the vehicle body. It has a third wall 222c that is continuous with 222b, and has a substantially trapezoidal cross-sectional shape in which the bottom surface, which is one surface, is open. A second through hole 85b is arranged in the third wall 222c of the reinforcement member 112. Similar to the above, the position of the reinforcement member 222 with respect to the beam 211 can be optimized by inserting the rod-shaped jig 7 into the first through hole 84b and the second through hole 85b.

The beam 311 of FIG. 13 has a cross-sectional shape in which a first wall 311a located on the front side of the vehicle body and a second wall 311b located on the back side of the vehicle body are continuous so as to have a substantially semicircular shape. A first through hole 84c is provided in a portion where the first wall 311a and the second wall 322b are continuous. The reinforcement member 322 of FIG. 13 has a first wall 322a located on the front side of the vehicle body, a second wall 322b located on the back side of the vehicle body, and a first wall 322a and a second wall located on the upper surface side of the vehicle body. It has a third wall 322c that joins 322b, and has a substantially rectangular cross-sectional shape in which the bottom surface, which is one surface, is open. A second through hole 85c is arranged in the third wall 322c of the reinforcement member 332. Similar to the above, the position of the reinforcement member 322 with respect to the beam 311 can be optimized by inserting the rod-shaped jig 7 into the first through hole 84c and the second through hole 85c.

In the above example, a rod-shaped jig is used to temporarily fix the position of the beam and the reinforcement member. The shape of the jig is not limited to the rod shape, and may be changed according to the shape in which the first through hole and the second through hole communicate with each other. For example, the shape of the jig may be plate-like.

In the above example, the beam 111 is configured such that the first wall 111a, the second wall 111b, and the third wall 111c are integrally molded plate-shaped members. As shown in FIGS. 14 to 17, the beam may be divided into a first beam 17a arranged on the front side of the vehicle body and a second beam 17b arranged on the back side of the vehicle body. As shown in FIG. 16, the shapes of the first through hole and the second through hole are the same as those in the above embodiment in the state where the first beam, the second beam, and the reinforcement member are assembled.

The first beam 17a has a first wall 117a arranged on the front side of the vehicle body and a third wall 117c arranged above the vehicle body and extending to the back side of the vehicle body. The third wall 117c has a shape continuous with the upper end portion of the first wall 117a. The second beam 17b has a second wall 117b arranged on the back side of the vehicle body and a third wall 117d arranged above the vehicle body and extending to the front side of the vehicle body. The third wall 117d has a shape continuous with the upper end portion of the second wall 117b. The third walls 117c and 117d are provided with first through holes 86 and 87, respectively. The first through hole 86 and the first through hole 87 have substantially the same size as the first through hole 84 in a state where the third wall 117c of the first beam 17a and the third wall 117d of the second beam 17b are overlapped with each other. , The shape is suitable for inserting the rod-shaped jig 7.

In order to join the first beam 17a, the second beam 17b, and the reinforcement member 112, as shown by an arrow in FIG. 14, a rod-shaped jig 7 inserted into the second through hole 85 of the reinforcement member 112 The end of the first through hole 86 provided on the third wall 117c of the first beam 17a and the end of the first through hole 87 provided on the third wall 117d of the second beam 17b come into contact with each other on the outer peripheral surface. Then, as shown in FIG. 15, it is possible to align the positions of the first beam 17a, the second beam 17b, and the reinforcement member 112 in both the vehicle width direction and the vehicle length direction as designed in advance. Become.

In this embodiment, as shown in FIG. 17, the end of the first through hole 86 of the first beam 17a and the end of the first through hole 87 of the second beam 17b are provided to the rod-shaped jig 7. The third wall 117c and the third wall 117d overlap each other in the state of being in contact with each other. In this example, since the third wall 117d is located below the third wall 117c, as shown in black in FIG. 17, the end of the third wall 117c and the upper surface of the third wall 113c are the longitudinal lengths of the beam. It is fixed by welding along the direction. As described above, the end of the first through hole 86 and the end of the first through hole 87 come into contact with the rod-shaped jig 7, so that the positions of the first beam 17a and the second beam 17b in the vehicle length direction. Therefore, it is possible to superimpose the third wall 117c and the third wall 117d with the dimensions as designed in advance. By superimposing and fixing the third wall 117c and the third wall 117d, the strength of the joint is stronger than that in the case where the end of the third wall 117c and the end of the third wall 117d are brought into contact with each other and welded. Can be increased.

In this embodiment, the first beam 17a, the second beam 17b, and the reinforcement member 112 are fixed to each other. Since the positions of the respective members in the vehicle length direction and the vehicle width direction are optimized as predetermined by the jig, the assembly work is streamlined.

The first beam 17a, the second beam 17b, and the reinforcement member 112 refer to the end of the first wall 112a of the reinforcement member 112 and the side surface of the first beam 117a, as shown in black in FIG. It is fixed by welding, and the end of the second wall 112b of the reinforcement member 112 and the side surface of the second beam 117b are fixed by welding. In FIG. 16, as shown by thick lines, both ends of the first beam 17a and the second beam 17b are welded to the outer peripheral surface of the side cross member 13.

By dividing the beam as described above, it becomes possible to form a beam having a complicated shape even in bending or pressing of a metal plate. Further, even if the number of parts increases by dividing the beam, as described above, the alignment of the first beam, the second beam, and the reinforcement member can be easily performed, so that efficient manufacturing is possible. ..

111 Beam 84 1st through hole 85 2nd through hole 111a 1st wall 111b 2nd wall 112 Reinforcement member 112a 1st wall 112b 2nd wall 11 1st cross member 12 2nd cross member 13 Side cross member 211 Beam 211a 1st 1 wall 211b 2nd wall 222 Reinforcement member 222a 1st wall 222b 2nd wall 84a 1st through hole 85b 2nd through hole 311 Beam 311a 1st wall 311b 2nd wall 322 Reinforcement member 322a 1st wall 322b 2nd wall 84c 1st through hole 85c 2nd through hole 17a 1st beam 17b 2nd beam 86 1st through hole 87 1st through hole

Claims (6)

A cross member that includes a beam extending in the vehicle width direction and a reinforcement member joined to the beam.
The beam has a first through hole for weight reduction, and the reinforcement member has a second through hole for weight reduction.
The first through hole and the second through hole communicate with each other with the beam and the reinforcement member positioned at positions where they should be fixed.
The first through hole and the second through hole are cross members for automobiles that function as holes for determining the position where the beam and the reinforcement member are joined when the beam and the reinforcement member are joined. The beam is a plate-shaped member having a first wall extending in the vehicle width direction and a second wall extending in the vehicle width direction.
The automobile cross member according to claim 1, wherein one surface of the beam has an open shape. The automobile cross member according to claim 1 or 2, wherein the reinforcement member is a plate-shaped member having a first wall extending in the vehicle width direction and a second wall extending in the vehicle width direction. The cross member for an automobile according to any one of claims 1 to 3, wherein the beam is a split type including a first beam and a second beam. It has a shape extending so as to connect the first cross member composed of the automobile cross member according to any one of claims 1 to 4, the second cross member, the second cross member, and the first cross member. A cross member structure for automobiles having a pair of side cross members. The cross member structure for automobiles according to claim 5, wherein the first cross member includes a mounting portion of a connecting portion connected to a wheel support member.

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