JP2009035244A - Roof reinforcement material for automotive body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a roof reinforcement material 1 high in strength which easily obtains a mastic joint part along a roof panel. <P>SOLUTION: The roof reinforcement material 1 is formed by bending and press-forming for an aluminum extrusion material composed of a central part 4 having a closed section, and a right and left pair of flange plates 5, 5 connected to the both-side upper ends. The flange plates 5, 5 are partially press-formed at least in the longitudinal direction. and sectionally L shaped flange plates 6, 6 are composed of a vertical wall 6A and the longitudinal wall 6B having a predetermined length. The height of the longitudinal wall 6B (vertical length of the vertical wall 6A) is changed in the vehicle body width. The longitudinal wall 6B of the flanges 6, 6 becomes a contact surface opposite to the roof panel 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a roof reinforcing material extending in the vehicle body width direction of an automobile, and relates to a roof reinforcing material excellent in deformation strength and mounting property.

In order to ensure rigidity and strength in the width direction of the vehicle body, several reinforcing members extending in the width direction of the vehicle body are provided on the roof of the body of the automobile.
The roof reinforcing material is disposed close to the roof panel forming the upper surface of the vehicle, and is disposed so as to extend in a substantially horizontal direction with respect to the vehicle body and in parallel with the vehicle body width direction, and is provided directly or at an end in the vehicle body width direction. It is joined to a frame part such as a roof side rail or a B pillar constituting the side surface of the vehicle via the bracket. Moreover, in order to ensure the dent property and tension rigidity of the roof panel, they are often adhesively bonded to each other through an adhesive such as mastic. If necessary, a joining hole or a seating surface for joining a functional component such as a room lamp is formed in the middle of the frame.
For such roof reinforcement, various cross-sectional shapes are selected depending on the required strength and shape constraints, and bending and crushing are performed in the longitudinal direction to avoid interference with other parts. In some cases.

Conventionally, such roof reinforcing materials have been used in which a press-formed product of a steel plate is formed into a substantially hat shape. However, in recent years, with the strengthening of vehicle side collision standards, high deformation strength has been required for loads in the vehicle body width direction from the vehicle side surface, and countermeasures have become necessary. As is well known, it is necessary to further reduce the weight and cost as well as improve the safety performance, and the roof reinforcement is also expected to be lightweight, low-cost, and excellent in deformation strength in the axial direction. It is rare.
In order to increase the axial strength of the roof reinforcing material, it is most effective to make the section closed. For this reason, it is common practice to weld a hat-shaped press-formed product together, but the weight of the components increases, and the cost increases due to an increase in the number of components and the number of welding points.

As countermeasures against the increase in component weight, material replacement from a conventional mild steel plate to a 60 kg class high-tensile steel plate is performed. However, in recent years, with the strengthening of the side impact test conditions and the like, higher strength has been demanded, and the application of higher strength 80 kg or 100 kg class ultra high strength steel sheets is also being studied.
However, if a flat part is required for joining with other parts such as a lamp, this part will cause elastic buckling regardless of the strength of the material, making it extremely difficult to reduce the thickness and increasing the weight is inevitable. It has become. Further, when an 80 kg or 100 kg class ultra high strength steel sheet is used, there is a concern that a predetermined strength cannot be obtained due to softening of the welded portion.

The extruded aluminum shape can be closed in advance without depending on the joining, and since the density is lower than that of the steel plate, it is possible to achieve both strength improvement and weight reduction. For this reason, the example which uses an aluminum extrusion shape material as a roof reinforcing material is introduced by the following patent documents 1-5, for example.
When an extruded profile is applied to the roof reinforcing material, it is necessary to perform bending to conform to the shape of the roof panel. Moreover, in order to ensure the dent property of the roof panel, it is necessary to provide a plurality of joint portions with the roof panel along the longitudinal direction. For this reason, it is necessary to ensure at least the shape accuracy of the joint portion (gap with the roof panel) in accordance with the vehicle body width direction shape of the automotive roof panel formed by various relatively complex Rs.
An aluminum extruded profile has a relatively large spring back at the time of bending due to the low elastic modulus of the material, making it difficult to obtain shape accuracy. In particular, when bending with a gentle composite R and ensuring the shape accuracy of the joint surface with the roof panel in each part in the longitudinal direction, it is more difficult to adjust the mold in consideration of the springback amount. There was a problem that it took a long time to launch the product.

Patent Documents 4 and 5 propose providing a mastic joint surface with a roof panel in a part of a closed cross section. However, in this case, the accuracy (shape accuracy) of the distance between the roof panel and the mastic joint surface is greatly influenced by the dent deformation (sink) of the bent outer flange in addition to the spring back for the longitudinal bending process described above. For this reason, it becomes difficult to ensure the shape accuracy.
In order to suppress the deformation of the cross-section, bending is also performed while inserting a restraining tool into the shape member. However, when bending with a gentle compound R as described above, the tool is inserted. Therefore, it is difficult to bend, and it is difficult to suppress dent deformation by the processing method. In order to suppress the dents, it can be controlled by increasing the thickness of the flange or adding an intermediate rib. However, there is a problem that both increase the weight.
In addition, when bending is performed along a part with a sudden change in shape, such as a design bead, the bending radius is small, so deformation and cracking of the cross-section often occur. There is also a problem that the joint seating surface cannot be set.

  Although the proposal of constructing the roof structure with a cast product is also found in Patent Document 6, since it becomes a very large cast product, there is a problem that it is inferior in productivity as compared with an extruded product. Moreover, since it is a casting product, there also exists a problem that a fracture | rupture tends to arise in the deformation | transformation at the time of a collision.

JP-A-10-95364 Japanese Patent Laid-Open No. 10-100955 JP 2001-301653 A JP 2006-240420 A JP 2006-240543 A JP 2003-112656 A

  The present invention has been made in view of the problems of such a conventional roof reinforcing material, and an object thereof is to provide a high-strength roof reinforcing material in which a mastic joint along the roof panel can be easily obtained. To do.

The roof reinforcing material according to the present invention extends in the width direction of the vehicle body along the roof panel of the automobile, and has a main body portion having one or more closed cross-section portions, and is connected to the upper ends of both sides and spaced from each other in the longitudinal direction of the vehicle body. It is comprised with the aluminum extrusion shape member which consists of a left-right paired flange board arrange | positioned, and the said flange board is made into the joining surface facing the said roof panel. The flange plate is press-molded into a substantially L-shaped cross section consisting of a vertical wall and a front-rear wall having a predetermined length in at least a part of the longitudinal direction, and the height of the front-rear wall from the main body (vertical The vertical length of the directional wall) varies along the vehicle body width direction.
In the roof reinforcing material, the gap between the press-molded flange plate (joint surface) and the roof panel is, for example, the gap between the flange plate and the roof panel when the press-mold is not performed (the body portion and the roof panel Compared to the gap), it is more uniform along the vehicle width direction. This press molding is preferably performed so that the gap between the flange plate (joint surface) and the roof panel is substantially constant along the vehicle body width direction.
The main body portion may consist of only a closed cross-section portion, or may have an open cross-section portion in part as required. A seat for joining with the roof panel can be provided on the flange plate by press molding.
In the present invention, the term aluminum is used to include an aluminum alloy.

A roof reinforcing material according to the present invention includes a flange plate that serves as a joint surface between a main body portion having a closed cross-section portion with high deformation strength and a roof panel having a complex R shape that is complex in the vehicle body width direction. At least part of the length direction is press-molded into a substantially L-shaped cross section. The substantially L-shaped flange in cross section is formed by press molding during or after the bending of the extruded aluminum material, and the height of the front-rear wall from the main body (vertical length of the vertical wall) is The vehicle width varies in the vehicle width direction according to the distance between the main body and the roof panel.
As a result, in the present invention, even if the bending direction of the vehicle body width direction of the extruded aluminum member (particularly the main body including the closed cross-section portion) does not necessarily accurately conform to the shape of the roof panel, the mastic is formed in the flange having a substantially L-shaped cross section. The shape accuracy of the joint surface can be ensured (the gap with the roof panel is made more uniform along the vehicle body width direction). Forming such a substantially L-shaped flange plate by press molding has the following advantages.
(1) Since press molding of the substantially L-shaped flange plate is performed by restraining both the vertical direction of the vehicle body with a mold, the shape accuracy is easily obtained as compared with the gentle compound R bending process. The shape accuracy can be easily obtained even in suddenly changing parts such as design beads. In addition, since it can be obtained by simple press molding, it is easy to modify the die for the possibility of springback.
(2) Since the L-shaped flange plate has a free end at the time of press molding, it can be formed without undergoing elongation deformation in press molding. That is, it is possible to form an aluminum extruded shape with relatively low elongation without breaking.
(3) Since the flange plate has an open cross section, it is possible to easily change the shape along the vehicle body width direction, such as a mastic seat or a shape freeze bead. This deformation can be performed simultaneously with the press forming of the flange plate having a substantially L-shaped cross section.

According to the present invention, it is not necessary to particularly ensure the accuracy of the bending shape of the aluminum extruded profile over the entire surface in the vehicle body width direction, for the continuous gentle composite R or shape sudden change portion as seen in the roof panel. Can be simplified, or the roof panel can be bent with a smaller curvature than the R shape in the vehicle width direction. Therefore, in the present invention, the required accuracy in bending is also low (bending that satisfies the required accuracy can be easily performed), and there is an advantage that the time required for mold adjustment when starting up the product can be shortened, or the curvature is reduced. In this case, there is an advantage that the strength against side collision can be improved without increasing the weight.
As for the flange plate in the structure of the present invention, the part other than the mastic joint surface with the roof panel is a part which is not necessary in the structure. For this reason, an unnecessary part (parts other than the mastic joint part) can be cut and removed before or after the press working, and in that case, the roof reinforcing material can be reduced in weight.

Hereinafter, with reference to FIGS. 1-11, the roof reinforcing material for motor vehicle bodies which concerns on this invention is demonstrated concretely.
1 and 2 show an example of a roof reinforcing material 1 and its mounting structure according to the present invention.
As shown in FIG. 2, the entire shape of the roof panel 2 extends while having a gentle curvature in the vehicle body width direction, and has a design bead portion 3 that protrudes upward at both ends in the vehicle body width direction. The roof reinforcing material 1 is obtained by adding a predetermined shape to an aluminum extruded shape, and the original cross-sectional shape of the aluminum extruded shape (extruded material) is a central portion 4 composed of a rectangular closed cross-sectional portion and upper ends on both sides thereof. It consists of a pair of left and right flange plates 5 and 5 connected to (see FIG. 6A). In this aluminum extruded profile, the upper wall 4a of the central portion 4 and the flange plates 5 and 5 are one continuous flat plate.

  The roof reinforcing material 1 is obtained by subjecting the aluminum extruded profile to bending along the length direction, press molding at both ends in the length direction, and trimming of the flange plates 5 and 5. As shown in FIG. 2, the bending process is performed so that the roof reinforcing material 1 substantially follows the gentle R of the roof panel 2. The press molding is performed corresponding to the design bead portion 3 of the roof panel 2 and, as shown in FIG. 1, the flange plates 5 and 5 at both ends of the roof reinforcing material 1 are press molded into a substantially L-shaped cross section. Yes. In addition, the flange plate shape | molded by the cross-sectional substantially L shape is called substantially L-shaped flange plate 6 and 6, and the flange plate of the location which is not press-molded is represented using the flange plates 5 and 5 and the original number. In FIG. 1, L represents the vehicle body longitudinal direction, W represents the vehicle body width direction, and Z represents the vehicle body vertical direction.

The substantially L-shaped flange plates 6 and 6 are composed of a vertical wall 6A and a front-rear wall 6B (the vertical direction and the front-rear direction indicate the vertical direction of the vehicle body and the front-rear direction), and the original flat flange plate 5 , 5 are lifted upward by press molding into an L shape. The lifting height (the height of the front-rear direction wall 6B) changes in the vehicle body width direction according to the distance between the main body portion 4 of the roof reinforcing member 1 and the roof panel 2 (particularly the design bead portion 3). In the example, the gap along the vehicle body width direction of the mastic joint surface (the front-rear direction wall 6B and the flange plate 5) and the roof panel 2 is a gap when the press molding is not performed (the gap between the main body 4 and the roof panel 2). (In this example, the level is substantially constant along the vehicle body width direction). Trimming is performed as necessary to reduce the weight of the parts. In this example, the width of the flange plates 5 and 5 and the substantially L-shaped flange plates 6 and 6 in the vehicle longitudinal direction (substantially L-shaped flange plate 6). , 6 is trimmed so that the front-rear width of the vehicle body front-rear direction wall 6B is substantially constant.
In the substantially L-shaped flange plates 6, 6, the vehicle body front-rear direction wall 6 </ b> B is a joint surface, and in the flange plates 5, 5, all of them correspond to the vehicle body front-rear direction wall. The flange panels 5 and 5 and the substantially L-shaped flange plates 6 and 6 (in the case of the substantially L-shaped flange plates 6 and 6, the vehicle front-rear direction wall 6 </ b> B) are arranged at a plurality of locations along the vehicle body width direction with the roof panel 2. A seat (dent) 7 for mastic bonding is formed.

  As shown in FIG. 2, the roof reinforcing member 1 is joined to the roof panel 2 via a mounting bracket 8 provided at an end portion in advance and to the B pillar via a bracket 9. The brackets 8 and 9 are made of steel plates. The shape of the mounting brackets 8 and 9 is conveniently selected according to whether they can be joined and according to the target strength requirements. A method for attaching the mounting brackets 8 and 9 to the roof reinforcing material 1 is not necessarily bolted, and is selected for convenience so as to satisfy strength requirements such as self-piercing rivet (SPR), caulking, and spot welding. From the viewpoint of weight reduction, it is desirable that the strength of the roof reinforcing material 1 itself is high, and a 6000-series or 7000-series T5 or T6 tempered material is desirable.

In the example shown in FIG. 2, the vicinity of the end portion of the roof panel 2 is joined to the bracket 8 by spot welding (joint portion a), and the end portion of the roof panel 2 is the upper end portion of the B pillar 12 together with the roof side rail 11 made of steel plate. The bottom side of the roof side rail 11 is also joined to the B pillar 12 by spot welding (joint c). Also, the end of the bracket 9 is bolted (joined part d) to the B pillar 12.
If the roof panel 2 is made of aluminum, the bracket 8 is also made of aluminum, and the joint portion a can be joined by spot welding, MIG welding, laser welding, or the like. For other joints, an optimum joining method may be selected as appropriate depending on the material and shape.

  As shown in FIGS. 3A and 3B, the substantially L-shaped flange plates 6 and 6 of the roof reinforcing material 1 are formed by placing an aluminum extruded profile on the lower mold 13 and facing the upper mold 14. It can be easily formed by press-molding the flange plates 5 and 5 (from the vehicle body lower side). Since there is almost no change in the length of the flange plate (flange plate 5 → flange plate 6) during press molding, almost no elongation occurs when forming a substantially L-shaped cross section, and breakage during press molding can be prevented. The substantially L-shaped flange plates 6 and 6 may be formed by press forming in a separate process after bending by a stretch bender or press bending, or may be formed at the same time as bending by a press bender. . Further, as shown in FIG. 3 (c), in order to reduce the weight of the parts after press molding, in the case of flange plates 5, 5 and substantially L-shaped flange plates 6, 6 (approximately L-shaped flange plates 6, 6) Further, unnecessary portions of the vehicle body longitudinal wall 6B) may be trimmed.

  As shown in FIG. 4 (a), in the cross-sectional shape of the extruded aluminum material (extruded material), the flange plates 5 and 5 formed in a substantially L-shaped cross section are parallel to the vehicle longitudinal direction (see FIG. 4 (a)) or an angle θ (FIG. 4 (b)) upward from the body portion 4 to the vehicle body is desirably 45 degrees or less. When the angle θ exceeds 45 degrees (FIG. 4C), slippage is unlikely to occur when the left and right ends of the flange plates 5 and 5 are in contact with the upper mold 14, and the flange plates 5 and 5 are buckled. There may be a problem that a predetermined cross-sectional shape cannot be obtained. Further, the flange plates 5 and 5 are desirably relatively thin from the viewpoints of weight reduction and suppression of bending fracture at the time of forming the shoulder R portion, and are generally desirably 2 mm or less in thickness.

  As illustrated in FIG. 5, when the substantially L-shaped flange plates 6, 6 are press-molded, at the same time, dripping of the adhesive can be prevented on the vehicle body front-rear direction wall 6 </ b> B that is a joint surface with the roof panel 2. A mastic seat (dent) 7 can be formed. Further, from the viewpoint of suppressing the spring back, a shape freeze bead 15 or the like can be provided on the shoulder R portion having a substantially L-shaped cross section.

  In the roof reinforcing material 1 (or aluminum extruded profile) exemplified so far, the main body 4 is composed of only a rectangular closed cross section (FIG. 6A), but the required component strength or shape accuracy is ensured. From this point of view, as illustrated in FIG. 6B, one or more middle ribs 4 e in the vertical direction can be provided inside the closed cross section. Further, the upper and lower walls 4a and 4b constituting the main body portion 4 are not necessarily straight, and may be provided with irregularities in advance for preventing buckling or mounting with other parts. Assuming a load input from above the vehicle body, the front and rear walls 4c and 4d positioned on the front and rear sides of the vehicle body constituting the main body 4 may be substantially perpendicular to the roof panel and substantially straight. desirable. Further, in order to attach other parts such as a lamp, the main body 4 may be provided with open cross-sections 4f (FIG. 6C) and 4g (FIG. 6D) in addition to the closed cross-section.

In the present invention, the bending shape of the roof reinforcing member 1 in the vehicle body width direction does not necessarily have to follow the gentle composite R shape of the roof panel 2, and as shown in FIG. It is good also as a multistage bending shaping | molding with the part of the arrow. In FIG. 7, the cross-sectional shape of the aluminum alloy extruded profile is the same as that in FIG.
Even if the bending shape is changed in this way, in the case of the structure of the present invention, the substantially L-shaped flange plates 6 and 6 are formed by press molding, and the height of the front and rear direction wall 6B (the height of the vertical direction wall 6A) is changed. By setting the vertical length) according to the size of the gap between the roof panel 2 and the main body 4 (see FIGS. 7B and 7C), the shape accuracy of the mastic joint surface is secured, That is, the gap along the vehicle width direction of the mastic joint surface (front-rear direction wall 6B) and the roof panel 2 is compared with the gap (corresponding to the gap between the main body 4 and the roof panel 2) when it is assumed that press molding has not been performed. Therefore, the tension of the roof panel 2 can be ensured. When the bending shape is simplified in this way, it becomes easier to obtain the shape accuracy than the complex R large R bending shape. If necessary, unnecessary portions of the substantially L-shaped flange plates 6 and 6 (if there is a portion that is not press-molded, the flange plates 5 and 5 of the portion) can be trimmed.

In FIG. 8, the bending shape of the roof reinforcing material 1 in the vehicle body width direction is not bent along with the composite R shape of the roof panel 2 but is bent into a gentler R shape (smaller curvature) than that. In FIG. 8, the cross-sectional shape of the aluminum alloy extruded shape is the same as that in FIG.
In this example, the substantially L-shaped flange plates 6 and 6 are formed by press molding, and the height of the front-rear direction wall 6B (the vertical length of the vertical wall 6A) is set to the clearance between the roof panel 2 and the main body 4. Is set according to the size (large at the center and small at both ends). Specifically, as shown in FIGS. 8B and 8C, the height of the front-rear direction wall 6B is high at the center of the roof panel 2 and low near both ends. Thereby, even if the curvature of the main body part 4 is different from the curvature of the roof panel 2, in the case of the structure of the present invention, the curvature of the mastic joint surface (front-rear direction wall 6B) should be substantially matched with the curvature of the roof panel 2. Can do. In other words, the gap between the front-rear direction wall 6B and the roof panel 2 is more uniform than the gap (corresponding to the gap between the main body 4 and the roof panel 2) when it is assumed that press molding has not been performed (in this example, the vehicle body The level is substantially constant along the width direction). In this example as well, unnecessary portions of the substantially L-shaped flange plates 6 and 6 (if there is a portion that is not press-molded) can be trimmed as necessary. .

In the conventional structure (see FIG. 9) in which only the aluminum alloy extruded profile is bent with respect to the structure of the present invention in FIG. 8, the roof reinforcing member 21 is bent into a shape along the curvature of the roof panel 2, and the roof The gap between the reinforcing member 21 and the roof panel 2 is substantially constant. Since the curvature of the roof reinforcing material 21 is substantially the same as the curvature of the roof panel 2 and is not pressed, the cross-sectional shape of the roof reinforcing material 21 is the same in any cross section in the vehicle body width direction (FIG. 9B, (See (c)).
Therefore, the mastic joint surfaces of the structure of the present invention (FIG. 8A) and the conventional structure (FIG. 9A) both have substantially the same curvature as the roof panel 2, but the closed cross-section portion (main body) that bears strength. Looking at the curvatures of the parts 4, 24), the structure of the present invention has a smaller curvature along the vehicle body width direction and is more straight.

  Considering the function of the roof reinforcement member as a strength part at the time of a side collision, the roof reinforcement member 1 having the structure of the present invention is more straight in the vehicle body width direction than the roof reinforcement member 21 having the conventional structure. The strength can be increased without increasing. 10 (a) and 10 (b) show load characteristics (indentation load P-indentation amount) when a collision load is applied in the vehicle body width direction (arrow direction) with respect to the closed cross sections 4 and 24 of the roof reinforcing members 1 and 21. FIG. The relationship of δ is shown in the figure, and the closed cross-section 4 (structure of the present invention) having a smaller curvature even with the same cross-sectional shape has higher strength and higher energy absorption. That is, the tension rigidity of the roof panel 2 can be increased without increasing the weight, and the strength against side collision can be increased.

  In the roof reinforcing material 1 according to the present invention, when trimming the flange plates 5 and 5 and the substantially L-shaped flange plates 6 and 6 in consideration of weight reduction, as shown in FIG. Portions other than the mastic junction (seat 7 and its vicinity) of the direction wall 6B can be cut out by trimming. This trimming may be performed at the stage of the material before the bending process, or may be performed simultaneously with the bending process, before or after the bending process, or simultaneously with or before the press forming of the substantially L-shaped flange plate.

It is a partial perspective view of the roof reinforcement material which concerns on this invention. They are sectional drawing (a) in the vehicle body width direction which shows an example of the attachment structure to the vehicle body frame which concerns on this invention, and sectional shape (b), (c) of the roof reinforcing material in a predetermined location. It is sectional drawing (a), (b) which shows the press molding method of the roof reinforcement material which concerns on this invention, and explanatory drawing (c) of a trimming process. It is sectional drawing explaining the cross-sectional shape of the extrusion raw material used for shaping | molding of the roof reinforcement material which concerns on this invention. It is a partial perspective view of the other roof reinforcing material which concerns on this invention. It is sectional drawing explaining the cross-sectional shape of the extrusion raw material used for shaping | molding of the roof reinforcement material which concerns on this invention. It is sectional drawing (a) in the vehicle body width direction of the other roof reinforcement material which concerns on this invention, and sectional drawing (b), (c) in the vehicle body front-back direction in a predetermined location. It is sectional drawing (a) in the vehicle body width direction of the other roof reinforcement material which concerns on this invention, and sectional drawing (b), (c) in the vehicle body front-back direction in a predetermined location. It is sectional drawing (a) in the vehicle body width direction of the roof reinforcement material in a conventional structure, and sectional drawing (b), (c) in the vehicle body front-back direction in a predetermined location. The figure which shows the position and load direction of the closed section when a collision load is applied to the roof reinforcement in the vehicle body width direction, and the graph which shows the load characteristics at the time of collision (relationship between indentation load and indentation amount δ) (B). It is a partial perspective view of the other roof reinforcing material which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Roof reinforcement material 2 Roof panel 3 Design bead part 4 Main-body part 5 Flange board 6 L-shaped flange board 7 Mastic joint seat 13,14 Press die

Claims (3)

A main body having one or more closed cross sections extending along a vehicle roof panel and a pair of left and right flanges connected to the upper ends of both sides and spaced apart from each other in the longitudinal direction of the vehicle It is a roof reinforcing material composed of an extruded aluminum member made of a plate, wherein the flange plate is a joint surface facing the roof panel, and the flange plate is a vertical direction having a predetermined length in at least a part of the longitudinal direction. A roof for a vehicle body, which is press-molded into a substantially L-shaped cross section comprising a wall and a front-rear wall, and the height of the front-rear wall from the main body varies along the vehicle body width direction. Reinforcement. The gap between the press-molded flange plate and the roof panel is more uniform along the vehicle body width direction than in the case where the press-molding is not performed. Roof reinforcement for automobile bodies. The roof reinforcing material for an automobile body according to claim 1 or 2, wherein a seat for joining the roof panel is provided on the flange plate by press molding.

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