JP2010083247A - Method of manufacturing vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for manufacturing a vehicle body to harden a mastic sealer interposed between a roof panel and a roof reinforcement with the heat of coating and drying, the method for suppressing appearing of a thermal strain phenomenon on the surface of a panel member even if the roof panel has a larger coefficient of thermal expansion than the roof reinforcement. <P>SOLUTION: The vehicle body 1 is held in such a state that the roof reinforcement 7b is not fastened by bolts to each side roof rail 3 during the period from the coating and drying until the coating and drying finishes and the body temperature is lowered to a prescribed level, so that when the roof panel 6 shrinks, and the shrinkage force acts on the roof reinforcement 7b through the mastic sealer 9, the roof reinforcement 7b is pushed and deformed on the basis of the shrinkage force. The shrinkage force of the roof panel 6 is not used thereby in deformation of the roof panel itself 6 (formation of a projection). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a method for manufacturing an automobile body.

  In the method of manufacturing an automobile body, as shown in Patent Document 1, an aluminum roof panel is joined to a steel side roof rail, and the aluminum roof panel is joined to a joint portion between the aluminum roof panel and the side roof rail. In this method, a bead is formed to suppress distortion deformation due to a difference in thermal expansion during baking in the electrodeposition coating process.

By the way, the vehicle body structure is joined to a pair of vehicle body base members so as to straddle the panel member, and a reinforcement is attached to the inner surface of the panel member with a gap between the panel member and the reinforcement. There is a structural portion where an adhesive is interposed in the gap between the two and the two are bonded to each other, and each vehicle body base member and the reinforcement are bolted (bolted). For example, in the roof structure, as shown in FIG. 8 to be described later, a roof panel 6 as a panel member is joined to a side roof rail 3 as a pair of left and right vehicle body base members (reference W is a welded portion). A roof reinforcement 7 is attached to the inner surface of the roof panel 6 with a gap 8 therebetween, and a mastic sealer 9 as an adhesive is interposed between the roof panel 6 and the roof reinforcement 7, 7 and the side roof rails 3 and the roof reinforcement 7 are bolted by bolts 21.
Thereby, based on the fact that the adhesive (mastic sealer 9) is interposed between the panel member (roof panel 6) and the reinforcement (roof reinforcement 7), the stiffness of the panel member (dent resistance) In addition, the occurrence of vibration and noise can be suppressed, and furthermore, the impact force at the time of collision acting on the vehicle body base member can be reduced by bolting the side roof rails 3 and the roof reinforcement 7. Can escape to the ment.

  Such a vehicle body structure is manufactured as follows in order to effectively use the heat of the paint drying process. That is, before the painting and painting drying process, the vehicle body base member, the panel member, and the reinforcement are assembled as described above in order to set the vehicle body state to the predetermined vehicle body state. An uncured adhesive is interposed between the force and the force. Then, the vehicle body is transported to a painting and painting drying process, and the adhesive is cured by utilizing heat in the painting and drying process. Thereby, the panel member and the reinforcement are connected via the adhesive.

Recently, it is desired to reduce the weight of the vehicle body. From this point of view, the panel member also tends to use a light material (low specific gravity).
JP 2005-119777 A

However, a light material (low specific gravity, such as aluminum or aluminum alloy) used as a panel member has a coefficient of thermal expansion that is generally the heat of a reinforcement (for example, steel) attached to the inner surface of the panel member. When a material having a larger thermal expansion coefficient than that of the expansion coefficient is used for the panel member and heat is applied in the above-described coating drying process, heat based on the thermal expansion coefficient of the panel member and the reinforcement is applied. The expansion of the adhesive may cause breakage of the adhesive (adhesive shortage), and thermal distortion may occur in the panel member due to shrinkage after thermal expansion.
That is, when the paint drying is finished and the panel member or the like starts to contract, the panel member presses the reinforcement via the adhesive based on the difference in contraction speed between the panel member and the reinforcement. When the reinforcement is strengthened by bolting to the vehicle body base member, the pressing force is suppressed from being used for deformation of the reinforcement and acts on the panel member itself. As a result, convex portions (deformed portions) having a large protruding amount are locally formed on the panel member, and the smoothness of the panel member surface tends to be greatly reduced.

  The present invention has been made in view of the above circumstances, and the technical problem thereof is a method for manufacturing an automobile body in which an adhesive interposed between a panel member and reinforcement is cured by heat of paint drying. Even if the panel member has a thermal expansion coefficient larger than the thermal expansion coefficient of the reinforcement, it is to suppress the occurrence of the thermal strain phenomenon on the panel member surface as much as possible.

In order to achieve the technical problem, in the present invention (the invention according to claim 1),
Reinforcement and a panel member having a specific gravity lower than that of the reinforcement and a coefficient of thermal expansion are prepared, and before the vehicle body is painted and dried, the state of the vehicle body is The panel member is joined so as to straddle a pair of vehicle body base members, the reinforcement is disposed on the inner surface side of the panel member with a gap, and between the panel member and the reinforcement After satisfying the condition that an adhesive is interposed in the gap, and that each vehicle body base member and the reinforcement can be bolted, the vehicle body is painted and dried. In the manufacturing method of the automobile body, the adhesive is cured by the heat of the paint drying,
The vehicle body is in a non-bolted state between each vehicle body base member and the reinforcement until the temperature of the vehicle body drops to a predetermined temperature from the time of the paint drying to the time when the paint drying is finished.
After the vehicle body is lowered to a predetermined temperature, each vehicle body base member and the reinforcement are in a bolted state. The preferred embodiment of claim 1 is as described in claim 2 and the following.

According to the first aspect of the present invention, the state of the vehicle body is changed between the vehicle body base member and the reinforcement from the time of the paint drying until the temperature of the vehicle body drops to a predetermined temperature after the completion of the paint drying. Since the panel member is thermally expanded due to the paint drying due to the non-bolted state, the panel member contracts and the contracting force acts on the reinforcement via the adhesive. The reinforcement is deformed, and the contraction force is used for deformation of the reinforcement, and is suppressed from being used for deforming the panel member (forming a convex portion). For this reason, even if a panel member has a thermal expansion coefficient larger than the thermal expansion coefficient of reinforcement, it can suppress that a thermal-strain phenomenon appears on the panel member surface as much as possible.
In addition, after the vehicle body is lowered to a predetermined temperature, the vehicle body state is set to the bolted state for each vehicle body base member and reinforcement, so even if the impact force at the time of collision acts on the vehicle body base member after completion. , It is possible to ensure that the impact force is released (transmitted) to the reinforcement.

  According to the second aspect of the present invention, after the vehicle body is lowered to a predetermined temperature, each vehicle body base member and the reinforcement are brought into a bolted state, whereby the reinforcement is directly applied to each vehicle body base member. Since it is to be bolted, the same effect as that of the first aspect can be obtained with a specific mode.

  According to the third aspect of the present invention, after the vehicle body is lowered to the predetermined temperature, each vehicle body base member and the reinforcement are bolted to each other using the load transmission member. Is bolted to the vehicle body base member, and the other end side of the load transmission member is bolted to the reinforcement, so that the same effect as in the first aspect can be obtained with a specific mode. .

  According to the invention of claim 4, since the reinforcement is made of steel and the panel member is made of aluminum or aluminum alloy, specifically, the panel member is made of reinforcement. Even if it has a thermal expansion coefficient larger than the thermal expansion coefficient, it can be suppressed as much as possible that the uneven heat distortion phenomenon appears on the surface of the panel member.

  According to the invention of claim 5, since the panel member is applied to at least one of the roof panel, the lid panel, the fender panel, and the door panel, even when applied to a panel member suitable for implementation, The same effect as that of claim 1 can be obtained.

  According to the sixth aspect of the present invention, when the panel member is a roof panel, the reinforcement is a roof reinforcement near the center pillar located approximately in the center in the front-rear direction of the vehicle compartment. As a countermeasure, the roof reinforcement near the center pillar and the vehicle body base member tend to be bolted (transmission of impact force to the roof reinforcement), and heat is applied to the roof panel above the roof reinforcement. In this case, distortion (convex part) is likely to occur. In this case, the center of each vehicle body base member and the center of the vehicle body are kept from the time of painting and drying until the temperature of the vehicle body drops to a predetermined temperature. The roof reinforcement in the vicinity of the pillar is brought into a non-bolted state, and the roof panel is uneven according to the function of claim 1 described above. That thermal distortion appears possible minimized.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the manufacturing method according to the present embodiment undergoes a vehicle body assembly process, a painting process, a painting drying process, and a bolt tightening process.

  In the vehicle body assembly process, the vehicle body is assembled in a predetermined vehicle body state before the painting process. Specifically, the predetermined vehicle body state will be described. As shown in FIG. 2, the vehicle body 1 has a pair of left and right vehicle body side portions 2. Each of the vehicle body side portions 2 has a side roof rail 3 as a vehicle body base member at each upper portion thereof. The B pillar (center pillar) PB is joined to the pair of left and right side roof rails 3 so as to extend downward at a substantially intermediate position in the front-rear direction of the passenger compartment. The pair of left and right side roof rails 3 are attached so that the front header 4 straddles at the front part thereof, and the rear header 5 is attached to the rear part of the pair of left and right side roof rails 3.

  As shown in FIGS. 4 and 5, each of the pair of left and right side roof rails 3 constitutes a closed section 12 by a steel outer panel (side outer panel) 10 and an inner panel (side roof inner) 11. The vehicle extends in the longitudinal direction. The outer panel 10 and the inner panel 11 respectively have a pair of joint portions (flange portions) 10a, 10b, 11a, 11b with a vertical arrangement relationship. The upper joint portions 10a and 11a of the outer panel 10 and the inner panel 11 project substantially horizontally toward the inside in the vehicle width direction, and the upper joint portion 10a of the outer panel 10 is the upper joint portion of the inner panel 11. It protrudes inward in the vehicle width direction from 11a. The lower joint portions 10b and 11b of the outer panel 10 and the inner panel 11 extend in a state of being inclined outwardly in the vehicle width direction toward the lower side, and both the joint portions 10b and 11b are disposed to face each other. ing. A steel reinforcement 13 is disposed between the outer panel 10 and the inner panel 11 so as to bisect a closed section 12 formed by the panels 10 and 11. As shown in FIG. 4, the one end side 13 a of the reinforcement 13 is separated from the vicinity of the B pillar PB in the longitudinal direction of the vehicle body, as shown in FIG. 4, and the upper joint portion 10 a of the outer panel 10 and the upper joint portion 11 a of the inner panel 11. 5 and extends to a position facing the upper joint portion 10a of the outer panel 10, and in the vicinity of the B pillar PB, as shown in FIG. It extends further inward in the vehicle width direction than in the case of FIG. The upper joint portion 10a of the outer panel 10 and the upper joint portion 11a of the inner panel 11 are joined to the reinforcement 13 by welding in a state of being shifted in the vehicle width direction (hereinafter, the welded portion is the other part). (Indicated by the symbol W). On the other hand, the other end side of the reinforcement 13 extends to a position facing the lower joint portions 10b, 11b of the outer panel 10 and the inner panel 11, where the three parties 13, 10b, 11b are welded. Is integrated.

  On the front header 4, the rear header 5, and the pair of left and right side roof rails 3, as shown in FIGS. 2, 4, and 5, a roof panel 6 made of aluminum or aluminum alloy (hereinafter, aluminum) is used as a panel member. Is arranged. The roof panel 6 includes joint portions (flange portions) 6a that protrude outward in the vehicle width direction on both side portions thereof, standing wall portions 6b that rise upward from the inner side of the joint portions 6a, And a roof panel main body portion 6c for connecting both the standing wall portions 6b and 6b with a curved state protruding upward. A front portion of the roof panel 6 is attached to the front header 4, a rear portion of the roof panel 6 is attached to the rear header 5, and both side portions of the roof panel 6 are attached to the pair of left and right side roof rails 3. Among them, with respect to both side portions of the roof panel 6, the joint portions 6 a on the respective side portions are joined to the joint portions 10 a of the outer panel 10 in each side roof rail 3 by welding from above, and this joining (welding) The welding at the time of joining the joint portion 10a of the outer panel 10 and the reinforcement 13 is used (see FIGS. 4 and 5).

  As shown in FIGS. 2, 4, and 5, first to fourth roof reinforcements 7 a to 7 d (7 is used as a representative symbol) extend in the vehicle width direction on the inner surface side of the roof panel 6. Are arranged. Specifically, the first roof reinforcement 7a is disposed between the front header 4 and the B pillar PB, and the second roof reinforcement 7b is disposed near (in the vicinity of) the B pillar PB. , 4 reinforcements are sequentially arranged between the B pillar PB and the rear header 5 at intervals toward the rear of the vehicle body. In the present embodiment, steel (made of steel plate) is used as the first to fourth roof reinforcements. Each roof reinforcement 7 is spanned between both joints 6 a of the roof panel 6, and each end of each roof reinforcement 7 is welded to the lower surface of the joint 6 a of the roof panel 6. It is joined. Each roof reinforcement 7 is bent so as to form a stepped portion 14 on the inner side in the vehicle width direction from the upright wall portion 6b of the roof panel 6 and then inward in the vehicle width direction with a substantially horizontal state. A predetermined gap (for example, about 4 mm) 8 is formed between each roof reinforcement 7 and the roof panel 6 on the inner side in the vehicle width direction than the step portion 14. As shown in FIGS. 3, 4 and 5, a plurality of mastic sealers 9 are disposed as adhesives in a predetermined gap 8 between each roof reinforcement 7 and the roof panel 6 (see FIG. 3 is shown with the roof panel 6 removed, and only one mastic sealer 9 is shown in FIGS. Each of the mastic sealers 9 is foamed and cured by applying heat, and has a function of connecting the inner surface of the roof panel 6 and the roof reinforcement 7. In the assembling process), each mastic sealer 9 is not yet cured.

  As shown in FIG. 5, one end side of a reinforcement 13 that is an element of the side roof rail 3 is extended to the lower surface side of the second roof reinforcement 7 b. The reinforcement 13 is disposed along the lower surface of the second roof reinforcement 7b, and a long hole 20 is formed at the end thereof. On the other hand, a mounting bolt 21 is previously attached to the second roof reinforcement 7b in an upper region of the long hole 20, and the shaft portion 21a projects toward the lower surface side of the second roof reinforcement 7b. ing. A shaft portion 21a of the mounting bolt 21 extends downward through the long hole 20 of the reinforcement 13, and a nut is not screwed to the shaft portion 21a in this assembly stage. The reinforcement 13 and the second roof reinforcement 7b are not bolted. Therefore, at this time, the second roof reinforcement 7b uses the joint 6a of the roof panel 6 as a fulcrum, regardless of the presence of the reinforcement 13, like the other roof reinforcements 7a, 7c, 7d. The situation is relatively easy to deform.

  When the vehicle body 1 is brought into the predetermined vehicle body state in the vehicle body assembly process, the vehicle body 1 is sequentially conveyed to the painting process and the paint drying process. In the present embodiment, electrodeposition coating is performed on the vehicle body 1 in the present embodiment, and the coating film is dried in the coating drying step. In the paint drying process, in addition to drying the coating film, the heat is used for curing each mastic sealer 9 in order to effectively use the heat of the paint drying process. Accordingly, each mastic sealer 9 is foamed and hardened, and the roof panel 6 and each roof reinforcement 7 are connected via each mastic sealer 9.

On the other hand, in the paint drying process, heat in the process is simultaneously applied to the roof panel 6 and each roof reinforcement 7, and the roof panel 6 and each roof reinforcement 7 are Based on each coefficient of thermal expansion, it thermally expands upward. This thermal expansion is also completed as the car body finishes drying the paint, and thereafter, the car body temperature starts to drop and the roof panel 6 starts to shrink downward. Since the contraction of the roof panel 6 is faster than the downward contraction of each roof reinforcement 7, the roof panel 6 pushes the roof reinforcement 7 through the mastic sealer 9 based on the contraction. .
However, at this time, although one end side of the reinforcement 13 in the side roof rail 3 is located below the roof reinforcement 7b, they are not bolted by the bolt 21, and the roof panel 6 is contracted. When the second roof reinforcement 7b is pushed through the mastic sealer 9 based on the above, the second roof reinforcement 7b is deformed downward (bends). For this reason, the pressing force based on the contraction of the roof panel 6 is used to deform the second roof reinforcement 7b, and is suppressed from being used to deform the roof panel 6 itself. As a result, even when the roof panel 6 or the like is lowered to a predetermined temperature after coating and drying, a thermal strain phenomenon in which a convex portion is formed on the surface of the roof panel 6 in the upper region of the second roof reinforcement 7b appears. Is suppressed.

  The first, third, and fourth roof reinforcements 7a, 7c, and 7d other than the second roof reinforcement 7b are configured to be joined only to the joint portion 6a of the roof panel 6. The one end side of the reinforcement 13 does not even exist below the roof reinforcements 7a, 7c, 7d (see FIG. 4), and the first, third, and fourth roof reinforcements 7a, 7c. In the roof panel 6 in the upper region of 7d, the thermal strain phenomenon does not become a problem.

FIG. 6 shows the heat of the roof panel 6 when the aluminum roof panel 6, the steel roof reinforcement 7, etc. are heated to 180 degrees (assuming coating drying) and then lowered to a predetermined temperature (for example, 15 ° C.). The strain state (convex state) is shown in a plane with contour lines. Of course, in this case, the second roof reinforcement 7b is not bolted to the side roof rail 3 (state shown in FIG. 5). According to the result of FIG. 6, the roof panel 6 in the upper region of the first, third, and fourth roof reinforcements 7a, 7c, and 7d is not formed with a conspicuous convex portion, and the second Even in the roof panel 6 in the upper region of the roof reinforcement 7b, the convex portion was 1.2 mm (measured amount of swell at a pitch of 12.5 mm) (circled in FIG. 6). Area reference).
On the other hand, FIG. 7 differs from FIG. 6 in that the second roof reinforcement 7b is applied to the reinforcement 13 of the side roof rail 3 before heating the roof panel 6, the steel roof reinforcement 7, and the like. Are bolted with bolts 21, and the thermal strain state of the roof panel 6 is examined. According to this, the protrusion formation state (thermal strain state) of the roof panel 6 in the upper region of the first, third, and fourth roof reinforcements 7a, 7c, and 7d was not much different from the case of FIG. However, in the roof panel 6 in the upper region of the second roof reinforcement 7b, a convex portion of 2.2 mm was formed. This is probably because the deformation of the second roof reinforcement 7b is suppressed when the roof panel contracts by bolting the second roof reinforcement 7b to the reinforcement 13 of the side roof rail 3. In FIG. 7, a region surrounded by a circle indicates a roof panel portion on the second roof reinforcement 7b.

  In the paint drying process, the adhesive 9 may break (adhesive shortage) based on the difference in thermal expansion coefficient between the roof panel 6 and the roof reinforcements 7a to 7d. Based on experiments, in the second roof reinforcement 7b to which the present invention is applied, the adhesive 9 does not break so much and the adhesive in the first, third, and fourth roof reinforcements 7a, 7c, and 7d. It has been found that 9 breaks tend to occur. For this reason, the first, third, and fourth roof reinforcements 7a, 7c, and 7d other than the second roof reinforcement 7b may be made of aluminum or the like having a higher coefficient of thermal expansion than steel. preferable. It is because it is thought that the followability with respect to the thermal expansion of the roof panel 6 can be improved.

When the paint drying process is completed, as shown in FIG. 8, the nut 22 is screwed into the shaft portion 21 a of the bolt 21 protruding from the long hole 20 of the reinforcement 13 of the side roof rail 3. The roof reinforcement 7b is bolted. As a result, the reinforcement 13, the roof reinforcement 7 b, the roof panel 6 (joint portion 6 a) and the like form a kind of structure, and a collision load at the time of a vehicle body side collision acts on the side roof rail 3. Even so, it can escape not only to the B pillar PB but also to the roof reinforcement 7b, thereby strengthening the vehicle body side collision countermeasure.
By ending the above steps, the steps related to the present embodiment for the vehicle body 1 are completed.

  FIG. 9 shows a second embodiment. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted.

In the second embodiment shown in FIG. 9, the second roof reinforcement 7b is not directly on the side roof rail 3, but a gusset 23 as a load transmitting member is interposed between the two roof rails 7b and 3, so that the gusset 23 and the second roof The roof reinforcement 7b, the side roof rail 3 and the gusset 23 can be bolted by bolts 24, respectively. In the second embodiment, the gusset 23 is attached to one end side of the gusset 23 by the bolt 24 only on the side roof rail 3 before painting and drying, and the other end side of the gusset 23 is attached to the second roof reinforcement 7b. It cannot be installed. Thereby, as in the first embodiment, the formation of convex portions (thermal strain) on the surface of the roof panel 6 is suppressed. Of course, after that, when the vehicle body temperature drops to a predetermined temperature, the other end side of the gusset 23 is bolted to the second roof reinforcement 7b by the bolt 24, thereby strengthening the vehicle body side collision countermeasure.
In FIG. 9, reference numeral 25 is a mounting hole formed in the gusset 23 for inserting the bolt 24, and 26 is a long mounting hole formed in the gusset 23 for inserting the bolt 24.

Although the embodiments have been described above, the present invention includes the following aspects.
(1) The material of the panel member (roof panel 6) and the reinforcement (roof reinforcement 7) is such that the coefficient of thermal expansion of the panel member (roof panel 6) is the thermal expansion of the reinforcement (roof reinforcement 7). The panel member (roof panel 6) is made of aluminum or aluminum alloy, and the reinforcement (roof reinforcement 7) is not made of steel.
(2) The panel member of the present invention is applied not only to the roof panel 6 but also to a lid panel, a fender panel, a door panel, and the like.

Process drawing which shows the manufacturing process of the vehicle body by which the manufacturing method of this invention is implemented. Explanatory drawing explaining the predetermined vehicle body state which concerns on 1st Embodiment. Explanatory drawing explaining arrangement | positioning of the mastic sealer on a roof reinforcement. The figure which shows the vehicle body cross section in the 1st, 3rd, 4th roof reinforcement position. The figure which shows the vehicle body cross section in the 2nd roof reinforcement position. Explanatory drawing explaining the thermal strain of the roof panel in 1st Embodiment planarly with a contour line. Explanatory drawing explaining the thermal distortion of a roof panel planarly with a contour line at the time of performing paint drying etc. in the state which bolted the side roof rail and the 2nd roof reinforcement. The figure which shows the state by which the side roof rail and the 2nd roof reinforcement were bolted after the paint drying. Explanatory drawing explaining 2nd Embodiment.

Explanation of symbols

1 Car body 3 Side roof rail (car body base member)
6 Roof panel (panel member)
7 (7a, 7b, 7c, 7d) Roof Reinforcement (Rainforce)
8 Clearance 9 Mastic sealer (adhesive)
21 Mounting bolt 22 Nut 23 Gusset (load transmission member)
24 volts

Claims (6)

Reinforcement and a panel member having a specific gravity lower than that of the reinforcement and a coefficient of thermal expansion are prepared, and before the vehicle body is painted and dried, the state of the vehicle body is The panel member is joined so as to straddle a pair of vehicle body base members, the reinforcement is disposed on the inner surface side of the panel member with a gap, and between the panel member and the reinforcement After satisfying the condition that an adhesive is interposed in the gap, and that each vehicle body base member and the reinforcement can be bolted, the vehicle body is painted and dried. In the manufacturing method of the automobile body, the adhesive is cured by the heat of the paint drying,
The vehicle body is in a non-bolted state between each vehicle body base member and the reinforcement until the temperature of the vehicle body drops to a predetermined temperature from the time of the paint drying to the time when the paint drying is finished.
After the vehicle body is lowered to a predetermined temperature, the vehicle body base member and the reinforcement are in a bolted state.
A method of manufacturing an automobile body. In claim 1,
After the vehicle body is lowered to a predetermined temperature, the vehicle body base member and the reinforcement are bolted, and the reinforcement is bolted directly to the vehicle body base member. Is,
A method of manufacturing an automobile body. In claim 1,
After the vehicle body is lowered to a predetermined temperature, the vehicle body base member and the reinforcement are set in a bolted state by using a load transmission member, and one end side of the load transmission member is connected to the vehicle body base member. Bolting, and bolting the other end of the load transmitting member to the reinforcement,
A method of manufacturing an automobile body. In any one of Claims 1-3,
The reinforcement is made of steel,
The panel member is made of aluminum or aluminum alloy,
A method of manufacturing an automobile body. In any one of Claims 1-4,
The panel member is applied to at least one of a roof panel, a lid panel, a fender panel, and a door panel.
A method of manufacturing an automobile body. In claim 5,
When the panel member is a roof panel, the reinforcement is a roof reinforcement in the vicinity of a center pillar located approximately in the center in the front-rear direction of the passenger compartment.
A method of manufacturing an automobile body.