JP2012214112A - Automobile roof panel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an installation structure of an aluminum alloy roof panel to a steel side panel, for comprehensively restraining deformation such as damage, port opening deformation and dislocation deformation of a resin joining part of a flange of the roof panel when a heat load is caused.SOLUTION: Recessed-shaped step parts 2 and 3 having respectively vertical walls 2a and 3a are respectively mutually correspondingly arranged on the mutual flanges 1c and 6c of the aluminum alloy roof panel 1 and the steel side panel 6 in an automobile vehicle body, and a roof panel 1 side recessed-shaped step part 2 is superposed on the corresponding side member outer panel 6 side recessed-shaped step part 3 so that the vertical wall 3a in the side member outer panel 6 side recessed-shaped step part 3 supports the vertical wall 2a in the roof panel 1 side recessed-shaped step part 2 from the outside in the vehicle width direction, and the mutual flanges 1c and 6c are mutually joined thereafter.

Description

  The present invention relates to a structure for attaching an aluminum alloy roof panel to a steel side panel in an automobile body.

  In order to improve the running performance and operability of the automobile, it is effective to reduce the weight of the upper part of the automobile body. The upper car body structure is a roof (roof) panel, a roof reinforcement such as a header panel and roof panel reinforcement, and a side panel outer as a side panel (also called a roof side outer panel or a side member outer panel) , Roof side rails, side panel inners (also referred to as roof side inner panels or side member inner panels).

  In order to reduce the weight of these upper car body structures, it is effective to use an aluminum alloy material instead of the steel materials conventionally used for each of the upper structure constituent members.

  However, when an aluminum alloy material is used for all the upper car body structures of an automobile, it becomes difficult to ensure the rigidity of the car body at the time of a car body collision. In addition, since aluminum alloy materials are harder to form than steel materials, when all aluminum alloy materials are used for the components of the upper car body structure, it is difficult to form the members and assemble the car body compared to steel materials. There is also.

  For this reason, it is more reasonable to use an aluminum alloy material as a composite structure (hybrid structure) in which the structural members of other automobile upper body structures are made of steel, with the use of aluminum panels being limited. Even when the automobile upper body structure is a composite structure with such a steel material, the weight reduction effect of the upper body structure by using the aluminum alloy material is greater than when all the steel material is used.

  In this regard, conventionally, replacement or replacement of steel roof panels with lighter aluminum alloy panels has been proposed or applied (see, for example, Patent Documents 1, 2, and 3). When an aluminum alloy is applied to the roof panel, there is an advantage that the heat shielding property of the invasion heat amount due to solar radiation can be enhanced (for example, see Patent Document 4).

  However, when an aluminum alloy panel is applied to the roof panel of an automobile, it is a combination of dissimilar metals, so there is a measure against electric corrosion (corrosion caused by potential difference) that occurs between the aluminum alloy and steel. Necessary.

  As a joining means such as flanges between the roof panel and the side member outer panel, a combination of a normal steel roof panel and a steel side panel, or a combination of an aluminum alloy roof panel and an aluminum alloy side panel, In the case of a combination of the same kind of metals, spot welding is generally used from the viewpoint of the efficiency of the joint construction.

  However, in the combination of dissimilar metals such as the aluminum alloy roof panel and the steel side panel, which are the subject of the present invention, the electric power between the aluminum alloy and the steel can be obtained only by such spot welding or mechanical joining means. Eating occurs. For this reason, adhesive resin is often used mainly for joining the aluminum alloy roof panel and the steel side member outer for the purpose of countermeasures against electrolytic corrosion between different materials and improvement of joining strength. Specifically, a thermosetting (thermosetting) adhesive resin for structure is applied and interposed between the flanges for joining both the entire or partial wide area, and this is applied to the automobile body. These flanges are joined to each other by being heat-cured in the baking and painting process of the vehicle body after assembly.

  In order to supplement the bonding strength of the thermosetting adhesive resin, SPR = self-piercing rivet or mechanical fastening means such as a bolt is often applied. Further, in addition to or instead of these mechanical fastening means, a welding joint (spot welding or the like) may be applied.

  However, when such a thermosetting adhesive resin is joined, the problem of heat distortion in the aluminum alloy roof panel is particularly apparent. When the roof panel is made of an aluminum alloy as in the present invention, the aluminum alloy roof panel and the steel side panels (side member outer panel, side member inner panel, roof side rail) have a large linear expansion coefficient. Wrong. As is well known, the linear expansion coefficient of an aluminum alloy is about twice that of steel. As a result, when the vehicle body is heated to a high temperature, the aluminum alloy roof panel and the steel side panel differ in the amount of deformation due to heat, and a large expansion deformation (thermal strain) occurs on the side of the aluminum alloy roof panel. ) Occurs.

  In particular, in an aluminum alloy roof panel that has a large area and is thinned to 2.0 mm or less in order to reduce weight in a large vehicle or the like, 170 to 180 ° C. × 20 in the baking painting process of the car body after the car body is assembled. Large expansion deformation (thermal strain) is also caused by heat treatment at a relatively low temperature under conditions such as ˜30 minutes.

  When such an expansion deformation (thermal strain) is greatly generated in the aluminum alloy roof panel, the aluminum alloy roof panel heats the steel side panel so as to spread outward in the vehicle width direction. Occurs. Such thermal deformation occurs during the baking and painting process (heating furnace) of the automobile body as described above, and the above-described thermosetting resin for bonding is also in an uncured state. The bonding strength cannot be relied upon at all.

  For this reason, the thermal load, that is, the load applied by the thermal deformation, is not limited to the resin-bonded portion, but only at a relatively small number of the above-mentioned or a mechanically-joined portion such as a welded joint portion or SPR bolt with a large interval. It will be borne locally. As a result, there is a high possibility that these welded joints and parts such as bolts that do not have mechanical joints and are joined by the thermosetting resin will be damaged without being able to withstand the thermal load.

  Moreover, when the said thermal load of a roof panel is large, the surface distortion amount which arises in the attachment part of the flange of a roof panel side edge part also becomes large. For this reason, deformation that causes a mouth opening portion between the joints at the flange mounting portion occurs, or the position of the flange itself shifts more outward in the vehicle width direction than the original design position. The “deformation deformation” will occur. If such deformation occurs after the automobile body is assembled, the design and sealing properties (watertightness) of the roof panel and, in turn, the commercial value of the vehicle body are greatly hindered.

  By the way, when the roof panel and the side panel are made of widely used steel, the thermal expansion coefficient and thermal expansion amount are the same as each other. These joints are not damaged, broken or peeled off. Further, neither “opening deformation” nor “displacement deformation” of the flange described above occurs. Therefore, such a problem is a peculiar problem when attaching an aluminum alloy roof panel to a steel side panel.

  Conventionally, various countermeasures against heat distortion of such an aluminum alloy roof panel have been proposed. For example, a bead (groove) is provided on the side edge of the roof panel to increase the rigidity of the aluminum alloy roof panel and to prevent expansion deformation. However, even if such a bead is provided, the thermal load itself acting on the joint between the flanges of the roof panel and the side panel cannot be reduced. For this reason, in the joining method using the thermosetting resin between the flanges of the aluminum alloy roof panel and the steel side panel, the above-described problem that the joining portion by the resin is damaged by a thermal load cannot be solved. Further, the above-described “opening deformation” and “displacement deformation” of the flange cannot be effectively prevented. In addition, there is a restriction that causes a design change of the roof panel shape, which is important in the design of the automobile.

  Moreover, a roof side rail is comprised from the aluminum alloy hollow shape material, and a mutual linear expansion coefficient is made the same by joining a roof panel and a roof side rail as aluminum alloys. This prevents a large strain from being generated on the side of the aluminum alloy roof panel having a low buckling strength due to the difference in coefficient of linear expansion with the steel material, so that the attachment portion on the side edge of the roof panel is connected between the joint points. It has been proposed to prevent the occurrence of deformation such as an open portion (Patent Document 5). However, this method cannot solve the problem of deformation due to the difference in linear expansion coefficient with the steel side panels (side member outer panel 6 and side member inner panel 7). And it cannot apply to the existing steel side panel used widely made of steel including a roof side rail.

  Further, Patent Documents 6 and 7 propose a method for absorbing thermal expansion and contraction and thermal deformation of an aluminum alloy roof panel. In Patent Document 6, the resin for bonding at the attachment portion between the roof panel flange and the roof side rail or the side member outer panel is bonded relatively softly as a heat-foaming type resin that is foamed by heating. This absorbs thermal expansion and contraction and thermal deformation generated on the aluminum alloy roof panel side. Patent Document 7 tries to absorb thermal expansion and contraction and thermal deformation of an aluminum alloy roof panel by providing a portion having low rigidity on a steel side panel.

  However, even with such a method, the thermal load itself acting on the joint between the flanges of the roof panel and the side panel cannot be reduced. For this reason, in the joining method using the thermosetting resin between the flanges of the aluminum alloy roof panel and the steel side panel, the above-described problem that the joining portion by the resin is damaged by a thermal load cannot be solved. Further, the above-described “opening deformation” and “displacement deformation” of the flange cannot be effectively prevented.

  Furthermore, when the expansion deformation (thermal strain) of the roof panel made of aluminum alloy occurs, while suppressing the partial deformation in the vertical direction of the vehicle body side design surface in the roof panel, to maintain the design of the roof panel, In addition, a roof panel that suppresses deformation of the attachment portion at the side edge of the roof panel has also been proposed by the present applicant (Patent Documents 8 and 9).

  In Patent Document 8, in a structure in which an aluminum alloy roof panel is attached to a steel side member outer panel, when the side edge portion of the roof panel and the upper end portion of the side member outer panel are joined by rivets or bolts, shear strength is obtained. They are joined via a soft resin layer that has a tensile shear strength of 2 MPa or less according to the test method specified in JIS K6850.

  Further, in Patent Documents 9 and 10, the side surface side of the vehicle body of the aluminum alloy roof panel is bent into an L shape to form a side edge portion including a substantially vertical standing wall and a flat flange that follows the vertical wall. In addition, a plurality of convex beads extending upward in the longitudinal direction of the vehicle body are provided integrally with a gap therebetween, leaving a flat portion on the outer side of the vehicle body side, and the convexity of the flange. The flat part other than the bead of the mold is joined to the vehicle upper body structure. The convex bead suppresses vertical deformation due to expansion deformation of the roof panel design surface, and maintains the design of the roof panel.

JP-A-7-132855 Japanese Unexamined Patent Publication No. 2004-17682 JP 2003-341547 A Japanese Patent Laid-Open No. 2002-234460 JP 2004-130985 A JP 2004-130986 JP Japanese Patent No. 4228552 Japanese Patent No. 4317352 Japanese Patent No. 4438520 JP 2008-195244 JP

  Certainly, according to these Patent Documents 7 and 8, the design of the roof panel can be maintained by suppressing the partial deformation of the design surface of the vehicle body side surface of the roof panel in the vertical direction. Deformation such as opening is also suppressed.

  However, even if these measures are taken, the expansion deformation (thermal strain) of the roof panel is large, and the above-described thermal deformation = the thermal load is large. When the curable resin is in an uncured state, the above-described breakage of the resin joint portion of the roof panel flange and displacement deformation of the flange itself cannot be easily suppressed. Such breakage of the resin joint portion of the roof panel flange and displacement deformation of the flange itself greatly reduce the design and sealing performance (watertightness) of the roof panel, and consequently the commercial value of the vehicle body.

  Accordingly, an object of the present invention is to provide an aluminum alloy that comprehensively (pushing) the deformation of the resin joint portion of the flange of the roof panel and deformation such as opening deformation and displacement deformation when the thermal load occurs. It is intended to provide a structure for attaching a roof panel to a steel side panel.

  To achieve this object, the gist of the aluminum alloy roof panel mounting structure according to the present invention is a mounting structure for mounting an aluminum alloy roof panel on a steel side panel in an automobile body, wherein the roof panel has a vehicle width. The side members of the side member outer panel in the vehicle width direction on both sides in the vehicle width direction and on the both sides in the vehicle width direction are formed by bending both ends in the direction to constitute side edges composed of the standing wall and the flat flange that follows the vertical wall. The inner edge is also bent to form a side edge consisting of a standing wall and a flat flange that follows this, and each of the flanges has a concave step having a standing wall, and each of the concave steps corresponds to each other. Are formed integrally so as to extend in the vehicle width direction and the vehicle body front-rear direction. The concave step on the roof panel side corresponds to the corresponding concave step on the side member outer panel so that the vertical wall in the step supports the vertical wall in the concave step on the roof panel side from the outside in the vehicle width direction. It is that the flanges are joined to each other on top of each other.

  In the above summary, the height of the standing wall at the concave step portion on the side member outer panel side and the height of the standing wall at the concave step portion on the roof panel side are 1.2 times to 3.-3 times the plate thickness of the roof panel. It is preferable to limit the height to a range of 0 times. Further, the extending direction of the wall surface of the standing wall in the concave step portion on the side member outer panel side, which supports the standing wall in the concave step portion on the roof panel side from the outside in the vehicle width direction, is limited. Furthermore, it is preferable to limit the direction to the direction of the thermal load from the roof panel or the direction of displacement deformation due to thermal expansion of the roof panel in the baking painting process of the automobile body. The side member outer panel side corresponding to the concave step portion on the roof panel side in a state where the standing wall in the concave step portion on the side member outer panel side and the standing wall in the concave step portion on the roof panel side are in contact with each other. It is preferable to overlap the concave step portion.

  In addition, a plurality of concave stepped portions on the side member outer panel side and a concave stepped portion on the roof panel side are arranged at intervals across the longitudinal direction of the vehicle body of each flange, or the vehicle body of the flange It is preferable to limit it so that it is formed in a bowl shape extending integrally in the front-rear direction. Moreover, it is preferable to limit so that the flange of the said aluminum alloy roof panel and the flange of the said side member outer panel may be joined by the thermosetting type adhesive resin. Further, in addition to the side member outer panel, a flat flange provided on the inner side in the vehicle width direction of the roof side rail constituting the steel side panel, or a side member inner constituting the steel side panel. Also on the flat flange provided on the inner side in the vehicle width direction of the panel, a concave stepped portion having a standing wall is formed on each of the flanges at positions and sizes corresponding to the concave stepped portion on the side member outer panel side. It is preferable that they are integrally formed by molding, and these concave stepped portions are limited so as to be superimposed on the concave stepped portions of the side member outer panel from below.

  In the present invention, concave step portions having standing walls are provided on both the flange of the aluminum alloy roof panel and the flange of the side member outer panel of the steel side panel so that the step portions correspond to each other. Further, the concave step portion on the roof panel side is arranged so that the standing wall in the concave step portion on the side member outer panel side supports the standing wall in the concave step portion on the roof panel side from the outside in the vehicle width direction. It is superimposed on the concave step on the side member outer panel side.

  By configuring in this way, the standing wall (wall surface) in the concave step portion on the side member outer panel side is different from the standing wall in the concave step portion on the roof panel side in the direction in which the thermal load is applied from the roof panel or the The roof panel is supported in a direction opposite to the direction of displacement deformation due to thermal expansion of the roof panel, preferably in a direction facing the roof panel.

  Accordingly, in the baking and painting process of the automobile body, the thermal load applied from the roof panel or the displacement deformation due to the thermal expansion of the roof panel is opposed (opposite, facing), preferably the opposite direction. Can be blocked or caught. In this case, the blocking or receiving is not a narrow “point” but a wider “surface” and is not a flat plate of the steel side member outer panel or a hollow structure as a whole steel side panel. , Not rigid, elastic or elastic.

  That is, with the standing wall on the side panel of the steel side member outer panel, the thermal load transmitted from the standing wall on the roof panel side of the aluminum alloy or the load applied by the displacement deformation is handled by a wider “surface”, and it is firmly elastic or elastically It is received and further absorbed by the flexible structure (flexible elastic structure) of the side member outer panel.

  For this reason, the thermal load and displacement deformation can be absorbed elastically or elastically without locally applying a large load to the roof panel. As a result, the expansion deformation (thermal strain) of the roof panel is large, and the above-described thermal deformation = thermal load is large, and the joining thermosetting resin is not yet in the course of passing through the baking coating process. Even in the hardened state, the thermal load applied to the mounting flange of the aluminum alloy roof panel is greatly reduced, including the load on welded joints and mechanical joints such as bolts, other than resin joints. Will be suppressed. Also, the displacement deformation of the flange itself is received elastically or elastically and absorbed. As a result, it is possible to effectively suppress damage due to a local thermal load applied to the resin joint portion of the roof panel flange and displacement displacement of the position of the flange itself in the vehicle width direction.

  In addition, the concave stepped portions that overlap each other as in the present invention, the rigidity of the flange of the aluminum alloy roof panel and the flange of the side member outer panel of the steel side panel, compared to the conventional case of flat each other, Greatly improve. This rigidity improvement also has the effect of reducing the thermal load and the amount of displacement itself, and the effect of preventing buckling deformation at the time of transportation to the body assembly process after molding and assembly of both panels made of thin plates. There is also.

  Further, the concave stepped portions overlapping each other as in the present invention have a bonding strength between the aluminum alloy roof panel and the steel side member outer panel, and thus the steel side panel, as compared with the conventional case where the flanges are flat. As compared with the joining of flat flanges.

  Further, the flanges provided with the concave stepped portions are attachment portions for the constituent members of the automobile upper body structure, and are not a design surface, so that designability is not necessary. And this concave step part can be provided after ensuring the attachment part with the structural member of the motor vehicle upper body structure in these flanges, and there is no inconvenience given to the attachment of a roof panel.

  Further, such a concave stepped portion need not be particularly large or deep, and can be provided integrally and simply as an integral part of the press molding of the flanges or of the overall shape. Therefore, such a concave stepped portion is not only effective for reducing the thermal load applied to the mounting flange of the aluminum alloy roof panel which is the target, but also causes secondary problems. It is remarkably practical in that it can be easily provided.

It is a perspective view which shows one aspect | mode of this invention roof panel attachment structure. It is a perspective view which shows the other aspect of this invention roof panel attachment structure. It is AA sectional drawing of FIG. 1 or FIG. It is sectional drawing which shows the other aspect of this invention roof panel attachment structure. It is sectional drawing which shows the other aspect of this invention roof panel attachment structure. It is sectional drawing which shows the other aspect of this invention roof panel attachment structure. It is sectional drawing which shows the other aspect of this invention roof panel attachment structure. It is sectional drawing which shows the roof panel attachment structure of a comparative example. Fig. 9 (a) is a perspective view of the entire roof panel, Fig. 9 (b) is a cross-sectional view in the direction of _Ra of Fig. 9 (a), and Fig. 9 (c) is a diagram of (a). It is sectional drawing of _Rb direction. It is a perspective view of a car body. It is sectional drawing of the vehicle body front-back direction of FIG. 10 which shows the conventional roof panel attachment structure. It is a side view showing "opening deformation" of the roof flange due to thermal deformation of the roof panel. They are a plan view (a) and a cross-sectional view (b) showing “displacement deformation” of the roof flange due to thermal deformation of the roof panel.

  Hereinafter, embodiments of an automobile roof panel according to the present invention will be described with reference to the drawings. In the present invention, the panel structure other than the flange structure of the aluminum alloy roof panel and the steel side panel and the automobile upper body structure are the same as heretofore.

  That is, without greatly changing the panel structure itself, and without greatly changing the roof panel structure itself, damage to the resin joints of the flange of the roof panel when the thermal load occurs, It is an advantage of the present invention that deformation such as displacement deformation can be comprehensively suppressed.

Roof panel structure example:
First, FIG. 9 shows a structural example (representative example) of a roof panel in an automobile body that is a premise of the present invention. 9 (a) is a perspective of the entire roof panel view, R _a direction cross-sectional view of FIG. 9 (b) FIG. 9 (a), the cross-sectional view of a R _b direction in FIG. 9 (c) FIG. 9 (a) It is. In the present invention, the structure of the roof panel itself is the same as the conventional one. 9 (a) and 9 (b), the side edges of the roof panel 1 on both sides in the vehicle width direction (both sides of the vehicle body) are bent at the ends in this example. The vertical standing wall 1b extending in the vertical direction and the flat flange 1c following the vertical wall 1b.

The roof panel 1 generally has a substantially box shape shown in FIGS. 9B and 9C so as to have _a curvature R _{a in the} lateral direction of the vehicle body and _a curvature R _b in the vehicle longitudinal direction at the center of the roof panel. Designed. Then, as shown in FIG. 9 (a), additional frames and panels such as a windshield header panel 33 and a back window frame upper 34 are provided through roof reinforcements such as roof panel reinforcements 32a, 32b and 32c. It is attached to the car body side.

  A mode in which such a roof panel is attached to the automobile body is shown in FIGS. FIG. 10 is a perspective view of the automobile body 5 to which the roof panel is attached. Further, the side edge portions of both side surfaces GG and HH of the roof panel 1 in FIG. 10 are shown in a sectional view in FIG.

  As shown in FIG. 11, the roof panel 1 includes a flat flange 1 c and a portion surrounded by a dotted line in the drawing and the flat flange 6 c of the side member outer panel 6 constituting the steel side panel on both sides in the vehicle width direction. Joined at 10. At this time, normally, the flat flange 7c of the other side member inner panel 7 constituting the steel side panel and the flat flange 8c of the roof side rail 8 are also integrally joined to the flange 1c and the flange 6c.

  As is well known, the steel side panels are on both sides in the vehicle width direction (both sides of the vehicle body) and extend in the vehicle longitudinal direction. Further, the inner end portion of the side member outer panel 6 in the vehicle width direction is also bent in an L shape in this example, and constitutes a side edge portion including a standing wall 6b and a flat flange 6c that follows this. The same applies to the flat flange 7c of the other side member inner panel 7 constituting the steel side panel and the flat flange 8c of the roof side rail 8.

  In the combination of dissimilar metals of the aluminum alloy roof panel and the steel side panel targeted by the present invention, countermeasures against electrolytic corrosion occurring between the aluminum alloy and steel are required as described above. For this reason, for the purpose of such an electric corrosion countermeasure between different materials and an improvement in joint strength, a flange 1c of an aluminum alloy roof panel 1 as shown in FIGS. 1 and 2 and a flange 6c of a steel side member outer 6 are described later. Adhesive resin is mainly used for joining. Specifically, a structural thermosetting (thermosetting) adhesive resin is applied and interposed between the flange 1c and the flange 6c over a wide area, such as a whole surface or a partial area, and this is assembled into an automobile body. These flanges are joined to each other by being heat-cured in the subsequent baking painting process of the vehicle body.

  In order to supplement the bonding strength of the thermosetting adhesive resin, SPR = self-piercing rivet or mechanical fastening means such as a bolt may be applied. Further, in addition to or instead of these mechanical fastening means, welding joining (spot welding or the like) may be applied.

  Incidentally, the K-K portion on the vehicle body front and rear side of the roof panel 1 in FIG. 10 is joined to the windshield header panel 33 in FIG. 9A by a mastic adhesive (not shown). Further, the central portion of the roof panel 1 is joined to the steel roof panel reinforcement 32 in FIG. 9A with a mastic adhesive.

Thermal strain problem:
In the joining of such a thermosetting adhesive resin, as described above, it is necessary to solve the problem of thermal strain in the aluminum alloy roof panel. In an aluminum alloy roof panel, expansion deformation (thermal strain) occurs due to heat treatment in the baking painting process of the car body after the automobile body is assembled. When such expansion deformation is large, the aluminum alloy roof panel is made of steel. Thermal deformation occurs such that the side panel, particularly the side member outer panel 6 is pushed outward in the vehicle width direction.

  Such thermal deformation occurs during the baking coating process (heating furnace), and the thermosetting resin for bonding is in an uncured state, and the bonding strength of these resins cannot be relied upon at all. For this reason, a new means is required which receives and bears a thermal load, that is, a load applied by the thermal deformation.

  In the joining of the conventional flat flange 1c of the roof panel 1 and the flat flange 6c of the side member outer panel 6 shown in FIG. 11 without such means, the side surface of the flange is shown in FIG. The load is locally borne only by welding or mechanical joints 11 with few or large intervals.

  For this reason, the amount of surface strain generated in the flange at the edge of the roof panel due to the thermal load also increases. As shown in FIG. 12, the flange 1c of the roof panel between the joining points 11 is the side member outer panel that is the mating partner. The “open mouth deformation” occurs, in which a mouth opening portion extending upward from the flange 6c of 6 occurs.

  Further, as shown in FIG. 13, the position of the flange 1c itself is shown in the plan view of FIG. 13A, and the cross-sectional view shown in FIG. The “displacement deformation” that shifts further outward in the vehicle width direction occurs at the position of the AA cross section.

  Further, due to such deformation, the portion of the roof panel flange 1c between the joint points 11 joined by the thermosetting resin is in the middle of the baking coating process (heating furnace), and the thermosetting resin for joining is not yet present. Since it is in a cured state, there is a high possibility of breakage such as peeling without being able to withstand the thermal load.

  The new means of the present invention that prevents these problems from occurring and receives and bears the thermal load will be described below with reference to FIGS.

Definition of concave step:
First, the concave step portion referred to in the present invention is a step or a depression provided in a flat flange of a roof panel or a side member outer panel and recessed downward in the vehicle body vertical direction of these flanges. Therefore, the convex bead provided on the roof panel flange as in Patent Documents 9 and 10 and projecting upward is opposite (inverse) in the direction of the irregularities, and is strictly distinguished.

  Furthermore, the concave step portion of the present invention supports the standing wall in the concave step portion on the roof panel side, and the standing wall (wall surface) in the concave step portion on the side member outer panel side from the outside in the vehicle width direction. Therefore, the concave step portion of the present invention inevitably has such a standing wall (wall surface) on the concave step portion (flange) on the roof panel side or side member outer panel side.

Specific embodiment of the concave step:
Hereinafter, the concave step portion of the present invention will be specifically described with reference to FIGS. In the present invention, as shown in FIGS. 1 and 2, the flat flange 1c of the roof panel 1 is provided with a concave step 2 having a standing wall 2a. At the same time, the flat step 6 of the side member outer panel is also provided with the concave step 3 having the standing wall 3a. These concave steps 2, 3 are flange positions corresponding to each other, and these panels are arranged so as to extend across the vehicle width direction of the flange and the longitudinal direction of the vehicle body. Are integrally formed by molding such as press molding.

  The concave step portion 3 on the side member outer panel 6 side (= meaning provided on the flange 6c of the side member outer panel 6) and the concave step portion on the roof panel 1 side (= provided on the flange 1c of the roof panel 1) As shown in FIG. 1, a plurality of the extending modes of “meaning” may be arranged at intervals in the longitudinal direction of the vehicle body of each flange. Further, as shown in FIG. 2, each flange may be formed in a bowl shape extending integrally in the longitudinal direction of the vehicle body.

  As shown in FIGS. 1 to 4, these concave stepped portions 2, 3 are directed downward in the vehicle body vertical direction of the flat flanges 1 c and 6 c of the roof panel 1 and the side member outer panel 6 as described above. It is a step or dent that is recessed. And in the cross-sectional shape of the vehicle width direction, it has each standing wall 2a, 3a as a level | step difference on the outer side (outer side) of a vehicle width direction, and this inner wall (inward direction) from this standing wall 2a, 3a Necessarily have bottoms 2c, 3c extending laterally towards the side. These standing walls 2a and 3a are so-called standing walls on the outer side in the vehicle width direction of the concave stepped portions 2 and 3 (flange 1c and 6c).

  As shown in FIGS. 1 to 3, these concave stepped portions 2 and 3 each have a standing wall 2 b and 3 b on the inner side (inward side) in the vehicle width direction that rises upward from the bottom portions 2 c and 3 c. It may have a rectangular cross-sectional shape. Further, as shown in FIG. 4, these concave stepped portions 2, 3 may not have the standing walls 2 b, 3 b on the inner side (inward side) in the vehicle width direction. The standing walls 2b and 3b are so-called standing walls on the inner side in the vehicle width direction of the concave stepped portions 2 and 3 (flange 1c and 6c).

  In the case of FIGS. 1 to 3, these concave stepped portions 2 and 3 are formed by connecting the flat portions of the flanges 1 c and 6 c of the roof panel 1 and the side member outer panel 6 to the inside of the concave stepped portions 2 and 3 in the vehicle width direction ( It is provided on both sides of the inner side) and the outer side (outer side) in the vehicle width direction. In other words, the concave stepped portions 2 and 3 in FIGS. 1 to 3 are provided in the size having the flat portions of the flanges 1c and 6c on both sides in the vehicle width direction and the positions of the flanges 1c and 6c.

  Further, in the case of FIG. 4, these concave stepped portions 2 and 3 are configured so that the flat portions of the flanges 1 c and 6 c of the roof panel 1 and the side member outer panel 6 are in the vehicle width direction of the concave stepped portion 2 (standing wall 2 a). Only on the outer side (outer side), on the inner side (inward side) in the vehicle width direction of the concave step portion 3 (standing wall 3a), or on only one side. In other words, the concave stepped portions 2 and 3 in FIG. 4 are provided in a size having flat portions of the flanges 1c and 6c only on one side in the vehicle width direction and at the positions of the flanges 1c and 6c.

  When the flat flanges 1c and 6c of the roof panel 1 and the side member outer panel 6 are overlapped and joined to each other, the concave step portions 2 and 3 are also overlapped at the same time. That is, in these aspects, as shown in the figures, the standing wall 3a on the inner side in the vehicle width direction of the concave step portion 3 on the side member outer panel 6 side is replaced with the standing wall 2a on the outer side in the vehicle width direction on the concave step portion on the roof panel 1 side. In a state where these standing walls 2a and 3a are in contact with each other so as to be supported from the outside in the vehicle width direction, the concave step portion 2 on the roof panel 1 side is changed to the corresponding concave step portion 3 on the side member outer panel 6 side. Overlapping. In other words, in a state where they are overlapped with each other, the standing wall 3a on the outer side in the vehicle width direction of the concave step portion 3 on the side member outer panel 6 side is located on the outer side in the vehicle width direction on the concave step portion on the roof panel 1 side. It contacts and supports the upright wall 2a.

  Here, in order for the standing wall 3a on the side member outer panel 6 side to support the standing wall 2a on the roof panel 1 side from the outside in the vehicle width direction, the standing wall 3a and the standing wall 2a are brought into contact with each other without any gap. Preferably, the concave stepped portions 3, 2 are overlapped with each other. However, if the conditions permit, it is not always necessary to make the contacted state without any gap, and the standing wall 3a and the standing wall 2a have a slight or slight gap (clearance) with each other as long as the intended effect is not impaired. And the concave stepped portions 3, 2 may be overlapped.

  Thus, the standing wall (wall surface) 3a in the concave step portion 3 on the side member outer panel 6 side supports the standing wall 2a in the concave step portion 2 on the roof panel 1 side from the outside in the vehicle width direction. Here, supporting from the outside in the vehicle width direction is more specifically, the vehicle width of the displacement deformation due to the load direction of the thermal load from the roof panel 1 side toward the outside in the vehicle width direction or the thermal expansion of the roof panel 1. It is to support from the opposite (opposite, facing) direction, preferably the opposite direction, with respect to the deformation direction outward in the direction.

  The concave step 2 can be simultaneously formed when a flat aluminum alloy plate, which is a roof panel material, is produced by press molding. A series of presses are formed when both sides of the aluminum alloy roof panel 1 in the vehicle width direction are bent into, for example, an L shape, and a side edge portion including a standing wall 1b and a flat flange 1c is formed by press molding. It is preferable that it can be provided integrally by a molding process. In addition, the concave step portion 3 is also located on both sides in the vehicle width direction, and the inner end portion in the vehicle width direction of the side member outer panel 6 constituting the steel side panel is bent into, for example, an L shape, and continues to the standing wall 6b. When the side edge portion including the flat flange 6c is formed by press molding, it can be preferably provided integrally by a series of press molding processes.

Main effects of concave step:
Thus, by forming the concave stepped portions 2 and 3 and overlapping each other, in the baking painting process of the automobile body, the thermal load applied from the roof panel 1 side, or the displacement deformation due to the thermal expansion of the roof panel 1, It can be blocked or received in the opposite direction, preferably in the opposite direction. In addition, this blocking or receiving is not a narrow “point” but a wider “surface” or “range”, and the three-dimensional structure of the steel side member outer panel 6 that is not flat or hollow as a whole steel side panel. From the structure, it is not rigid that gives reaction force, but elastic or elastic support that does not give reaction force. For this reason, the steel side member outer panel 6 side upright wall 6a firmly and elastically or elastically receives the heat load transmitted from the upright wall 3a on the aluminum alloy roof panel 1 side or the displacement deformation, Further, it is absorbed by the flexible structure (soft elastic structure) of the side member outer panel 6.

  For this reason, it becomes possible to absorb the thermal load and displacement deformation elastically or elastically without giving a large reaction force to the roof panel 1 side. As a result, the expansion deformation (thermal strain) of the roof panel 1 is large, and when the above-described thermal deformation = thermal load is large, and the bonding thermosetting resin is in the course of passing through the baking coating process. Even in an uncured state, the thermal load applied to the flange 1c of the aluminum alloy roof panel 1 is greatly reduced, including not only resin joints but also other welding and mechanical joints 11. It is suppressed. Further, the displacement deformation of the flange 1c itself is received elastically or elastically and absorbed. As a result, it is possible to effectively suppress the damage due to the local thermal load applied to the resin joint section over the entire area of the roof panel flange 1c and the displacement deformation of the position of the flange 1c itself in the vehicle width direction.

Design conditions for the concave step:
The design conditions for these concave stepped portions are the depth in the downward direction (the height of the standing wall), the width in the vehicle width direction, the length in the vehicle longitudinal direction, the length of the interval, the number to be provided and the like. These are determined by the amount of thermal load applied to the flange 1c and the amount of thermal deformation determined by the design conditions on the aluminum alloy roof panel 1 side and the baking painting process conditions (temperature × time) of the automobile body.

  Here, the design conditions on the aluminum alloy roof panel 1 side described above are the thickness and strength of the panel (0.2% proof stress), the length in the vehicle width direction (width), the length of the side edge of the roof panel 1, For example, the area of the roof panel design surface 1a. That is, the design condition of the concave step portion is increased as the design condition of the roof panel 1 is increased and the amount of thermal load and thermal deformation applied to the flange 1c is increased.

Concave stepped wall height:
Among these, the effect of the concave step portion described above is based on the amount of thermal load and the amount of thermal deformation applied to the flange 1c depending on the design conditions of the general roof panel 1 and the baking process conditions (temperature × time) of the automobile body. Therefore, the height (depth from the flat flange surface) h of the standing wall 3a and the standing wall 2a in the concave step portion is important. More specifically, the height (depth from the flat flange 6c surface) h of the standing wall 3a in the concave step portion 3 on the side member outer panel 6 side, and the height of the standing wall 2a in the concave step portion 2 on the roof panel 1 side. The depth (depth from the flat flange 1c surface) h is important.

  In this respect, the height h preferably has a height in the range of 1.2 to 3.0 times the plate thickness t of the roof panel 1. In other words, it is preferable that the depths of the concave steps 2 and 3 satisfy this relationship. If the depth of the concave steps 2 and 3 is shallow, or if the height h of the standing wall 2a and the standing wall 3a is too small, thermal load and displacement deformation according to the thickness t of the roof panel 1 from which the thermal load is generated. It is difficult to accommodate and absorb these thermal loads and displacement deformations elastically or elastically without being able to cope with the generation amount of the above.

Concave step shape:
1 and 2 exemplify a step or recess having a rectangular shape that is recessed below each flange 1c or 6c with respect to the shape of the concave stepped portion. That is, in each of the concave stepped portions 2 and 3, including not only the standing walls 2 a and 3 a existing on the outer side in the vehicle width direction but also the standing walls 2 b and 3 b existing on the inner side in the vehicle width, FIG. 1) or a rectangular recess shape having standing walls on two opposing surfaces (FIG. 2) is illustrated.

  As described above, as shown in FIG. 1, a plurality of the flanges extending from the concave step 3 on the side member outer panel 6 side and the concave step 2 on the roof panel 1 side are arranged at intervals. Alternatively, it may be formed in a bowl shape extending integrally as shown in FIG. However, these concave steps 2, 3 are such that the standing wall 3a in the concave step 3 on the side member outer panel 6 side supports the standing wall 2a in the concave step on the roof panel 1 side from the outside in the vehicle width direction. It is premised that they can be overlapped in contact with each other. Therefore, on the premise that this condition is satisfied, a predetermined effect is exhibited at each position where these concave steps correspond to each other according to the design conditions of the roof panel 1 described above, in the vehicle width direction. The length of the vehicle and the longitudinal direction of the vehicle body = a planar size (area), the number to be provided, and the shape such as the interval are appropriately designed.

  In this respect, the shape of the concave step portion does not necessarily have to be a rectangular concave shape as shown in FIGS. 1 and 2, and the standing wall (wall surface) 6 a in the concave step portion 3 on the side member outer panel 6 side is concave on the roof panel 1 side. Any material can be used as long as it can support the standing wall 2a of the stepped portion 2 from a direction facing (facing or facing), preferably a direction facing the load direction of the thermal load or the deformation direction of the displacement deformation of the roof panel 1. . In this regard, the planar shape of the concave stepped portion may not be a rectangular shape, but may be a circle, an ellipse, or a combination of these.

  FIG. 4 shows a modification of the shape of the concave stepped portions 2 and 3, and as described above, unlike FIGS. 1 and 2, there is no standing wall inside in the vehicle width direction, and the standing wall 2a only outside the vehicle width direction. 3a is present, and the cross-section has a stepped or stepped dent (concave) shape. That is, the standing walls 2a and 3a in the concave step portions 2 and 3 are outside of the flanges in the vehicle width direction, and are due to the load direction of the thermal load from the roof panel 1 to the vehicle width direction outside or the thermal expansion of the roof panel 1. It suffices if it exists at least in a direction opposite to the deformation direction to the outside in the vehicle width direction of the displacement deformation, preferably in a direction directly opposite.

  Further, the wall surface of the standing wall 3a in the concave step portion 3 on the side of the side member outer panel 6 is the extending direction of the wall surface that supports the standing wall 2a in the concave step portion 2 on the roof panel 1 side from the outside in the vehicle width direction. . In this respect, the wall surface of the standing wall 3a on the side member outer panel 6 side is relative to the direction of thermal load from the roof panel 1 or the direction of displacement deformation due to the thermal expansion of the roof panel 1 in the baking painting process of the automobile body. The wall surface is extended in the direction in which the wall faces, preferably in the direction facing directly.

  In order for the wall surface of the standing wall 2a in the concave step portion 2 on the roof panel 1 side to be reliably supported from the outside in the vehicle width direction by the standing wall 3a in the concave step portion 3 on the side member outer panel 6 side, The same wall shape and extending direction as the standing wall 3a are preferable. However, some differences in the shape and extending direction of the wall surfaces of the standing walls within the range that does not impair the support effect of the standing walls 2a targeted in the present invention are allowed. By the way, these wall surfaces do not need to be flat and straight in the vertical and horizontal directions, and can be curved and curved in the vertical and horizontal directions as long as they can be molded and contacted with each other. There may be irregularities such as steps.

  Further, the standing wall (vertical wall) 2a and the standing wall (vertical wall) 3a of each other are such that the standing wall 3a in the concave step portion 3 on the side member outer panel 6 side is different from the standing wall 2a in the concave step portion on the roof panel 1 side. If it can contact and support from the outside of the direction, it does not necessarily have to stand in the vertical direction. For example: As shown in FIGS. 1 to 4, the wall may be inclined with an inclination angle, such as being inclined obliquely (having an angle) in the vertical direction. This also applies to the case where the standing walls 2b and 3b on the inner side (inward side) in the vehicle width direction are provided. Further, the bottom portions 2c and 3c extending in the lateral direction from the standing walls 2a and 3a toward the inner side (inward side) in the vehicle width direction are not necessarily horizontal or flat. The bottoms 2c and 3c have minute steps and irregularities even if they are inclined at an angle in the vehicle width direction as long as they do not interfere with the overlapping or meshing of the concave stepped parts 2 and 3. May be.

Overlapping concave steps:
From the outside in the vehicle width direction, the standing wall 3a in the recessed step 3 on the side member outer panel 6 side is connected to the standing wall 2a in the recessed step 2 on the roof panel 1 side. Superimpose to support. That is, in the state where these standing walls 2a and 3a are in contact with each other such that the standing wall 2a is on the inner side in the vehicle width direction and the standing wall 3a is on the outer side in the vehicle width direction, the concave stepped portion 2 on the roof panel 1 side is It overlaps with the corresponding concave step 3 on the side member outer panel 6 side.

  Then, the flanges 1c of the aluminum alloy roof panel 1 and the flanges 6c of the steel side member outer panel 6 are joined mainly by the structural thermosetting adhesive resin as described above.

  FIGS. 6 and 8 are provided on the inner side in the vehicle width direction of the other roof side rail 8 constituting the steel side panel when the flange 1c of the roof panel and the flange 6c of the side member outer panel are joined. The flange 8c and the flange 7c provided on the inner side in the vehicle width direction of the side member inner panel 7 are not provided with a concave stepped portion, and a state in which these are integrally joined is shown in a flat conventional manner. .

  On the other hand, FIG. 5 shows that the concave step portion 4 having the standing wall 4b also on the flange 8c of the roof side rail 8 is integrally formed by molding to each position and size corresponding to the concave step portion 3 on the side member outer panel 6 side. It is shown that the concave step 4 is superposed on the concave step 3 of the side member outer panel 6 from below.

  Further, FIG. 7 shows that the concave step portion 9 having the upright wall 9b is also formed on the flange 7c of the side member inner panel 7 in a position and size corresponding to the concave step portion 3 on the side member outer panel 6 side. A mode is shown in which the concave stepped portions 9 are provided integrally with the concave stepped portion 3 of the side member outer panel 6 together with the concave stepped portion 4 on the roof side rail 8 side from the lower side.

  As shown in FIGS. 5 and 7, the shape of these concave step portions 4 and 9 is a step that is recessed downward in the vertical direction of the vehicle body of each of the flanges 8 c and 7 c, similar to the concave step portions 2 and 3 described above. Or it is a dent. Then, in the cross-sectional shape in the vehicle width direction, like the concave stepped portions 2 and 3, the standing walls 4a and 9a are provided as steps on the outer side (outer side) in the vehicle width direction. , And bottom portions 4c and 9c extending in the lateral direction toward the inner side (inward side) in the vehicle width direction.

  And like the concave step part 4 of FIG. 5, these concave step parts 4 and 9 have the standing wall 4b and 9b of the vehicle width direction inside (inward side) which rises upward from the bottom parts 4c and 9c. The vehicle may have a rectangular cross-sectional shape in the vehicle width direction. Further, as shown in FIG. 7, these concave stepped portions 4 and 9 do not have to have the standing walls 4b and 9b on the inner side (inward side) in the vehicle width direction.

  In general, the shape of the concave step portions 4 and 9 and the points provided on the flanges 8c and 7c are the same as those of the concave step portion 3 provided on the flange 6c of the side member outer panel 6 described above. The recessed step portions 4 and 9 may support the standing wall 2a in the recessed step portion 2 on the roof panel 1 side from the outside of the standing wall 3a of the recessed step portion 3 at the standing walls 4a and 9a.

  However, unlike the concave step 3 provided on the flange 6 c of the side member outer panel 6, these concave steps 4 and 9 are not necessarily provided with the standing wall 2 a in the concave step 2 on the roof panel 1 side, and the standing wall of the concave step 3. It is not necessary to support from the outside of 3a. However, even in this case, in order to superimpose these concave stepped portions 4 and 9 from the lower side of the concave stepped portion 3 of the side member outer panel 6, the size and shape of the concave stepped portions 4 and 9, and the flange position to be provided. Is required to correspond to the concave step 3 provided on the flange 6c of the side member outer panel 6 in the same manner as in the case where the vertical wall 2a of the concave step 2 on the roof panel 1 side is supported from the outside of the vertical wall 3a of the concave step 3. is there.

  As shown in FIGS. 5 and 7, when the flat flanges 1c and 6c of the roof panel 1 and the side member outer panel 6 are overlapped and joined together, the flange 8c of the roof side rail 8 and the side member inner panel are simultaneously used. 7, the concave step portions 4 and 9 are selectively overlapped with the concave step portions 2 and 3 of the roof panel 1 and the side member outer panel 6. The concave stepped portions 4 and 9 support the concave stepped portion 3 on the side member outer panel 6 side from the lower side in the vehicle vertical direction and from the outside in the vehicle width direction. In the joining means, the flanges are joined together.

Other effects of the concave step:
The above-described overlapping concave steps of the present invention greatly improve the rigidity of the flange of the aluminum alloy roof panel and the flange of the side member outer panel of the steel side panel. This rigidity improvement also has the effect of reducing the thermal load and the amount of displacement itself, and the effect of preventing buckling deformation at the time of transportation to the body assembly process after molding and assembly of both panels made of thin plates. There is also. In addition, there is an effect of increasing the rigidity of the roof panel design surface 1a inside the flange of the aluminum alloy roof panel or the local deformation resistance. As a result, the roof panel design surface 1a can be prevented from being deformed in the vertical direction due to the expansion deformation, and the design of the roof panel can be maintained.

  Further, the concave stepped portions overlapping each other as in the present invention greatly increase the bonding strength between the aluminum alloy roof panel and the steel side panel, as compared with the case where conventional flat flanges are bonded to each other. Further, the flanges provided with the concave stepped portions are attachment portions for the constituent members of the automobile upper body structure, and are not a design surface, so that designability is not necessary. And this concave step part can be provided after ensuring the attachment part with the structural member of the motor vehicle upper body structure in these flanges, and there is no inconvenience given to the attachment of a roof panel.

  Further, such a concave stepped portion has the size and depth as described above, and is not particularly large or deeply provided. Can be provided. Therefore, such a concave stepped portion is not only effective for reducing the thermal load applied to the mounting flange of the aluminum alloy roof panel which is the target, but also causes secondary problems. It is remarkably practical in that it can be easily provided.

Comparative example of step (step):
As in Patent Documents 9 and 10, no matter how many convex beads are provided on the roof panel flange, the rigidity of the flange is only slightly improved. That is, a large reaction force is exerted on the roof panel 1 side in response to the thermal load and displacement deformation that the concave step 3 on the side member outer panel 6 side and the concave step 2 on the roof panel 1 side of the present invention jointly achieve. The effect of receiving and absorbing elastically or elastically without imparting water cannot be achieved.

  FIG. 8 shows a comparative example of the concave stepped portion. In the concave stepped portions 2 and 3, there are no standing walls 2a and 3a on the outer side in the vehicle width direction of each flange, and the standing wall 2b in the concave stepped portion 2 on the roof panel 1 side. However, it is only present on the inner side in the vehicle width direction together with the standing wall (wall surface) 3b of the concave step portion 3 on the side member outer panel 6 side. In such an aspect, although the standing wall 3b in the concave step portion 3 on the side member outer panel 6 side supports the standing wall 2b in the concave step portion 2 on the roof panel 1 side from the outside, the supporting direction is the vehicle width direction. The support from the outside in the vehicle width direction defined by the present invention is not achieved. For this reason, the standing wall 2a of the concave step portion 2 on the roof panel 1 side is directed outwardly in the vehicle width direction of the thermal load from the roof panel 1 side or outward in the vehicle width direction of displacement deformation due to thermal expansion of the roof panel 1. There is no effect of supporting from the direction opposite to the deformation direction, preferably from the direction facing directly.

Material aluminum alloy plate:
The material aluminum alloy plate for roof panel used in the present invention is usually AA to JIS 3000 series, 5000 series, 6000 series, etc. which are easy to manufacture, easy to form into a roof panel, and excellent in strength. An aluminum alloy is appropriately selected and used. In particular, the 6000 series aluminum alloy has artificial age-hardening properties under the paint baking treatment conditions of automobile bodies. For this reason, the amount of alloying elements can be reduced to obtain the strength (proof strength) required for a thin roof panel for weight reduction, and the scrap can be recycled as a raw material for melting the original 6000 series aluminum alloy. is there.

  These aluminum alloy materials are subjected to solution treatment and quenching treatment (quality symbol T4) and subsequent aging treatment (quality symbol T6) in cold rolling, and used as a molding material for the roof. The thickness t of the aluminum alloy plate is preferably selected from the range of 1 to 2 mm which is 2.0 mm or less in order to reduce the weight.

Steel material:
The steel plate for the steel side panel used in the present invention is a conventional steel plate conventionally used for these, a steel plate whose surface is coated with a coating layer such as a zinc-based coating, etc. Various steel plates such as tensile steel (high tensile) are applied. The thickness t of these steel plates is also preferably selected from 0.5 to 3.0 mm.

  According to the present invention, the aluminum alloy roof panel made of steel that comprehensively suppresses deformation such as breakage of the resin joint portion of the flange of the roof panel when the thermal load is generated and deformation such as opening deformation and displacement deformation. An attachment structure to the side panel can be provided. For this reason, the present invention is suitable for an automobile body structure aiming at weight reduction of the upper part, and can promote the weight reduction of the upper body structure. Further, the use of the aluminum alloy material can be further expanded.

1: Roof panel, 1b: Standing wall, 1c: Flange flat part (space part between concave steps),
2, 3, 4, 9: concave step, 2a, 3a, 4a, 9a: upright wall, 2b, 3b: upright wall, 2c, 3c, 4c, 9c: bottom, 5: car body, 6: side member outer, 7 : Side member inner, 8: Roof side rail, 10: Joint, 32: Roof panel reinforcement, 33: Wind shield header panel, 34: Back window frame upper

Claims (7)

  A structure for attaching an aluminum alloy roof panel to a steel side panel in an automobile body, wherein both sides of the roof panel in the vehicle width direction are bent to form a side edge portion comprising a standing wall and a flat flange that follows this On the other hand, on the both sides in the vehicle width direction, the side end portion of the side member outer panel that constitutes the steel side panel is also bent at the inner end portion in the vehicle width direction to form a side edge composed of a standing wall and a flat flange that follows this. In addition, the concave stepped portions having the standing walls are formed on the flanges of each other so that the respective concave stepped portions correspond to each other and extend in the vehicle width direction and the vehicle body front-rear direction. The standing wall at the concave step portion on the side member outer panel side is formed integrally with each other by molding, and the standing wall at the concave step portion on the roof panel side is disposed outside the vehicle width direction. The concave step on the roof panel side is overlapped with the corresponding concave step on the side member outer panel so as to hold the flange, and the flanges are joined to each other. Roof panel mounting structure.   The height of the standing wall in the concave step portion on the side member outer panel side and the height of the standing wall in the concave step portion on the roof panel side are in the range of 1.2 to 3.0 times the plate thickness of the roof panel. The mounting structure for an aluminum alloy roof panel according to claim 1, having a height of 1 mm.   The wall surface of the standing wall in the concave step portion on the side member outer panel side, and the extending direction of the wall surface that supports the standing wall in the concave step portion on the roof panel side from the outside in the vehicle width direction is the burning of the automobile body. The structure for mounting an aluminum alloy roof panel according to claim 1 or 2, wherein the mounting structure is directly opposite to a direction in which a thermal load is applied from the roof panel in a painting process or a direction in which the roof panel is displaced due to thermal expansion. .   The side member outer panel side corresponding to the concave step portion on the roof panel side in a state where the standing wall in the concave step portion on the side member outer panel side and the standing wall in the concave step portion on the roof panel side are in contact with each other. The mounting structure for an aluminum alloy roof panel according to any one of claims 1 to 3, wherein the roof structure is superposed on the concave step portion.   A plurality of concave stepped portions on the side member outer panel side and a concave stepped portion on the roof panel side are arranged at intervals across the longitudinal direction of the vehicle body of each flange, or the longitudinal direction of the flange body The mounting structure for an aluminum alloy roof panel according to any one of claims 1 to 4, wherein the roof structure is formed in a bowl shape extending integrally therewith.   The mounting structure for an aluminum alloy roof panel according to any one of claims 1 to 5, wherein a flange of the aluminum alloy roof panel and a flange of the side member outer panel are joined together by a thermosetting adhesive resin.   In addition to the side member outer panel, a flat flange provided on the inner side in the vehicle width direction of the roof side rail that constitutes the steel side panel, or a side member inner panel that further constitutes the steel side panel Also on the flat flange provided on the inner side in the vehicle width direction, a concave stepped portion having a standing wall is formed on each of the flanges at a position and a size corresponding to the concave stepped portion on the side member outer panel side. The aluminum alloy roof panel mounting structure according to any one of claims 1 to 6, wherein the concave stepped portions are provided integrally with each other, and these concave stepped portions are respectively superimposed on the concave stepped portions of the side member outer panel from the lower side.

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