Vehicle panel structure

A vehicle panel structure according to technology disclosed herein includes: a panel member employed in a vehicle; a joining member configured including an angled wall that is disposed on one plate thickness direction side of a joined-to wall of the panel member, and that is angled with respect to the joined-to wall, and a joining wall that is disposed facing the one plate thickness direction side of the joined-to wall, and that is coupled to the angled wall through a bent portion; and a spot weld that configures a join portion where the joining wall is joined to the joined-to wall, and that is set at a portion of the join portion where an extension line running along an axial direction of the angled wall intersects.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority under 34 USC 119 from Japanese Patent Application No. 2014-237137 filed Nov. 21, 2014, the disclosure of which is incorporated by reference herein.

BACKGROUND

Technical Field

The present disclosure relates to a vehicle panel structure.

Related Art

Japanese Patent Application Laid-Open (JP-A) No. 2009-40079 describes a vehicle panel structure around a lower back provided at a rear end section of a vehicle. Briefly, in this structure, a lower back panel is configured including a lower back inner panel (joining member) and a lower back outer panel (panel member). Portions at both vehicle width direction ends of the lower back inner panel are bent substantially into a crank shape. Specifically, both vehicle width direction end portions of the lower back inner panel are formed with a wall portion that is bent toward the side of the lower back outer panel (referred to below as a “bent wall” for convenience), and a wall portion that extends from a leading end of the bent wall toward the vehicle width direction outer side (referred to below as a “flange” for convenience). The flange of the lower back inner panel is joined to the lower back outer panel by spot welding, and the join portion configures a weld portion (spot weld).

However, the vehicle panel structure described above has the following issue. Namely, in the vehicle panel structure described above, the weld portion is set in the vicinity of a boundary portion of the flange with the bent wall. The weld portion is therefore disposed offset in a direction normal to the plane of the lower back panel with respect to the lower back panel. Accordingly, when, for example, load input to the lower back inner panel is transmitted along the lower back inner panel toward the vehicle width direction outer side, a moment is generated by the load in the lower back inner panel about the weld portion. As a result, there is a possibility that deformation may occur at a portion peripheral to the weld portion of the lower back inner panel.

SUMMARY

An embodiment of the present invention provides a vehicle panel structure capable of suppressing a moment from being generated in a joining member about a spot weld.

A vehicle panel structure according to a first aspect of the present invention includes: a panel member employed in a vehicle; a joining member configured including an angled wall that is disposed on one plate thickness direction side of a joined-to wall of the panel member, the angled wall being angled with respect to the joined-to wall, and a joining wall that is disposed facing the one plate thickness direction side of the joined-to wall, the joining wall being coupled to the angled wall through a bent portion; and a spot weld that configures a join portion where the joining wall is joined to the joined-to wall, the spot weld being set at a portion of the join portion where an extension line running along an axial direction of the angled wall intersects.

In the vehicle panel structure according to the first aspect of the present invention, the joining wall of the joining member is disposed facing the one plate thickness direction side of the joined-to wall of the panel member employed in a vehicle. The joining wall and the joined-to wall are joined together by spot welding. The joining member includes the angled wall. The angled wall is disposed on the one plate thickness direction side of the joined-to wall, and is angled with respect to the joined-to wall. The joining wall and the angled wall are coupled together by the bent portion. The join portion where the joining wall and the joined-to wall are joined together by spot welding configures the spot weld.

The spot weld is set at the portion of the join portion where the extension line in the axial direction of the angled wall intersects. Namely, the spot weld is configured so as to not to be offset in a direction normal to the plane of the angled wall with respect to the angled wall. A moment about the spot weld is accordingly suppressed from being generated in the joining member, even when load input to the joining member is transmitted along the angled wall toward the joining wall side.

A vehicle panel structure according to a second aspect of the present invention is the first aspect of the present invention, wherein the bent portion is formed in a circular arc shape protruding toward a side of the angled wall as viewed along a plate thickness direction of the joining wall.

In the vehicle panel structure according to the second aspect of the present invention, the bent portion is formed in a circular arc shape protruding toward the side of the angled wall as viewed along the plate thickness direction of the joining wall. A bend ridge line between the bent portion and the angled wall, and a bend ridge line between the bent portion and the joining wall, can accordingly be configured with a long length. Accordingly, when load input to the joining member is transmitted along the angled wall toward the joining wall side, stress arising in the bent portion (a bend ridge line portion between the bent portion and the angled wall, and a bend ridge line portion between the bent portion and the joining wall) can be lessened.

A vehicle panel structure according to a third aspect of the present invention is the first aspect or the second aspect, wherein the panel member is configured by a dent reinforcement panel reinforcing a hood outer panel configuring a vehicle hood, and the joining member is configured by a striker reinforcement provided with a striker.

In the vehicle panel structure according to the third aspect of the present invention, the panel member is configured by the dent reinforcement panel configuring the vehicle hood. The joining member is configured by the striker reinforcement, and the striker reinforcement is provided with the striker. This thereby enables deformation of the joining wall of the striker reinforcement due to load input to the striker reinforcement from the striker when opening and closing the hood to be suppressed. This thereby enables an increase in the opening and closing durability of the hood.

A vehicle panel structure according to a fourth aspect of the present invention is the vehicle panel structure of the first aspect or the second aspect, wherein: the panel member is configured by a door inner panel configuring a vehicle door; and the joining member is configured by a dent reinforcement disposed on a vehicle width direction outer side of the door inner panel.

In the vehicle panel structure according to the fourth aspect of the present invention, the panel member is configured by the door inner panel configuring the vehicle door, and the joining member is configured by the dent reinforcement. This thereby enables deformation of the joining wall of the dent reinforcement due to load input to the dent reinforcement when opening and closing the door to be suppressed. This thereby enables an increase in the opening and closing durability of the door.

The vehicle panel structure according to the first aspect of the present invention enables a moment to be suppressed from being generated about the spot weld.

The vehicle panel structure according to the second aspect of the present invention enables stress acting on the bent portion to be lessened.

The vehicle panel structure according to the third aspect of the present invention enables the opening and closing durability of the hood to be increased.

The vehicle panel structure according to the fourth aspect of the present invention enables the opening and closing durability of the door to be increased.

DETAILED DESCRIPTION

First Exemplary Embodiment

Explanation follows regarding a vehicle panel structure S1according to a first exemplary embodiment, with reference toFIG. 1toFIG. 4. In the drawings, the arrow FR indicates the vehicle front side, the arrow UP indicates the vehicle upper side, and the arrow RH indicates the vehicle right side (one side in the vehicle width direction) of a vehicle (car) applied with the vehicle panel structure S1, as appropriate. Unless specifically indicated otherwise, in the following explanation, reference simply to front-rear, up-down, and left-right directions refers to the front and rear in the vehicle front-rear direction, up and down in the vehicle up-down direction, and the left and right of the vehicle (when facing forward).

FIG. 2is a perspective view illustrating a hood10provided to a front section of the vehicle in a state in which a hood outer panel12has been removed, as viewed diagonally from the front left.FIG. 3is a cross-section of a front end portion of the hood10, as viewed from the left side. As shown in these drawings, in the first exemplary embodiment, the vehicle panel structure S1is applied to the hood10. Explanation follows regarding configuration of the hood10.

As illustrated inFIG. 3, the hood10includes the hood outer panel12configuring a design face of the hood10, and a hood inner panel14that reinforces the hood outer panel12. In side view, the hood outer panel12is angled gently toward the upper side on progression toward the rear side. The hood inner panel14is disposed at a lower side of the hood outer panel12, and outer peripheral edges of the hood inner panel14and the hood outer panel12are joined together by hemming or the like. A peripheral wall14A is formed at a front end portion of the hood inner panel14, and the peripheral wall14A is disposed with its plate thickness direction in the up-down direction. In the hood10, portions on both vehicle width direction sides of a rear end portion of the hood10are coupled to the vehicle body by hood hinges (not illustrated in the drawings), and the hood10is supported by the hood hinges so as to be capable of swinging about an axial direction running in the vehicle width direction. The hood10is thereby configured capable of opening up and closing off a vehicle engine room (power unit chamber).

As illustrated inFIG. 2, a front end side of the hood10is provided with a dent reinforcement panel20, serving as a “panel member”, between the hood outer panel12and the hood inner panel14. The dent reinforcement panel20is formed in a plate shape, and is angled toward the upper side on progression toward the rear side so as to follow a lower face of the hood outer panel12in side view (seeFIG. 3). The dent reinforcement panel20is joined to the hood outer panel12, and reinforces the hood outer panel12.

Plural joined-to flanges22are formed at a front end portion of the dent reinforcement panel20(at two locations in the present exemplary embodiment), and the joined-to flanges22are disposed with their plate thickness direction substantially in the up-down direction. A portion at the front end of the dent reinforcement panel20is bent toward the lower side and connected to rear ends of the joined-to flanges22.

A protruding portion24that protrudes toward the lower side is formed at a rear end side of the dent reinforcement panel20. The protruding portion24is formed substantially in a U shape opening toward the upper side as viewed in side cross-section. A bottom wall of the protruding portion24configures a joined-to wall24A, and the joined-to wall24A is disposed at a slight angle toward the upper side on progression toward the rear side, and extends along the vehicle width direction.

The hood10also includes striker reinforcement30, serving as a “joining member”. The striker reinforcement30is formed substantially in a plate shape, and is disposed between the hood inner panel14and the dent reinforcement panel20at an overall angle toward the upper side on progression toward the rear side in side view (seeFIG. 3). A joining wall32is formed at a rear end portion of the striker reinforcement30, and the joining wall32is disposed at the lower side of the joined-to wall24A of the dent reinforcement panel20, facing the joined-to wall24A along the plate thickness direction of the joined-to wall24A. The joining wall32and the joined-to wall24A are joined together by spot welding in a superimposed state of the joining wall32and joined-to wall24A. Note that explanation regarding welding positions of the joining wall32and the joined-to wall24A will be given later.

Plural joining flanges34are formed at a front end portion of the striker reinforcement30(at two locations in the present exemplary embodiment). The joining flanges34are disposed at the lower side of the joined-to flanges22, facing the joined-to flanges22along the plate thickness direction of the joined-to flanges22. The joining flanges34and the joined-to flanges22are joined together by spot welding in a superimposed state of the joining flanges34and the joined-to flanges22.

At a front end side of the striker reinforcement30, a striker fixing wall36is formed at a rear side of the joining flanges34. The striker fixing wall36is disposed at the upper side of the peripheral wall14A of the hood inner panel14, facing the peripheral wall14A along the plate thickness direction of the peripheral wall14A. A front end portion of the striker fixing wall36is bent toward the upper side and connected to rear ends of the joining flanges34.

As illustrated inFIG. 3, a striker38is provided at a vehicle width direction central portion of the striker fixing wall36for fixing a front end portion of the hood10to the vehicle body. The striker38is formed in substantially in a U-shape opening toward the upper side as viewed from the side, and both length direction end portions of the striker38are fixed to the striker fixing wall36. The striker38thus projects out from the striker fixing wall36toward the lower side. Note that a hole, not illustrated in the drawings, through which the striker38is inserted, is formed in the peripheral wall14A of the hood inner panel14. A lower end portion of the striker38engages with a hood locking device (not illustrated in the drawings) provided to the vehicle body, thereby fixing the front end portion of the hood10to the vehicle body.

A bent portion40is formed at a rear end side of the striker reinforcement30. The bent portion40is bent around from a front end of the joining wall32toward the lower side, and is angled toward the front side on progression toward the lower side as viewed in side cross-section. The bent portion40extends in a straight line along the vehicle width direction as viewed along the plate thickness direction of the joining wall32. An angle θ1(seeFIG. 1) formed between the joining wall32and the bent portion40is set as an obtuse angle.

The striker reinforcement30includes an angled wall42coupling a lower end of the bent portion40to a rear end of the striker fixing wall36. The angled wall42is angled toward the front side on progression toward the lower side as viewed in side cross-section. The angled wall42is accordingly disposed further to the lower side (one side in the plate thickness direction of the joined-to wall24A) than the joining wall32(joined-to wall24A), and is angled with respect to the joining wall32(the joined-to wall24A). An angle θ2(seeFIG. 1) formed between the joining wall32and the angled wall42is set as an obtuse angle, and is set larger than the angle θ1above.

As illustrated inFIG. 1, portions where the joining wall32and the joined-to wall24A are joined together by spot welding as mentioned above configure spot welds44, and plural of the spot welds44are formed along the vehicle width direction. The positions of the spot welds44in the front-rear direction are set as follows. First, a line extending along a lower face of the angled wall42as viewed in side cross-section is taken as a reference line (extension line) CL1. A line extending along an upper face of the angled wall42as viewed in side cross-section is taken as a reference line (extension line) CL2. The joining wall32and the joined-to wall24A are joined together in an area A1that is a region of a mating face46between the joining wall32and the joined-to wall24A between a portion where the reference line CL1intersects and a portion where the reference line CL2intersects. The spot welds44are thus set in the area A1of the joining wall32, and are set such that they are not offset in a direction normal to the plane of the angled wall42with respect to the angled wall42as viewed in side cross-section. The area A1of the joining wall32corresponds to “a portion of the join portion where an extension line running along the axial direction of the angled wall intersects” of technology disclosed herein.

Next, explanation follows regarding operation and advantageous effects of the first exemplary embodiment, drawing comparisons with a comparative example described below.

First, explanation follows regarding configuration of a hood of a comparative example, with reference toFIG. 4A. The hood of the comparative example is of similar configuration to the hood10of the first exemplary embodiment, with the exception of the point described below. Note that inFIG. 4AandFIG. 4B, portions of similar configuration to in the first exemplary embodiment are allocated the same reference numerals.

Namely, in the hood of the comparative example, the bent portion40of the present exemplary embodiment is omitted from the rear end portion of the striker reinforcement30. A front end of the joining wall32of the striker reinforcement30is therefore joined to a rear end of the angled wall42. The spot welds44are disposed at a specific separation distance to the rear side of a boundary between the joining wall32and the angled wall42. The spot welds44are therefore disposed offset to one side of the angled wall42in a direction normal to the plane of the angled wall42(specifically, to the arrow B direction side inFIG. 4A, this being an oblique rear lower side) as viewed in side cross-section.

Since the rear end portion of the hood10is supported by the hood hinges so as to be capable of swinging, when closing the engine room with the hood10, a front end portion of the hood10is lowered, and the striker38engages with the hood locking device. When this is performed, as illustrated inFIG. 3, a load F1toward the upper side is input to the striker38from the hood locking device. Since the striker38is fixed to the striker fixing wall36of the striker reinforcement30, the load F1is split into a load F2transmitted along the striker fixing wall36toward the front side, and a load F3transmitted along the striker fixing wall36toward the rear side. The load F3is transmitted along the angled wall42toward the rear end side of the striker reinforcement30.

Note that as illustrated inFIG. 4A, in the comparative example, the spot welds44are disposed offset to one side of the angled wall42in a direction normal to the plane of the angled wall42(on the arrow B direction side inFIG. 4A) in side cross-section, as described above. Due to the load F3, a clockwise moment M1about the spot welds44acts in the striker reinforcement30as viewed from the left side of the vehicle. A moment load accordingly acts on the boundary portion between the joining wall32and the angled wall42, and there is a possibility of deformation of the joining wall32occurring at this boundary portion (seeFIG. 4B). In particular, since the above moment load acts on the joining wall32each time the hood10is opened or closed, there is a possibility of a reduction in the opening and closing durability of the hood10. However, if for example the plate thickness of the striker reinforcement30were to be made thicker in order to increase the opening and closing durability of the hood10, the issue of an increase in the weight of the hood10would arise. Note that inFIG. 4B, the joining wall32and the joined-to wall24A are illustrated at a separation to each other in order to facilitate understanding of deformation of the joining wall32.

As illustrated inFIG. 1, in the hood10of the first exemplary embodiment, the bent portion40is formed at the rear end portion of the striker reinforcement30, and the joining wall32and the angled wall42of the striker reinforcement30are coupled together by the bent portion40. Moreover, the joining wall32and the joined-to wall24A are joined together in the area A1, this being a region between a portion where the reference line CL1intersects and a portion where the reference line CL2intersects on the mating face46between the joining wall32and the joined-to wall24A. In other words, the spot welds44are set in the area A1of the joining wall32. The spot welds44are accordingly disposed such that they are not offset in a direction normal to the plane of the angled wall42with respect to the angled wall42as viewed in side cross-section.

This thereby enables the moment M1about the spot welds44to be suppressed from being generated in the striker reinforcement30by the load F3. Accordingly, deformation of the boundary portion of the joining wall32can be suppressed in comparison to in the comparative example. As a result, the opening and closing durability of the hood10can be increased without increasing the plate thickness of the striker reinforcement30.

Second Exemplary Embodiment

Explanation follows regarding a vehicle panel structure S2of a second exemplary embodiment, with reference toFIG. 5toFIG. 7. The vehicle panel structure S2of the second exemplary embodiment is applied to a side door50, serving as a “door”, installed to a side section of a vehicle (the side door50installed to a right side section of the vehicle is illustrated inFIG. 5andFIG. 6).

As illustrated inFIG. 5andFIG. 6, the side door50is configured including a door outer panel52, configuring a design face of the side door50, and a door inner panel54, serving as a “panel member” that reinforces the door outer panel52. As illustrated inFIG. 6, the door outer panel52is disposed with its plate thickness direction substantially in the vehicle width direction. The door inner panel54is disposed on the vehicle width direction inner side of the door outer panel52, and is bent substantially into a recessed shape opening toward the vehicle width direction outer side in plan view cross-section. Outer peripheral edges of the door outer panel52and the door inner panel54are joined together by hemming or the like. Note that a front end portion of the side door50is coupled to the vehicle body by door hinges (not illustrated in the drawings), and the side door50is supported by the door hinges so as to be capable of swinging about an axial direction running in the up-down direction. A door opening formed to the vehicle body can accordingly be opened up and closed off by the side door50.

A portion at the rear end of the door inner panel54is bent substantially into a crank shape in plan view cross-section. A vehicle width direction intermediate portion of the portion at the rear end of the door inner panel54configures a joined-to wall54A. The joined-to wall54A is disposed with its plate thickness direction substantially along the vehicle width direction.

The side door50further includes dent reinforcement60, serving as a “joining member” between the door outer panel52and the door inner panel54. The dent reinforcement60is formed in an elongated plate shape with its length direction substantially along the front-rear direction, and is disposed with its plate thickness direction substantially in the vehicle width direction (seeFIG. 5). Although they are not illustrated in the drawings, the dent reinforcement60is formed with plural beads running along the length direction of the dent reinforcement60, and a front end portion of the dent reinforcement60is fixed to a portion at the front end of the door outer panel52.

An angled wall62is formed at a rear end side of the dent reinforcement60. The angled wall62is angled toward the vehicle width direction inner side on progression toward the rear side in plan view cross-section, and a rear end of the angled wall62is disposed at the vehicle width direction outer side of the joined-to wall54A of the door inner panel54. The angled wall62is accordingly disposed on one plate thickness direction side (on the vehicle width direction outer side) of the joined-to wall54A, and is at an angle with respect to the joined-to wall54A.

A joining wall64is formed at a rear end portion of the dent reinforcement60, and the joining wall64is coupled to a rear end of the angled wall62through a bent portion66, described later. The joining wall64is disposed at the vehicle width direction outer side of the joined-to wall54A of the door inner panel54, facing the joined-to wall54A along the plate thickness direction of the joined-to wall54A. An angle θ4formed between the joining wall64and the angled wall62is set as an obtuse angle.

The joining wall64and the joined-to wall54A are joined together by spot welding in a superimposed state of the joining wall64and the joined-to wall54A, with a joined portion configuring a spot weld68. The front-rear position of the spot weld68is set similarly to in the first exemplary embodiment. Namely, a line extending along a vehicle width direction inner side face of the angled wall62in plan view cross-section is taken as a reference line (extension line) CL3. A line extending along a vehicle width direction outer side face of the angled wall62in plan view cross-section is taken as a reference line (extension line) CL4. The joining wall64and the joined-to wall54A are joined together in an area A2that is a region of a mating face70between the joining wall64and the joined-to wall54A between a portion where the reference line CL3intersects and a portion where the reference line CL4intersects. The spot weld68is thus set in the area A2of the joining wall64, and is set at a position that is not offset in a direction normal to the plane of the angled wall62with respect to the angled wall62in plan view cross-section. The area A2of the joining wall64corresponds to “a portion of the join portion where an extension line running along the axial direction of the angled wall intersects” of technology disclosed herein.

In the dent reinforcement60, the bent portion66is formed coupling together the rear end of the angled wall62and a front end of the joining wall64. The bent portion66extends out from the front end of the joining wall64toward the vehicle width direction outer side, and is connected to the rear end of the angled wall62. Moreover, as illustrated inFIG. 7, the bent portion66is curved in a circular arc shape protruding toward the front side as viewed along the plate thickness direction of the joining wall64. Specifically, the bent portion66is curved substantially in a circular arc shape centered on the spot weld68as viewed along the plate thickness direction of the joining wall64. Moreover, as illustrated inFIG. 6, an angle θ3formed between the joining wall64and the bent portion66in a plan view cross-section passing through the spot weld68is set as an obtuse angle, and is set smaller than the angle θ4described above.

Next, explanation follows regarding operation and advantageous effects of the second exemplary embodiment, drawing comparisons with a comparative example described below.

First, explanation follows regarding configuration of a side door of a comparative example. The side door of the comparative example is of similar configuration to the side door50of the second exemplary embodiment, with the exception of the point described below. Namely, as illustrated by the double-dotted intermittent lines inFIG. 6, the bent portion66of the second exemplary embodiment is omitted from the rear end side of the dent reinforcement60in the side door of the comparative example. The front end of the joining wall64of the dent reinforcement60is accordingly connected to the rear end of the angled wall62. Moreover, the spot weld68is disposed at a specific separation distance to the rear side of a boundary between the angled wall62and the joining wall64. The spot weld68is accordingly disposed offset to one side of the angled wall62(to the arrow C direction side inFIG. 6, this being an oblique rear side on the vehicle width direction outer side) in a direction normal to the plane of the angled wall62in plan view cross-section.

Since the front end portion of the side door50is supported by the door hinges so as to be capable of swinging, centrifugal force acts on the dent reinforcement60when swinging the side door50in a direction to close the door opening. A force F4(seeFIG. 6) toward the rear end side of the dent reinforcement60accordingly acts along the length direction of the dent reinforcement60when closing the door opening of the vehicle body with the side door50. Moreover, when closing the door opening of the vehicle body with the side door50, a load (reaction force) F5(seeFIG. 6) from the vehicle body toward the vehicle width direction outer side acts on the door inner panel54. The (joined-to wall54A of the) door inner panel54accordingly attempts to undergo displacement toward the vehicle width direction outer side (the arrow D direction side inFIG. 6).

In the comparative example configured as described above, the spot weld68is disposed offset to one side of the angled wall62in the direction normal to the plane of the angled wall62(the arrow C direction side inFIG. 6). A counterclockwise moment M2(see the arrow M2illustrated by an intermittent line inFIG. 6) about the spot weld68in plan view is therefore generated in the dent reinforcement60by the force F4when closing the door opening of the vehicle body with the side door50. The dent reinforcement60accordingly attempts to undergo displacement toward the vehicle width direction inner side with respect to the spot weld68(see the arrow E illustrated by an intermittent line inFIG. 6). Accordingly, when closing the door opening with the side door50, the direction in which the joined-to wall54A of the door inner panel54attempts to undergo displacement (the arrow D direction inFIG. 6) and the direction in which the dent reinforcement60attempts to undergo displacement with respect to the spot weld68(the arrow E direction inFIG. 6) are opposite directions to each other, such that there is a possibility of deformation occurring at the boundary portion of the joining wall64with the angled wall62. There are accordingly concerns of a reduction in the opening and closing durability of the side door50. However, if, for example, the plate thickness of the dent reinforcement60were to be made thicker in order to increase the opening and closing durability of the side door50, the issue of an increase in the weight of the side door50would arise.

In the second exemplary embodiment, the bent portion66is formed at the rear end portion of the dent reinforcement60, and the joining wall64and the angled wall62of the dent reinforcement60are coupled together through the bent portion66. Moreover, the joining wall64and the joined-to wall54A are joined together in the area A2, this being a region between a portion where the reference line CL3intersects and a portion where the reference line CL4intersects in the mating face70between the joining wall64and the joined-to wall54A. In other words, the spot weld68is set in the area A2of the joining wall64. The spot weld68is accordingly disposed such that it is not offset in a direction normal to the plane of the angled wall62with respect to the angled wall62in plan view cross-section.

The moment M2about the spot weld68is accordingly suppressed from being generated when closing the door opening with the side door50. Since the moment M2is suppressed from being generated in the dent reinforcement60, the dent reinforcement60follows the displacement of the door inner panel54toward the vehicle width direction outer side when closing the door opening with the side door50, and the dent reinforcement60attempts to undergo displacement toward the vehicle width direction outer side with respect to the spot weld68. The direction in which the joined-to wall54A of the door inner panel54attempts to undergo displacement, and the direction in which the dent reinforcement60attempts to undergo displacement with respect to the spot weld68when closing the door opening with the side door50is accordingly the same direction (the arrow D direction inFIG. 6). Deformation of the boundary portion of the joining wall64with the bent portion66can accordingly be suppressed as a result. This thereby enables an increase in the opening and closing durability of the side door50, without increasing the plate thickness of the dent reinforcement60.

In the second exemplary embodiment, the bent portion66is curved in a substantially circular arc shape as viewed along the plate thickness direction of the joining wall64. This thereby enables the lengths of a bend ridge line between the angled wall62and the bent portion66, and a bend ridge line between the bent portion66and the joining wall64, to be set longer than in cases in which the bent portion66is formed in a straight line. Stress acting in the bent portion66(more specifically, at the locations of the bend ridge lines) when closing the side door50can accordingly be lessened. This thereby enables a further increase in the opening and closing durability of the side door50.

Note that in the first exemplary embodiment, the bent portion40is formed in a straight line along the vehicle width direction; however, the bent portion40may be curved in a circular arc shape, similarly to in the second exemplary embodiment.

In the first exemplary embodiment, the angle θ1formed between the joining wall32and the bent portion40is set as an obtuse angle, and in the second exemplary embodiment, the angle θ3formed between the joining wall64and the angled wall62is set as an obtuse angle; however, the angles of the angles θ1, θ3may be freely set. For example, the angles θ1, θ3may be set as right angles. Namely, it is sufficient that the angle θ1is set smaller than the angle θ2, and that the angle θ3is set smaller than the angle θ4.

All cited documents, patent applications and technical standards mentioned in the present specification are incorporated by reference in the present specification to the same extent as if the individual cited document, patent application, or technical standard was specifically and individually indicated to be incorporated by reference.