JP3772447B2 - Car door structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a door structure of an automobile, and more particularly to a structure in which two impact bars are provided inside a door body to ensure rigidity and reduce the impact of the entire door body.
[0002]
[Prior art]
  Recently, in order to increase the rigidity of the door against a side collision of a car, a car that is provided with a horizontal impact bar in the interior space of the door body, and the impact bar is attached to the front end and the rear end of the door body. The door structure is adopted. Conventionally, as shown in Japanese Utility Model Laid-Open No. 62-167720, a first impact bar made of two pipes is provided at a middle portion in a door body, and a pipe is made near the upper end in the door body. There has been proposed an automobile door structure in which a second impact bar is provided and the second impact bar is positioned on the inner side in the door thickness direction than the first impact bar. Recently, a shock absorbing member has been incorporated in the door body that functions to absorb the impact on the occupant at the time of a side collision and to quickly start the movement of the occupant toward the passenger compartment at the time of a side collision to mitigate the impact. Technology is also being widely applied.
[0003]
[Problems to be solved by the invention]
  In the door structure of the above publication, the first impact bar made of two pipes is disposed in a horizontal posture substantially parallel to the middle step portion of the door main body, so that the rigidity of the middle step portion of the door main body against a side collision increases. However, there is a problem that the rigidity of the upper end portion of the door body tends to be insufficient, and the amount of deformation of the upper end portion of the door body toward the passenger compartment tends to increase during a side collision. In addition, the rigidity of the first impact bar tends to be excessive, and in that case, the impact acceleration at the time of a side collision increases. The door structure of the above publication does not use an impact absorbing member. However, by appropriately setting the size and arrangement of the impact absorbing member in association with the arrangement and structure of the impact bar, the impact on the passenger is reduced as much as possible. It is desirable to do.
[0004]
  On the other hand, in a conventional automobile door, there is only one glass guide for the window regulator, and the one glass guide is merely arranged in a substantially vertical position in the front and rear direction of the door body. It has been difficult to effectively use the glass guide for increasing the rigidity of the door against side collision and absorbing the collision energy. SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle door structure capable of ensuring rigidity over the entire area of the door body, not locally, and reducing the impact on passengers.
[0005]
[Means for Solving the Problems]
  The door structure of an automobile according to claim 1 is a door of an automobile provided with two impact bars that are vertically spaced apart from each other in an interior space of a door body formed by an inner panel and an outer panel. In the structure, the upper impact bar is arranged directly below the reinforcement provided at the upper end of the interior space of the door body, and the majority of the lower impact bar is below the middle in the height direction of the door body. Arranged in theThe upper and lower impact bars are both composed of a tube with a circular cross section, and the upper impact bar has a smaller diameter than the lower impact bar.It has been done. Here, at the time of a side collision, it is desirable that the reinforcement, the upper impact bar, and the lower impact bar cooperate evenly to absorb the impact and share the collision load.
[0006]
  The middle part of the door body is almost equivalent to the bumper level, but the middle part of the door body is protected by the lower impact bar, and the upper end of the door body is protected by the reinforcement and the upper impact bar. .here, Set the rigidity of the upper impact bar lower than the rigidity of the lower impact bar.IfThe upper impact bar and reinforcement ensure the rigidity of the upper end of the door bodyBecause you canIn the event of a side collision, the upper end of the door body will not be greatly deformed toward the passenger compartment, and the lower impact bar, upper impact bar and reinforcement will prevent deformation throughout the door body. The collision energy can be absorbed. Further, if setting is made so that the rigidity of the lower impact bar located on the outer side in the door thickness direction is not excessive, the impact acceleration at the time of a side collision can be suppressed.
[0007]
  Furthermore, the upper and lowerSince each impact bar is composed of a tubular body, the impact bar can be reduced in size and weight, which is advantageous in terms of the placement of the impact bar, and can be effective against impacts from various directions..
[0008]
  Claim2The automobile door structure is claimed1In the invention, shock absorbers are provided on the inner side of the upper and lower impact bars, respectively, and the vertical width of the lower shock absorber is set larger than the vertical width of the upper shock absorber. It is a feature. The collision load shared by the lower impact bar during a normal collision is greater than the collision load shared by the upper impact bar and the reinforcement, so the vertical width of the lower impact absorbing member is It is desirable to set it larger than the width, and it is desirable to increase the vertical width of the lower impact absorbing member in order to protect a wide portion near the occupant's waist. Other claims1Has the same effect as.
[0009]
  Claim3The automobile door structure is claimed2In the invention, an impact transmission member having an impact absorbing function is provided between the lower impact bar and the lower impact absorbing member. The lower impact bar is provided near the inner side of the outer panel, and the corresponding shock absorbing member is provided near both the inner and outer sides of the inner panel, so the distance from the lower impact bar to the shock absorbing member is increased. Cheap. Therefore, by transmitting the collision load input to the lower impact bar to the shock absorbing member via the impact transmission member, an appropriate collision load is transmitted to the occupant as soon as possible after the collision, and the movement of the occupant is started. Impact speed can be reduced. Other billing2Has the same effect as.
[0010]
  Claim4The door structure of the automobile according to claim 13In any one of the inventions, a pair of glass guide members of the window regulator are arranged substantially vertically and at a predetermined interval in the rear part of the interior space of the door body. is there. The rear part of the door body corresponds to the side of the occupant, but the pair of glass guide members can increase the rigidity of the rear part of the door body and increase the impact energy absorption through plastic deformation of the glass guide members. it can.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, embodiments of the present invention will be described with reference to the drawings. This embodiment is an example when the present invention is applied to the door structure of the door on the driver's seat side of a sports car in an automobile. As shown in FIGS. 1 to 3, the door 1 includes a door body 2 and a door body 2. The door glass 3 is driven up and down with respect to the door main body 2, the door glass 4 is fixed to the door main body 2, and the equipment provided in the door main body 2. The door body 2 is mainly composed of an outer panel 5 and an inner panel 7 that defines an internal space 6 between the outer panel 5 and the outer panel 5 and the inner panel 7 are integrally welded. A reinforcement 8 that forms a closed cross-section portion in cooperation with the outer panel 5 is provided in the upper end portion of the internal space 6 and is integrally welded to the outer panel 5. The rigidity of the part is increased.
[0012]
  First, description will be given of the equipment provided in the door main body 2 and the internal space 6 thereof, and the rear end portion of the door glass 4 is fixed and the front end portion of the door glass 3 is slidably engaged and guided. A glass guide 9 is provided at the front portion of the door 1 in a substantially upright direction (in the form of a steep upward slope that moves backward toward the upper end side). A regulator main body 11 of a power window regulator for raising and lowering the door glass 3 (in the case of a manual window regulator, a regulator main body 10) is disposed in the middle part of the front portion of the internal space 6 and attached to the inner panel 7. A pair of glass guidesElement12 and 13 are substantially upright in a position substantially corresponding to the side of the occupant seated on the seat in the passenger compartment in the rear portion of the inner space 6 (backward steeply inclined shape that moves rearward toward the upper end side) and back and forth. These glass guides are arranged at predetermined intervals.Element12 and 13 are firmly fixed to the outer surface of the inner panel 7 via a bracket (not shown).
[0013]
  These glass guides 12, 13ElementEach of which is a fairly rigid shaped member having a generally C-shaped cross-section and a pair of glass guidesElement12 and 13 reinforce the portion of the rear portion of the door body 2 corresponding to the side of the occupant. A pair of roller members attached to the lower end of the door glass 3 via a metal fitting is a pair of glass guides.ElementThe door glass 3 extends from the regulator main body 11 (or 10) and is mounted on the glass guides 12 and 13 so as to roll freely.ElementIt is connected to the wire introduced into the inside and can be driven up and down by the regulator body 11 (or 10).
[0014]
  An audio speaker 19 is incorporated under the front end of the internal space 6 in the door body 2 so as to face the opening of the inner panel 7. A pair of upper and lower hinge fittings 14 and 15 are fixed to the front end portion of the door body 2, and these hinge fittings 14 and 15 are fixed to corresponding portions of the door opening of the vehicle body with bolts. A latch 16a that is a hook member for opening and closing the door 1 and a latch portion 16 that drives the latch 16a are provided in a slightly lower part of the rear end portion of the inner space 6 of the door body 2; The latch 16a is removably engaged with the U-shaped connecting bracket on the vehicle body side, and the door is locked in the closed state.
[0015]
  As shown in FIGS. 1 to 6, a first impact bar 21 is provided in the lower half of the interior space 6 of the door body 2 so as to be at a height level corresponding to the occupant's waist seated on the seat in the passenger compartment. A second impact bar 22 substantially corresponding to the belt line is disposed at the upper end of the internal space 6. The first impact bar 21 is made of a steel pipe material, and the first impact bar 21 is substantially in the front-rear direction over the almost entire width of the door body 2 at a position near the inner side of the outer panel 5. Further, the front end of the first impact bar 21 is fixed to the inner panel 7 via the bracket 23 at the middle part of the front end of the door body 2 so that the first impact bar 21 becomes lower toward the rear. The rear end portion 21 is fixed to the inner panel 7 via a bracket 24 in a lower portion of the rear end portion of the door body 2 and below the latch portion 16. Thus, the first impact bar 21 is stretched over the front end portion and the rear end portion of the door body 2.
[0016]
  The second impact bar 22 is made of a steel pipe, and the second impact bar 22 extends in the front-rear direction in the lower vicinity of the reinforcement 8 at the upper end of the internal space 6 of the door body 2. The front end portion of the second impact bar 22 is fixed to the inner panel 7 via a bracket 25 in the vicinity of the upper end of the front end portion of the door body 2 and is fixed to the inner panel 7 via a stay 26. The rear end portion of the second impact bar 22 is fixed to the inner panel 7 via a bracket 27 in the vicinity of the upper end of the rear end portion of the door body 2. As described above, the second impact bar 22 is stretched over the front end portion and the rear end portion of the door body 2. Moreover, the second impact bar 22 is disposed a predetermined distance inside the door thickness direction from the first impact bar 21.
[0017]
  The second impact bar 22 is for increasing the rigidity of the upper end portion of the door body 2, but since there is the reinforcement 8, the rigidity of the second impact bar 22 is set lower than the rigidity of the first impact bar 21. Therefore, the wall thickness of the pipe material constituting the first impact bar 21 is, for example, 3.5 mm, the wall thickness of the pipe material constituting the second impact bar 22 is, for example, 1.8 mm, and the second impact bar 22 is The diameter is smaller than the one impact bar 21.
[0018]
  Next, an impact absorbing portion for protecting an occupant during a side collision will be described. As shown in FIGS. 1 to 3, a door trim 17 is provided on the vehicle compartment side (inner side) of the inner panel 7 of the door body 2, and an armrest 18 is formed at a middle portion of the door trim 17. In order to alleviate the impact on the occupant at the time of a side collision, a first impact absorbing member 30, a second impact absorbing member 40, and a third impact absorbing member 50 made of synthetic resin foam are provided.
[0019]
  The first shock absorbing member 30 is disposed in a portion of the rear portion of the door main body 2 that substantially corresponds to the elbow of the occupant seated on the seat in the vehicle interior. The first shock absorbing member 30 is the outer panel 5. And an impact absorbing block 34 that is supported by the inner panel 7 through the opening 32 of the inner panel 7 and that faces the impact transmitting block 31 with a glass passage gap 33 therebetween. The outer end of the impact transmission block 31 protrudes outward in the door thickness direction from the first impact bar 21, and the inner surface of the shock absorbing block 34 faces the outer surface of the door trim 17. The shock transmission block 31 is supported by a mounting plate 35 biting into its upper end and a mounting plate 36 biting into its lower end, and the upper mounting plate 35 is fixed to the door knob mounting tool, and the lower mounting plate 36. Is fixed to the first impact bar 21. The shock transmission block 31 may be made of a synthetic resin foam that is somewhat harder than the shock absorbing block 34.
[0020]
  SecondimpactThe absorbing member 40 is disposed in a portion of the rear portion of the door main body 2 corresponding to the waist of the occupant seated on the seat in the passenger compartment.2The impact absorbing portion 40 is inserted through an impact transmission block 41 (corresponding to an impact transmission member) disposed on the inner surface side of the outer panel 5 and inside and near the lower side of the first impact bar 21 and the opening 42 of the inner panel 7. Then, an impact transmission block 44 (corresponding to an impact transmission member) that is supported by the inner panel 7 and is opposed to the impact transmission block 41 with a glass passage gap 43 therebetween, and an inner surface of the impact transmission block 44 and the door trim 17. The shock absorbing block 45 (corresponding to a shock absorbing member) disposed between the shock absorbing block 45 and the shock transmitting block 41 is supported by the first impact bar 21 by a mounting bracket 46. The shock transmission blocks 41 and 44 may be made of a synthetic resin foam that is somewhat harder than the shock absorbing block 45.
[0021]
  The total thickness of the second shock absorbing member 40 in the door thickness direction is set to be larger than the total thickness of the first shock absorbing member 30 in the door thickness direction, and the glass passage gap 43 is the glass passage gap 33. Is set larger than. The third shock absorbing member 50 is disposed at a portion of the rear portion of the door body 2 that corresponds to the vicinity of the shoulder of the occupant seated on the seat in the passenger compartment, and is provided between the inner panel 7 and the door trim 17. The vertical width of the third shock absorbing member 50 is set smaller than the vertical width of the second shock absorbing member 40.
[0022]
  Next, the operation and effect of the above door structure will be described. Since the first impact bar 21 is at a level corresponding to the bumper line of the automobile that collides with the side, the collision load to the first impact bar 21 and its vicinity is usually the second impact bar 22 and its vicinity. It will be larger than the impact load on. Here, if the first impact bar 21 is disposed in a horizontal posture, the collision load acts almost uniformly on the entire length of the first impact bar 21 at the time of a side collision. Not much deformation, impact energy absorption due to plastic deformation decreases, and impact acceleration also increases. However, since the first impact bar 21 is disposed in a downwardly inclined manner, the collision load is less likely to be uniformly applied to the entire length portion at the time of a side collision, so that it is easy to be plastically deformed, and the collision energy absorption is increased. The impact acceleration that acts is also reduced.
[0023]
  Since the second impact bar 22 is disposed on the inner side in the door thickness direction than the first impact bar 21, a collision load is first applied to the first impact bar 21 at the time of a side collision, and then the second impact bar 22. Since the collision load acts on the first and second impact bars 21 and 22 with a slight time difference, the impact acceleration acting on the occupant is remarkably reduced. Moreover, since the reinforcement 8 is provided inside the upper end portion of the outer panel 5 to increase the rigidity and the second impact bar 22 is provided in the vicinity thereof, the rigidity of the upper end portion of the door body 2 is remarkably increased. .
[0024]
  When the rigidity of the upper end portion of the door main body 2 is insufficient, the upper end side portion of the door main body 2 may be greatly deformed to the vehicle compartment side depending on the form of the side collision at the time of a side collision. Since the rigidity of the upper end is sufficiently increased, the rigidity of the door body 2 against a side collision as a whole can be enhanced, and occupant protection can be enhanced. Since the second impact bar 22 is provided in a horizontal posture near the upper end of the door body 2, the tendency that the collision load acts almost uniformly on the entire length of the second impact bar 22 at the time of a side collision increases. The deformation of the impact bar 22 is also suppressed.
[0025]
  Since the first and second impact bars 21 and 22 are each made of steel pipe material, it is possible to reduce the size and weight, and it is advantageous in terms of equipment layout (layout), and from various directions. The desired rigidity can be exhibited against the collision load. And because the first impact bar 21 is arranged in a downwardly inclined manner,LaSince the latch portion 16 can be disposed between the rear end portion of the first impact bar 21 and the rear end portion of the second impact bar 22, interference between the first impact bar 21 and the latch portion 16 can be prevented.
[0026]
  Furthermore, a pair of fairly rigid glass guide members 12, 13 are provided so as to correspond to the side of the occupant, and the upper and lower ends of the glass guide members 12, 13 are firmly fixed to the inner panel 7. The glass guide members 12 and 13 can increase the rigidity of the rear portion of the door body 2 to suppress the deformation of the door body 2 at the time of a side collision, and the glass guide members 12 and 13 are subjected to plastic deformation at the time of a side collision. The collision energy can be absorbed.
[0027]
  The first, second, and third shock absorbing members 30, 40, and 50 are generally called pushers, and push the occupant toward the passenger compartment as soon as possible when a side collision occurs to start moving the occupant. This is to protect the occupant by the action of relaxing the impact acceleration, the action of absorbing the collision energy, and the action of buffering the impact acting on the occupant. Since the first shock absorbing member 30 protrudes outward from the second shock absorbing member 40 and the glass passage gap 33 is smaller than the glass passage gap 43, the first shock absorbing member 30 is first placed on the vehicle compartment side at the time of a side collision. At the next moment, the second shock absorbing member 40 is pushed toward the passenger compartment side, and the first shock absorbing member 30 pushes the passenger's elbow part toward the passenger compartment almost simultaneously or slightly. The second shock absorbing member 40 pushes the occupant's lower back toward the passenger compartment, and the third shock absorbing member 50 pushes the vicinity of the passenger's shoulder toward the passenger compartment.
[0028]
  Thus, the first shock absorbing member 30 can protect the occupant's elbow, the second shock absorbing member 40 can protect the occupant's waist, and the third shock absorbing member 50 can protect the vicinity of the occupant's shoulder. However, depending on the type of side collision, a behavior different from the above may occur. Here, if the second shock absorbing member 40 pushes the occupant's lower back toward the passenger compartment prior to the first shock absorbing member 30, the inertial force at the time of collision causes the occupant to move above the occupant's lower back. There is a possibility that the portion of the head is brought down to the door side (outside) and the head of the passenger collides with the door glass 3 or the like. Therefore, in this door structure, the first impact is achieved by the above configuration.StrikeAbsorbing member 30 is the secondStrikeSince it has been devised to push the occupant prior to or almost simultaneously with the absorbing member 40, it is possible to prevent the occupant from falling outside during a side collision and to enhance the protection of the occupant.
[0029]
  Moreover, the first strikeStrikeSince the absorbing member 30 is provided in a state of being inserted through the opening 32 of the inner panel 7, the first contact is made before the inner panel 7 is deformed.StrikeSince the absorbing member 30 can move toward the vehicle interior, the firstimpactThe action relaxation function of the absorbing member 30 is enhanced, and the shock absorption is improved. Similarly, since the second shock absorbing member 40 is provided so as to pass through the opening 42 of the inner panel 7, the second impact absorbing member 40 is not yet deformed before the inner panel 7 is deformed.StrikeSince the absorbing member 40 can move toward the vehicle interior, the operation responsiveness of the second shock absorbing member 40 is increased, and the impact mitigating function is enhanced. The second shock absorbing member 40 is provided with shock transmitting blocks 41 and 44 through which the load acting from the first impact bar 21 is applied.StrikeSince it is configured to transmit to the absorption block 45, the secondStrikeThe operation responsiveness of the absorbing member 40 can be ensured.
[0030]
  Since the thickness of the second shock absorbing member 40 is set to be larger than the thickness of the first shock absorbing member 30, it is possible to ensure a sufficient collision mitigation function for a large collision load acting from the bumper line. In addition, since the vertical width of the second shock absorbing member 40 is set to be larger than the vertical width of the third shock absorbing member 50, the occupant's waist and its vicinity can be reliably secured against collision loads from various directions. In addition to protection, the third shock absorbing member 50 can be arranged in a narrow space. In addition, since the first shock absorbing member 30 can reliably push the occupant's elbow and upper limbs to the passenger compartment side at an early point in time of the side collision, The secondary collision with the door can be reliably resolved.
[0031]
  Next, a modified embodiment in which the embodiment is partially modified will be described.
1] As shown in FIGS. 7 and 8, the inner panel 7 is constructed by welding and joining an inner panel main body 7a and an inner front panel 7b. Instead of the reinforcement 8, the inner panel 7 is shown in FIG. 8A. A front joint 8a and a flange 8b capable of receiving the second impact bar 22 are formed on the front end portion of the reinforcement 8A, and the flange 8b is welded to the inner front panel 7b. At the same time, the front end portion of the second impact bar 22 is welded to the front joint portion 8a.
[0032]
  A flange portion 8d is formed at the rear end portion of the reinforcement 8A, a rear joint portion 8c capable of receiving the second impact bar 22 is formed on the flange portion 8d, and the flange portion 8d is welded to the outer panel 5 and The rear end portion of the second impact bar 22 is welded to the rear joint 8c. If comprised in this way, the bracket for fixing the 2nd impact bar 22 will be abbreviate | omitted, the number of members will be reduced and it will become lightweight, and it will become advantageous in manufacturing cost. Note that portions other than the end side of the reinforcement 8A may be joined to the inner panel 7 at appropriate intervals.
[0033]
2] The inner surface of the shock absorbing block 34 of the first shock absorbing member 30 may be configured to reach the door trim 17, and the blocks 44 and 45 of the second shock absorbing member 40 may be configured as an integral part. Good.
3) The present invention is of course applicable to ordinary automobile doors other than sports cars as well, and those skilled in the art have made various modifications without departing from the spirit of the present invention. Of course, it can be implemented in the form.
[0034]
【The invention's effect】
  According to the first aspect of the present invention, the upper impact bar is disposed immediately below the reinforcement provided at the upper end portion of the internal space of the door body, and most of the lower impact bar is the height of the door body. Arranged below the middle direction,By configuring the upper and lower impact bars with a circular cross-section tube, and configuring the upper impact bar to have a smaller diameter than the lower impact bar, the impact bar can be made smaller and lighter. It can be advantageous and effective against impacts from various directions.
[0035]
[0036]
  Claim2According to the invention, the shock absorbers are provided on the vehicle body inner sides of the upper and lower impact bars, respectively, and the vertical width of the lower shock absorber is set larger than the vertical width of the upper shock absorber. It is possible to cope with a large collision load shared by the lower impact bar at the time of a collision, and it is advantageous in protecting a wide portion near the occupant's waist against a collision load from various directions. Other claims1Has the same effect as.
[0037]
  Claim3According to the invention, an impact transmission member having an impact absorbing function is provided between the lower impact bar and the lower impact absorbing member, so that the impact load input to the lower impact bar can be transmitted. Through the memberStrikeBy transmitting it to the absorbing member, it is possible to transmit the collision load to the occupant as soon as possible after the collision, and to start the movement of the occupant and reduce the impact acceleration. Other claims2Has the same effect as.
[0038]
  Claim4According to the invention, the pair of glass guide members of the window regulator are arranged substantially vertically in the rear part of the interior space of the door body with a predetermined distance from each other. The rigidity of the rear part of the door main body corresponding to the passenger | crew's side part can be improved, and collision energy absorptivity can be improved through the plastic deformation of these glass guide members. Other claims 13There exists an effect similar to any one of these.
[Brief description of the drawings]
FIG. 1 is a side view of a door (door trim removed state) according to an embodiment of the present invention.
FIG. 2 is a side view of the door (inner panel removed state).
FIG. 3 is a longitudinal sectional view of the door.
FIG. 4 is a cross-sectional view of a main part showing a fixing structure of a front end portion of a first impact bar of the door.
FIG. 5 is a cross-sectional view of an essential part showing a fixing structure of a rear end portion of a first impact bar of the door.
FIG. 6 is a cross-sectional view of a main part showing a fixing structure of a front end portion of a second impact bar of the door.
FIG. 7 is a view corresponding to FIG. 6 according to a modified embodiment.
8 is a perspective view of a second impact bar and a reinforcement in FIG. 7;
[Explanation of symbols]
1 door
2 Door body
5 Outer panel
7 Inner panel
7a Inner panel body
7b Inner front panel
8,8A reinforcement
12,13 Glass guide member
16 Latch part
21 First impact bar
22 Second impact bar
30 First shock absorbing member
33 Clearance through glass
40 Second shock absorbing member
43 Glass passage gap
50 Third shock absorbing member

Claims (4)

In the door structure of an automobile provided with two impact bars disposed in the front-rear direction of the vehicle body in the interior space of the door body formed by the inner panel and the outer panel, and spaced apart in the vertical direction,
The upper impact bar is arranged directly below the reinforcement provided at the upper end of the interior space of the door body,
Most of the lower impact bar is located below the middle in the height direction of the door body,
An automobile door structure characterized in that both the upper and lower impact bars are formed of a tube having a circular cross section, and the upper impact bar has a smaller diameter than the lower impact bar . An impact absorbing member is provided on each of the upper and lower impact bars on the vehicle body side, and the vertical width of the lower impact absorbing member is set larger than the vertical width of the upper impact absorbing member. Item 2. A door structure for an automobile according to Item 1 . The automobile door structure according to claim 2 , wherein an impact transmission member having an impact absorbing function is provided between the lower impact bar and the lower impact absorbing member. The rear of the inner space of the door body, to any one of claim 1 to 3, characterized in that disposed apart a predetermined distance and back and forth in the substantially vertical direction a pair of glass guide member of the window regulator The automobile door structure described.

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