JPH10250369A - Door construction of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain deformation of the upper end part of a door main body at side collision time by arranging an impact bar on the upper side directly under the reinforcement in a door main body, arranging an impact bar on the lower side on the underside of an intermediate step, and setting rigidity of the upper side impact bar lower than that of the lower side. SOLUTION: A first impact bar 21 is arranged at a height level corresponding to the waist of an occupant seated on a seat in a vehicle room, in the lower half part of the inner space of a door main body 2, meanwhile, a second impact bar 22 nearly corresponding to a belt line is arranged on the upper end part of the inner space. The first impact bar 21 is made of tubing, and slantingly arranged slanting in lowering rearward extending over the nearly full width of the longitudinal width of the door main body 2, meanwhile, the second impact bar 22 made of the same tubing is arranged in a horizontal posture on the neighboring part of the underside of a reinforcement of the upper edge part of the door main body 2, and relatively inside in the direction of the door thickness. Rigidity of the second impact bar 22 is set lower than rigidity of the first impact bar 21.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a door structure of a motor vehicle, and more particularly to a door structure in which two impact bars are provided inside a door body to secure rigidity and reduce impact on the entire door body.

[0002]

2. Description of the Related Art Recently, in order to increase the rigidity of a door against a side collision of an automobile, a horizontal impact bar is provided in an inner space of the door body, and the impact bar is mounted on a front end and a rear end of the door body. 2. Description of the Related Art A door structure of a worn automobile is employed. Conventionally, as shown in Japanese Utility Model Laid-Open Publication No. Sho 62-167720, a first impact bar made of two pipes is provided in a middle portion of a door body, and one impact bar is made near an 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 located inside the first impact bar in the door thickness direction. Recently, a shock absorbing member that functions to absorb a shock to an occupant at the time of a side collision and to start moving the occupant to the passenger compartment early at the time of a side collision to reduce the impact is incorporated in the door body. Technology is also being widely applied.

[0003]

In the door structure disclosed in the above publication, the first impact bar made of two pipes is arranged in a horizontal posture substantially parallel to the middle part of the door main body, so that it is possible to prevent a side collision. Although the rigidity of the middle part of the door body increases, the rigidity of the upper end of the door body tends to be insufficient,
There is a problem that the amount of deformation of the upper end of the door body toward the passenger compartment is likely to be large 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 becomes large. Further, in the door structure of the above publication, no shock absorbing member is applied, but by appropriately setting the size and arrangement of the shock absorbing member in relation to the arrangement and structure of the impact bar, the impact on the occupant is reduced as much as possible. It is desirable to do.

On the other hand, in a conventional automobile door, there is only one glass guide of a window regulator, and the one glass guide is arranged almost vertically in the center of the door body in the front-rear direction. Therefore, it was difficult to effectively use the glass guide to increase the rigidity of the door against side collision and absorb the collision energy. SUMMARY OF THE INVENTION It is an object of the present invention to provide a door structure of a motor vehicle capable of securing rigidity not only at a local portion of a door main body but over the entirety and reducing impact on an occupant.

[0005]

According to a first aspect of the present invention, there is provided a door structure of an automobile, wherein two doors are vertically arranged in an interior space of a door body formed by an inner panel and an outer panel, and are disposed in a longitudinal direction of the vehicle body. In an automobile door structure having an impact bar, the upper impact bar is disposed immediately below a reinforcement provided at an upper end of an inner space of the door body, and most of the lower impact bar is disposed in the door body. The rigidity of the upper impact bar is set lower than the rigidity of the lower impact bar. Here, at the time of a side collision, it is desirable that the reinforcement and the upper impact bar and the lower impact bar cooperate equally to absorb the impact and share the impact load.

[0006] The middle portion of the door body is substantially equivalent to the level of a bumper. The middle portion of the door body is protected by a lower impact bar, and the upper end portion of the door body is formed by a reinforcement and an upper impact bar. Protected. The rigidity of the upper impact bar is set lower than that of the lower impact bar, and the upper impact bar and the reinforcement ensure the rigidity of the upper end of the door body. At the same time, the upper end of the door body does not significantly deform to the cabin side, and the lower impact bar, the upper impact bar, and the reinforcement suppress deformation throughout the door body and absorb collision energy. Can be planned. Further, if the rigidity of the lower impact bar located on the outside in the door thickness direction is set so as not to be excessive, the impact acceleration at the time of a side collision can be suppressed.

According to a second aspect of the present invention, there is provided a door structure for an automobile.
In the invention, the upper and lower impact bars are both constituted by pipes having a circular cross section, and the upper impact bar has a smaller diameter than the lower impact bar. Since each impact bar is formed of a tube, the impact bar can be reduced in size and weight, which is advantageous in terms of arrangement of the impact bar, and can be effective against impacts from various directions. Other operations are the same as those of the first aspect.

According to a third aspect of the present invention, there is provided a door structure for an automobile.
In the invention of the above, shock absorbing members are respectively provided on the inner side of the vehicle body of the upper and lower impact bars, and the vertical width of the lower shock absorbing member is set to be larger than the vertical width of the upper shock absorbing member. It is a feature. Since the impact load shared by the lower impact bar during a normal collision is larger than the impact load shared by the upper impact bar and the reinforcement, the vertical width of the lower impact absorbing member is set to be greater than the upper impact bar. It is desirable to set the width larger than the width, and to protect a wide part near the waist of the occupant, it is also desirable to increase the vertical width of the lower shock absorbing member. Other effects are the same as those of the second aspect.

According to a fourth aspect of the present invention, there is provided a door structure for an automobile.
The present invention is characterized in that a shock transmitting member having a shock absorbing action is provided between the lower impact bar and the lower shock absorbing member. The lower impact bar is provided near the inside of the outer panel, and the corresponding shock absorbing member is provided near the inner and outer sides of the inner panel, so the distance from the lower impact bar to the shock absorbing member increases. Cheap. Therefore, by transmitting the collision load input to the lower impact bar to the shock absorbing member via the shock transmission member, an appropriate collision load is transmitted to the occupant as early as possible after the collision to start the movement of the occupant. The impact speed can be reduced. Other effects are the same as those of the third aspect.

According to a fifth aspect of the present invention, there is provided a door structure for an automobile.
5. The invention according to any one of items 4 to 4, characterized in that a pair of glass guide members of the window regulator are arranged substantially vertically and at predetermined intervals in the front and rear directions at the rear of the internal space of the door body. Things. The rear part of the door body corresponds to the side of the occupant, but a pair of glass guide members increase the rigidity of the rear part of the door body, and enhance the collision energy absorption through plastic deformation of the glass guide members. it can.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. This embodiment is an example in which the present invention is applied to a door structure of a door on a driver's seat side of a sports car in a car. As shown in FIGS. A door glass 3 driven up and down with respect to the door main body 2, a door glass 4 fixed to the door main body 2, an equipment provided in the door main body 2, and the like. The door body 2 is mainly composed of an outer panel 5 and an inner panel 7 defining an internal space 6 between the outer panel 5 and the outer panel 5 and the inner panel 7 are integrally welded and joined. In the upper end of the inner space 6, a reinforcement 8 which forms a closed cross section in cooperation with the outer panel 5 is provided and integrally welded to the outer panel 5, and the upper end of the door main body 2 is formed by the reinforcement 8. The rigidity of the part is increased.

First, the equipment provided in the door body 2 and its internal space 6 will be described. The rear end of the door glass 4 is fixed and the front end of the door glass 3 is slidably engaged. A glass guide 9 is provided at the front portion of the door 1 in a substantially upright position (a steeply upward rearward slope that shifts rearward toward the upper end). A regulator body 11 of a power window regulator for raising and lowering the door glass 3 (in the case of a manual window regulator, the regulator body 10) is disposed in a middle portion in front of the internal space 6 and attached to the inner panel 7, The pair of glass guides 12 and 13 are substantially vertically oriented at the rear portion of the internal space 6 at positions substantially corresponding to the sides of the occupant seated on the seat in the vehicle interior (a steeply upward rearward transition toward the rear toward the upper end side). The glass guides 12 and 13 are firmly fixed to the outer surface of the inner panel 7 via brackets (not shown).

Each of these glass guides 12, 13 is
A substantially rigid molded member having a substantially C-shaped cross section.
A pair of glass guides 12 and 13 reinforces a 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 metal fittings are rotatably mounted in the pair of glass guides 12 and 13, and the door glass 3 extends from the regulator body 11 (or 10). It is connected to a wire introduced into the glass guide 12 and can be driven up and down by the regulator body 11 (or 10).

An audio speaker 19 is installed below 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 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, which is a hook member for opening and closing the door 1, and a latch portion 16 for driving the latch 16a are provided in a middle lower portion of the rear end of the internal space 6 of the door body 2 and a lower portion thereof. Latch 16
a is removably engaged with the U-shaped connection fitting on the vehicle body side, and the door is locked in the closed state.

As shown in FIGS. 1 to 6, the lower half of the internal space 6 of the door body 2 has a first impact at a height corresponding to the waist of an occupant seated in a seat in a vehicle cabin. A bar 21 is provided, and a second impact bar 22 substantially corresponding to the belt line is provided at the upper end of the internal space 6. The first impact bar 21 is formed of a steel pipe material. The first impact bar 21 is positioned substantially in the front-rear direction at a position near the inside of the outer panel 5 over substantially the entire front-rear width of the door body 2. The front end of the first impact bar 21 is fixed to the inner panel 7 via a bracket 23 at the middle portion of the front end of the door body 2, and the first impact bar is lowered. The rear end portion 21 is fixed to the inner panel 7 via a bracket 24 at a position below the latch portion 16 in the lower portion of the rear end portion of the door body 2. As described above, the first impact bar 21 is mounted over the front end and the rear end of the door body 2.

The second impact bar 22 is made of a steel pipe material. The second impact bar 22 is located at the upper end of the inner space 6 of the door body 2 in the vicinity of the lower side of the reinforcement 8 in the front-rear direction. The front end of the second impact bar 22 is fixed to the inner panel 7 via a bracket 25 near the upper end of the front end of the door body 2 and at the same time, the inner panel is connected via a stay 26. The rear end of the second impact bar 22 is fixed to the inner panel 7 via a bracket 27 near the upper end of the rear end of the door body 2. in this way,
The second impact bar 22 is mounted over the front end and the rear end 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.

The second impact bar 22 is for increasing the rigidity of the upper end portion of the door body 2. However, since the second impact bar 22 has the reinforcement 8, the rigidity of the second impact bar 22 is smaller than the rigidity of the first impact bar 21. Is set low, the thickness of the tube material constituting the first impact bar 21 is, for example, 3.5 mm, and the thickness of the second impact bar 22 is
Has a wall thickness of, for example, 1.8 mm, and the second impact bar 22 has a smaller diameter than the first impact bar 21.

Next, a description will be given of an impact absorbing portion and the like for protecting an occupant in the event of a side collision. As shown in FIGS. 1 to 3, the door body 2 is closer to the passenger compartment than the inner panel 7 (inside).
Is provided with a door trim 17, and an armrest 18 is formed in a middle portion of the door trim 17. In order to reduce the impact on the occupant in the event 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, respectively.

The first shock absorbing member 30 is provided at a portion of the rear portion of the door body 2 which substantially corresponds to the elbow of the occupant seated on the seat in the passenger compartment. A shock transmission block 31 in contact with the inner surface of the outer panel 5, and an impact which is inserted into the opening 32 of the inner panel 7 and is supported by the inner panel 7 and faces the impact transmission block 31 with a glass passage gap 33 therebetween. An outer end of the shock transmission block 31 protrudes outside the first impact bar 21 in the door thickness direction, and an inner surface of the shock absorption block 34 is a door trim 1.
7 near the outside. The shock transmission block 31 is supported by a mounting plate 35 biting into the upper end thereof and a mounting plate 36 biting into the lower end thereof. The upper mounting plate 35 is fixed to the doorknob mounting tool, and the lower mounting plate 3
6 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 absorption block 34.

The second absorption / absorption member 40 is disposed in the rear portion of the door body 2 at a position corresponding to the waist of an occupant sitting on a seat in the vehicle interior. The shock transmission block 41 (corresponding to a shock transmission member) disposed on the inner side of the first impact bar 21 and near the lower side of the first impact bar 21 and the opening 42 of the inner panel 7 are inserted into and supported by the inner panel 7. And a shock transmission block 44 (corresponding to a shock transmission member) opposed to the shock transmission block 41 with a glass passage gap 43 therebetween, and a shock absorbing member disposed between the inner surface of the shock transmission block 44 and the door trim 17. A block 45 (corresponding to a shock absorbing member) is provided.
6 is supported by the first impact bar 21.
The shock transmitting blocks 41 and 44 may be made of a synthetic resin foam that is somewhat harder than the shock absorbing block 45.

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.
Is set to be larger than the glass passage gap 33. The third shock absorbing member 50 is disposed at a portion of the rear portion of the door body 2 corresponding to the vicinity of the shoulder of the occupant seated on the seat in the vehicle interior, and includes the inner panel 7 and the door trim 1.
7, the vertical width of the third shock absorbing member 50 is set smaller than the vertical width of the second shock absorbing member 40.

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 vehicle that is colliding sideways, the impact load on the first impact bar 21 and its vicinity is usually the second impact bar 22 and its vicinity. Larger than the impact load. Here, if the first impact bar 21 is disposed in a horizontal posture, the collision load acts on the substantially entire length of the first impact bar 21 almost uniformly at the time of a side collision.
Does not deform much, the collision energy absorption by plastic deformation decreases, and the impact acceleration also increases. However, since the first impact bar 21 is disposed in a downwardly inclined shape,
At the time of a side collision, it is difficult to uniformly apply a collision load to the entire length thereof, so that it is likely to be plastically deformed, the collision energy absorption is increased, and the impact acceleration acting on the occupant is reduced.

Since the second impact bar 22 is disposed on the inner side in the thickness direction of the door than the first impact bar 21, a collision load acts on the first impact bar 21 at the time of a side collision, and then the second impact bar 21 The impact load acts on the impact bar 22, and the first and second impact bars 21 and 22 receive the impact load with a slight time difference, so that the impact acceleration acting on the occupant is remarkably reduced. Moreover, the reinforcement 8 is provided inside the upper end of the outer panel 5 to increase rigidity, and the second impact bar 22 is provided in the vicinity of the reinforcement.
The rigidity of the upper end portion is significantly increased.

If the rigidity of the upper end of the door main body 2 is insufficient, the upper end of the door main body 2 may be greatly deformed toward the passenger compartment depending on the type of side collision at the time of side collision. Since the rigidity of the upper end of the main body 2 is sufficiently increased, the rigidity of the door main body 2 against a side collision is increased as a whole, and the occupant protection can be enhanced. Since the second impact bar 22 is provided near the upper end of the door main body 2 in a horizontal posture, the second impact bar 22
The tendency of the collision load to act almost uniformly on the entire length of the second impact bar 22 is increased, and the deformation of the second impact bar 22 is also suppressed.

Since the first and second impact bars 21 and 22 are each made of a steel pipe, it is possible to reduce the size and weight, which is advantageous in terms of equipment arrangement (layout) and various. The desired rigidity can be exhibited against a collision load from the direction. Since the first impact bar 21 is arranged in a downwardly inclined shape, the hitch portion 16 is formed.
Can be arranged between the rear end of the first impact bar 21 and the rear end of the second impact bar 22.
Interference between the impact bar 21 and the latch section 16 can be prevented.

Further, a pair of glass guide members 12 and 13 having considerable rigidity are provided so as to correspond to the sides of the occupant, and the upper and lower ends of the glass guide members 12 and 13 are firmly attached to the inner panel 7. Since they are fixed, the rigidity of the rear part of the door body 2 can be increased by the glass guide members 12 and 13 so that the deformation of the door body 2 at the time of a side collision can be suppressed.
Can absorb the collision energy through the plastic deformation of.

First, second and third shock absorbing members 30 and 4
0,50 is generally called a pusher,
When a side collision occurs, the occupant is pushed forward into the passenger compartment as early as possible to start the movement of the occupant, thereby reducing the impact acceleration, absorbing the collision energy, and cushioning the impact acting on the occupant. It is for protecting. 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 absorber 30 is first placed on the passenger compartment side during a side collision. At the next moment, the second shock absorbing member 40 is pushed toward the passenger compartment, and almost simultaneously or slightly with the first shock absorbing member 30 pushing the occupant's elbow toward the passenger compartment. Later, the second shock absorbing member 40 pushes the occupant's waist toward the passenger compartment, and the third shock absorbing member 50 pushes the vicinity of the occupant's shoulder toward the passenger compartment.

Thus, the first shock absorbing member 30 protects the occupant's elbow, the second shock absorbing member 40 protects the occupant's waist, and the third shock absorbing member 50 protects the vicinity of the occupant's shoulder. it can. However, a behavior different from the above may occur depending on the form of the side collision. Here, if the second shock absorbing member 40 pushes the occupant's waist toward the passenger compartment earlier than the first shock absorbing member 30, the inertial force at the time of the collision causes the occupant to move above the occupant's waist. Part is door side (outside)
There is a possibility that the head of the occupant will collide with the door glass 3 or the like secondary by falling down. Therefore, in this door structure, the first collision absorbing member 30 is devised so as to push the occupant before or almost at the same time as the second collision absorbing member 40 by the above configuration. Can be prevented from falling to the outside, and the protection of the occupant can be enhanced.

Further, since the first collision absorbing member 30 is provided so as to pass through the opening 32 of the inner panel 7,
Before the inner panel 7 is deformed, the first collision absorbing member 30
Can move into the vehicle cabin, the function of alleviating the operation of the first absorbing member 30 is enhanced, and the shock absorption is improved. Similarly, the second
Since the shock absorbing member 40 is provided so as to pass through the opening 42 of the inner panel 7, the second collision absorbing member 40 can move toward the vehicle cabin before the inner panel 7 is deformed. Responsiveness and shock absorbing function are enhanced. The second shock absorbing member 40 is provided with shock transmission blocks 41 and 44, through which the load acting from the first impact bar 21 is transmitted to the collision absorption block 45. 2
The operation responsiveness of the collision absorbing member 40 can be ensured.

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, a sufficient collision mitigation function against a large collision load applied from the bumper line can be ensured. . Further, 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 surely subjected to collision loads from various directions. In addition to being able to protect, the third shock absorbing member 50 can be arranged in a narrow space. Also, the first shock absorbing member 3
0 allows the occupant's elbows and upper limbs to be reliably pushed toward the passenger compartment at the early stage of a side collision, so that regardless of the type of side collision, a secondary collision between the occupant and the door can be prevented. It can be surely eliminated.

Next, a modified embodiment in which the above-described embodiment is partially modified will be described. 1] As shown in FIGS. 7 and 8, the inner panel 7 is formed by welding and joining an inner panel main body 7a and an inner front panel 7b. Instead of the reinforcement 8, a reinforcement as shown in the drawing is used. A front joint portion 8a capable of receiving the second impact bar 22 and a flange portion 8b are formed at a front end portion of the reinforcement 8A, and the flange portion 8b is welded to the inner front panel 7b. At the same time, the front end of the second impact bar 22 is welded to the front joint 8a.

A flange 8d is formed at the rear end of the reinforcement 8A, a rear joint 8c capable of receiving the second impact bar 22 is formed at the flange 8d, and the flange 8d is welded to the outer panel 5. The rear end of the second impact bar 22 is welded to the rear joint 8c. With this configuration, a bracket for fixing the second impact bar 22 is omitted, the number of members is reduced, the weight is reduced, and the manufacturing cost is advantageous. Note that portions other than the end portions of the reinforcement 8A may be joined to the inner panel 7 at appropriate intervals.

2] The inner surface of the shock absorbing block 34 of the first shock absorbing member 30 may reach the door trim 17, and the blocks 44 and 45 of the second shock absorbing member 40 are integrally formed. May be. 3] The present invention provides
It is needless to say that the present invention can be similarly applied to a door of a normal automobile other than a sports car, and that those skilled in the art can implement the present invention in a form in which various modifications are added without departing from the gist of the present invention. It is.

[0034]

According to the first aspect of the present invention, the upper impact bar is disposed immediately below the reinforcement provided at the upper end of the internal space of the door body, and most of the lower impact bar is provided. With a simple structure that is arranged below the middle of the door body in the height direction and the rigidity of the upper impact bar is set lower than the rigidity of the lower impact bar, the reinforcement and the upper impact bar Since the rigidity of the upper end of the door body can be ensured, the upper end of the door body does not significantly deform toward the passenger compartment in the event of a side collision, and the lower impact bar, the upper impact bar, and the reinforcement Thus, the deformation of the entire door body can be suppressed and the collision energy can be absorbed.
In addition, if the rigidity of the lower impact bar located on the outside in the thickness direction of the door is set so as not to be excessive, the impact acceleration acting on the occupant at the time of a side collision can be reduced.

According to the second aspect of the present invention, both the upper and lower impact bars are formed of pipes having a circular cross section, and the upper impact bar is formed to have a smaller diameter than the lower impact bar. -It is possible to reduce the weight, which is advantageous in terms of the arrangement of the impact bar, and can be effective against impacts from various directions. The other effects are the same as those of the first aspect.

According to the third aspect of the present invention, the upper and lower impact bars are each provided on the inner side of the vehicle body with a shock absorbing member, and the upper and lower widths of the lower shock absorbing member are larger than the upper and lower widths of the upper shock absorbing member. By setting, it is possible to cope with a large collision load shared by the lower impact bar at the time of a normal collision, and it is also advantageous in protecting a wide portion near the waist of the occupant against collision loads from various directions. It is. Other effects are the same as those of the second aspect.

According to the fourth aspect of the present invention, a shock transmitting member having a shock absorbing function is provided between the lower impact bar and the lower shock absorbing member, so that the input to the lower impact bar is provided. By transmitting the collision load to the collision absorbing member via the impact transmission member, the collision load can be transmitted to the occupant as early as possible after the collision to start the movement of the occupant and reduce the impact acceleration. The other effects are the same as those of the third aspect.

According to the fifth aspect of the present invention, a pair of glass guide members of the window regulator are arranged substantially vertically and at predetermined intervals in the front and rear at the rear portion of the internal space of the door body. The rigidity of the rear portion of the door body corresponding to the side of the occupant can be increased by the glass guide member, and the collision energy absorption can be enhanced through plastic deformation of the glass guide member. In addition, the same effects as in any one of the first to fourth aspects are exhibited.

[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 (in an inner panel removed state).

FIG. 3 is a vertical sectional view of the door.

FIG. 4 is a cross-sectional view of a main part showing a fixing structure of a front end of a first impact bar of the door.

FIG. 5 is a main part transverse sectional view 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 of a second impact bar of the door.

FIG. 7 is a diagram corresponding to FIG. 6 according to a modified embodiment.

FIG. 8 is a perspective view of a second impact bar and a reinforcement of FIG. 7;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Door 2 Door main body 5 Outer panel 7 Inner panel 7a Inner panel main 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 impact absorbing member 33 Glass passing gap 40 Second shock absorbing member 43 Glass passing gap 50 Third shock absorbing member

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Hiroaki Kodama 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (5)

[Claims] 1. A door structure of an automobile having two impact bars disposed in a longitudinal direction of a vehicle body and spaced apart in a vertical direction in an inner space of a door body formed by an inner panel and an outer panel. The impact bar is located 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 located below the middle stage in the height direction of the door body. An automobile door structure, wherein the rigidity of the upper impact bar is set lower than the rigidity of the lower impact bar. 2. The vehicle according to claim 1, wherein the upper and lower impact bars are both formed of tubes having a circular cross section, and the upper impact bar is configured to have a smaller diameter than the lower impact bar. Door structure. 3. An impact absorbing member is provided on each of the upper and lower impact bars inside the vehicle body, and the upper and lower widths of the lower impact absorbing member are set to be larger than the upper and lower widths of the upper impact absorbing member. The vehicle door structure according to claim 2, wherein: 4. The vehicle door structure according to claim 3, wherein an impact transmitting member having an impact absorbing function is provided between the lower impact bar and the lower impact absorbing member. 5. The window regulator according to claim 1, wherein a pair of glass guide members of the window regulator are arranged substantially vertically and at predetermined intervals in the front and rear direction at the rear of the internal space of the door body. The vehicle door structure according to claim 1.