JPH10250370A - Door structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain an impact acceleration for the occupant in a car room at the side impact time by arranging so that one side impact bar is positioned on the more outside of a door thickness direction than other impact bore and also arranging in a reaside downward slanting shape shape lowering facing rearside. SOLUTION: In this structure, impact bear 21, 22 are provided to the lower part and upper end in a door main body 2 respectively and the lower impact bar 21 in response to a bumper line is arranged to the more outside of a door thickness direction than the impact bar 22 and also in a rearside downward slant shape. Thereby, as a collision load is received with a time difference at the side collision time, in addition to that the impact acting on an occupant is relieved, the lower impact bar 221 becomes easy to deform and a collision energy absorption property is increased and the deformation of the upper part of the door main body 2 can be restrained surely.

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 an automobile, and more particularly to a door structure in which two impact bars are provided in an inner space of a door body to improve the arrangement of the impact bars.

[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.

[0003]

In the door structure disclosed in the above publication, the first and second impact bars are arranged in a substantially parallel horizontal position, and the rigidity of the impact bars is sufficiently increased. Although the deformation of the door body at the time is easy to suppress, there is a problem that if the rigidity of the impact bar is too high, the impact acceleration at the time of a side collision becomes large. Moreover, despite the fact that the impact bar has a function of absorbing collision energy through plastic deformation in addition to increasing rigidity, if the impact bar is arranged in a horizontal posture, the impact object will be almost Since the tendency to push the entire length portion almost uniformly toward the cabin increases, there is also a problem that large plastic deformation of the impact bar does not easily occur and the collision energy absorption due to the plastic deformation is reduced.

Further, in a conventional car door, there is only one glass guide of the 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 a side collision. SUMMARY OF THE INVENTION An object of the present invention is to provide a door structure for an automobile in which the arrangement of two impact bars is devised to reduce the impact acceleration at the time of a side collision, enhance the collision energy absorption, and suppress deformation of the door body. That is.

[0005]

According to a first aspect of the present invention, there is provided a door structure for an automobile, wherein the second door is disposed in an interior space of a door body formed by an inner panel and an outer panel in a longitudinal direction of the vehicle body.
In the door structure of a vehicle having the impact bar of the present invention, one impact bar is disposed so as to be located outside of the other impact bar in the door thickness direction, and has a rearwardly inclined shape that becomes lower toward the rear. It is arranged.

[0006] In a side collision, a collision load acts on one of the impact bars located outside, and after the impact bar starts to deform, a collision load acts on the other impact bar and the impact bar also starts to deform. . Since the impact acts on both impact bars with a time difference, the impact acceleration for the occupant in the vehicle compartment can be reduced.
In addition, since one impact bar is arranged in a downwardly inclined shape that becomes lower toward the rear, it is difficult for the impact load to uniformly act on almost the entire length of the impact bar, so that the impact bar is deformed. Is promoted, and the collision energy absorption is increased. In addition, since the two impact bars can withstand the collision load with great rigidity,
The deformation of the door body toward the cabin is also suppressed as a whole.

According to a second aspect of the present invention, there is provided a door structure for an automobile.
In the invention, the other impact bar is disposed substantially horizontally. Since the other impact bar is arranged substantially horizontally, it is less likely to be plastically deformed than one impact bar at the time of collision, and it is easy to contribute to an increase in rigidity. Other operations are the same as those of the first aspect.

According to a third aspect of the present invention, there is provided an automobile door structure including two impact bars which are vertically spaced apart from each other in an inner space of a door body formed by an inner panel and an outer panel. In the automobile door structure, the lower impact bar is disposed so as to be inclined downward and downward toward the rear, and the upper impact bar is disposed substantially horizontally at the level of the belt line.

Since the lower impact bar is disposed so as to be inclined rearward and downward toward the rear, it is difficult for the impact bar to act uniformly on almost the entire length of the impact bar. Deformation is promoted and collision energy absorption is enhanced. In addition, since the two impact bars vertically separated from each other can withstand a collision load with a large rigidity, the deformation of the door body toward the cabin is suppressed as a whole. The lower impact bar protects the occupant's waist in the passenger compartment, and the upper impact bar protects the occupant's shoulders.

According to a fourth aspect of the present invention, there is provided a door structure for an automobile.
In the invention, the lower impact bar is disposed outside the upper impact bar in the door thickness direction. Therefore, similarly to the first aspect, in the case of a side collision, a collision load acts on the lower impact bar first, and after the lower impact bar starts to deform, the collision load acts on the upper impact bar. Then, the upper impact bar also begins to deform.
Since the impact acts on both impact bars with a time difference, the impact acceleration for the occupant in the vehicle compartment 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.
Alternatively, in the invention described in Item 4, the lower impact bar is disposed such that a rear portion thereof is located at a height substantially corresponding to a waist of an occupant seated in a vehicle interior. Therefore, the lower part of the impact bar can protect the occupant's waist. Other effects are the same as those of the third or fourth aspect.

According to a sixth aspect of the present invention, there is provided a door structure for an automobile.
In the invention according to the third aspect, a latch portion is provided between the two impact bars and near a rear end of the door body. Therefore, the latch portion can be arranged at a desired position so that the rear end portion of the lower impact bar does not interfere with the latch portion. Other claim 3
Or, it has the same effect as 4.

According to a seventh aspect of the present invention, there is provided a door structure for an automobile.
In the invention, the pair of glass guide members of the window regulator are disposed substantially vertically and at predetermined intervals in the front and rear directions at the rear of the internal space of the door body. Therefore, the rigidity against a side collision can be increased by the pair of substantially vertically oriented glass guide members, and the collision energy absorption can be enhanced through plastic deformation of the pair of glass guide members at the time of collision.

[0014]

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 mainly includes 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 fixed glass guide 9 is provided in the front portion of the door 1 in a substantially upright position (a steeply rising rearward ascending 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 slope that shifts rearward 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 the passenger compartment. 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 main body 2. However, since the second impact bar 22 has the reinforcement 8, the rigidity of the second impact bar 22 is higher 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 a shock absorbing member 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 disposed 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 absorbing block 31 in contact with the inner surface of the outer panel 5, and a shock inserted through the opening 32 of the inner panel 7 and supported by the inner panel 7 and facing the shock absorbing block 31 with a glass passage gap 33 therebetween. An outer end of the shock absorbing block 31 protrudes outward in the door thickness direction from the first impact bar 21, and an inner surface of the shock absorbing block 34 is a door trim 1.
7 near the outside. The shock absorbing 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 door knob mounting tool, and the lower mounting plate 3 is fixed.
6 is fixed to the first impact bar 21.

The second absorbing / absorbing member 40 is disposed in the rear portion of the door body 2 at a position corresponding to the waist of the occupant sitting on the seat in the vehicle interior.
An impact absorbing block 41 disposed on the inner surface side of the outer panel 5 and near the inner side and lower side of the first impact bar 21;
A shock absorbing block 44 that is supported by the inner panel 7 through the opening 42 of the inner panel 7 and faces the shock absorbing block 41 with a glass passage gap 43 therebetween, and an inner surface of the shock absorbing block 44 and the door trim 17 The shock absorbing block 45 is provided between the first impact bar 21 and a mounting bracket 46.

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 arranged inside the first impact bar 21 in the door thickness direction, a collision load acts on the first impact bar 21 at the time of a side collision, and then the second impact bar 22 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.

When the rigidity of the upper end portion of the door body 2 is insufficient, the upper end portion of the door body 2 may be largely deformed toward the passenger compartment depending on the form of the side collision at the time of the 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 tube, the size and weight can be reduced, which is advantageous in terms of equipment layout (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, 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, 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 inertia force at the time of the collision causes the occupant to be higher than 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.

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 reinforcement 8A is provided, and a front end portion of the reinforcement 8A includes:
Front joint 8 capable of receiving second impact bar 22
a and the flange portion 8b are formed, the flange portion 8b is welded to the inner front panel 7b, and the front end of the second impact bar 22 is welded to the front connection portion 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 shock absorbing blocks 44, 45 of the second shock absorbing member 40 are integrated. May be configured, and
The shock absorbing blocks 31, 41, 44 may be made of a foamed synthetic resin that is somewhat harder than the shock absorbing blocks 34, 45, 50. 3) Of course, the present invention can be similarly applied to doors of ordinary automobiles other than sports cars, and those skilled in the art have added various modifications without departing from the spirit of the present invention. Of course, it can be implemented in the form.

[0037]

According to the first aspect of the present invention, one impact bar is disposed so as to be located outside of the other impact bar in the thickness direction of the door, and the lower impact slope is formed so as to become lower toward the rear. With a simple configuration of
It is possible to suppress the impact acceleration to the occupant in the vehicle cabin at the time of a side collision, to promote the deformation of the impact bar arranged in a downwardly inclined shape and to improve the collision energy absorption,
Due to the great rigidity of the impact bar, deformation of the door body toward the cabin can be suppressed as a whole. According to the second aspect of the present invention, by arranging the other impact bar substantially horizontally, it is less likely to be plastically deformed than the one impact bar at the time of collision, and it is easy to contribute to an increase in rigidity. The other effects are the same as those of the first aspect.

According to the third aspect of the present invention, the lower impact bar is disposed so as to be inclined downward and downward toward the rear, and the upper impact bar is disposed substantially horizontally at the level of the belt line. The simple structure promotes the deformation of the impact bar on the lower side in the event of a side collision to enhance the absorption of collision energy, and the large rigidity of the two impact bars vertically separated allows the door body to move toward the cabin. The deformation can be suppressed as a whole, and the lower impact bar is suitable for protecting the occupant's waist in the passenger compartment, and the upper impact bar is suitable for protecting the vicinity of the occupant's shoulder.

According to the fourth aspect of the present invention, the lower impact bar of the two upper and lower impact bars is disposed outside the upper impact bar in the thickness direction of the door, so that the side face is provided. At the time of a collision, a collision load is applied to both impact bars with a time difference, so that the impact acceleration to the occupant in the vehicle compartment can be suppressed. The other effects are the same as those of the third aspect. According to the fifth aspect of the present invention, the lower impact bar is disposed such that its rear portion is located at a height substantially corresponding to the waist of the occupant seated in the vehicle interior. The rear can protect the occupant's waist. Other effects similar to those of the third or fourth aspect are exhibited.

According to the sixth aspect of the present invention, since the latch portion is provided between the two impact bars and near the rear end of the door body, the rear end portion of the lower impact bar and the latch portion interfere with each other. It is possible to dispose the latch portion at a desired position so as not to cause the problem. Other effects similar to those of the third or fourth aspect are exhibited. According to the invention of claim 7, the pair of glass guide members of the window regulator are disposed substantially vertically and at predetermined intervals in the front and rear at the rear portion inside the door body. The rigidity with respect to the collision load can be increased, and the collision energy absorption can be increased through plastic deformation of the pair of glass guide members at the time of the collision.

[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

Claims (7)

[Claims] 1. A door structure of an automobile having two impact bars disposed in a front-rear direction of a vehicle body in an interior space of a door body formed by an inner panel and an outer panel, wherein one impact bar is the other. A door structure for an automobile, wherein the door structure is disposed so as to be located outside of the impact bar in the thickness direction of the door, and is disposed so as to be inclined downward and downward toward the rear. 2. The vehicle door structure according to claim 1, wherein the other impact bar is disposed substantially horizontally. 3. A door structure of an automobile having two impact bars disposed in a longitudinal direction of a vehicle body and separated vertically in an inner space of a door body formed by an inner panel and an outer panel. An automobile door structure, wherein an impact bar on the side is disposed in a downwardly inclined shape that becomes lower toward the rear, and an impact bar on the upper side is disposed substantially horizontally at a level of a belt line. 4. The vehicle door structure according to claim 3, wherein the lower impact bar is disposed outside the upper impact bar in the door thickness direction. 5. The lower impact bar according to claim 3, wherein a rear portion of the lower impact bar is disposed at a height substantially corresponding to a waist of an occupant seated in the vehicle interior. The vehicle door structure as described in the above. 6. The vehicle door structure according to claim 1, wherein a latch portion is provided between the two impact bars and near a rear end of the door body. 7. The window regulator according to claim 6, 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. Car door structure.