Vehicle door structure

Abstract

Vehicle door structure mounted on a door mounting frame of a vehicle via hinges (3, 4) mounted on the upper and lower part of a first side rebate of an inner door panel (1), which is a component of a door panel (2), wherein a locking device is mounted at a vertical intermediate position of a second side rebate of the inner door panel (1), characterized in that that it comprises a first main reinforcement (19A) on a sheet metal surface (13) below a window frame of the inner door sheet (1), which connects an upper front corner (17A) at a front door end with a lower rear corner (18B) at a rear door end, that it comprises a second main reinforcement (19B) provided on the sheet metal surface (13) of the inner door sheet (1), which extends from an approximately central position of the first main reinforcement (19A) to an upper rear corner (17B) at the rear end of the door, and that it comprises a third main reinforcement (19C) provided on the sheet metal surface (13) of the inner door sheet metal (1), which extends from an approximately central position of the first main reinforcement (19A) to a lower corner (18A) at the front end of the door, wherein the second main reinforcement (19B) and the third main reinforcement (19C) extend from the lower corner (18A) at the front door end through the central position of the first main reinforcement (19A) longitudinally to the upper rear corner (17B) to intersect the first main reinforcement (19A), wherein a main bead (20) is arranged in the longitudinal direction of a surface of the first main reinforcement (19A) and each end of the main bead (20) is divided into two legs forming split bead sections (20a,20a,20b,20b), wherein the split bead sections (20a,20a,20b,20b) are connected by auxiliary beads (21A, 21B), wherein one of the split bead sections (20a,20a) is connected via the upper front corner (17A) at the front door end, and these split bead sections (20a,20a) are provided with a first auxiliary bead (21A) configured to connect the split bead sections (20a,20a) together, wherein the other split bead section (20b,20b) is connected via the lower rear corner (18B) at the rear door end and these split bead sections (20b,20b) are provided with a second auxiliary bead (21B) configured to connect the bead sections (20b,20b) together, wherein an upper end section of the second main reinforcement (19B) is connected to a third auxiliary bead (21C) by straddling the upper rear corner (17B) at the rear door end, and wherein a lower end section of the third main reinforcement (19C) is connected to a fourth auxiliary bead (21D) by straddling the lower corner (18A) at the front door end.

Description

[0001] The present invention relates to a vehicle door structure which can improve the strength of the door against a negative pressure exerted at high vehicle speed.

[0002] A well-known door structure installed in a vehicle is formed by spot-welding a reinforcing beam to an inner door panel, with the reinforcing beam extending from an upper hinge of a side door, or from a point near the upper hinge, to close to a door strike plate. However, adding the reinforcing beam to a door panel increases both the door's weight and the time required for installation. Furthermore, in an attempt to provide space for mounting various devices within the door, adding the reinforcing beam can increase the door's thickness.

[0003] Therefore, a related technique is known in which a reinforcement unit is attached to an inner sheet metal, which binds a first connecting unit, such as a hinge, to a second connecting unit, such as a lock latch, wherein the connecting units are arranged on different sides of the door (Patent Literature 1).

[0004] The related technique involves forming a bead and an auxiliary bead, the bead being such that it connects a lower hinge located at the front in the longitudinal direction of the vehicle on a side wall of an inner sheet metal with a locking unit located at the rear in the longitudinal direction of the vehicle, while the lower bead branches off from the bead approximately in the middle towards an upper hinge.

[0005] When another vehicle or similar object collides with the door, the related technique uses tensile stresses concentrated at the inner door panel's rib and lower rib due to the impact load. After this stress is converted into tension acting on the rib and lower rib, the inner door panel absorbs the impact load. The impact load absorbed by the inner door panel is then distributed by the rib and lower rib to the upper and lower hinges, the locking mechanism, and ultimately transferred to the body. Patent literature 1: JP 4622635 B2 Patent literature 2: JP 4740940 B2 Patent Literature 3: JP 2010-517846 A

[0006] Further prior art: WO 2006 / 103519 A2; WO 2005 / 087527 A1; DE 10 2004 029 458 A1; OEHLER, G.: The bead embossed in sheet metal as a stiffening element. In: Konstruktion im Maschinen-, Apparate- und Gerätebau, Vol. 22, 1970, No. 1, pp. 5-9. - ISSN 0023-3625; DE 10 2011 109 701 A1 Summary of the invention

[0007] However, at high vehicle speeds, as in Fig. Figure 7 shows an outward-directed negative pressure in the upper part of a door frame 100, as indicated by arrow X. This causes the upper end of a body pillar (not shown) to be pulled away from the body. Consequently, the door rotates about a latch engagement point 101, as indicated by arrows Y and Z, and displaces the lower end of a pillar inwards. In this way, a large load is applied to a lower rear section 102 of the door, greatly increasing the displacement. In contrast, a front end section of a beltline 103 of the door, to which an upper hinge bearing (top hinge) 104 is attached, experiences a small displacement. Conventionally, no measures are taken against such negative pressure loads that occur while driving.

[0008] The related technique described above in patent literature 1 does not provide sufficient door strength against negative pressure loads, as explained above, because a rear end section of the groove extends primarily as a collision prevention measure up to the locking unit. The related techniques described in patent literature 2 and 3 also do not address negative pressure loads.

[0009] The present invention is intended to provide a vehicle door structure which can improve the strength of the door by designing the shape of an inner door panel in such a way that it can withstand negative pressure loads that occur at high vehicle speeds.

[0010] The present invention is defined in independent claim 1. The dependent claims define embodiments of the invention.

[0011] A vehicle door structure is disclosed which is mounted on a door mounting frame of a vehicle via hinges which are mounted on the upper and lower part of a first side rebate of an inner door panel which is a component of a door panel, wherein a locking device, such as a latch, is mounted at a vertical intermediate position of a second side rebate of the inner door panel, and wherein the vehicle door structure comprises a first main reinforcement on a sheet surface below a window frame of the inner door panel which connects a beltline corner at a front door end with a lower corner at a rear door end.

[0012] Furthermore, the vehicle door structure includes a second main reinforcement set up on the sheet metal surface of the inner door panel, which runs from a position approximately in the middle of the first main reinforcement to the beltline corner at the rear end of the door.

[0013] Furthermore, the vehicle door structure includes a third main reinforcement set up on the sheet metal surface of the inner door panel, which runs from a position approximately in the middle of the first main reinforcement to a lower corner at the front end of the door.

[0014] Furthermore, the vehicle door structure includes a main corrugation formed along a longitudinal direction of the main reinforcements.

[0015] Additionally, the vehicle door structure comprises: a first auxiliary bead designed to connect a side rebate at the front end of the door with a front end section of a belt line below the window frame, and a second auxiliary bead designed to connect a side rebate at the rear end of the door with a lower rebate of the inner door panel, the auxiliary bead being connected to each other by the main bead formed at the first main reinforcement.

[0016] Furthermore, the vehicle door structure includes split bead sections that divide into two legs and are formed in opposite end sections of the main bead formed at the first main reinforcement, with the main bead formed at the first main reinforcement being connected to the auxiliary bead sections via the split bead sections.

[0017] The vehicle door structure further includes a third auxiliary bead, which is designed to connect the side rebate at the rear end of the door with a rear end section of the belt line, with the main bead formed at the second main reinforcement being connected to the third auxiliary bead.

[0018] The vehicle door structure also includes a fourth auxiliary bead, designed to connect the side rebate at the front end of the door with the lower rebate, with the main bead formed at the third main reinforcement being connected to the fourth auxiliary bead.

[0019] The vehicle door structure further includes a corrugation section designed to connect opposite end sections of the first auxiliary corrugation with opposite end sections of the third auxiliary corrugation through the beltline section.

[0020] The vehicle door structure also includes a corrugation section designed to connect opposing end sections of the fourth auxiliary corrugation with opposing end sections of the second auxiliary corrugation through the lower fold of the inner door panel.

[0021] Furthermore, the vehicle door structure includes a first auxiliary reinforcement designed to connect the first main reinforcement to the second main reinforcement.

[0022] The vehicle door structure also includes a second auxiliary reinforcement designed to connect the first main reinforcement to the beltline section and / or the lower fold.

[0023] In addition, the vehicle door structure includes a second auxiliary reinforcement designed to connect the second main reinforcement to the beltline section.

[0024] Furthermore, the vehicle door structure includes a third auxiliary reinforcement designed to connect the third main reinforcement to the lower rebate.

[0025] Furthermore, the vehicle door structure includes a main rib formed along a longitudinal direction of the first to third main reinforcement.

[0026] The present invention has the following advantageous effects.

[0027] When the door is attached to the body, the torsional stiffness about a pivot axis that coincides with a direction connecting the door hinges of the inner door panel to a lock latch engagement point can be effectively increased, and the frame stiffness of the door can be improved.

[0028] By connecting the ends of the first to third main reinforcement to fixed sections of the inner door sheet, the torsional stiffness about the axis of rotation, which corresponds to the direction connecting the door hinges to the latch engagement point, can be further increased.

[0029] Since the main corrugations are formed along the longitudinal direction of the main reinforcements and the corrugation is formed along the longitudinal direction of the auxiliary reinforcements, the torsional stiffness of the inner door panel and the frame stiffness of the door can be increased while limiting the weight and cost. Brief description of the drawings Fig. Figure 1 is a schematic representation of a vehicle door structure. Fig. 2 is a sectional view along line AA in Fig. 1. Fig. Figure 3 is a schematic representation of a vehicle door structure. Fig. Figure 4 is a schematic representation of a vehicle door structure according to an embodiment of the present invention. Fig. Figure 5 is a perspective view taken obliquely from the front. Fig. 4. Fig. Figure 6 is a sectional view along line BB in Fig. 4. Fig. Figure 7 is a schematic representation illustrating a torsional effect on a door panel caused by negative pressure during driving.

[0030] Fig. Figure 1 is a schematic representation of an inner door panel viewed from inside the vehicle, representing a vehicle door structure.

[0031] By mounting the inner door panel 1 to an outer door panel (not shown), a door panel 2 is formed. An upper hinge 3 and a lower hinge 4 are mounted vertically at a predetermined distance from each other on a first side fold 10 on the front side of the inner door panel 1 (relative to the vehicle). A locking mechanism 5, which serves as a locking device, is also mounted at a vertical intermediate position of a second side fold 11 of the inner door panel 1, with the second side fold 11 being located at the rear in the longitudinal direction of the vehicle.

[0032] On the inner door panel 1, a sheet metal surface 13 projecting inwards is attached to a lower side of a window frame 12 mounted on the upper side. A continuous bead 16 is formed on four sides of the sheet metal surface 13 along a so-called beltline section 14 below a lower edge of the window frame 12, along the side folds 10 and 11 in the front and rear parts of the inner door panel 1, and along a lower fold 15. A strip-shaped first main reinforcement 19A is attached to the sheet metal surface 13, connecting an upper front corner 17A (beltline corner at the front door end) of the beltline section 14 at the front door end and a lower rear corner 18B at the rear door end. On a plate surface of the first main reinforcement 19A, a main bead 20 is formed in the longitudinal direction and the two ends of the main bead 20 each divide into two legs and form a split bead section 20a or 20b.

[0033] Fig. 2 is a sectional view along line AA in Fig. 1, wherein the main bead 20 is curved outwards at the first main reinforcement 19A. The split bead sections 20a and 20b are provided with a first auxiliary bead 21A, designed to connect the legs of the split bead section 20a, and a second auxiliary bead 21B, designed to connect the legs of the split bead section 20b. The first auxiliary bead 21A is designed to connect a side rebate 10 at the front end of the door obliquely with a front end section of the beltline section 14 below the window frame 12 and, together with the split bead section 20a, forms a triangle T1. The second auxiliary bead 21B is designed in such a way that it connects the second side rebate 11 at the rear end of the door obliquely with a lower rebate 15 of the inner door sheet 1 and together with the divided bead section 20b forms a triangle T2.

[0034] The split bead sections 20a and 20b are connected to the bead 16 either directly or via the first auxiliary bead 21A and the second auxiliary bead 21B, respectively, at the upper front corner 17A and the lower rear corner 18B. Opposite end sections of the first auxiliary bead 21A and the second auxiliary bead 21B are connected to the bead 16.

[0035] If the split bead sections 20a and 20b cannot be formed for reasons of the shape or size of the sheet area 13 or for similar reasons, the main bead 20 formed on the first main reinforcement 19A can be directly connected to the bead 16 or to the first auxiliary bead 21A and the second auxiliary bead 21B.

[0036] With the exception of the locations on four sides along the beltline section 14 of the sheet metal surface 13, where the bead 16 is formed, the side folds 10 and 11 in the front and rear part of the inner door sheet 1 and the lower fold 15, as well as the location of the first main reinforcement 19, open holes 22 may be formed to reduce the weight of the inner door sheet 1.

[0037] The following describes the functioning of a door structure with the inner door panel 1 of the above-mentioned design.

[0038] Since a front end section of the door panel 2 is attached to the body by the upper hinge 3, the upper front corner 17A of the beltline section 14 is not subjected to high stress when the door panel 2 experiences negative pressure at high vehicle speeds. Therefore, the upper front corner 17A of the beltline section 14 undergoes only a slight displacement. Furthermore, a rear end section of the door panel 2 is locked by the latching mechanism 5, which serves as a locking device and is located at an intermediate vertical position. Because they are located far from the latching mechanism 5, both an upper part of the window frame 12 at the rear end section of the door panel 2 and the lower rear corner 18B experience a significant displacement load due to the negative pressure absorbed by the door panel 2 during travel.Forces that tend to bring the upper front corner 17A and the lower rear corner 18B closer together act on the upper front corner 17A and the lower rear corner 18B, as indicated by arrows F1 and F2.

[0039] However, the upper front corner 17A and the lower rear corner 18B, which are connected by the first main reinforcement 19A, can maintain a fixed distance from each other.

[0040] The first main reinforcement 19A can therefore ensure torsional stiffness even against a torsional effect about a pivot axis that corresponds to a line linking the upper hinge 3 and the latching mechanism 5 (lock latch engagement point), or to a direction linking the lower hinge 4 and the latching mechanism 5 (lock latch engagement point), thereby improving the frame stiffness of the door.

[0041] Since the first auxiliary bead 21A, which connects the legs of the split bead section 20a, and the second auxiliary bead 21B, which connects the legs of the split bead section 20b, are formed on opposite end sections of the first main reinforcement 19A and form the triangles T1 and T2 respectively, sufficient torsional stiffness can be ensured.

[0042] Fig. Figure 3 shows a vehicle door structure that uses the same components as those of Fig. 1. They are provided with the same reference numerals as the corresponding components, and a description of them is omitted.

[0043] In this case, a second main reinforcement 19B is attached to the sheet metal surface 13 of the inner door panel 1, extending from a longitudinally central position O of the first main reinforcement 19A to an upper rear corner 17B of the beltline section 14 at the rear door end (beltline corner at the rear door end). A bead 20, as in Fig. As shown in Figure 2, the second main reinforcement 19B is formed in the longitudinal direction, as with the first main reinforcement 19A.

[0044] A third auxiliary bead 21C, designed to connect the second side rebate 11 at the rear of the door with a rear end section of the beltline 14, is formed in front of the second main reinforcement 19B and is connected to the main bead 20 formed at the second main reinforcement 19B. Opposite end sections of the third auxiliary bead 21C are connected to the bead 16. A first auxiliary reinforcement 23A is formed substantially perpendicularly between the first main reinforcement 19A and the second main reinforcement 19B and connects the first main reinforcement 19A and the second main reinforcement 19B to each other in such a way that they approximately form a triangle T3 (approximate rectangle in Fig. 3) A bead is formed along the longitudinal direction of the first auxiliary reinforcement 23A.

[0045] The present vehicle door structure also makes it possible to reduce the weight of the inner door panel 1 by forming the open holes 22, except at the locations on four sides along the beltline section 14 of the sheet surface 13 where the bead 16 is formed, at the side folds 10 and 11 in the front and rear parts of the inner door panel 1 and at the lower fold 15, as well as at the locations of the first main reinforcement 19A and the second main reinforcement 19B. Since the first main reinforcement 19A and the second main reinforcement 19B are connected by the first auxiliary reinforcement 23A, the stiffness of the inner door panel 1 can be further improved.

[0046] According to the vehicle door structure described above, the upper front corner 17A and the lower rear corner 18B are connected either by the first main reinforcement 19A or by the second main reinforcement 19B, which extends from the longitudinally central position O of the first main reinforcement 19A to the upper rear corner 17B of the beltline section 14 at the rear of the door, and can maintain a fixed distance from each other. The first main reinforcement 19A and the second main reinforcement 19B thus ensure torsional stiffness against a torsional force about the axis of rotation that corresponds to the line linking the upper hinge 3 and the latching mechanism 5 (lock latch engagement point), or that corresponds to the direction linking the lower hinge 4 and the latching mechanism 5 (lock latch engagement point), thereby improving the frame stiffness of the door. (Form of execution)

[0047] The Fig. 4 and Fig. Figure 5 shows an embodiment of the present invention, in which the same components as those of the Fig. 1 and Fig. 3 are provided with the same reference numerals as the corresponding components, and a description of them is omitted.

[0048] In this case, a third main reinforcement 19C is attached to the sheet metal surface 13 of the inner door panel 1, extending from a lower corner 18A at the front door end through the longitudinally central position O of the first main reinforcement 19A to the upper rear corner 17B of the beltline section 14 at the rear door end. In opposite end sections of the third main reinforcement 19C, beads 20, which are formed longitudinally along the third main reinforcement 19C, are connected to a fourth auxiliary bead 21D and the third auxiliary bead 21C, respectively, which are formed by overlapping the lower corner 18A at the front door end and the upper corner 17B at the rear door end. The fourth auxiliary bead 21D connects the side rebate 10 at the front end of the door diagonally with the lower rebate 15, with opposite end sections of the fourth auxiliary bead 21D being connected to the bead 16.

[0049] The embodiment can be formed by extending the third main reinforcement 19C, which extends from the central position O of the first main reinforcement 19A to the lower corner at the front door end, into the Fig. The vehicle door structure shown in section 3 is installed.

[0050] As in Fig. As shown in Figure 6, the main corrugation 20 of the third main reinforcement 19C is formed longitudinally, as in the second main reinforcement 19B. The torsional stiffness can be further ensured by incorporating a second auxiliary reinforcement 23B, which is designed to connect the first main reinforcement 19A to the waist-line section 14. The second auxiliary reinforcement 23B can be positioned between the first main reinforcement 19A and the lower fold 15. A third auxiliary reinforcement 23C can also be positioned between the second main reinforcement 19A and the waist-line section 14. Furthermore, a third auxiliary reinforcement 23C can be positioned between the third main reinforcement 19C and the lower fold 15. The second auxiliary reinforcement 23B and the third auxiliary reinforcement 23C have longitudinally formed corrugations.

[0051] The present embodiment also makes it possible to reduce the weight of the inner door panel 1 by forming the open holes 22, but not at locations on four sides along the beltline section 14 of the sheet surface 13 where the bead 16 is formed, at the side folds 10 and 11 in the front and rear part of the inner door panel 1, and at the lower fold 15, which are in Fig. 1 are shown and not at the locations of the first main amplifier 19A, the second main amplifier 19B and the third main amplifier 19C.

[0052] According to the embodiment described above, the upper front corner 17A and the lower rear corner 18B, which are connected by the first main reinforcement 19A, by the second main reinforcement 19B, which extends from the longitudinally central position O of the first main reinforcement 19A to the upper rear corner 17B of the beltline section 14 at the rear door end, and by the third main reinforcement 19C, which extends from the central position O of the first main reinforcement 19A to the lower corner 18A at the front door end, can each maintain a fixed distance from the central position O.The first main reinforcement 19A, the second main reinforcement 19B and the third main reinforcement 19C thus ensure torsional stiffness against a torsional effect about the axis of rotation which corresponds to the line which links the upper hinge 3 and the latching mechanism 5 (lock latch engagement point) or to the direction which links the lower hinge 4 and the latching mechanism 5 (lock latch engagement point), thereby improving the frame stiffness of the door.

[0053] It should be noted that the present invention is not limited to the embodiment described above. Although, for example, the design, function, and effect of the embodiment have been described, combinations of functions and effects can, of course, be achieved from the resulting embodiments. Furthermore, the present invention can, of course, be implemented in modified versions as appropriate, without deviating from the technical scope of the invention. List of reference symbols 1 inner door panel 2 Door panel 3 Upper hinge 4 Lower hinge 5. Locking mechanism (locking device) 10 Side fold at the front end of the door (first side fold) 11. Side fold at the rear end of the door (second side fold) 12 window frames 13 sheet metal surface 14 Waistline section 15 Lower fold 16. Bead (bead section) 17A Upper front corner (belt line corner at the front door end) 17B Upper rear corner (belt line corner at the rear of the door) 18A Lower corner at the front of the door 18B Lower corner at the rear of the door 19A First Main Amplifier 19B Second Main Amplifier 19C Third Main Reinforcement 20 Main groove 20a, 20b Split corrugated section 21A First auxiliary bead 21B Second auxiliary bead 21C Third auxiliary bead 21D Fourth auxiliary bead 22 Open Hole 23A First Auxiliary Reinforcement 23B Second Auxiliary Reinforcement 23C Third Auxiliary Reinforcement

Claims

[1] Vehicle door structure mounted on a door mounting frame of a vehicle via hinges (3, 4) mounted on the upper and lower part of a first side rebate of an inner door panel (1) which is a component of a door panel (2), wherein a locking device is mounted at a vertical intermediate position of a second side rebate of the inner door panel (1), characterized by , that it comprises a first main reinforcement (19A) on a sheet metal surface (13) below a window frame of the inner door sheet (1), which connects an upper front corner (17A) at a front door end with a lower rear corner (18B) at a rear door end, that it comprises a second main reinforcement (19B) provided on the sheet metal surface (13) of the inner door sheet (1), which extends from an approximately central position of the first main reinforcement (19A) to an upper rear corner (17B) at the rear end of the door, and that it comprises a third main reinforcement (19C) provided on the sheet metal surface (13) of the inner door sheet metal (1), which extends from an approximately central position of the first main reinforcement (19A) to a lower corner (18A) at the front end of the door, wherein the second main reinforcement (19B) and the third main reinforcement (19C) extend from the lower corner (18A) at the front door end through the central position of the first main reinforcement (19A) longitudinally to the upper rear corner (17B) to intersect the first main reinforcement (19A), wherein a main bead (20) is arranged in the longitudinal direction of a surface of the first main reinforcement (19A) and each end of the main bead (20) is divided into two legs forming split bead sections (20a,20a,20b,20b), wherein the split bead sections (20a,20a,20b,20b) are connected by auxiliary beads (21A, 21B), wherein one of the split bead sections (20a,20a) is connected via the upper front corner (17A) at the front door end, and these split bead sections (20a,20a) are provided with a first auxiliary bead (21A) configured to connect the split bead sections (20a,20a) together, wherein the other split bead section (20b,20b) is connected via the lower rear corner (18B) at the rear door end and these split bead sections (20b,20b) are provided with a second auxiliary bead (21B) configured to connect the bead sections (20b,20b) together, wherein an upper end section of the second main reinforcement (19B) is connected to a third auxiliary bead (21C) by straddling the upper rear corner (17B) at the rear door end, and wherein a lower end section of the third main reinforcement (19C) is connected to a fourth auxiliary bead (21D) by straddling the lower corner (18A) at the front door end. [2] Vehicle door structure according to claim 1, characterized by , that the main rib (20) is formed along longitudinal directions of the first main reinforcement (19A), the second main reinforcement (19B) and the third main reinforcement (19C). [3] Vehicle door structure according to claim 2, wherein: the first auxiliary groove (21A) is designed such that it connects a side rebate (10) at the front end of the door with a front end section of a belt line below the window frame, and the second auxiliary groove, (21B) is designed in such a way that it connects a side rebate (11) at the rear end of the door with a lower rebate of the inner door panel, characterized by , that the auxiliary beads (21A,21B) are connected to each other by the main bead (20) formed at the first main reinforcement (19A). [4] Vehicle door structure according to claim 3, wherein the divided corrugation sections (20a,20a,20b,20b) divide into two legs and are formed in opposite end sections of the main corrugation (20) formed at the first main reinforcement (19A), characterized by , that the main corrugation (20) formed at the first main reinforcement (19A) is connected to the auxiliary corrugations (21A,21B) via the divided corrugation sections (20a,20a,20b,20b). [5] Vehicle door structure according to claim 2, wherein the third auxiliary groove (21C) is designed in such a way that it connects the side fold (11) at the rear end of the door with a rear end section of the belt line (14), characterized by , that the main bead (20) formed at the second main reinforcement (19B) is connected to the third auxiliary bead (21C). [6] Vehicle door structure according to claim 5, wherein: the fourth auxiliary groove (21D) is designed in such a way that it connects the side rebate (10) at the front end of the door with the lower rebate (15) of the inner door panel (1), characterized by , that the main bead (20) formed at the third main reinforcement (19C) is connected to the fourth auxiliary bead (21D). [7] Vehicle door structure according to claim 5, characterized by , that it includes a corrugation section (16) designed to connect opposite end sections of the first auxiliary corrugation (21A) with opposite end sections of the third auxiliary corrugation (21C) through the belt line section. [8] Vehicle door structure according to claim 6, characterized by, that it includes a bead section (16) designed to connect opposite end sections of the fourth auxiliary bead (21D) with opposite end sections of the second auxiliary bead (21B) through the lower fold of the inner door panel. [9] Vehicle door structure according to claim 1, characterized by , that it includes a first auxiliary amplifier (23A) designed to connect the first main amplifier (19A) to the second main amplifier (19B). [10] Vehicle door structure according to claim 9, characterized by , that it includes a second auxiliary reinforcement (23B) designed to connect the first main reinforcement (19A) to the waistline section (14), and that it includes a third auxiliary reinforcement (23C) designed to connect the third main reinforcement (19C) to the lower rebate (15) of the inner door panel (1). [11] Vehicle door structure according to claim 10, characterized by, that it includes a bead formed along a longitudinal direction of the first auxiliary reinforcement (23A), the second auxiliary reinforcement (23B) and the third auxiliary reinforcement (23C).

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