Vehicle door and vehicle

Abstract

A vehicle door comprising an inner door structure (2) having an inner door panel (20) and an outer door structure (3) having a door outer skin (30), wherein the inner door structure (2) has a hinge-side structural section (22), a lock-side structural section (24) spaced apart therefrom in the longitudinal direction (X) of the door, an upper inner longitudinal member section (26) connecting the hinge-side structural section (22) and the lock-side structural section (24) to each other, and a lower inner longitudinal member section (28) connecting the hinge-side structural section (22) and the lock-side structural section (24) to each other, and wherein the hinge-side structural section (22) has an upper hinge mounting area (22') and a lower hinge mounting area (22"), is characterized in that the inner door structure (2) and the outer door structure (3) have an upper tension strut shell arrangement (4),which extends from the upper hinge mounting area (22') of the hinge-side structural section (22) along the upper longitudinal beam section (26) to the lock-side structural section (24) and which is connected to the hinge-side structural section (22), the upper longitudinal beam section (26) and the lock-side structural section (24), and that a lower compression strut shell (5) is provided which extends from the lower hinge mounting area (22") of the hinge-side structural section (22) along at least a part of the lower longitudinal beam section (28) and which is connected to the hinge-side structural section (22) and the lower longitudinal beam section (28).

Description

[0001] The invention relates to a vehicle door according to the preamble of claim 1. It further relates to a vehicle, in particular a motor vehicle, with at least one such vehicle door.

[0002] The hinge area of ​​a vehicle door must withstand the demands of operational loads. In particular, during normal operation, the weight of the open door must be supported solely by the door hinges on the vehicle structure, without the open door sagging relative to its closed position (door sag load case). Besides the mass of the door, the vertical distance between the door hinges is a crucial parameter, as it determines the moment that must be supported by the door's weight. However, the hinge spacing cannot be increased arbitrarily, as it is limited by the industrialization methods used in series vehicle production; for example, industrial robots must be able to access the mounting locations of the door hinges without obstruction.

[0003] To meet the aforementioned requirements, the hinge area of ​​the vehicle door is conventionally reinforced by various measures. These measures are particularly complex to manufacture, and therefore costly and heavy-duty, especially for lightweight metal doors and doors made of fiber-reinforced composites. For steel doors with sheet metal shell construction, so-called tailored blanks are used, for example, by laser-welding a thicker sheet metal section directly onto the inner door panel. For lightweight metal doors (e.g., aluminum doors) with sheet metal shell construction, a hinge bracket with, for example, two screw points per hinge is attached to the door-side of the lightweight metal door structure.

[0004] The load case of door sagging introduces a weight force at the lock in a vertical direction. The overhang above and below the hinges generates a massive torque in the range of 1400-1900 Nm, depending on the door length and hinge spacing. The hinge spacing has a marginal effect on the load level, while the door length has a significant impact. The load is conventionally introduced primarily through the outer door skin and transferred to the vehicle body at the pillar-side hinge.

[0005] To support the torque generated by the overhangs, a material arrangement is needed that ideally supports the load application.

[0006] The object of the present invention is to provide a weight-reduced vehicle door which, even if it is made of or predominantly comprises a lightweight material (for example, light metal or fiber composite), experiences virtually no door sag when open. Furthermore, a vehicle with at least one such vehicle door is to be provided.

[0007] The part of the problem directed towards the vehicle door is solved by the features of claim 1.

[0008] A vehicle door comprising an inner door structure having an inner door panel and an outer door structure having an outer door skin, wherein the inner door structure has a hinge-side structural section, a lock-side structural section spaced apart therefrom in the longitudinal direction of the door, an upper inner longitudinal member section connecting the hinge-side structural section and the lock-side structural section to each other, and a lower inner longitudinal member section connecting the hinge-side structural section and the lock-side structural section to each other, and wherein the hinge-side structural section has an upper hinge mounting area and a lower hinge mounting area, is characterized according to the invention in that the inner door structure and the outer door structure have an upper tension strut shell arrangement.which extends from the upper hinge mounting area of ​​the hinge-side structural section along the upper longitudinal beam section to the lock-side structural section and which is connected to the hinge-side structural section, the upper longitudinal beam section and the lock-side structural section, and that a lower compression strut shell is provided which extends from the lower hinge mounting area of ​​the hinge-side structural section along at least a part of the lower longitudinal beam section and which is connected to the hinge-side structural section and the lower longitudinal beam section.

[0009] The hinge-side structural section, the lock-side structural section, the upper inner longitudinal beam section and the lower inner longitudinal beam section of the inner door structure preferably form an integral, one-piece molded body shell.

[0010] The inclusion of an upper tension strut shell arrangement extending along the upper longitudinal member section from the hinge-side structural section to the lock-side structural section optimizes the distribution of tensile forces. This tension strut shell arrangement includes at least one additional sheet metal component relative to the inner door structure, oriented in the longitudinal direction (Z-direction) of the vehicle. This additional sheet metal extends from the upper door-side hinge mounting area to the upper corner of the lock-side structural section, such as the lock carrier post. This longitudinal orientation maximizes the support provided by the available material for the torque induced by the weight of the vehicle door. This makes it possible to implement a lightweight sheet metal shell door, for example, made of aluminum, without an additional hinge support, or a steel door without a tailored blank.The inclusion of the lower compression strut shell also improves the absorption of compressive forces in the lower door body. In a four-door vehicle with high production volumes, this not only saves on material costs, but also results in a weight saving of approximately 2 to 3 kg of aluminum per vehicle by eliminating the hinge supports.

[0011] Further preferred and advantageous design features of the vehicle door according to the invention are the subject of dependent claims 2 to 13.

[0012] Preferably, the upper tension strut shell assembly comprises a first, inner tension strut shell component that is connected to the inner door panel at least at points along its circumferential edge and that has an upper hinge mounting section, and / or the upper tension strut shell assembly comprises a second, outer tension strut shell component that is arranged on the side of the first, inner tension strut shell component facing away from the inner door panel and is connected to the outer door skin at least at points. Providing an upper, inner tension strut shell component on the inner door panel reinforces the upper longitudinal member of the inner door panel, i.e., its upper longitudinal beam section, thereby distributing the tensile forces acting here in the longitudinal direction of the door onto two substantially parallel load paths.Providing an upper, outer tension strut shell component on the door's outer skin also reinforces the upper area of ​​the door's outer skin in the region of the window sill, so that the tensile forces are distributed along two essentially parallel load paths. In particular, if both an upper, inner tension strut shell component and an upper, outer tension strut shell component are provided, the tensile forces acting in the upper area of ​​the door are distributed along four essentially parallel load paths. Advantageously, each tension strut shell component is connected to the corresponding inner door panel or outer door skin at several points along its length to prevent buckling. These connections can be made, for example, by resistance spot welding, clinch riveting, or laser welding.

[0013] Preferably, a front edge region of the second, outer tension strut shell component and a front circumferential edge region of the first, inner tension strut shell component form a sandwich connection with the inner door panel. Such a sandwich, for example bonded or laser-welded, enables a particularly effective and reliable distribution of the tensile forces into the assigned load paths.

[0014] A particularly preferred embodiment of the invention, which can be combined with other embodiments, is one in which an upper hinge mounting area of ​​the hinge-side structural section of the inner door structure, a front hinge-side area of ​​the first, inner tension strut shell component, and a front hinge-side area of ​​the second, outer tension strut shell component overlap in the area of ​​the upper hinge mounting and form a sandwich connection. This sandwich connection, which is also preferably joined by bonding or laser welding, creates a stable support for the upper door hinge, whereby the tensile forces acting on the upper door hinge are introduced essentially uniformly into the layers of the sandwich and thus into the associated upper load paths.

[0015] Preferably, a rear edge region of the second, outer tension strut shell component and a rear circumferential edge region of the first, inner tension strut shell component form a sandwich connection with the inner door panel. This sandwich connection is also preferably joined by bonding or laser welding. This sandwich connection reconnects the upper load paths at the rear end of the vehicle door.

[0016] In a further advantageous embodiment of the invention, which can be combined with other embodiments, the lower compression strut shell is connected at least at points to the inner door panel and has a lower hinge mounting section. This ensures that the compressive forces in the two load paths divided here cannot cause bulging of the lower inner longitudinal member section of the inner door structure.

[0017] It is particularly advantageous if the lower hinge mounting area of ​​the hinge-side structural section of the inner door structure and the lower hinge mounting section of the lower compression strut shell overlap in the area of ​​the lower hinge mounting, forming a sandwich connection. This sandwich connection, which can be created, for example, by bonding or laser welding the individual sheets together, provides a stable support for the lower door hinge, whereby the compressive forces acting on the lower door hinge are distributed essentially evenly across the layers of the sandwich and thus across the associated lower load paths.

[0018] An advantageous embodiment of the vehicle door according to the invention comprises an upper door hinge attached to the vehicle door by means of a first clamping jaw connection, comprising an upper clamping jaw facing the vehicle door which rests from the outside against the upper hinge mounting area of ​​the hinge-side structural section of the inner door structure, and an upper pressure plate opposite the upper clamping jaw which rests from the inside against the front hinge-side area of ​​the second, outer tension strut shell component or the inner tension strut shell component (40), wherein an upper tension bolt connects the upper clamping jaw and the upper pressure plate and is designed to clamp the upper pressure plate against the upper clamping jaw in a tensioned state, and / or wherein a lower door hinge attached to the vehicle door by means of a second clamping jaw connection has a lower clamping jaw facing the vehicle door,which rests from the outside on the lower hinge mounting area of ​​the hinge-side structural section of the inner door structure, and has a lower pressure plate opposite the lower clamping jaw, which rests from the inside on the lower hinge mounting section of the lower pressure strut shell, wherein a lower clamping bolt connects the lower clamping jaw and the lower pressure plate and is designed to clamp the lower pressure plate against the lower clamping jaw in a clamped state.

[0019] The design of the vehicle door according to the invention makes it possible, particularly when individual sheets of the door frame are joined together in the respective hinge mounting area to form a sandwich structure, to provide a clamping jaw fastening for the respective door hinge, whereby, particularly through the respective sandwich construction of the hinge support, an optimal transfer of the hinge forces into the door frame is achieved, distributing the forces into the respective load paths. A clamping fastening particularly suitable for this purpose is described in the unpublished DE 10 2024 116 984.2, to which explicit reference is made here and whose disclosure is included herein.

[0020] It is particularly advantageous if the lower compression strut shell is designed as a three-dimensional component with at least one predominantly horizontal longitudinal surface section and at least one predominantly vertical longitudinal surface section, and if both the predominantly horizontal and the predominantly vertical longitudinal surface sections are connected to the inner door panel at least at certain points. These connections couple the respective load paths to one another and reduce the risk of buckling caused by the compressive forces acting here.

[0021] Preferably, the predominantly horizontal longitudinal surface section is designed at least partially as a flat surface area.

[0022] Preferably, the predominantly vertical longitudinal surface section is designed at least partially as a flat surface area.

[0023] Preferably, the lower pressure strut shell has at least one predominantly vertical transverse surface section which is connected at least at points to the inner door panel.

[0024] Preferably, the predominantly vertical cross-sectional area is designed at least partially as a flat surface area.

[0025] Finally, the invention is also directed to a vehicle, in particular a motor vehicle, with at least one vehicle door according to the invention.

[0026] Preferred embodiments of the invention with additional design details and further advantages are described and explained in more detail below with reference to the accompanying drawing.

[0027] They show: Fig. 1 a perspective view of a vehicle door according to the invention in a partially cutaway representation; Fig. 2 the vehicle door off Fig. 1 in a more detailed cutaway view; Fig. 3 an enlarged view of the lower inner longitudinal member section of the vehicle door, which is provided with a compression strut shell and Fig. 4 A schematically simplified representation of a clamp fastening of a door hinge to a hinge-side structural section 22 of the vehicle door.

[0028] Fig. 1 and Fig. Figure 2 shows, in a partially cutaway view, the basic structure of a vehicle door 1 according to the invention in a perspective view from the outside of the vehicle. The vehicle door 1 shown is a vehicle door with a lower door body 1' and an upper door window frame 1", which is only partially shown in the figures. The door body 1' forms a door sill 10 at its upper edge, which simultaneously forms the lower edge of the door window frame 1". An upper hinge attachment 11 and a lower hinge attachment 12 are provided on the door body 1'. However, the invention is not limited to vehicle doors with a door window frame, but can also be implemented in frameless vehicle doors that only comprise a lower door body 1' extending downwards from the window sill 10.

[0029] The vehicle door 1 has an inner door structure 2 and an outer door structure 3 attached to the outside of the inner door structure 2. In the area of ​​the window sill 10, a passage slot 10' for a door window pane (not shown) is provided between the inner door structure 2 and the outer door structure 3.

[0030] The outer door structure 3 has a door outer skin 30, of which in Fig. 1 only a small section is shown. In the upper part of the door frame ' 1', in the area of ​​the window sill 10, there is a Fig. 1 shown and for the sake of clarity in Fig. Two door outer skin reinforcement shells 31 (not shown) are provided, which are formed from a three-dimensionally shaped molded part, for example, a deep-drawn light metal part, which is connected to the upper area of ​​the door outer skin 30 in the finished, unfinished state and reinforces it. The door outer skin reinforcement shell 31 forms an outer tension strut shell component 43, which is connected to the door outer skin 30 at least at points, for example, by bonding or spot welding.

[0031] The inner door structure 2 has a three-dimensionally shaped inner door panel 20, which is preferably designed as a one-piece deep-drawn light metal part and which has a predominantly vertical hinge-side structural section 22 with an upper hinge mounting area 22' and a lower hinge mounting area 22", a substantially vertical lock-side structural section 24 spaced apart from it in the longitudinal direction X of the door for receiving a vehicle lock 15, as well as an upper inner longitudinal member section 26 connecting the hinge-side structural section 22 and the lock-side structural section 24 in the area of ​​the window sill 10 and a lower inner longitudinal member section 28 connecting the hinge-side structural section 22 and the lock-side structural section 24.

[0032] To reinforce the upper inner longitudinal beam section 26, a Fig. Two visible upper door inner panel reinforcement shells 21 are provided, which are formed by a three-dimensionally shaped component, for example a light metal deep-drawn part, which is connected to the upper area of ​​the door inner panel 20 in the finished, unfinished state and reinforces it. The upper door inner panel reinforcement shell 21 forms an inner tension strut shell component 40, which is connected to the door inner panel 20 at least at points along its circumferential edge 41.

[0033] The inner tension strut shell component 40 in the form of the inner door sheet reinforcement shell 21 connected to the upper inner longitudinal member section 26, and the outer tension strut shell component 43 in the form of the outer door skin reinforcement shell 31 connected to the outer door skin, and the outer door structure 3 with its outer tension strut shell component 43 reinforcing the outer door skin 30, form an upper tension strut shell arrangement 4, which extends on both sides of the passage slot 10' for the door window pane (not shown) from the upper hinge mounting area 22' to the lock-side structure section 24.The inner tension strut shell component 40 extends from the upper hinge mounting area 22' of the hinge-side structural section 22 along the upper longitudinal member section 26 to the lock-side structural section 24 and is connected to the hinge-side structural section 22, the upper longitudinal member section 26, and the lock-side structural section 24. The inner tension strut shell component 40 also has an upper hinge mounting section 42. A front edge area 43" of the second, outer tension strut shell component 43 and a front circumferential edge area 41' of the first, inner tension strut shell component 40 form a planar front upper sandwich connection 44 with the inner door panel 20 in the door longitudinal direction X in front of the upper hinge mounting area 22'.A further, planar upper sandwich connection 45 near the hinge is formed behind the upper hinge mounting area 22' by the inner door panel reinforcement shell 21 and the inner door panel 20. The outer door skin reinforcement shell 31, which has an opening 45' in this area, is also connected to the inner door panel reinforcement shell 21 at the edge of this opening 45' and thus included in the upper sandwich connection 45 near the hinge.

[0034] Furthermore, the upper hinge mounting area 22' of the hinge-side structural section 22 of the inner door structure 2, a front hinge-side area 40' of the first, inner tension strut shell component 40, and a front hinge-side area 43' of the second, outer tension strut shell component 43 overlap in the area of ​​the upper hinge mounting 11 and form an upper hinge support sandwich connection 46. Preferably, this sandwich connection is planar and forms a bearing surface for an upper door hinge and its mounting parts, for example, its clamping jaws in the case of a clamp mounting of the door hinge.

[0035] The individual layers of the respective sandwich connection are joined together, for example, by gluing, spot welding and / or riveting.

[0036] Furthermore, a rear edge region 43''' of the second, outer tension strut shell component 43 and a rear circumferential edge region 41" of the first, inner tension strut shell component 40 form a rear upper sandwich connection with the inner door panel 20. In this sandwich connection, the individual layers of the sandwich are preferably bonded, riveted, and / or spot-welded together.

[0037] In the lower area of ​​the inner door structure 2, there is a Fig. 3. A lower compression strut shell 5, shown in detail, is provided, which extends from the lower hinge mounting area 22" of the hinge-side structural section 22 along at least a part of the lower longitudinal beam section 28 and is connected to the hinge-side structural section 22 and the lower longitudinal beam section 28, for example by gluing, riveting and / or spot welding.

[0038] The lower compression strut shell 5 is also connected, at least at points, to the inner door panel 20 and has a lower hinge mounting section 50. This lower hinge mounting section 50 and the lower hinge mounting area 22" of the hinge-side structural section 22 of the inner door structure 2 overlap each other in the area of ​​the lower hinge mounting 12 and form a lower hinge support sandwich connection 47 there, the individual layers of which are also preferably connected to each other by bonding, riveting and / or spot welding.

[0039] A front edge region 50' of the lower compression strut shell 5 and a front lateral region 22''' of the hinge-side structural section 22 form a flat front lower sandwich connection 48 with the inner door panel 20 in the longitudinal direction X of the door in front of the lower hinge mounting area 22". Another flat, hinge-adjacent lower sandwich connection 49 is formed behind the lower hinge mounting area 22" by the lower compression strut shell 5 and the inner door panel 20.

[0040] The lower compression strut shell 5, designed as a three-dimensional spatial component, is provided with a first, inner, and upper horizontal longitudinal surface section 51 and a second, outer, and lower horizontal longitudinal surface section 52. These longitudinal surface sections 51 and 52 extend predominantly in the longitudinal direction X of the door and are arranged in a stepped arrangement relative to each other in the transverse direction Y of the door, with a first, inner, and upper vertical longitudinal surface section 53 formed on the inside of the first horizontal longitudinal surface section 51, and a second, middle vertical longitudinal surface section 54 provided between the first horizontal longitudinal surface section 51 and the second horizontal longitudinal surface section 52. A third, outer vertical longitudinal surface section 55 extends freely downwards from the outer longitudinal edge of the second horizontal longitudinal surface section 52.The respective longitudinal surface sections 51, 52, 53, 54, 55 of the lower compression strut shell 5 abut, at least partially, an associated surface area 281, 282, 283, 284, 285 of the lower inner longitudinal beam section 28 of the inner door panel 20 and are connected there at least at specific points to the inner door panel 20, for example by bonding, spot welding and / or riveting. For this purpose, the horizontal longitudinal surface sections 51, 52 and the vertical longitudinal surface sections 53, 54, 55 are designed as flat surface areas, at least in those surface areas where they abut the inner door panel 20, as are the associated surface areas 281, 282, 283, 284, 285 of the lower inner longitudinal beam section 28 of the inner door panel 20.

[0041] In the front, hinge-adjacent area of ​​the lower compression strut shell 5, the horizontal longitudinal surface sections 51, 52 each transition in an arc into a predominantly vertical transverse surface section 57, 58, whereby the vertical longitudinal surface sections 54, 55 following the arc also form steps between the vertical transverse surface sections 57, 58. The respective vertical transverse surface section 57, 58 of the lower compression strut shell 5 abuts, at least partially, an associated surface area of ​​the hinge-side structural section 22 of the inner door panel 20 and is connected there, at least at specific points, to the inner door panel 20, for example by bonding, spot welding and / or riveting.For this purpose, the vertical transverse surface sections 57, 58 and the vertical longitudinal surface sections 54, 55 are designed as flat surface areas, at least in those surface areas where they abut the inner door sheet 20, as well as the associated surface areas of the hinge-side structural section 22 of the inner door sheet 20.

[0042] An upper door hinge 14 and a lower door hinge 16 are each attached to the vehicle door 1 by means of a clamping jaw connection. Such a clamping jaw connection is in Fig. 4 is shown schematically simplified using the lower door hinge 16 as an example. The following explanations apply analogously to the upper door hinge 14, which is why in Fig. 4 in parentheses are the corresponding reference symbols for the upper door hinge 14.

[0043] One clamping jaw 16', 14' facing the vehicle door 1 rests on the outside against the associated hinge mounting area 22", 22' of the hinge-side structural section 22 of the inner door structure 2, and one pressure plate 16", 14" opposite each clamping jaw 16', 14' rests on the inside against the front hinge-side area 43' of the second, outer tension strut shell component 43 for the upper door hinge 14, and against the lower hinge mounting section 50 of the lower compression strut shell 5 for the lower door hinge 16. A respective clamping bolt 16''', 14''' connects the respective clamping jaw 16', 14' to the associated pressure plate 16", 14" and is designed to clamp the pressure plate 16", 14" against the clamping jaw 16', 14' in a tensioned state.The respective sandwich-like hinge mounting area 22", 22' of the hinge-side structural section 22 of the inner door structure 2 is clamped between the clamping jaw 16', 14' and the associated pressure plate 16", 14". The respective suspension force of the vehicle door 1 is transmitted via this surface clamping into the respective door hinge 16, 14 and from there into the body structure 17 of the vehicle 18.

[0044] The invention is not limited to the above embodiment, which merely serves to generally illustrate the core concept of the invention. Within the scope of protection, the device according to the invention can also assume other embodiments than those described above. In particular, the device can have features that represent a combination of the respective individual features of the claims.

[0045] Reference numerals in the claims, description and drawings serve only to improve understanding of the invention and are not intended to limit the scope of protection. Reference symbol list 1 vehicle door 1' lower door frame 2 inner door structure 3 outer door structure 4 upper tension strut shell assembly 5 lower compression strut shell 6 Hinge arrangement 10 Window sill 10' passage slot 11 upper hinge mounting 12 lower hinge mounting 14 upper door hinge 14' upper clamping jaw 14" upper pressure plate 14''' upper clamping bolt 15 Vehicle lock 16 lower door hinge 16' lower clamping jaw 16" lower pressure plate 16''' lower clamping bolt 20 Door inner panel 21 upper inner door panel reinforcement shell 22 hinge-side structural section 22' upper hinge mounting area 22" lower hinge mounting area 24 lock-side structural section 26 upper inner longitudinal beam section 28 lower inner longitudinal beam section 30 Door outer skin 31 Door outer skin reinforcement shell 40 first, inner tension strut shell component 40' front hinge-side area of ​​40 41 Perimeter of 40 41' front circumferential margin of 40 41" rear circumferential edge area of ​​40 42 upper hinge mounting section 43 second, outer tension strut shell component 43' front hinge-side area of ​​43 43" front edge area of ​​the second tension strut shell component 43''' rear edge area of ​​the second tension strut shell component 44 front upper sandwich connection 45 hinge-adjacent upper sandwich connection 45' Breakthrough 46 upper hinge support sandwich connection 47 lower hinge support sandwich connection 48 front lower sandwich connection 49 hinge-near lower sandwich connection 50 hinge mounting section of 5 51 predominantly horizontal longitudinal surface section 52 predominantly horizontal longitudinal surface section 53 predominantly vertical longitudinal surface section 54 predominantly vertical longitudinal surface section 55 predominantly vertical longitudinal surface section 57 predominantly vertical cross-sectional area 58 predominantly vertical cross-sectional area 60 lower door hinge 281 Area of ​​28 282 Area of ​​28 283 Area of ​​28 284 Area of ​​28 285 Area of ​​28 X Door longitudinal direction Y Door cross direction Z Door height direction QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2024 116 984.2

[0019]

Claims

[1] Vehicle door with an inner door structure (2) having an inner door panel (20) and an outer door structure (3) having a door skin (30), wherein the inner door structure (2) has a hinge-side structural section (22), a lock-side structural section (24) spaced apart therefrom in the longitudinal direction (X) of the door, an upper inner longitudinal member section (26) connecting the hinge-side structural section (22) and the lock-side structural section (24) to each other, and a lower inner longitudinal member section (28) connecting the hinge-side structural section (22) and the lock-side structural section (24) to each other, and wherein the hinge-side structural section (22) has an upper hinge mounting area (22') and a lower hinge mounting area (22"), characterized by, that the inner door structure (2) and the outer door structure (3) have an upper tension strut shell arrangement (4) extending from the upper hinge mounting area (22') of the hinge-side structural section (22) along the upper longitudinal beam section (26) to the lock-side structural section (24) and connected to the hinge-side structural section (22), the upper longitudinal beam section (26) and the lock-side structural section (24), and that a lower compression strut shell (5) is provided extending from the lower hinge mounting area (22") of the hinge-side structural section (22) along at least a part of the lower longitudinal beam section (28) and connected to the hinge-side structural section (22) and the lower longitudinal beam section (28). [2] Vehicle door according to claim 1, characterized by , that the upper tension strut shell assembly (4) has a first, inner tension strut shell component (40) which is connected at least point by point to the inner door panel (20) along its circumferential edge (41) and which has an upper hinge mounting section (42), and / or that the upper tension strut shell arrangement (4) has a second, outer tension strut shell component (43) which is arranged on the side of the first, inner tension strut shell component (40) facing away from the inner door sheet (20) and is connected at least at points to the outer door skin (30). [3] Vehicle door according to claim 2, characterized by , that a front edge area (43") of the second, outer tension strut shell component (43) and a front circumferential edge area (41') of the first, inner tension strut shell component (40) form a sandwich connection with the inner door panel (20). [4] Vehicle door according to claim 1, 2 or 3, characterized by, that an upper hinge mounting area (22') of the hinge-side structural section (22) of the inner door structure (2), a front hinge-side area (40') of the first, inner tension strut shell component (40) and a front hinge-side area (43') of the second, outer tension strut shell component (43) overlap in the area of ​​the upper hinge mounting (11) and form a sandwich connection. [5] Vehicle door according to claim 2, 3 or 4, characterized by , that a rear edge area (43''') of the second, outer tension strut shell component (43) and a rear circumferential edge area (41") of the first, inner tension strut shell component (40) form a sandwich connection with the inner door panel (20). [6] Vehicle door according to one of the preceding claims, characterized by , that the lower pressure strut shell (5) is connected at least at points to the inner door sheet (20) and has a lower hinge mounting section (50). [7] Vehicle door according to one of the preceding claims, characterized by , that a lower hinge mounting area (22") of the hinge-side structural section (22) of the inner door structure (2) and the lower hinge mounting section (50) of the lower compression strut shell (5) overlap in the area of ​​the lower hinge mounting (12) and form a sandwich connection. [8] Vehicle door according to one of claims 4 to 7, characterized by , that an upper door hinge (14) attached to the vehicle door by means of a first clamping jaw connection has an upper clamping jaw (14') facing the vehicle door (1), which bears against the upper hinge mounting area (22') of the hinge-side structural section (22) of the inner door structure (2), and an upper pressure plate (14'') opposite the upper clamping jaw (14'), which bears against the front hinge-side area (43') of the second, outer tension strut shell component (43) or the inner tension strut shell component (40), wherein an upper clamping bolt (14''') connects the upper clamping jaw (14') and the upper pressure plate (14'') together and is designed to clamp the upper pressure plate (14'') against the upper clamping jaw (14') in a clamped state, and / or that a lower door hinge (16) attached to the vehicle door by means of a second clamping jaw connection has a lower clamping jaw (16') facing the vehicle door (1), which bears against the lower hinge mounting area (22'') of the hinge-side structural section (22) of the inner door structure (2), and a lower pressure plate (16'') opposite the lower clamping jaw (16'), which bears against the lower hinge mounting section (50) of the lower pressure strut shell (5) from the inside, wherein a lower clamping bolt (16''') connects the lower clamping jaw (16') and the lower pressure plate (16'') together and is designed to clamp the lower pressure plate (16'') against the lower clamping jaw (16') in a clamped state. [9] Vehicle door according to claim 6, 7 or 8, characterized by , that the lower compression strut shell (5) is designed as a spatial component with at least one predominantly horizontal longitudinal surface section (51, 52) and at least one predominantly vertical longitudinal surface section (53, 54, 55) and that both the predominantly horizontal longitudinal surface section (51, 52) and the predominantly vertical longitudinal surface section (53, 54, 55) are each connected at least at points to the inner door panel (20). [10] Vehicle door according to claim 9, characterized by , that the predominantly horizontal longitudinal surface section (51, 52) is at least partially formed as a flat surface area. [11] Vehicle door according to claim 9 or 10, characterized by , that the predominantly vertical longitudinal surface section (53, 54, 55) is at least partially formed as a flat surface area. [12] Vehicle door according to claim 9, 10 or 11, characterized by, that the lower pressure strut shell (5) has at least one predominantly vertical transverse surface section (57, 58) which is connected at least at points to the inner door sheet (20). [13] Vehicle door according to claim 12, characterized by , that the predominantly vertical cross-surface section (57, 58) is formed at least in some areas as a flat surface area. [14] Vehicle, in particular motor vehicle, with at least one vehicle door (1) according to one of the preceding claims.

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