Vehicle door and vehicle
The vehicle door design uses upper and lower strut shells to distribute forces, addressing hinge support challenges in lightweight doors, achieving weight reduction and cost savings by optimizing force distribution.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-08-29
- Publication Date
- 2026-03-05
AI Technical Summary
Vehicle door hinges face challenges in supporting the weight of an open door without sagging, particularly in lightweight materials, due to limited hinge spacing and high torque loads, which conventional reinforcement methods are complex, costly, and heavy.
A vehicle door design incorporating an inner and outer door structure with upper tension and lower compression strut shells, forming a one-piece molded body shell, distributes tensile and compressive forces through longitudinal members, optimizing support without additional hinge supports.
This design achieves a weight reduction of approximately 2-3 kg per vehicle door by distributing forces efficiently, reducing material costs and preventing door sag, while maintaining structural integrity.
Smart Images
Figure DE2025100826_05032026_PF_FP_ABST
Abstract
Description
[0001] Vehicle door and vehicle
[0002] 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.
[0003] 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.
[0004] 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, a thick sheet metal section is laser-welded 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.
[0005] 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 significant 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.
[0006] To support the torque generated by the overhangs, a material arrangement is needed that ideally supports the load application.
[0007] 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.
[0008] The part of the problem directed towards the vehicle door is solved by the features of claim 1.
[0009] 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.
[0010] 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.
[0011] 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.
[0012] Further preferred and advantageous design features of the vehicle door according to the invention are the subject of dependent claims 2 to 13.
[0013] 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.
[0014] 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.
[0015] 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.
[0016] 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.
[0017] 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.
[0018] 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.
[0019] 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.
[0020] The design of the vehicle door according to the invention makes it possible, particularly when individual sheets of the door frame are joined together to form a sandwich in the respective hinge mounting area, 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 with the distribution of 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.
[0021] 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.
[0022] Preferably, the predominantly horizontal longitudinal surface section is designed at least partially as a flat surface area.
[0023] Preferably, the predominantly vertical longitudinal surface section is designed at least partially as a flat surface area.
[0024] 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.
[0025] Preferably, the predominantly vertical cross-sectional area is designed at least partially as a flat surface area.
[0026] The invention is also directed to a vehicle, in particular a motor vehicle, with at least one vehicle door according to the invention. 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:
[0028] Fig. 1 shows a perspective view of a vehicle door according to the invention in a partially cutaway view;
[0029] Fig. 2 shows the vehicle door from Figure 1 in a further cutaway view;
[0030] Fig. 3 shows an enlarged view of the lower inner longitudinal member section of the vehicle door, which is provided with a compression strut shell and
[0031] Fig. 4 shows a schematically simplified representation of a clamp fastening of a door hinge on a hinge-side structural section 22 of the vehicle door.
[0032] Figures 1 and 2 show, 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 T and an upper door window frame 1", which is only partially shown in the figures. The door body T forms a door sill 10 at its upper edge, which simultaneously forms the lower edge of the door window frame 1". An upper hinge mounting 11 and a lower hinge mounting 12 are provided on the door body T. 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 T, which extends downwards from the window sill 10.
[0033] 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.
[0034] The outer door structure 3 has a door skin 30, of which only a small section is shown in Fig. 1. In the upper part of the door frame T, in the area of the window sill 10, a door skin reinforcement shell 31 is provided, shown in Fig. 1 and omitted in Fig. 2 for clarity. This shell is formed by a three-dimensionally shaped component, for example, a deep-drawn light metal part, which is connected to the upper area of the door skin 30 in the finished, unfinished state and reinforces it. The door skin reinforcement shell 31 forms an outer tension member shell component 43, which is connected to the door skin 30 at least at certain points, for example, by bonding or spot welding.
[0035] 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.
[0036] To reinforce the upper inner longitudinal member section 26, an upper inner door panel reinforcement shell 21, visible in Fig. 2, is provided. This shell is formed by a three-dimensionally shaped component, for example, a deep-drawn light metal part, which, in the finished body-in-white state, is connected to and reinforces the upper area of the inner door panel 20. The upper inner door panel reinforcement shell 21 forms an inner tension strut shell component 40, which is connected to the inner door panel 20 at least at points along its circumferential edge 41.
[0037] 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.
[0038] 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.
[0039] The individual layers of the respective sandwich connection are joined together, for example, by gluing, spot welding and / or riveting.
[0040] 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.
[0041] In the lower area of the inner door structure 2, a lower pressure strut shell 5, shown in detail in Fig. 3, 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, for example by gluing, riveting and / or spot welding.
[0042] 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.
[0043] 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 planar 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 planar lower sandwich connection 49 near the hinge is formed behind the lower hinge mounting area 22'' by the lower compression strut shell 5 and the inner door panel 20. 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, 52 extend predominantly in the longitudinal direction X of the door and are arranged in a stepped manner relative to each other in the transverse direction Y of the door, wherein a first, inner, and upper vertical longitudinal surface section 53 is formed on the inside of the first horizontal longitudinal surface section 51, and a second, middle vertical longitudinal surface section 54 is 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.
[0044] 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.
[0045] 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 shown schematically in simplified form in Fig. 4 with reference to the lower door hinge 16. The following descriptions apply analogously to the upper door hinge 14, which is why the corresponding reference numerals for the upper door hinge 14 are given in parentheses in Fig. 4.
[0046] 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.
[0047] 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.
[0048] 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.
[0049] Reference symbol list
[0050] 1 vehicle door
[0051] T lower door frame
[0052] 2 inner door structure
[0053] 3 outer door structure
[0054] 4 upper tension strut shell assembly
[0055] 5 lower compression strut shell
[0056] 6 Hinge arrangement
[0057] 10 Window sill
[0058] 10' passage slot
[0059] 11 upper hinge mounting
[0060] 12 lower hinge mounting
[0061] 14 upper door hinge
[0062] 14' upper clamp m back
[0063] 14" upper pressure plate
[0064] 14"' upper clamping bolt
[0065] 15 Vehicle lock
[0066] 16 lower door hinge
[0067] 16' lower clamping jaw
[0068] 16" lower pressure plate
[0069] 16'" lower clamping bolt
[0070] 20 Door inner panel
[0071] 21 upper inner door panel reinforcement shell
[0072] 22 hinge-side structural section
[0073] 22' upper hinge mounting area
[0074] 22" lower hinge mounting area
[0075] 24 lock-side structural section
[0076] 26 upper inner longitudinal beam section
[0077] 28 lower inner longitudinal beam section
[0078] 30 Door outer skin Door outer skin reinforcement shell first, inner tension strut shell component ' front hinge-side area of 40 circumferential edge of 40 front circumferential edge area of 40 " rear circumferential edge area of 40 upper hinge mounting section second,outer tension strut shell component ' front hinge-side area of 43 " front edge area of the second tension strut shell component '" rear edge area of the second tension strut shell component front upper sandwich connection hinge-adjacent upper sandwich connection ' opening upper hinge support sandwich connection lower hinge support sandwich connection front lower sandwich connection hinge-adjacent lower sandwich connection hinge mounting section of 5 predominantly horizontal longitudinal surface section predominantly horizontal longitudinal surface section predominantly vertical longitudinal surface section predominantly vertical longitudinal surface section predominantly vertical transverse surface section predominantly vertical transverse surface section lower door hinge 1 surface area of 28 2 surface area of 28 3 surface area of 28 4 surface area of 28 285 surface area of 28,
[0079] X Door longitudinal direction
[0080] Y Door cross direction
[0081] Z Door height direction
Claims
Vehicle door and vehicle Patent claims 1. Vehicle door with an inner door structure (2) having an inner door panel (20) and an outer door structure (3) having an outer 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 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).
2. Vehicle door according to claim 1, characterized in 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 along its circumferential edge (41) to the inner door panel (20) and which has an upper hinge mounting section (42), and / or that the upper tension strut shell assembly (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 panel (20) and is connected at least point by point to the outer door skin (30).
3. Vehicle door according to claim 2, characterized in that a front edge region (43") of the second, outer tension strut shell component (43) and a front circumferential edge region (4T) 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 in 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 each other 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 in that 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 sandwich connection with the inner door panel (20).
6. Vehicle door according to one of the preceding claims, characterized in that the lower pressure strut shell (5) is connected at least at points to the inner door panel (20) and has a lower hinge mounting section (50).
7. Vehicle door according to one of the preceding claims, characterized in 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 pressure strut shell (5) overlap each other 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 in 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 of 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") 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 in that the lower pressure 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 in that the predominantly horizontal longitudinal surface section (51 , 52) is designed at least partially as a flat surface area.
11. Vehicle door according to claim 9 or 10, characterized in that the predominantly vertical longitudinal surface section (53, 54, 55) is designed at least partially as a flat surface area.
12. Vehicle door according to claim 9, 10 or 11, characterized in 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 panel (20).
13. Vehicle door according to claim 12, characterized in that the predominantly vertical transverse surface section (57, 58) is designed at least partially 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.
Citation Information
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