Molded structural component for passenger vehicle

Abstract

A molded structural component for a passenger compartment of a passenger vehicle, the structural component comprising: a lateral wall facing a rear end of the structural component, the lateral wall being spaced from the rear end of the structural component along a main axis of the structural component; first and second opposing side walls, each side wall extending from the lateral wall toward the rear end of the structural member; and a floor panel between the lateral wall and the first and second side walls and extending toward the rear end of the structural component, the lateral wall, the first side wall, the second side wall and the floor panel being integral and together defining an interior space of the structural component for receiving one or more passengers; wherein the first side wall, the second side wall and the base plate define an open rear end of the structural component, and a distance between inner sides of the first side wall and the second side wall is substantially constant or increases from the lateral wall toward the open rear end of the structural component in a direction of the main axis, the structural component can be demolded from a rigid tool piece of a molding device forming the structural component in a direction within 20 degrees of a main axis of the structural component.

Description

Technical Field

[0001] This invention relates to molded structural components for passenger vehicle compartments. In particular, this invention relates to a structural component manufactured by resin transfer molding of a fiber-reinforced composite material. Background Technology

[0002] Fiber-reinforced composites are increasingly used in the manufacture of passenger road vehicles. A common technique for manufacturing fiber-reinforced parts is resin transfer molding. This technique uses a set of molds to define cavities for the parts being manufactured. The fiber reinforcement is placed between the molds so that it is located within the mold cavity before the resin matrix material is introduced into the mold cavity. Once the resin matrix has been set onto the fiber reinforcement, the mold is removed and the part is taken out.

[0003] The goal is to use as few individual molded structural components as possible in the construction of passenger vehicle cabins, because any location where individual molded components must be joined together is a point where manufacturing tolerances need to be adjusted, requiring additional joining material and introducing weak points into the cabin. For example, a large number of small, simple parts can be molded together, but this may require manual adjustment of these parts to ensure they assemble as intended, and each join is expensive and time-consuming to manufacture. However, using large, complex molded structures makes the molding process more difficult.

[0004] An example of a technique for molding structural barrels for vehicles can be found in WO 2011113912 A1. The structural component defines a main compartment defined by a first lateral wall, a second lateral wall, and a base plate, and also has a reinforcing member integral with the first lateral wall projecting toward the second lateral wall. Once molded, the structural component is removed from the molding tool by a movement involving rotation about the reinforcing member. However, this design imposes limitations on the shape of the structural barrel and requires complex movements to extract the molded structure from the mold. Furthermore, each structural barrel of a different size (e.g., for vehicles of different sizes) requires its own design, a corresponding mold, and its own extraction movement from that mold, significantly increasing the complexity of implementing these designs across a range of vehicles.

[0005] The purpose of this invention is to provide molded structural components that form an important part of the passenger compartment of a passenger vehicle, and which can be easily manufactured by molding processes and have a wider range of applications in passenger vehicles. Summary of the Invention

[0006] According to a first aspect of the invention, a molded structural component for a passenger compartment is provided, the structural component comprising: a lateral wall facing a rear end of the structural component and spaced apart from the rear end of the structural component along a main axis of the structural component; opposing first and second side walls, each of the first and second side walls extending from the lateral wall toward the rear end of the structural component; and a base plate extending between the lateral walls and the first and second side walls and toward the rear end of the structural component, the lateral walls, the first and second side walls, and the base plate being integral and together defining an interior space of the structural component for accommodating one or more passengers; wherein the first and second side walls and the base plate define an open rear end of the structural component, and the distance between the inner surfaces of the first and second side walls from the lateral walls toward the open rear end of the structural component along the main axis is substantially constant or increasing, such that the structural component can be demolded from a rigid tool of a molding apparatus forming the structural component along a direction within 20° of the main axis of the structural component.

[0007] Therefore, the structural component according to this aspect is designed such that, for example, a side wall corresponding to the front wall of a passenger vehicle's compartment faces the open rear end of the structural component, allowing the component to be removed from a molding tool defining the inner surface of the structural component along a pull-out direction within 20° of the main axis. Here, the inner surface refers to the surface of the side walls, the first side wall and the second side wall, and the base plate facing the interior space defined by these portions (e.g., generally facing the space between the first and second side walls). It should be understood that this is intended to mean that the structural component is shaped such that it can be demolded from a rigid tool defining the interior space by translational movement along a direction within 20° of the main axis. Whether the structural component can be demolded along a particular direction can be determined by the shape of the structural component. In particular, the structural component can be demolded along a particular direction if a generally straight line can be drawn from each point on the inner surface of the structural component along the same demolding direction, such that the line does not cross any other surface of the structural component. This ensures that the molding tool forming the inner surface of the structural component can be translated along the demolding direction without being restricted by another surface of the structural component. Preferably, the shape of the structural component allows demolding to be performed by pure translational movement, meaning that removing the component from the rigid tooling that defines the interior space requires virtually no rotation of the component. This makes the extraction movement of the molded structural component easier to perform. Furthermore, this design provides the additional benefit that the structural component no longer defines the length of the vehicle compartment, as the compartment can extend from the open rear end of the structural component. For example, in the case of vehicles desiring a short compartment length (e.g., a two-seater sports car), the structural component can be connected to a second structural component that provides a second side wall opposite the first side wall, located approximately at the open rear end of the structural component. However, in cases requiring a longer compartment, such as for a five-seat bus, the structural component can be connected to a second structural component that extends the floor away from the open rear end of the structural component and defines a second side wall at a location further spaced from the first side wall. Therefore, this design can be more easily incorporated into a wider range of passenger vehicles, while also being easier to manufacture and extract from the molding tooling.

[0008] The structural member is defined as having a main axis that is a direction spaced apart from the open rear end of the structural member by the side walls. It should be understood that this generally corresponds to the longitudinal direction of the passenger compartment to which the structural member will be incorporated. The main axis will extend generally in a direction parallel to a direction located in a plane generally defined by the floor. The main axis will also generally extend in a direction generally parallel to the direction in which the first and second side walls extend away from the side walls, and / or in a direction perpendicular to the direction in which the first and second side walls are spaced apart from each other. The side walls, as well as the first and second side walls, will also generally extend away from the floor in a direction including a principal component perpendicular to the plane generally defined by the floor.

[0009] It should be understood that, as mentioned above, structural components are integral parts of composite materials, reflecting the fact that structural components are typically produced in a single resin transfer molding process. However, any finished passenger vehicle body will generally be formed from two or more integral structural components joined together, as will be described in more detail below.

[0010] As described above, the structural component is shaped such that it can be demolded from the rigid tool of the molding apparatus forming the internal space of the structural component along a pull-out direction within 20° of the main axis of the structural component. It should be understood that this is primarily achieved through the open rear end of the structural component and the controlled spacing between the opposing sidewalls, as described above. It should be understood that, more preferably, the structural component can be shaped such that it can be demolded from the rigid tool of the molding apparatus forming the structural component along a pull-out direction within 10° of the main axis of the structural component, and most preferably, such that it can be demolded from the rigid tool of the molding apparatus forming the structural component approximately along the direction of the main axis of the structural component. Furthermore, preferably, approximately all distances in the internal space between the first and second sidewalls and the base plate, measured in a cross-section in a plane perpendicular to the pull-out direction / main axis, are approximately constant or increase as the plane moves from the sidewalls of the structural component along the pull-out direction / main axis to the rear end of the structural component.

[0011] As described above, the side walls of a structural component typically correspond to the front wall of a passenger vehicle's cabin. Side walls extending away from this side wall and defining a generally U-shaped structure together in a plan view significantly contribute to the overall strength and impact resistance of the structural component. These side walls may correspond, along at least a portion of their length, to the sill area of ​​the chassis, and thus can be relatively short compared to the height of the side walls measured in a direction extending away from the floor. To further increase the strength of the structural component, these side walls may be part of corresponding first and second longitudinal stiffeners, such as generally hollow beams, extending from the side walls toward the rear end of the structural component. In particular, the side walls may correspond to the inner surfaces of these corresponding longitudinal stiffeners.

[0012] As mentioned above, at least a portion of the sidewalls may need to be relatively low in the area of ​​the component corresponding to the sill. Nevertheless, preferably, the front portion of each sidewall extends further from the base plate than the central portion of the sidewall near its end to the lateral wall, wherein preferably, the front portion of each sidewall engages with the lateral wall along the entire height of the lateral wall and / or the respective sidewall. This arrangement ensures that the front portion of the structural component is particularly robust and impact-resistant. This front area, surrounded by the front portion of each sidewall and the lateral wall (and the front section of the base plate), may correspond to, for example, the footwell area of ​​a carriage, and therefore this arrangement is important for ensuring passenger safety in the event of an impact from the front.

[0013] Preferably, the structural component further includes lateral reinforcement members that extend at the front portion of each sidewall, near the end of the sidewall, between the first and second sidewalls, the reinforcement members being spaced apart from the base plate along a direction perpendicular to the plane generally defined by the base plate. This lateral reinforcement member also increases the overall strength and impact resistance of the structural component. The lateral reinforcement member may also be in contact with the sidewall and extend from the sidewall toward the rear end of the structural component. In other embodiments, the lateral reinforcement member may extend from the sidewall toward the rear end of the structural component, i.e., it need not be in contact with the first and second sidewalls, nor need it extend between the first and second sidewalls. However, it should be understood that the strength of the structural component provided by this reinforcement member, which is in contact with and integral with all three of the sidewalls, the first sidewall, and the second sidewall, will be optimal. Therefore, the lateral reinforcement member, the sidewall, the first and second sidewalls, and the base plate may generally surround, for example, a portion of the passenger compartment corresponding to the footwell on five different sides to protect passengers from impact.

[0014] While separate tooling pieces can be designed for molding the front section of the structural component, preferably, this portion of the structural component will be defined by the same tooling piece, which is removed from the same tooling piece by translation generally along the main axis. Therefore, preferably, the distance between the inner surface of the base plate and the inner surface of the lateral reinforcement member is substantially constant or increases along the entire length of the lateral reinforcement member from the lateral wall toward the open rear end of the structural component along the extraction direction or main axis. Similarly, preferably, substantially all distances in the internal space between the front portions of the first and second side walls, the base plate, and the lateral reinforcement member, measured in a cross-section in a plane perpendicular to the extraction direction / main axis, are substantially constant or increase as the plane moves along the extraction direction / main axis from the lateral wall toward the rear end of the structural component.

[0015] The design of the base plate can also significantly affect the manufacturability and structural properties of the structural components. Preferably, the profile of the inner surface of the base plate in a cross-section in a plane perpendicular to the principal axis remains substantially constant as the plane moves along the principal axis from the lateral wall to the rear end of the structural component. This facilitates the removal of the structural component from the rigid tool.

[0016] Another consideration in the design of the base plate is how its shape can affect the impact resistance of the overall structural component. Preferably, the base plate is substantially flat (and continuous) for at least 10% of its length between the first and second sidewalls, preferably at least 20% of the length of the base plate, and more preferably at least 50% of the length of the base plate at the rear end of the structural component or towards the rear end portion of the structural component. Setting the base plate flat in one or more regions between the sidewalls ensures that these regions can better transmit impact forces across the structural component. While a flat base plate can be provided by a series of regions that are individually quite narrow along the direction between the sidewalls and the rear edge of the base plate, preferably, the base plate is substantially flat (and continuous) in at least one adjacent region between the first and second sidewalls, extending for at least 10% of its length between the sidewalls and the rear edge of the base plate at the rear end of the structural component or towards the rear end portion, preferably at least 20% of the length of the base plate, and more preferably at least 50% of the length of the base plate. Preferably, in the central 50% portion of the floor plate between the side walls and the rear edge, at least 10%, preferably at least 20%, and more preferably at least 50% of the length of the floor plate along the central region between the first and second side walls is substantially flat (and continuous). By providing a flat region of the floor plate in the central region along its length, the flat floor plate segment can reinforce the weakest areas of the structure. This central 50% can be determined relative to the longest measurement along the main axis between the side walls and the rear edge of the floor plate. Preferably, the side walls are spaced at least 1 m apart, preferably at least 1.5 m apart, for example, such that any flat region can extend across the entire width of the carriage.

[0017] The above describes that the base plate is preferably flat in the area between the side walls. Also preferably, the base plate is substantially flat (and continuous) along at least 10% of the width of the base plate between the first and second side walls, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate, between the side walls and the rear edge of the base plate at the rear end of the structural member or towards the rear end portion. Again, the base plate may be substantially flat (and continuous) in at least one adjacent area between the side walls and the rear edge of the base plate at the rear end of the structural member or towards the rear end portion, and at least one adjacent area extends along at least 20% of the width of the base plate, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate, between the first and second side walls. Preferably, in the central 50% portion of the floor plate between the first and second sidewalls, the floor plate is substantially flat (and continuous) for at least 10%, preferably at least 20%, and more preferably at least 50% of the width of the central region between the sidewalls and the rear edge, along the direction between the first and second sidewalls. Again, this can reinforce the floor plate, particularly in the central region where the floor plate tends to be weakest. The central 50% portion can be determined along the longest measurement relative to the first and second sidewalls in a direction perpendicular to the main axis. Preferably, the sidewalls and the rear edge are spaced at least 1 m apart, preferably at least 1.5 m apart, for example, such that any flat area can extend across the entire length of the carriage.

[0018] Most preferably, the base plate is substantially flat between the lateral walls, the first side wall, the second side wall, and the rear edge of the base plate at the rear end of the structural member or towards the rear end of the structural member. A flat base plate can better transmit impact forces between the lateral walls without deformation. In contrast, deviations from flatness may introduce points where the base plate will preferentially deform during a collision. While it is preferred that the base plate be substantially completely flat, in some embodiments, up to 99%, or up to 95%, or up to 90%, or up to 80%, or up to 75% of the area of ​​the base plate is flat (and continuous). If a base plate that is not substantially completely flat is provided, then following the above teachings regarding the arrangement of flat base plate sections, i.e., providing a flat base plate area (which is preferably located in one or more large adjacent areas of 50% of the center of the base plate and preferably extends in the large area between the side walls and the rear edge and / or between the first side wall and the second side wall), can ensure that these deviations from the flat portion provide minimal compromise to the structural integrity of the structural components.

[0019] Similarly, preferably, the base plate is substantially continuous between the side walls, the first side wall, the second side wall, and the rear edge of the base plate at the rear end of the structural member or towards the rear end portion of the structural member. Again, a continuous base plate is better at transmitting impact forces, while any discontinuity in the base plate may introduce points where the base plate may preferentially deform. Discontinuities in the base plate are often used as a means of introducing service facilities (pipes, wiring, etc.) into the passenger compartment of a passenger vehicle. However, this may also require the inclusion of a surrounding structure for the service lines. If such a surrounding structure is integrally formed with the structural member, this will significantly limit how it can be formed while maintaining the ability of the structural member to be extracted from the rigid tooling of the molding equipment by translation in the manner described above. Therefore, in this structural member, the side walls may include openings therethrough to allow wiring, etc., to pass between the interior space and the exterior of the structural member. Such openings in the side walls do not affect the strength of the base plate and are positioned such that the openings do not affect the removal of the structural member from the molding tool by translation in a direction generally along the main axis.

[0020] It will be understood that, in the above embodiments, preferably no wall or protrusion extends from the first or second sidewall or the base plate into the interior space, and the wall or protrusion defines an area (i.e., projected area) in a plane perpendicular to the main axis between the lateral wall and the rear end of the structural member. Any such surface can suppress the removal of the structural member by pure translation; however, if necessary, some such surfaces can be accommodated by translating the member along a direction close to but not precisely aligned with the main axis. For example, a surface extending from the base plate that has a projected area in a plane perpendicular to the main axis but defines an angle not exceeding 20° with the main direction can be accommodated by a demolding direction with an angle equal to or greater than that of the surface.

[0021] Typically, and preferably, the molded structural component is formed as a single fiber-reinforced composite. However, other types of composite structures may also be used.

[0022] The passenger compartment may include a first molded structural member as described above and a second molded structural member connected to the first molded structural member, the second molded structural member including a second lateral wall spaced apart from the lateral wall of the first molded structural member along the main axis of the first molded structural member, such that the length of the passenger compartment is defined together by the first molded structural member and the second molded structural member.

[0023] Here, the second lateral wall may correspond to the rear wall of the passenger compartment, for example, a seat may be mounted against this rear wall. This allows the passenger compartment to define an enclosed space for passengers between the lateral walls, the opposing lateral walls, the second lateral wall, and the floor, which improves passenger safety while still allowing the first structural component to be extracted from the mold in the manner described above.

[0024] The second molded structural member may further include a roof spaced apart from the base plate along a direction generally perpendicular to the plane defined by the base plate of the first molded structural member. The roof extends from the second lateral wall toward the lateral wall of the first molded structural member. Preferably, one of the first and second molded structural members also includes a first pillar and a second pillar extending between the roof and the front end of the first molded structural member, such that the first and second molded structural members together define a generally enclosed interior space. Alternatively, the passenger compartment may not have a roof, for example, in a convertible vehicle, or the roof may be defined by a third structural member, but this is generally less preferred because it requires additional connections for each individual structural member of the passenger compartment. Similarly, the pillars connecting the roof to the first structural member may alternatively be separate structural members, but this is less preferred due to the need for additional connections.

[0025] The passenger vehicle compartment may further include a first molded structural member as described above and a second molded structural member connected to the first molded structural member. The second molded structural member includes a floor extension, wherein the floor of the first molded structural member and the floor extension together define an extended floor of the passenger compartment, the extended floor being longer than the floor of the first molded structural member along its main axis. Preferably, the length of the floor extension along its main axis is at least 5%, more preferably at least 10%, and most preferably at least 20% of the length of the floor of the first structural member.

[0026] This embodiment takes advantage of the fact that the open rear end of the first structural member does not limit the total length of the carriage. In particular, the carriage floor is defined by a combination of the first and second structural members. It should be understood that the second structural member will similarly define corresponding extensions of the first and second sidewalls, such that these sidewalls also extend along the entire length of the carriage.

[0027] As described above, the second molded structural member may further include a second lateral wall that is spaced apart from the lateral wall of the first molded structural member along the main axis of the first molded structural member (e.g., through both the base plate and the base plate extension of the first structural member), such that the length of the carriage is defined together by the first and second molded structural members.

[0028] The second molded structural component may further include a roof that is spaced apart from the base plate in a direction generally perpendicular to the plane defined by the base plate of the first molded structural component. Preferably, one of the first and second molded structural components also includes a first pillar and a second pillar extending between the roof and the front end of the first molded structural component, such that the first and second molded structural components together define a generally enclosed interior space.

[0029] According to a second aspect of the invention, a method for manufacturing a structural component for a passenger vehicle body is provided, the method comprising: molding the structural component between at least a rigid inner tool and an outer tool of a molding apparatus, wherein the structural component includes: a lateral wall facing a rear end portion of the structural component, the lateral wall being spaced apart from the rear end portion of the structural component along a principal axis of the structural component; opposing first and second sidewalls, each of the first and second sidewalls extending from the lateral wall toward the rear end portion of the structural component; and a base plate between the lateral wall and the first and second sidewalls and toward the rear end portion of the structural component. The extension, the lateral wall, the first side wall and the second side wall, and the base plate are integral and together define an interior space for accommodating one or more passengers in the structural member; wherein the first side wall and the second side wall and the base plate define an open rear end of the structural member, and the distance between the inner surfaces of the first side wall and the second side wall is substantially constant or increasing along the main axis from the lateral wall toward the open rear end of the structural member; wherein a rigid inner tool is located in the interior space during molding; the outer tool is removed; and the structural member is demolded from the rigid inner tool of the molding equipment in a direction within 20° of the main axis of the structural member.

[0030] This method corresponds to a method for manufacturing a structural component according to the first aspect of the invention. Therefore, this method can also be adapted to manufacture structural components of any of the preferred forms described above.

[0031] The methods described above involve rigid inner and outer tooling, but other tooling can be used to manufacture structural components. For example, it may be necessary to have separate first and second side tooling to define the outer sides of the first and second sidewalls, and to break down the outer tooling into multiple toolings surrounding the front portion of the structural component to allow for the proper molding of, for example, lateral walls and lateral reinforcement members. Nevertheless, the current design of the structural component allows it to be removed, for example, by pure translation, along an extraction direction closely aligned with the spindle direction. In these cases, preferably, all tooling is rigid tooling.

[0032] According to a third aspect of the invention, a molded structural component for a passenger compartment of a passenger vehicle is provided, the structural component comprising: a side wall facing a rear end of the structural component; opposing first and second side walls, each of the first and second side walls extending from the side wall toward the rear end of the structural component; and a floor plate extending between the side walls and the first and second side walls and toward the rear end of the structural component, the side walls, the first and second side walls, and the floor plate being integral and together defining an interior space of the structural component for accommodating one or more passengers; wherein the floor plate is substantially continuous between the side walls, the first and second side walls, and the rear edge of the floor plate toward the rear end portion of the structural component.

[0033] As described above, the use of a continuous floor plate in the structural components of a passenger car body increases the strength and impact resistance of the floor plate, and thus improves the overall strength of the resulting passenger car body.

[0034] While openings in the floor can conventionally be used to introduce service facilities (pipes, wiring, etc.) into the passenger compartment, in this embodiment, preferably, the side walls include openings therethrough to allow wiring, etc., to pass between the interior space and the exterior of the structural components.

[0035] Furthermore, preferably, not only is the base plate continuous, but it should also provide flat areas to improve its ability to transmit impact forces across the base plate. Preferably, the base plate is substantially flat for at least 10% of its length between the first and second sidewalls, preferably for at least 20% of the length of the base plate, and more preferably for at least 50% of the length of the base plate. Preferably, the base plate is substantially flat in at least one adjacent region between the first and second sidewalls, and at least one adjacent region extends for at least 10% of its length between the sidewalls and the rear edge, preferably for at least 20% of the length of the base plate, and more preferably for at least 50% of the length of the base plate. Preferably, in the central 50% of the bottom portion between the sidewalls and the rear edge, the base plate is substantially flat for at least 10% of its length between the first and second sidewalls along the central region, preferably at least 20%, and more preferably at least 50% along the direction between the sidewalls and the rear edge. Preferably, 10%, 20%, and more preferably 50% of the central portion of the floor plate between the side walls and the rear edge of the floor plate are substantially flat. By providing a flat area in the central region of the floor plate along its length, the flat floor plate segment can reinforce the weakest areas of the structure. Preferably, the side walls are spaced at least 1 m apart, preferably at least 1.5 m apart, for example, such that any flat area can extend across the entire width of the carriage.

[0036] Preferably, the base plate is substantially flat along at least 10% of the width of the base plate between the first and second side walls, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate, between the side walls and the rear edge. Preferably, the base plate is substantially flat in at least one adjacent region between the side walls and the rear edge, the at least one adjacent region extending along at least 10% of the width of the base plate between the first and second side walls, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate. Preferably, in the central 50% of the base plate between the first and second side walls, the base plate is substantially flat in the direction between the first and second side walls, along at least 10% of the width of the central region between the side walls and the rear edge, preferably at least 20%, and more preferably at least 50%. Preferably, the central 10% of the base plate between the first and second side walls, preferably the central 20%, and more preferably the entire central 50% is substantially flat. Again, this can particularly reinforce the base plate in its central region, where it tends to be weakest. Preferably, the side walls and the rear edge are spaced at least 1 m apart, and more preferably at least 1.5 m apart, such that any flat area can extend across the entire length of the carriage.

[0037] Most preferably, the base plate should be substantially flat between the side walls, the first side wall, the second side wall, and the rear edge of the base plate facing the rear end of the structural member, to further increase the strength of the base plate of the structural member. While it is preferred that the base plate be substantially completely flat, in some embodiments, up to 99%, or up to 95%, or up to 90%, or up to 80%, or up to 75% of the area of ​​the base plate is flat. If a base plate that is not substantially completely flat is provided, following the teachings above regarding the arrangement of flat base plate sections, i.e., providing flat base plate areas (preferably in one or more large adjacent areas of 50% of the central portion of the base plate and preferably extending in large areas between the side walls and the rear edge and / or between the first side wall and the second side wall), can ensure that these deviations from flatness provide minimal compromise to the structural integrity of the structural member.

[0038] The structural components in this respect may also be provided with any of the features described above with respect to the first aspect of the invention.

[0039] According to a variation of the above, a molded structural component for a passenger compartment of a passenger vehicle can be provided, the structural component comprising: a side wall facing the rear end of the structural component; opposing first and second side walls, each of the first and second side walls extending from the side wall toward the rear end of the structural component; and a floor plate extending between the side wall and the first and second side walls and toward the rear end of the structural component, the side wall, the first and second side walls, and the floor plate being integral and together defining an interior space of the structural component for accommodating one or more passengers; wherein the floor plate is substantially flat and continuous along at least 10% (or 20% or 50%) of the width of the floor plate between the first and second side walls between the side wall and the rear edge of the floor plate toward the rear end of the structural component, and the floor plate is substantially flat and continuous along at least 10% (or 20% or 50%) of the length of the floor plate between the side wall and the rear edge between the first and second side walls. Preferably, these generally flat and continuous base plate areas are provided along either or both of the length and width of the base plate in one or more large adjacent areas and preferably in the central area of ​​the base plate to ensure the structural integrity of the structural components.

[0040] According to a fourth aspect of the invention, a molded structural component for a passenger compartment of a passenger vehicle is provided, the structural component comprising: a side wall facing a rear end of the structural component and spaced apart from the rear end of the structural component along a main axis of the structural component; opposing first and second side walls, each of the first and second side walls extending from the side wall toward the rear end of the structural component; and a floor plate extending between the side walls and the first and second side walls toward the rear end of the structural component, the side walls, the first and second side walls, and the floor plate being integral and together defining an interior space of the structural component for accommodating one or more passengers; wherein the first and second side walls and the floor plate define an open rear end of the structural component.

[0041] In a structural component according to this aspect of the invention, the structural component has an open rear end. For example, a floor plate may extend to the rear end of the structural component or toward the rear edge of the rear portion of the structural component. Therefore, the structural component does not limit the length of the vehicle compartment, as the compartment can extend from the open rear end of the structural component. Consequently, this design can be more easily incorporated into a wider range of passenger vehicles.

[0042] The structural components in this respect may also be provided with any of the features described above with respect to the first aspect of the invention.

[0043] The passenger compartment may include a molded structural member according to a fourth aspect of the invention and a second molded structural member connected to the first molded structural member, the second molded structural member including a second lateral wall spaced apart from the lateral wall of the first molded structural member along the main axis of the first molded structural member, such that the length of the passenger compartment is defined together by the first molded structural member and the second molded structural member.

[0044] Alternatively or additionally, the passenger compartment may include a second molded structural member connected to the first molded structural member, wherein the second molded structural member includes a floor extension, wherein the floor of the first molded structural member and the floor extension together define an extended floor of the passenger compartment that is longer than the floor of the first molded structural member in a direction along the main axis of the first molded structural member. Attached Figure Description

[0045] The invention will now be described with reference to the accompanying drawings, in which:

[0046] Figure 1 A perspective view of the molded structural component is shown;

[0047] Figure 2 It shows including Figure 1 A perspective view of the passenger compartment of a passenger vehicle with molded structural components;

[0048] Figure 3 It shows Figure 1 Side view of the molded structural component;

[0049] Figure 4 It shows the molding process. Figure 1 A schematic diagram of the molding tools for the structural components;

[0050] Figure 5 yes Figure 1 Partial perspective view of the molded structural components; and

[0051] Figure 6 It includes Figure 1 A schematic diagram of the passenger compartment of a passenger vehicle with molded structural components. Detailed Implementation

[0052] Figure 1 A molded structural component 100 suitable for use as part of a passenger vehicle cabin is shown. The molded structural component 100 is made of carbon fiber reinforced composite material. The molded structural component 100 includes a front lateral wall 110, a first side structure 120, a second side structure 130, a floor plate 140, and lateral reinforcement members 150, which together partially define an internal region of the structural component in which passengers can be accommodated in the passenger vehicle cabin. The structural component 100 has... Figure 1The main axis P shown is parallel to the base plate and positioned in a direction generally perpendicular to the front side wall 110, thereby extending from the front end of the structural member to the rear end.

[0053] A base plate 140 generally defines a plane extending between a front side wall 110, a first side structure 120, and a second side structure 130, and the base plate 140 has an axis H extending along the height direction of the structural member, the axis H being perpendicular to the plane of the base plate. At the front end of the base plate 140, the base plate 140 is in contact with the front side wall 110, which extends away from the base plate in a direction generally perpendicular to the plane of the base plate. The front wall extends along the entire width of the structural member 100. On opposite sides of the base plate 140, the base plate is in contact with opposite side structures 120 and 130, respectively, which also extend away from the base plate in a direction generally perpendicular to the plane of the base plate, in the same direction as the front side wall 110. Each opposite side structure 120, 130 includes a front portion 122 and a central portion 123. The front portions 122, 132 of each side structure 120, 130 have approximately the same height as the front side wall 110 and connect to the front side wall 110 at their front ends. The central portions 123, 133 of each opposite side structure 120, 130 are shorter than the front portions 122, 132 in the direction perpendicular to the floor plate, because this section will generally correspond to the sill area of ​​the passenger compartment. Figure 3 As shown, when the structural components are viewed from the side, this makes each side structure appear roughly L-shaped.

[0054] The base plate 140 is specifically connected to the inwardly facing sidewalls 121, 131 of the opposing side structures 120, 130. Each opposing side structure 120, 130 includes a generally hollow beam that extends along the opposing longitudinal edge of the base plate 140 (generally along the direction of the principal axis P) away from the front sidewall 110 and serves as a longitudinal stiffener. These hollow beam segments of the opposing side structures 120, 130 correspond to the previously described central portions 123, 133. At the front portions 122, 132 of the opposing side structures 120, 130, these inwardly facing sidewalls 121, 131 extend upward in a direction perpendicular to the base plate and connect to lateral stiffeners 150, which will be discussed in more detail below. At the central portions 123 and 133 of the opposing side structures 120 and 130, the inward-facing sidewalls 121 and 131 extend upward in a direction perpendicular to the base plate before extending away from each other, thus defining the upward-facing surfaces of the hollow beam sections of the opposing side structures 120 and 130. For example, in Figure 3 As can be seen, the height of these hollow beam sections increases toward the rear end of the structural components, but always remains significantly shorter than the front sections 122 and 132.

[0055] Opposite side structures 120, 130, including front and central portions, extend generally along the direction of the main axis P from the front side wall 110 to the rear end of the structural member 100. A base plate 140 also extends from the front side wall toward the rear end of the structural member. The rear edge 141 of the base plate extends between the rear ends of the opposite side structures 120, 130. In this embodiment, the rear edge of the base plate does not extend in a straight line between the rear ends of the opposite side structures 120, 130 (although this is possible), but rather extends a short distance away from each opposite side structure in a direction perpendicular to the main axis P before crossing the central width region of the structural member along a U-shaped path, such that a large portion of the rear edge 141 of the base plate is recessed from the rear end toward the front side of the structural member. The opposite side structures 120, 130 and the base plate 140 define an open rear end of the structural member, meaning there is no rear side wall opposite the front side wall 110. As will be described in more detail below, this allows the structural member to be more advantageously extracted from the molding tool.

[0056] Structural member 100 also includes lateral reinforcement members 150. The lateral reinforcement members are walls extending from the top of the lateral wall 110 toward the rear end of the structural member. Lateral reinforcement members 150 extend across the entire width of the structural member and engage at each side with the front portions 122, 132 of each side structure 120, 130. The length of lateral reinforcement members 150 along the main axis P is the same as the length of the front portions 122, 132 of each side structure 120, 130 along the main axis P. Therefore, the lateral wall 110, the front portions 122, 132 of each side structure 120, 130, the floor 140, and the lateral reinforcement members 150 define a space enclosed on five sides and open to the rear of the structural member. This space corresponds to the passenger legroom in the passenger compartment of a passenger vehicle. The combination of these elements of the structural member provides a robust front portion of the structural member, which will protect passengers from frontal impacts.

[0057] The inward-facing surface of the floor slab (i.e., the surface defined within the space of the front side wall 110, the first side structure 120, the second side structure 130, and the floor slab 140) is generally flat and continuous between the front side wall 110, the first side structure 120, the second side structure 130, and the rear edge 141. This increases the strength of the floor slab and improves its response to impacts from forces transmitted through the plane of the floor slab. Since service facilities such as pipes and wiring will typically need to be provided into the interior of the carriage, one or more openings 111 are provided through the front side wall 110. If this is not possible and discontinuous or non-flat sections of the floor slab must be provided, they should be arranged 50% away from the center of the floor slab along both its length and width to maintain a solid central region of the floor slab, and these discontinuous or non-flat sections should be limited in area to maximize the area of ​​the flat, continuous floor slab.

[0058] like Figure 1 As shown, the distance between the inward-facing sidewalls 121 and 131 of the opposing side structures 120 and 130 (measured in the width direction of the axis W perpendicular to the main axis P and axis H (perpendicular to the plane of the base plate)) is substantially constant or increases from the front end to the rear end of the structural component, so that the structural component can be demolded generally along the direction of the main axis P, as will be described in more detail below. The internal space of the structural component, defined by the inward-facing surfaces of the front sidewall 110, the sidewalls 121 and 131 of the opposing side structures 120 and 130, the base plate 140, and the lateral reinforcement 150, is such that all distances measured in a cross-section in a plane perpendicular to the main axis in the internal space between the first sidewall 121 and the second sidewall 131, the base plate 140, and the lateral reinforcement 150 are substantially constant or increase as the plane moves along the main axis P from the front sidewall 110 to the rear end of the structural component. Again, this facilitates demolding of the structural component generally along the direction of the main axis P.

[0059] Please refer to the details below. Figure 4 and Figure 5 The molding and demolding processes are described in more detail. Figure 4 A molding apparatus is shown, comprising a rigid lower tool 10, a rigid upper tool 20, and two rigid front tools 30 and 40. Figure 3 The opposing rigid side tool is not shown in the side view.

[0060] In order to create specific Figure 1 and Figure 3 The structural component shown in the figure has carbon fiber reinforcement positioned in a molding apparatus in a conventional manner, and different tooling members close to define a space between rigid tooling members, the space corresponding to the shape of the aforementioned structural component 100. Figure 4The illustration shows which surfaces are defined by the aforementioned tools. Specifically, the surface of the lower tool 10 defines a portion of the inward-facing surfaces of the front lateral wall 110, the side walls 121 and 131 of the opposing side structures 120 and 130, the base plate 140, and the lateral reinforcement member 150, as well as a portion of the upward-facing surfaces of the hollow beam portions of the opposing side structures. The outward-facing surface of the base plate 140 is defined by the upper tool 20. The outward-facing surface of the front lateral wall 110 is defined by the first front tool 30. The outward-facing surface of the lateral reinforcement member 150 is defined by the second front tool 40, although the first and second front tools may also be integrated into a single front tool. Finally, the outward-facing surfaces of the opposing side structures 120 and 130 (including most of the upward-facing surfaces of the hollow beam portions of the opposing side structures) are defined by corresponding side tools (not shown). In order to mold these opposing side structures into hollow beam portions with inner walls, the side tooling includes several inflatable semi-rigid plastic cores that define the inner surfaces of the hollow portions of the opposing side structures 120, 130.

[0061] With the carbon fiber reinforcement positioned in the space between these different tooling parts, resin material is introduced into the space between the tooling parts in a conventional manner to form a carbon fiber reinforced composite structural component having the shape described above.

[0062] To remove the structural components from the molding equipment, the inflatable semi-rigid plastic core is deflated and extracted through the corresponding openings of the opposite side structures 120, 130. Then, the upper tool 20 moves along... Figure 1 The axis H shown moves away from the outward-facing surface of the base plate 140, and in this case, the front tooling members 30 and 40 are removed from the front side towards the outward-facing surfaces of the wall 110 and the lateral reinforcing member 150 along the direction of the main axis P, as shown. Figure 4 As shown in the image. Figure 4 What is not shown is along Figure 1 The direction of axis W, as shown, removes the two side tools away from each other and from the opposite side structures 120, 130. This removal of the tools leaves structural component 100 on the lower tool 10. To extract structural component 100 from the lower tool 10, the structural component can be moved purely translationally along a direction substantially aligned with the main axis P, such that structural component 100 first slides off the front side of the lower tool 10. In this embodiment, along... Figure 1 and Figure 4The extraction direction E shown defines the structural member 100 at an angle of less than 10° relative to the main axis P. Specifically, the extraction direction is inclined downwards away from the main axis P toward the axis H. In this embodiment, the slight difference between the extraction direction E and the main axis P is used to accommodate the shape of generally hollow beams located at the central portions 123, 133 of the opposite side structures 120, 130. This difference is provided because a portion of the upward-facing surface of these structures is defined by the lower tool 10, and due to a small increase in height of these hollow beam portions of the opposite side structures 120, 130 toward the rear of the structural member. However, in other embodiments, if the lower tool is used only to define the inward-facing surfaces of the opposite side structures 120, 130, the extraction direction E can be aligned more closely with the main axis P. Nevertheless, even in the illustrated arrangement, the structural member 100 can be removed from the lower tool 10 by a simple translational movement along a direction generally aligned with the main axis, which simplifies the extraction of the member from the lower tool 10.

[0063] return Figure 2 , Figure 2 The diagram shows the structural component 100 once it has been connected to the second molded structural component 200 to form the passenger compartment of the vehicle. This will now be described in more detail.

[0064] Figure 2 The carriage shown is precisely formed from two separate molded structural parts. This is because it is advantageous to use as few individual molded parts as possible, since using more individual parts would require making more connectors, and each connector is a point that can withstand adjustments to manufacturing tolerances, requiring the use of additional connecting material, and also introducing weak points into the carriage.

[0065] The molded structural component 100 serves as the floor of the carriage and the front lower portion of the carriage, including passenger foot space and the sill area of ​​the carriage. The second molded structural component 200 provides the upper rear portion of the carriage. The second structural component 200 includes a rear sidewall 210, opposing side structures 220, 230, and a roof 240.

[0066] The second structural member 200 is connected to the first structural member 100 such that the rear lateral wall 210 is connected to the base plate 140 approximately along the rear edge 141 of the base plate 140, as described above, the rear edge being recessed from the rear end of the structural member. The rear lateral wall 210 is opposite to the front lateral wall 110 and is spaced apart from the front lateral wall along the direction of the main axis. Figure 2The carriage shown corresponds to a two-seat vehicle, and the rear sidewall extending upward away from the floor 140 can be used to support the seat backs of the seats arranged in the carriage. The second structural member 200 is also connected to the first structural member 100 such that the opposite side structures 220, 230 are respectively connected to the opposite side structures 120, 130 of the first structural member. Here, the opposite side structures 220, 230 extend upward generally along the direction of axis H to effectively form the door support area of ​​the carriage. It should be noted that the opposite side structures 220, 230 of the second structural member 200 are connected to the rear sidewall 210, and they together extend upward along the direction of axis H to form the enclosed rear section of the carriage.

[0067] The rear sidewall 210 and the opposing side structures 220, 230 transition into the roof 240 of the second structural member 200. In this embodiment, the vehicle body is configured to use gull-wing doors, and therefore the roof 240 is correspondingly shaped to accommodate this type of door, and thus has a narrow central portion between the rear and front ends of the roof. At the front end of the roof 140, the second structural member provides opposing windshield pillars 241, 242. These windshield pillars 241, 242 extend forward and downward away from the roof and connect at their lower ends to the first molded structural member 100. In particular, these windshield pillars 241, 242 connect to the position where the lateral reinforcement 150 of the first molded structural member 100 contacts the front portions 122, 132 of the opposing side structures 120, 130 of the first structural member.

[0068] like Figure 2 As shown, in order to accommodate the flat, continuous base plate 140 of the first molded structural component (which prevents any service facilities provided by pipes and wiring from being introduced into the carriage through the base plate), the rear side wall 210 of the second structural component 200 is provided with at least one opening 121 through which pipes and wiring can be introduced into the interior of the vehicle carriage.

[0069] As described above, the advantage of this design of the first molded structural component 100 is that it can be incorporated into vehicles with carriages of different lengths. Figure 2 The illustrated carriage uses a first molded structural member 100 in its shortest configuration, wherein the rear sidewall of the second structural member 200 extends upward from the floor 140 at approximately the rear edge 141 of the floor plate. However, the length of the carriage can be varied by using different designs of the second structural member 200. This advantageously means that instead of designing different first and second structural members for each vehicle, the same first structural member can be used, where only the second structural member must vary according to the nature of each vehicle.

[0070] Figure 6The illustration schematically depicts how different second structural members 200 can be used with the same first structural member 100 to provide carriages of different lengths. Specifically, the second structural member 200 may be provided with a floor extension 240. The floor extension 240 is a section of the carriage floor provided by the second structural member 200. The floor extension 240 generally defines a plane extending from a front edge 241 provided by the second structural member to a rear sidewall 210. When the first structural member 100 is attached to the second structural member, the floor 140 and the floor extension 240 are generally arranged coplanarly, and the rear edge 141 of the floor 140 connects to the front edge 241 of the floor extension. Some overlap may also exist between the floor 140 and the floor extension 240 to provide a larger area where a connection can be formed. Of course, the second structural component 200 may also be provided with opposing side structures, which are extended to the length of the opposing side portions 120, 130 of the first structural component 100, depending on the desired length of the carriage, so that these opposing side structures also extend along the entire length of the carriage.

[0071] In this arrangement, the length of the carriage along the main axis P of the first structural member is defined by the combined length of the floor plate 140 and the floor plate extension 240. (As in...) Figure 6 As schematically shown, the rear lateral wall 240 can thus be compared to... Figure 2 In the configuration shown, it is spaced further away from the front side wall 140. The floor extension 240 can be used to define any part of the total length of the floor of the carriage, but preferably, the length of the floor extension 240 should be at least 20% of the length of the floor 140 of the first structural member.

Claims

1. A molded structural component for a passenger compartment of a passenger vehicle, the structural component comprising: a lateral wall facing a rear end of the structural component, the lateral wall being spaced from the rear end of the structural component along a main axis of the structural component; opposing first and second side walls, each of the first and second side walls extending from the lateral wall toward the rear end of the structural component; and a floor extending between the lateral wall and the first and second side walls and toward the rear end of the structural component, the lateral wall, the first and second side walls, and the floor being unitary and together defining an interior space of the structural component for accommodating one or more passengers; wherein the first and second side walls and the floor define an open rear end of the structural component, and a distance between an inner side of the first side wall and an inner side of the second side wall is generally constant or increasing in a direction of the main axis from the lateral wall toward the open rear end of the structural component, such that the structural component is capable of being demolded from a rigid tooling piece of a molding apparatus forming the structural component in a direction within 20° of the main axis of the structural component.

2. The molded structural part of claim 1, wherein, Generally all distances in the interior space between the first and second side walls and the floor are generally constant or increasing as a plane in which they are measured moves along the main axis from the lateral wall to the rear end of the structural component.

3. The molded structural part of claim 1 or 2, wherein, The first and second side walls are part of respective first and second longitudinal reinforcement members, such as generally hollow beams, extending from the lateral wall toward the rear end of the structural component.

4. The molded structural part of any of the preceding claims, wherein, A front portion of each side wall extends further from the floor at an end proximate the lateral wall than a central portion of the side wall, wherein preferably the front portion of each side wall meets the lateral wall along an entire height of the lateral wall and / or respective side wall.

5. The molded structural component of any of the preceding claims, further comprising a lateral reinforcement member extending between the first and second side walls at a front portion of each side wall proximate an end of the lateral wall, the reinforcement member being spaced from the floor along a direction generally perpendicular to a plane defined by the floor.

6. The molded structural part of claim 5, wherein, The lateral reinforcement member meets the lateral wall and extends from the lateral wall toward the rear end of the structural component.

7. The molded structural part of claim 5 or 6, wherein, A distance between an inner side of the floor and an inner side of the lateral reinforcement member is generally constant or increasing along an entire length of the lateral reinforcement member in a direction of the main axis from the lateral wall toward the open rear end of the structural component.

8. The molded structural part of any one of claims 5-7, wherein, In a cross-section in a plane perpendicular to the main axis, approximately all distances in the internal space between the front portions of the first and second sidewalls, the base plate, and the lateral reinforcement are approximately constant or increase as the plane moves along the main axis from the sidewalls toward the rear end of the structural member.

9. The molded structural part of any of the preceding claims, wherein, The profile of the inner side of the base plate in a cross-section in a plane perpendicular to the main axis is substantially constant as the plane moves along the main axis from the side wall to the rear end of the structural member.

10. The molded structural part of any of the preceding claims, wherein, The base plate is substantially flat in at least one adjacent region between the first sidewall and the second sidewall, the at least one adjacent region extending along at least 10% of the length of the base plate between the sidewall and the rear edge of the base plate at the rear end of the structural member or toward the rear end portion of the structural member, preferably along at least 20% of the length of the base plate, more preferably along at least 50% of the length of the base plate.

11. The molded structural part of any of the preceding claims, wherein, The base plate is substantially flat in at least one adjacent region between the first sidewall and the second sidewall, the at least one adjacent region extending along at least 10% of the length of the base plate between the sidewall and the rear edge of the base plate at the rear end of the structural member or toward the rear end portion of the structural member, preferably along at least 20% of the length of the base plate, more preferably along at least 50% of the length of the base plate.

12. The molded structural part of any of the preceding claims, wherein, The base plate is substantially flat along at least 10% of the width of the base plate between the side wall and the rear edge of the base plate at the rear end of the structural member or toward the rear end portion of the structural member, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate.

13. The molded structural component according to any one of the preceding claims, wherein the base plate is substantially flat in at least one adjacent region between the side wall and the rear edge of the base plate at the rear end of the structural component or toward the rear end portion of the structural component, the at least one adjacent region extending along at least 10% of the width of the base plate between the first side wall and the second side wall, preferably along at least 20% of the width of the base plate, more preferably along at least 50% of the width of the base plate.

14. The molded structural part of any of the preceding claims, wherein, The base plate is generally flat between the side wall, the first side wall, the second side wall, and the rear edge of the base plate at the rear end of the structural member or toward the rear end portion of the structural member.

15. The molded structural part of any of the preceding claims, wherein, The base plate is substantially continuous between the side wall, the first side wall, the second side wall, and the rear edge of the base plate at the rear end of the structural member or toward the rear end portion.

16. The molded structural part of any of the preceding claims, wherein, The lateral wall includes an opening through the lateral wall, the opening being used to allow wiring and the like to pass between the interior space and the exterior of the structural member.

17. The molded structural part of any of the preceding claims, wherein, No wall or protrusion extends from the first sidewall, the second sidewall, or the base plate into the interior space, and the wall or protrusion defines any surface having a region in a plane perpendicular to the main axis between the sidewall and the rear end of the structural member.

18. The molded structural part of any of the preceding claims, wherein, The molded structural component is formed as a single fiber-reinforced composite.

19. A passenger vehicle compartment, the passenger compartment comprising a first molded structural component according to any one of the preceding claims and further comprising: A second molded structural member is connected to the first molded structural member, the second molded structural member including a second lateral wall spaced apart from the lateral wall of the first molded structural member along the main axis of the first molded structural member, such that the length of the carriage is defined together by the first molded structural member and the second molded structural member.

20. The vehicle bed of claim 19, wherein, The second molded structural component also includes a roof that is spaced apart from the base plate along a direction generally perpendicular to the plane defined by the base plate of the first molded structural component, the roof extending from the second lateral wall toward the lateral wall of the first molded structural component, and one of the first and second molded structural components further includes a first pillar and a second pillar extending between the roof and the front end of the first molded structural component, such that the first and second molded structural components together define a generally enclosed interior space.

21. A passenger vehicle compartment, the passenger compartment comprising a first molded structural member according to any one of claims 1 to 18, and further comprising: A second molded structural component is connected to the first molded structural component, wherein the second molded structural component includes a base plate extension, wherein the base plate of the first molded structural component and the base plate extension together define an extended base plate of the carriage, the extended base plate of the carriage being longer than the base plate of the first molded structural component along the main axis of the first molded structural component.

22. A method for manufacturing a structural component for a passenger compartment of a passenger vehicle, the method comprising: The structural component is molded between at least a rigid inner tool and an outer tool in a molding apparatus, wherein the structural component comprises: A lateral wall facing the rear end of the structural member, the lateral wall being spaced apart from the rear end of the structural member along the main axis of the structural member; Opposite first and second sidewalls, each of the first and second sidewalls extends from the lateral wall toward the rear end of the structural member; and A floor plate extending between the lateral wall and the first and second side walls and toward the rear end of the structural member, the lateral wall, the first side wall, the second side wall and the floor plate being integral and together defining an interior space of the structural member for accommodating one or more passengers; Wherein, the first sidewall, the second sidewall, and the base plate define the open rear end of the structural member, and the distance between the inner surfaces of the first sidewall and the second sidewall is approximately constant or increasing along the direction of the main axis from the sidewall toward the open rear end of the structural member; The rigid inner tool is located in the internal space during molding; Remove the external tool; and The structural component is demolded from the rigid inner tool of the molding equipment along a direction within 20° of the main axis of the structural component.

23. The method of claim 22, wherein the method is adapted to manufacture a structural component according to any one of claims 1 to 18.

24. A molded structural component for a passenger vehicle compartment, the structural component comprising: A lateral wall facing the rear end of the structural member; Opposite first and second sidewalls, each of the first and second sidewalls extends from the lateral wall toward the rear end of the structural member; as well as A floor plate extending between the lateral wall and the first and second side walls and toward the rear end of the structural member, the lateral wall, the first side wall, the second side wall and the floor plate being integral and together defining an interior space of the structural member for accommodating one or more passengers; The base plate is substantially continuous between the side wall, the first side wall, the second side wall, and the rear edge of the base plate facing the rear end of the structural component.

25. The molded structural part of claim 24, wherein, The lateral wall includes an opening through the lateral wall, the opening being used to allow wiring and the like to pass between the interior space and the exterior of the structural member.

26. The molded structural part of claim 24 or claim 25, wherein, The base plate is substantially flat along at least 10% of the length of the base plate between the first sidewall and the second sidewall, preferably along at least 20% of the length of the base plate, and more preferably along at least 50% of the length of the base plate.

27. The molded structural part of any of claims 24-26, wherein, The base plate is generally flat in at least one adjacent region between the first sidewall and the second sidewall, the at least one adjacent region extending along at least 10% of the length of the base plate between the sidewall and the rear edge, preferably along at least 20% of the length of the base plate, more preferably along at least 50% of the length of the base plate.

28. The molded structural part of any of claims 24 to 27, wherein, In the central 50% portion of the base plate between the side wall and the rear edge, at least 10%, preferably at least 20%, and preferably at least 50% of the length of the base plate along the direction between the side wall and the rear edge in the central 50% portion of the base plate between the first side wall and the second side wall is substantially flat.

29. The molded structural part of any of claims 24 to 28, wherein, The base plate is substantially flat along at least 10% of the width of the base plate between the side wall and the rear edge, preferably along at least 20% of the width of the base plate, and more preferably along at least 50% of the width of the base plate.

30. The molded structural part of any of claims 24 to 29, wherein, The base plate is generally flat in at least one adjacent region between the side wall and the rear edge, the at least one adjacent region extending along at least 10% of the width of the base plate between the first side wall and the second side wall, preferably along at least 20% of the width of the base plate, more preferably along at least 50% of the width of the base plate.

31. The molded structural part of any of claims 24 to 30, wherein, In the central 50% portion of the base plate between the first sidewall and the second sidewall, at least 10%, preferably at least 20%, and preferably at least 50% of the width of the base plate along the direction between the first sidewall and the second sidewall in the central 50% portion of the base plate between the sidewall and the rear edge is substantially flat.

32. The molded structural part of any of claims 24 to 31, wherein, The base plate is generally flat between the side wall, the first side wall, the second side wall, and the rear edge of the base plate facing the rear end of the structural member.

33. The molded structural part of any of claims 24 to 32, wherein, The molded structural component is formed as a single fiber-reinforced composite.

34. A molded structural component for a passenger vehicle compartment, the structural component comprising: A lateral wall facing the rear end of the structural member, the lateral wall being spaced apart from the rear end of the structural member along the main axis of the structural member; Opposite first and second sidewalls, each of the first and second sidewalls extends from the lateral wall toward the rear end of the structural member; as well as A floor plate extending between the lateral wall and the first and second side walls and toward the rear end of the structural member, the lateral wall, the first side wall, the second side wall and the floor plate being integral and together defining an interior space of the structural member for accommodating one or more passengers; The first sidewall, the second sidewall, and the base plate define the open rear end of the structural component.

35. A passenger vehicle compartment comprising a first molded structural member according to claim 34 and further comprising a second molded structural member connected to the first molded structural member, the second molded structural member comprising a second lateral wall spaced apart from the lateral wall of the first molded structural member along the main axis of the first molded structural member, such that the length of the passenger compartment is defined together by the first molded structural member and the second molded structural member.

36. The vehicle compartment of claim 34 or 35, comprising a second molded structural part joined to the first molded structural part, wherein, The second molded structural component includes a base plate extension, wherein the base plate of the first molded structural component and the base plate extension together define an extended base plate of the carriage, the extended base plate being longer than the base plate of the first molded structural component along the main axis of the first molded structural component.

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