Molded structural components for passenger cars

Abstract

A molded structural component for the passenger car interior comprises a transverse wall facing the rear end of the structural component, spaced apart from the rear end of the structural component along the main axis of the structural component; opposing first and second side walls, each extending from the transverse wall toward the rear end of the structural component; and a floor extending toward the rear end of the structural component between the transverse wall and the first and second side walls, wherein the transverse wall, the first and second side walls, and the floor are integral, and together define an internal space of the structural component for accommodating one or more occupants, wherein the first and second side walls and the floor define an open rear end of the structural component, and the distance between the internal surfaces of the first and second side walls is substantially constant or increases toward the open rear end of the structural component along the direction of the main axis from the transverse wall toward the open rear end of the structural component, such that the structural component can be released from the rigid tool part of the mold forming apparatus that forms the structural component, along a direction within 20° of the main axis of the structural component.

Description

Technical Field

[0001] The present invention relates to a molded structural part for a passenger car cabin. Specifically, the present invention relates to a structural part manufactured by resin injection molding of a fiber reinforced composite material.

Background Art

[0002] Fiber reinforced composite materials are increasingly being used in the manufacture of passenger road vehicles. A common technique for manufacturing fiber reinforced parts is resin injection molding. This technique uses a set of molds to form a mold cavity for the part to be manufactured. Before the resin matrix material is guided into the cavity, the reinforcing fibers are placed between the molds so as to come inside the mold cavity. When the resin matrix cures in the reinforcing fibers, the molds are separated and the part is removed.

[0003] Places where separate molded parts have to be joined together are areas that are likely to be subject to adjustments for manufacturing tolerances, require the use of excessive joining material, and result in weak spots in the passenger car cabin. Therefore, in the construction of a passenger car cabin, it is desirable to use as few separate molded structural parts as possible. For example, a number of small and simple parts can be molded and joined together, but these may need to be adjusted manually to ensure that they fit together as intended, and each joining is costly and time-consuming. However, the use of large and complexly molded structures makes the molding process more difficult.

[0004] An example of a technique for molding structural tabs for vehicles can be found in Patent Document 1. This structural component defines a main compartment bounded by a first transverse wall, a second transverse wall, and a floor, and also has a reinforcing member integrated with the first transverse wall that projects toward the second transverse wall. Once molded, the structural component is removed from the molding tool by an action that includes rotation around the reinforcing member. However, this design imposes limitations on the shape of the structural tab and also requires complex actions used to remove the molded structure from the mold. Furthermore, structural tabs of different sizes for vehicles of different sizes, for example, require their own design, corresponding molds, and unique removal actions from the molds, which considerably increases the complexity of implementing these designs across a wide range of vehicles. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] International Publication No. 2011 / 113912 brochure [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] The object of the present invention is to provide a mold-formed structural component that forms a substantial part of the passenger car's interior, is easily manufactured by a mold-forming process, and has a wide range of applications among passenger cars. [Means for solving the problem]

[0007] According to a first aspect of the present invention, a molded structural component for the interior of a passenger car is provided, comprising: a lateral wall facing the rear end of the structural component, spaced apart from the rear end of the structural component along the main axis of the structural component; opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component; and a floor extending toward the rear end of the structural component between the lateral wall and the first and second side walls, wherein the lateral wall, the first and second side walls, and the floor are integral, together defining an internal space of the structural component for accommodating one or more occupants, wherein the first and second side walls and the floor define an open rear end of the structural component, and the distance between the internal surfaces of the first and second side walls is substantially constant or increases toward the open rear end of the structural component along the direction of the main axis from the lateral wall, such that the structural component can be released from the rigid tool part of the mold forming apparatus forming the structural component, along a direction within 20° of the main axis of the structural component.

[0008] Therefore, structural components according to this embodiment are designed such that a lateral wall, which may correspond to, for example, the front wall of a passenger car's interior, faces the open rear end of the structural component, allowing the component to be removed from the molding tool that defines the inner surface of the structural component along a withdrawal direction within 20° of the main axis. Here, the inner surface refers to the surface of those components facing the interior space defined by the lateral wall, the first and second side walls, and the floor, such that the inner surface generally faces, for example, the space between the first and second side walls. It is understood that this is intended to mean that the structural component can be molded in such a way that it can be released from the rigid tool component that defines the interior space by translational movement along a direction within 20° of the main axis. Whether a structural component can be released along a particular direction can be determined from the shape of the structural component. Specifically, a structural component can be released along a particular direction if a substantially straight line can be drawn from all points on the inner surface of the structural component along the same release direction such that a line does not pass through 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 its demolding direction without being restricted by other surfaces of the structural component. Preferably, the shape of the structural component is such that demolding can be performed by pure translational movement, meaning that substantial rotation of the component is not required to remove the component from the rigid tool component that defines the internal space. This makes it easier to perform the extraction operation of the molded structural component. Furthermore, this design provides the additional benefit that the structural component no longer defines the length of the vehicle's passenger compartment, as the passenger compartment can be extended from the open rear end of the structural component. For example, if a vehicle with a short passenger compartment length is desired, such as a two-seater sports car, the structural component can be coupled with a second structural component that is substantially positioned at the open rear end of the structural component and provides a second lateral wall opposite the first lateral wall. However, in cases where a longer cabin is desired, such as in a five-seater coupe, 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 transverse wall at a position further away from the first transverse wall.Therefore, this design can be more easily incorporated into a wider range of passenger cars, while also being easier to manufacture and easier to remove from molding tools.

[0009] The structural component is defined as having a main axis, which is the direction along which the lateral wall is spaced away from the open rear end of the structural component. It is understood that this generally corresponds to the longitudinal direction of the passenger car cabin into which the structural component is incorporated. The main axis generally extends along a direction parallel to the direction in which it lies in the plane generally defined by the floor. The main axis also typically extends along a direction generally parallel to the direction in which the first and second side walls extend away from the lateral wall, and / or along a direction perpendicular to the direction in which the first and second side walls are spaced away from each other. The lateral wall and the first and second side walls generally extend away from the floor along a direction containing the main component that is perpendicular to the plane generally defined by the floor.

[0010] As previously mentioned, it is understandable that structural components are single, integrated pieces of composite material, reflecting the fact that structural components are generally manufactured in a single resin injection molding process. However, the final passenger compartment of a passenger car will typically be formed from two of several more integrated structural components joined together, as will be described in more detail later.

[0011] As previously indicated, the structural component is formed so that it can be demolded from the rigid tool part of the molding apparatus that forms the internal space of the structural component along the extraction direction, which is within 20° of the main axis of the structural component. It is understood that this is primarily made possible, as previously stated, by the open rear end of the structural component and by the control of the spacing between the opposing side walls. More preferably, the structural component is formed so that it can be demolded from the rigid tool part of the molding apparatus that forms the structural component along the extraction direction, which is within 10° of the main axis of the structural component, and most preferably, it is understood that it can be demolded from the rigid tool part of the molding apparatus that forms the structural component substantially along the direction of the main axis of the structural component. Also preferably, substantially all distances in the internal space between the first and second side walls and the floor, as measured in a cross-section in a plane perpendicular to the extraction direction / main axis, are substantially constant or increase as the plane is moved along the extraction direction / main axis from the lateral wall to the rear end of the structural component.

[0012] As previously indicated, the lateral walls of a structural component typically correspond to the front walls of a passenger car's passenger compartment. Side walls extending away from these lateral walls and forming a generally U-shaped structure in plan view contribute significantly to the overall strength and impact resistance of the structural component. These side walls can correspond to the door sill area of ​​the chassis along at least a portion of their length and can therefore be relatively shorter compared to the height of the lateral walls when measured in the direction extending away from the floor. To further increase the strength of the structural component, these side walls may be part of first and second longitudinal reinforcing members, such as substantially hollow beams, extending from the lateral walls toward the rear end of the structural component. Specifically, the side walls may correspond to the inner surfaces of each of these longitudinal reinforcing members.

[0013] As previously indicated, at least a portion of the side wall may need to be relatively low in the area of ​​the component corresponding to the door sill. Nevertheless, the front portion of each side wall at the end adjacent to the transverse wall extends from the floor further than the central portion of the side wall, and preferably, the front portion of each side wall intersects the transverse wall along the height of the transverse wall and / or the overall height of each of the side walls. This arrangement ensures that the front portion of the structural component is particularly strong and impact resistant. This front region, enclosed by the front portions of each side wall and transverse wall (and the front area of ​​the floor), can correspond, for example, to the foot area of ​​the passenger compartment, and therefore this arrangement may be important to ensure occupant safety in the event of a frontal impact.

[0014] Preferably, the structural component further comprises a lateral reinforcing member at the end adjacent to the lateral wall, extending between the first and second side walls in the front portion of each side wall, and spaced away from the floor in a direction perpendicular to the plane generally defined by the floor. This lateral reinforcing member further increases the overall strength and impact resistance of the structural component. The lateral reinforcing member may intersect with the lateral wall and extend from the lateral wall toward the rear end of the structural component. In other embodiments, the lateral reinforcing member may extend from the lateral wall toward the rear end of the structural component, that is, it may not necessarily intersect with the first and second side walls, and may not necessarily extend between the first and second side walls. However, it is understood that the strength of the structural component is best provided when this reinforcing member intersects with and integrates with all three of the lateral walls and the first and second side walls. Therefore, the lateral reinforcing members, lateral walls, first and second side walls, and floor can substantially cover a portion of the passenger compartment on five different sides, for example, corresponding to the foot walls, in order to shield the occupants from impact.

[0015] Separate tool parts may be designed to mold the front section of the structural component, but preferably this portion of the structural component will be defined by the same tool part from which the structural component is removed by translation generally along the direction of the main axis. Therefore, preferably the distance between the internal side of the floor and the lateral reinforcement member is substantially constant or increases from the lateral wall along the entire length of the lateral reinforcement member along the pull-out direction or the direction of the main axis toward the open rear end of the structural component. Similarly, preferably substantially all distances in the internal space between the front portions of the first and second side walls and the floor and the lateral reinforcement member, measured in cross-section in a plane perpendicular to the pull-out direction / main axis, are substantially constant or increase as the plane is moved along the pull-out direction / main axis from the lateral wall toward the rear end of the structural component.

[0016] The design of the floor can also have a significant impact on the manufacturability and structural properties of structural components. Preferably, the contour of the interior side of the floor 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 lateral wall to the rear end of the structural component. This facilitates the removal of the structural component from the rigid tool component.

[0017] Another consideration in floor design is how its shape may affect the impact resistance of the entire structural component. Preferably, the floor is substantially flat (and continuous) between the first and second side walls along at least 10% of the floor length between the lateral wall and the rear edge of the floor, preferably along at least 20% of the floor length, and more preferably along at least 50% of the floor length, at or toward the rear end of the structural component. Providing the floor to be flat in one or more areas between the side walls ensures that these areas can better transmit impact forces across the structural component. A flat floor can be provided by a series of very narrow regions individually along the direction between the transverse wall and the rear edge of the floor, preferably the floor is substantially flat (and continuous) between a first side wall and a second side wall in at least one adjacent region extending along at least 10%, preferably at least 20%, and more preferably at least 50% of the length of the floor between the transverse wall and the rear edge of the floor, at or toward the rear end of the structural component. Preferably, of the central 50% of the floor between the transverse wall and the rear edge, the floor is substantially flat (and continuous) between the first side wall and the second side wall along at least 10%, preferably at least 20%, and more preferably at least 50% of the length of this central region of the floor along the direction between the transverse wall and the rear edge. By providing a flat region of the floor in the central region of the floor along its length, the flat floor area can reinforce the weakest areas of the structure. The central 50% can be determined using the longest measurement between the lateral wall and the rear edge of the floor along the direction of the main axis. Preferably, the side walls are separated by at least 1 m, and preferably at least 1.5 m, so that, for example, a flat area can extend across the entire width of the vehicle compartment.

[0018] In the above, it is stated that the floor is preferably flat in the region between the side walls. Similarly, the floor is preferably substantially flat (and continuous) between the lateral wall and the rear edge of the floor at or toward the rear end of the structural component, along at least 10%, preferably at least 20%, and more preferably at least 50%, of the width of the floor between the first and second side walls. The floor is also substantially flat (and continuous) between the lateral wall and the rear edge of the floor at or toward the rear end of the structural component, within at least one adjacent region extending along at least 10%, preferably at least 20%, and more preferably at least 50%, of the width of the floor between the first and second side walls. Preferably, of the central 50% of the floor between the first and second side walls, the floor is substantially flat (and continuous) between the lateral wall and the rear edge along at least 10%, preferably at least 20%, and preferably at least 50% of the width of this central region of the floor along the direction between the first and second side walls. This also allows for particular reinforcement of the floor in the central region, which is most prone to weakness. The central 50% can be determined relative to the longest measurement between the first and second side walls along the direction perpendicular to the principal axis. Preferably, the lateral wall and the rear edge are separated by at least 1 m, preferably at least 1.5 m, so that, for example, the flat area can extend along the entire length of the vehicle compartment.

[0019] Most preferably, the floor is substantially flat at the rear end of the structural component, or toward the rear end of the structural component, between the transverse wall and the first and second side walls and the rear edge of the floor. A flat floor can better transmit impact forces through itself between the transverse wall and the side wall without deformation. In contrast, deviations from flatness may result in areas where the floor deforms preferentially during impact. While it is preferred that the floor be substantially perfectly flat, in some embodiments, up to 99%, 95%, 90%, 80%, or 75% of the floor area is flat (and continuous). If a floor that is not substantially perfectly flat is provided, it is possible to ensure that these deviations from flatness impose only minimal compromise to the structural integrity of the structural component by providing flat floor areas extending between the transverse wall and the rear edge and / or between the first and second side walls, in accordance with the prior teachings regarding the arrangement of flat floor areas, i.e., preferably in one or more large adjacent areas, and preferably in a large area of ​​50% of the center of the floor.

[0020] Similarly, preferably, the floor is substantially continuous at the rear end of the structural component, or toward the rear end of the structural component, between the lateral wall and the first and second side walls and the rear edge of the floor. Furthermore, while a continuous floor is better at transmitting impact forces, discontinuities in the floor may result in areas where the floor is more likely to deform. Discontinuities in the floor are often used as a method for introducing supply equipment (piping, wiring, etc.) into the passenger compartment of a vehicle. However, this may require the inclusion of a containment structure for the supply equipment lines. If such a containment structure is formed integrally with the structural component, this considerably limits how the structural component may be formed, while it retains the ability of the structural component to be extracted from the rigid tool part of the mold device by translation in the previously described method. Therefore, in this structural component, the lateral wall may include an opening that penetrates the lateral wall for passing wiring, etc., between the internal space of the structural component and the outside. Such openings in lateral walls are positioned in a manner that does not affect the strength of the floor and does not interfere with the removal of structural components from molding tools by translation generally along the direction of the main axis.

[0021] In the above embodiment, preferably, between the lateral wall and the rear end of the structural component, on a plane perpendicular to the main axis, there is no wall or protrusion that defines some surface having an area, i.e., a protruding area, extending from the first or second side wall or the floor into the internal space. It is understood that any such surface may restrict the removal of the structural component by pure translation, but some such surfaces can be accepted by translating the component along a direction that is close to the main axis but not exactly aligned with the main axis if necessary. For example, a surface extending from the floor having a protruding area in a plane perpendicular to the main axis and defining an angle with respect to the main axis of 20° or less can be accepted by the demolding direction that is greater than the angle of the surface.

[0022] Generally, preferably, the molded structural component is formed as a single fiber-reinforced composite. However, other types of composite structures may be used.

[0023] The passenger compartment of a passenger vehicle may include a first molded structural component as described above and a second molded structural component coupled to the first molded structural component, the second molded structural component having a second lateral wall spaced from the lateral wall of the first molded structural component along the main axis of the first molded structural component such that the length of the passenger compartment is defined together by the first and second molded structural components.

[0024] Here, the second lateral wall can correspond, for example, to the rear wall of the passenger compartment of a passenger vehicle where a seat can be mounted. Thereby, an enclosed space for the occupants can be defined in the passenger compartment between the lateral wall, the opposing side wall, the second lateral wall, and the floor, which while improving the safety of the passengers still allows the first structural component to be removed from the mold in the manner described above.

[0025] The second molded structural component may further include a roof spaced from the floor along a direction perpendicular to the plane generally defined by the floor of the first molded structural component. The roof extends from the second lateral wall toward the lateral wall of the first molded structural component. One of the first and second molded structural components preferably further includes first and second struts extending between the roof and the front end of the first molded structural component such that the first and second molded structural components define an integrally enclosed internal 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 component, which is generally less preferred as it requires additional connections made for each separate structural component of the passenger compartment. Similarly, the struts connecting the roof to the first structural component may alternatively be separate structural components, which is also less preferred due to the additional connections required.

[0026] The passenger compartment of a passenger vehicle may also include a first molded structural component as described above and a second molded structural component coupled to the first molded structural component. The second molded structural component includes a floor extension portion, and the floor of the first molded structural component and the floor extension portion together define an extended floor of the passenger compartment that is longer than the floor of the first molded structural component along the direction of the main axis of the first molded structural component. Preferably, the length of the floor extension portion along the direction of the 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 component.

[0027] This embodiment utilizes the fact that the open rear end of the first structural component does not limit the overall length of the passenger compartment. Specifically, the floor of the passenger compartment is defined by the combined first and second structural components. It is understood that the second structural component may similarly define respective extension portions for the first and second side walls such that these side walls also extend along the entire length of the passenger compartment.

[0028] As previously described, the second molded structural component may also include a second lateral wall spaced apart from the lateral wall of the first molded structural component along the main axis of the first molded structural component (for example, by both the floor and the floor extension of the first structural component), such that the length of the passenger compartment is determined by the integrated first and second molded structural components.

[0029] The second molded structural component may also include a roof spaced apart from the floor in a direction perpendicular to the plane generally defined by the floor of the first molded structural component, and one of the first and second molded structural components preferably further includes first and second columns 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 substantially enclosed interior space.

[0030] According to a second aspect of the present invention, a method for manufacturing a structural component for the interior of a passenger car, comprising the step of molding a structural component between at least a rigid inner tool part and an outer tool part of a molding apparatus, wherein the structural component is a lateral wall facing the rear end of the structural component, spaced apart from the rear end of the structural component along the principal axis of the structural component, and opposing first and second side walls, each extending toward the rear end of the structural component from the lateral wall, and a floor extending toward the rear end of the structural component between the lateral wall and the first and second side walls, wherein the lateral wall, the first and second side walls, and the floor are integral, and A method is provided comprising: a floor which collectively defines the internal space of a structural component for accommodating multiple occupants, wherein first and second side walls and the floor define the open rear end of the structural component, and the distance between the internal surfaces of the first and second side walls is substantially constant or increases toward the open rear end of the structural component along the direction of the main axis from the lateral wall, wherein a rigid internal tool component is positioned in the internal space during molding, and an external tool component is removed; and the structural component is demolded from the rigid internal tool component of the molding apparatus along a direction within 20° of the main axis of the structural component.

[0031] This method corresponds to a method for manufacturing a structural component according to a first aspect of the present invention. Therefore, the method can also be adapted to manufacture a structural component in any of the preferred embodiments described above.

[0032] The methods described above refer to rigid inner and outer tool parts, but other tool parts may be used when manufacturing structural parts. For example, separate first and second side tool parts may be necessary not only to define the outer edges of the first and second side walls, but also to divide the outer tool part into multiple tool parts around the front area of ​​the structural part, in order to enable proper molding of the lateral walls and lateral reinforcing members. Nevertheless, the final design of the structural part may allow the structural part to be removed along an extraction direction aligned near the direction of the main axis, for example, by pure translation. In these cases, preferably all tool parts are rigid tool parts.

[0033] A third aspect of the present invention provides a molded structural component for a passenger car interior, comprising: a transverse wall facing the rear end of the structural component; opposing first and second side walls, each extending from the transverse wall toward the rear end of the structural component; and a floor extending toward the rear end of the structural component between the transverse wall and the first and second side walls, wherein the transverse wall, the first and second side walls, and the floor are integrally defined to form an internal space of the structural component for accommodating one or more occupants, the floor being substantially continuous toward the rear end of the structural component between the transverse wall, the first and second side walls, and the rear edge of the floor.

[0034] As previously instructed, the use of continuous flooring in structural components for passenger car cabins increases the strength and impact resistance of the floor, thereby improving the overall strength of the resulting cabin.

[0035] While openings in the floor can conventionally be used to introduce supply equipment (piping, wiring, etc.) into the passenger car's cabin, in this embodiment, preferably, the lateral wall includes an opening that penetrates the lateral wall for passing wiring, etc., between the internal space of a structural component and the outside.

[0036] Preferably, not only the continuity of the floor but also flat areas should be provided to improve the ability to transmit impact forces across the floor. Preferably, the floor is substantially flat between the first and second side walls along at least 10% of the length of the floor between the transverse wall and the rear edge, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor. Preferably, the floor is substantially flat between the first and second side walls in at least one adjacent region extending along at least 10% of the length of the floor between the transverse wall and the rear edge, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor. Preferably, of the central 50% of the floor between the transverse wall and the rear edge, the floor is substantially flat between the first and second side walls along at least 10% of the length of this central region of the floor along the direction between the transverse wall and the rear edge, preferably along at least 20% of the length, and more preferably along at least 50% of the length. Preferably, the central 10% of the floor between the lateral wall and the rear edge of the floor is substantially flat, preferably the entire central 20%, and more preferably the entire central 50% is substantially flat. By providing a flat area of ​​the floor in the central region of the floor along its length, the flat floor area can reinforce the weakest areas of the structure. Preferably, the side walls are separated by at least 1 m, preferably at least 1.5 m, so that, for example, the flat area can extend across the entire width of the vehicle compartment.

[0037] Preferably, the floor is substantially flat between the transverse wall and the rear edge along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor. Preferably, the floor is substantially flat between the transverse wall and the rear edge in at least one adjacent region extending along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor. Preferably, of the central 50% of the floor between the first side wall and the second side wall, the floor is substantially flat between the transverse wall and the rear edge along at least 10% of the width of this central region of the floor in the direction between the first side wall and the second side wall, preferably along at least 20% of the width, and more preferably along at least 50% of the width. Preferably, the central 10% of the floor between the first and second side walls is substantially flat, preferably the entire central 20%, and more preferably the entire central 50% is substantially flat. This also allows for particular reinforcement of the floor in the central region, which is most prone to weakness. Preferably, the lateral walls and rear edge are separated by at least 1 m, preferably at least 1.5 m, so that, for example, a flat area can extend along the entire length of the passenger compartment.

[0038] Most preferably, the floor should be substantially flat toward the rear end of the structural component, between the lateral wall and the first and second side walls and the rear edge of the floor, in order to further increase the floor strength of the structural component. While it is preferred that the floor be substantially perfectly flat, in some embodiments, up to 99%, 95%, 90%, 80%, or 75% of the floor area is flat. If a floor that is not substantially perfectly flat is provided, it is possible to ensure that these deviations from flatness do not impose any compromise on the structural integrity of the structural component by providing flat floor areas extending between the lateral wall and the rear edge and / or between the first and second side walls, in accordance with the prior teachings on the arrangement of flat floor areas, i.e., preferably in one or more large adjacent areas and preferably in a large area of ​​50% of the center of the floor.

[0039] A structural component according to this embodiment may provide any of the features described above in relation to the first embodiment of the present invention.

[0040] A variation of the above embodiment may be provided, a molded structural component for the interior of a passenger car, comprising: a transverse wall facing the rear end of the structural component; opposing first and second side walls, each extending from the transverse wall toward the rear end of the structural component; and a floor extending toward the rear end of the structural component between the transverse wall and the first and second side walls, wherein the transverse wall, the first and second side walls, and the floor are integral, together defining an internal space of the structural component for accommodating one or more occupants, the floor being substantially flat and continuous between the transverse wall and the rear edge of the floor toward the rear end of the structural component along at least 10% (or 20%, or 50%) of the width of the floor between the first and second side walls, and the floor being substantially flat and continuous between the first and second side walls along at least 10% (or 20%, or 50%) of the length of the floor between the transverse wall and the rear edge. Preferably, substantially flat and continuous floor areas are provided in one or more large adjacent areas to ensure the structural integrity of the structural components, preferably in the central area of ​​the floor along either or both the length and width of the floor.

[0041] A fourth aspect of the present invention provides a molded structural component for the interior of a passenger car, comprising: a lateral wall facing the rear end of the structural component, spaced apart from the rear end of the structural component along the principal axis of the structural component; opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component; and a floor extending toward the rear end of the structural component between the lateral wall and the first and second side walls, wherein the lateral wall, the first and second side walls, and the floor are integrally defined to form an internal space of the structural component for accommodating one or more occupants, the first and second side walls and the floor defining an open rear end of the structural component.

[0042] In this embodiment of the present invention, the structural component has an open rear end. For example, the floor may extend at or toward the rear end of the structural component to the rear edge. Therefore, the structural component does not define the length of the vehicle's passenger compartment, as the passenger compartment can be extended from the open rear end of the structural component. Thus, this design can be more easily incorporated into a wide range of passenger cars.

[0043] A structural component according to this embodiment may provide any of the features described above in relation to the first embodiment of the present invention.

[0044] The passenger car interior may comprise a molded structural component according to a fourth aspect of the present invention, and a second molded structural component coupled to a first molded structural component, the second molded structural component having a second lateral wall spaced apart from the lateral wall of the first molded structural component along the main axis of the first molded structural component, such that the length of the passenger car interior is determined together by the first and second molded structural components.

[0045] Alternatively or additionally, the passenger car cabin may include a second molded structural component coupled to a first molded structural component, the second molded structural component comprising a floor extension, wherein the floor and floor extension of the first molded structural component together define an extended floor of the cabin that is longer than the floor of the first molded structural component, along the direction of the principal axis of the first molded structural component.

[0046] The present invention will be described here with reference to the appendix. [Brief explanation of the drawing]

[0047] [Figure 1] This is a perspective view of a molded structural component. [Figure 2] Figure 1 is a perspective view of the passenger car interior, including the molded structural components. [Figure 3] Figure 1 is a side view of a molded structural component. [Figure 4] This is a schematic diagram of a molding tool used for molding the structural components shown in Figure 1. [Figure 5]Figure 1 is a partial perspective view of the molded structural component. [Figure 6] Figure 1 is a schematic diagram of the passenger car interior, including the molded structural components. [Modes for carrying out the invention]

[0048] Figure 1 shows a molded structural component 100 suitable for use as part of the passenger car interior. The molded structural component 100 is made from a carbon fiber reinforced composite material. The molded structural component 100 comprises a front lateral wall 110, a first side structure 120, a second side structure 130, a floor 140, and a lateral reinforcing member 150, which together partially form the internal region of the structural component, within which an occupant can be accommodated in the passenger car interior. The structural component 100 has a main axis P shown in Figure 1, which is parallel to the floor, located along a direction generally perpendicular to the front lateral wall 110, and extends from the front end to the rear end of the structural component.

[0049] The floor 140 generally defines a plane extending between the front lateral wall 110 and the first side structure 120 and the second side structure 130, and has an axis H perpendicular to the floor plane that extends along the height direction of the structural components. At the front end of the floor 140, the floor 140 intersects with the front lateral wall 110, and the front lateral wall 110 extends away from the floor in a direction generally perpendicular to the floor plane. The front wall extends along the entire width of the structural component 100. On opposite sides of the floor 140, the floor intersects with the opposing side structures 120 and 130, respectively, and the opposing side structures 120 and 130 also extend away from the floor in the same direction as the front lateral wall 110, in a direction generally perpendicular to the floor plane. Each of the opposing side structures 120 and 130 comprises front portions 122 and 132 and central portions 123 and 133. The front portions 122 and 132 of each side structure 120 and 130 are substantially the same height as the front lateral wall 110 and intersect with the front lateral wall 110 at their front ends. The central portions 123 and 133 of each opposing side structure 120 and 130 are shorter than the front portions 122 and 132 in the direction perpendicular to the floor, as this area generally corresponds to the door sill area of ​​a passenger car's interior. This gives each side structure a rough L-shape when the structural components are viewed from the side, as can be seen in Figure 3.

[0050] The floor 140 intersects specifically with the inward-facing side walls 121, 131 of the opposing side structures 120, 130. Each of the opposing side structures 120, 130 has substantially hollow beams that extend away from the front transverse wall 110 along the opposing longitudinal edges of the floor 140, generally aligned with the direction of the main axis P, and acts as longitudinal reinforcing members. These hollow beam sections of the opposing side structures 120, 130 correspond to the central sections 123, 133 described earlier. In the front sections 122, 132 of the opposing side structures 120, 130, their inward-facing side walls 121, 131 extend upward along a direction perpendicular to the floor and intersect with the transverse reinforcing members 150, which will be described in more detail later. In the central portions 123, 133 of the opposing side structures 120, 130, the inwardly facing side walls 121, 131 first extend upward along a direction perpendicular to the floor before extending away from each other to define the upward-facing surfaces of the hollow beam sections of the opposing side structures 120, 130. As can be seen in Figure 3, the height of these hollow beam sections increases towards the rear end of the structural components, but always remains considerably shorter than the front portions 122, 132.

[0051] The opposing side structures 120 and 130, each comprising both a front and a central section, extend from the front lateral wall 110 generally along the direction of the main axis P to the rear end of the structural component 100. The floor 140 also extends from the front lateral wall toward the rear end of the structural component. The rear edge 141 of the floor extends between the rear ends of the opposing side structures 120 and 130. In this embodiment, the rear edge of the floor does not extend linearly between the rear ends of the opposing side structures 120 and 130 (although this is possible), but instead extends a short distance away from each opposing side structure in a direction perpendicular to the main axis P, and then follows a U-shaped path across the central width region of the structural component such that most of the rear edge 141 of the floor is set inward from the rear end toward the front side of the structural component. The opposing side structures 120 and 130 and the floor 140 define an open rear end of the structural component, which means there is no rear lateral wall opposite the front lateral wall 110. As will be explained in more detail later, this allows for a more advantageous extraction of structural components from molding tools.

[0052] The structural component 100 also includes a lateral reinforcing member 150. The lateral reinforcing member is a wall extending from the top of the lateral wall 110 toward the rear end of the structural component. The lateral reinforcing member 150 extends across the entire width of the structural component and intersects with the front portions 122 and 132 of each side structure 120 and 130 on each side. The length of the lateral reinforcing member 150 along the direction of the main axis P is the same as the length of the front portions 122 and 132 of each side structure 120 and 130 along the direction of the main axis P. Thus, the lateral wall 110, the front portions 122 and 132 of each side structure 120 and 130, the floor 140, and the lateral reinforcing member 150 define a space that is enclosed on five sides and open from the rear of the structural component. This space corresponds to the occupants' feet in the passenger compartment of a car. The combination of these elements of the structural component provides a strong front portion of the structural component, protecting the occupants from frontal impacts.

[0053] The inward-facing surfaces of the floor, i.e., the surfaces facing the space defined inside the front transverse wall 110, the first side structure 120, the second side structure 130, and the floor 140, are substantially flat and continuous between the front transverse wall 110, the first side structure 120, the second side structure 130, and the rear edge 141. This increases the strength of the floor and improves its response to impacts that transmit forces through the floor plane. Since supply equipment provided by piping and wiring, etc., generally needs to be provided into the interior of the vehicle compartment, one or more openings 111 are provided through the front transverse wall 110. If this is not possible and a discontinuity or non-flat area of ​​the floor must be provided, it should be located 50% off the center of the floor along both the length and width of the floor in order to maintain a strong central area of ​​the floor, and the discontinuity or non-flat area should be limited in area in order to maximize the area of ​​flat, continuous floor.

[0054] As shown in Figure 1, the distance between the inward-facing side walls 121, 131 of the opposing side structures 120, 130, measured in the width direction of axis W which is perpendicular to the main axis P and axis H which is perpendicular to the plane of the floor, is substantially constant or increases from the front end to the rear end of the structural component, in order to allow the structural component to be demolded generally along the direction of the main axis P, as will be described in more detail later. The internal space of the structural component, defined by the front lateral wall 110, the side walls 121, 131 of the opposing side structures 120, 130, the floor 140, and the inward-facing surfaces of the lateral reinforcement member 150, is such that substantially all distances in the internal space between the first and second side walls 121, 131 and the floor 140 and the lateral reinforcement member 150, measured in cross-section in a plane perpendicular to the main axis, are substantially constant or increase as the plane is moved along the main axis P from the front lateral wall 110 to the rear end of the structural component. Furthermore, this facilitates the demolding of structural components that are generally aligned with the direction of the main axis P.

[0055] The molding and demolding processes will be described in more detail with particular reference to Figures 4 and 5. Figure 4 shows a molding apparatus comprising a rigid lower tool component 10, a rigid upper tool component 20, and two rigid forward tool components 30 and 40. The opposing rigid side tool components are not shown in the side view of Figure 3.

[0056] To manufacture the structural components specifically shown in Figures 1 and 3, reinforced carbon fibers are positioned in a mold forming apparatus using conventional methods, and various tool parts are closed to define the space between rigid tool parts corresponding to the shape of the structural component 100 described above. Figure 4 shows which surfaces are defined by the tool parts described above. Specifically, the surface of the lower tool part 10 defines 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 floor 140, and the lateral reinforcing member 150, as well as a portion of the upward-facing surface of the hollow beam portion of the opposing side structures. The outward-facing surface of the floor 140 is defined by the upper tool part 20. The outward-facing surface of the front lateral wall 110 is defined by the first front tool part 30. The outward-facing surface of the lateral reinforcing member 150 is defined by the second forward tool part 40, although the first and second forward tool parts may be integrated into a single forward tool part. Finally, the outward-facing surfaces of the opposing side structures 120, 130, including most of the upward-facing surfaces of the hollow beam portions of the opposing side structures, are defined by their respective side tools (not shown). To mold these opposing side structures as hollow beam portions with internal walls, the side tools include several injectable semi-rigid plastic cores that define the inner surfaces of the hollow portions of the opposing side structures 120, 130.

[0057] With the reinforced carbon fibers positioned in the spaces between these various tool parts, the resin material is introduced into the spaces between the tool parts by conventional methods to form a carbon fiber reinforced composite structural component having the shape described above.

[0058] To remove the structural component from the molding machine, the injection-type semi-rigid plastic core is shrunk and withdrawn through the respective openings in the opposing side structures 120 and 130. Next, as shown in Figure 4, the upper tool 20 is moved away from the outward-facing surface of the floor 140 along the direction of axis H shown in Figure 1, and the front tool parts 30 and 40 are removed, in this case along the direction of the main axis P, from the outward-facing surfaces of the front lateral wall 110 and the lateral reinforcement member 150. Not shown in Figure 4 is the removal of the two side tools away from each other and from the opposing side structures 120 and 130 along the direction of axis W shown in Figure 1. The removal of these tool parts leaves the structural component 100 in place on the lower tool 10. To extract the structural component 100 from the lower tooling component 10, the structural component can be moved in pure translation along a direction generally aligned with the spindle P, such that the structural component 100 first slides toward the front of the lower tooling component 10. In this embodiment, the structural component 100 is extracted along the extraction direction E shown in Figures 1 and 4, which sets an angle of less than 10° with respect to the direction of the spindle P. Specifically, the extraction direction is made oblique so as to move away from the spindle P downward toward axis H. In this embodiment, the slight difference between the extraction direction E and the spindle P is used to accommodate the shape of substantially hollow beams located in the central portions 123, 133 of the opposing side structures 120, 130. Specifically, this difference is provided because a portion of the upward-facing surface of these structures is defined by the lower tooling component 10, and because there is a small increase in the height of these hollow beam portions of the opposing side structures 120, 130 toward the rear of the structural component. However, in other embodiments, when the lower tool is used solely to define the inward-facing surfaces of the opposing side structures 120, 130, the extraction direction E can be aligned closer to the spindle P. Nevertheless, even in the illustrated arrangement, the structural component 100 can be removed from the lower tool 10 by pure translational movement along the direction generally aligned with the spindle, which simplifies the extraction of the component from the lower tool 10.

[0059] Returning to Figure 2, this figure shows a structural component 100 coupled with a second molded structural component 200 to form the passenger car's interior. This will now be explained in more detail.

[0060] The passenger compartment shown in Figure 2 is formed from just two separate molded structural components. This is because using as few separate molded components as possible is advantageous, as using more separate components would require more joints, each joint being a point where adjustments for manufacturing tolerances are possible, requiring the use of excessive bonding material and creating weak points in the passenger compartment.

[0061] The molded structural component 100 acts not only as the front lower part of the passenger compartment, defining the floor and the front of the passenger compartment, including the occupant's feet, but also as the door sill area of ​​the passenger compartment. A second molded structural component 200 provides the upper rear part of the passenger compartment. The second structural component 200 comprises a rear lateral wall 210, opposing side structures 220, 230, and a roof 240.

[0062] The second structural component 200 is coupled to the first structural component 100 such that the rear transverse wall 210 is coupled to the floor 140 substantially along the rear edge 141 of the floor 140, which is set inward from the rear end of the structural component, as previously described. The rear transverse wall 210 is opposite to the front transverse wall 110 and spaced apart from the front transverse wall along the direction of the main axis. The passenger compartment shown in Figure 2 corresponds to a two-seater vehicle, and the rear transverse wall, which extends upward away from the floor 140, may be used to support the seatbacks of seats located inside the passenger compartment. The second structural component 200 is also coupled to the first structural component 100 such that the opposing side structures 220, 230 intersect with the respective opposing side structures 120, 130 of the first structural component. Here, the opposing side structures 220, 230 extend generally upward along the direction of axis H to effectively form the door support area of ​​the passenger compartment. It should be noted that the opposing side structures 220 and 230 of the second structural component 200 intersect with the rear lateral wall 210 and extend together upward along the direction of axis H in order to form a closed rear area of ​​the passenger compartment.

[0063] The rear lateral wall 210 and the opposing side structures 220, 230 transition into the roof 240 of the second structural component 200. In this embodiment, the passenger compartment is configured to use gullwing doors, and therefore the roof 240 is molded to accommodate this type of door, and thus has a narrow central area between the rear and front ends of the roof. At the front end of the roof 240, the second structural component provides opposing windshield supports 241, 242. These windshield supports 241, 242 extend forward and downward from the roof and are coupled at their lower ends to the first molded structural component 100. Specifically, these windshield supports 241, 242 are coupled to the first molded structural component 100, and in that location, the lateral reinforcing member 150 intersects with the front portions 122, 132 of the opposing side structures 120, 130 of the first structural component.

[0064] As shown in Figure 2, in order to accommodate the flat, continuous floor 140 of the first molded structural component, which prevents supply equipment such as piping and wiring from being introduced into the passenger compartment through the floor, the rear lateral wall 210 of the second structural component 200 is provided with at least one opening 211 through the opening 211, through which piping and wiring can be introduced into the interior of the passenger compartment of the vehicle.

[0065] As previously mentioned, the advantage of this design of the first molded structural component 100 is that the first molded structural component 100 can be incorporated into vehicles with passenger compartments of different lengths. The passenger compartment shown in Figure 2 uses the first molded structural component 100 in its shortest configuration, with the rear transverse wall of the second structural component 200 extending upward so as to separate from the floor 140 at substantially the rear edge 141 of the floor. However, the length of the passenger compartment can be varied by using different designs of the second structural component 200. This advantageously means that the same first structural component can be used instead of different first and second structural components that would need to be designed for each vehicle, and only the second structural component needs to be varied according to the characteristics of each vehicle.

[0066] Figure 6 schematically illustrates how different second structural components 200 can be used with the same first structural component 100 to provide a passenger compartment of different lengths. Specifically, the second structural component 200 may be provided with a floor extension 240. The floor extension 240 is an area of ​​the passenger compartment floor provided by the second structural component 200. This floor extension 240 generally defines a plane extending from its leading edge 241 to the rear transverse wall 210 provided by the second structural component. When the first structural component 100 is coupled to the second structural component, the floor 140 and the floor extension 240 are generally coplanar, with the leading edge 141 of the floor 140 coupled to the leading edge 241 of the floor extension. There may be some overlap between the floor 140 and the floor extension 240 to provide a larger area over which coupling can take place. Naturally, the second structural component 200 may also need to be provided with these opposing side structures, depending on the desired length of the passenger compartment, so that the opposing side structures, whose extensions are formed to the length of the opposing side portions 120 and 130 of the first structural component 100, also extend along the entire length of the passenger compartment.

[0067] In this configuration, the length of the passenger compartment along the direction of the main axis P of the first structural component is determined by the combined length of the floor 140 and the floor extension 240. As a result, the rear transverse wall 210 can be spaced further away from the front transverse wall 110 than in the configuration shown in Figure 2, as can be schematically seen in Figure 6. The floor extension 240 can be used to determine any proportion of the total length of the passenger compartment floor, 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 component. [Explanation of Symbols]

[0068] 10. Rigidity-reducing tool parts 20 Rigid Upward Tool Parts 30 Rigid forward tool parts, first forward tool part 40 Rigid forward tool parts, second forward tool parts 100 First molded structural component 110 Front lateral wall 111 Aperture 120 First lateral structure 121 Inward-facing side wall 122 Front part 123 Central part 130 Second lateral structure 131 Inward-facing side wall 132 Front part 133 Central part 140 beds 141 Trailing edge 150 Lateral reinforcing member 200 Second mold-formed structural component 210 Posterior lateral wall 211 Aperture 220, 230 side structure 240 Roof 240 Floor extension 241, 242 Windshield support pillars 241 Leading edge E Extraction direction H-axis P spindle W axis

Claims

1. A molded structural component for the interior of a passenger car, A lateral wall facing the rear end of the structural component, the lateral wall spaced apart from the rear end of the structural component along the main axis of the structural component, Opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component, Between the lateral wall and the first and second side walls, there is a floor extending toward the rear end of the structural component, wherein the lateral wall, the first and second side walls, and the floor are integral, and together define the internal space of the structural component for accommodating one or more occupants. Equipped with, A molded structural component wherein the first and second side walls and the floor define the open rear end of the structural component, and the distance between the inner surfaces of the first and second side walls is substantially constant or increases toward the open rear end of the structural component toward the direction of the main axis, from the lateral wall toward the direction of the main axis, so that the structural component can be released from the rigid tool part of the mold forming apparatus that forms the structural component toward the direction of the main axis of the structural component, toward the open rear end of the structural component.

2. The molded structural component according to claim 1, wherein substantially all distances in the internal space between the first and second side walls and the floor, as measured in a cross-section in a plane perpendicular to the principal axis, are substantially constant or increase as the plane is moved along the principal axis from the lateral wall to the rear end of the structural component.

3. The molded structural component according to claim 1 or 2, wherein the first and second side walls are each part of a first and second longitudinal reinforcing member, such as a substantially hollow beam, extending from the lateral wall toward the rear end of the structural component.

4. The molded structural component according to any one of claims 1 to 3, wherein the front portion of each side wall at the end adjacent to the lateral wall extends from the floor further than the central portion of the side wall, and preferably, the front portion of each side wall intersects the lateral wall along the height of the lateral wall and / or the entire height of each side wall.

5. A molded structural component according to any one of claims 1 to 4, further comprising a lateral reinforcing member extending between the first side wall and the second side wall in the front portion of each side wall at an end adjacent to the lateral wall, the lateral reinforcing member spaced apart from the floor in a direction perpendicular to a plane generally defined by the floor.

6. The molded structural component according to claim 5, wherein the lateral reinforcing member intersects with the lateral wall and extends from the lateral wall toward the rear end of the structural component.

7. The molded structural component according to claim 5 or 6, wherein the distance between the inner surface of the floor and the lateral reinforcing member is substantially constant or increases from the lateral wall along the entire length of the lateral reinforcing member in the direction of the main axis toward the open rear end of the structural component.

8. The molded structural component according to any one of claims 5 to 7, wherein substantially all distances in the internal space between the front portions of the first and second side walls, the floor, and the lateral reinforcing member, as measured in a cross section in a plane perpendicular to the principal axis, are substantially constant or increase as the plane is moved along the principal axis from the lateral wall toward the rear end of the structural component.

9. The molded structural component according to any one of claims 1 to 8, wherein the contour of the inner side surface of the floor in a cross section in a plane perpendicular to the principal axis is substantially constant as the plane moves along the principal axis from the lateral wall to the rear end of the structural component.

10. The molded structural component according to any one of claims 1 to 9, wherein the floor is substantially flat between the first side wall and the second side wall at or toward the rear end of the structural component, along at least 10% of the length of the floor between the lateral wall and the rear edge of the floor, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor.

11. The molded structural component according to any one of claims 1 to 10, wherein the floor is substantially flat between the first side wall and the second side wall in at least 10% of the length of the floor between the lateral wall and the rear edge of the floor, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor, at or toward the rear end of the structural component.

12. The molded structural component according to any one of claims 1 to 11, wherein the floor is substantially flat at the rear end of the structural component, or toward the rear end of the structural component, between the lateral wall and the rear edge of the floor, preferably along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor.

13. The molded structural component according to any one of claims 1 to 12, wherein the floor is substantially flat at the rear end of the structural component, or toward the rear end of the structural component, between the lateral wall and the rear edge of the floor, in at least one adjacent region extending along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor.

14. The molded structural component according to any one of claims 1 to 13, wherein the floor is substantially flat at the rear end of the structural component, or toward the rear end of the structural component, between the lateral wall, the first and second side walls, and the rear edge of the floor.

15. The molded structural component according to any one of claims 1 to 14, wherein the floor is substantially continuous at the rear end of the structural component or toward the rear end of the structural component between the lateral wall, the first and second side walls and the rear edge of the floor.

16. The molded structural component according to any one of claims 1 to 15, wherein the lateral wall includes an opening that penetrates the lateral wall for passing wiring or the like between the internal space of the structural component and the outside.

17. A molded structural component according to any one of claims 1 to 16, wherein, between the lateral wall and the rear end of the structural component, no wall or projection that defines an arbitrary surface having an area in a plane perpendicular to the main axis extends from the first or second side wall or the floor into the internal space.

18. The molded structural component according to any one of claims 1 to 17, wherein the molded structural component is formed as a single fiber-reinforced composite.

19. A passenger car interior, wherein the interior comprises a first molded structural component according to any one of claims 1 to 18. A vehicle cabin further comprising a second molded structural component coupled to the first molded structural component, the second molded structural component having a second lateral wall spaced apart from the lateral wall of the first molded structural component along the main axis of the first molded structural component, thereby determining the length of the vehicle cabin integrally with the first and second molded structural components.

20. The vehicle compartment according to claim 19, wherein the second molded structural component further comprises a roof spaced apart from the floor in a direction perpendicular to a plane generally defined by the floor 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 comprises first and second support columns 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 substantially enclosed interior space.

21. A passenger car interior, wherein the interior comprises a first molded structural component according to any one of claims 1 to 18. A vehicle compartment comprising a second molded structural component coupled to the first molded structural component, the second molded structural component having a floor extension portion, wherein the floor and the floor extension portion of the first molded structural component collectively define an extended floor of the vehicle compartment that is longer than the floor of the first molded structural component along the direction of the main axis of the first molded structural component.

22. A method for manufacturing structural components for the interior of a passenger car, A step of molding the structural component between at least a rigid inner tool component and an outer tool component of a molding apparatus, wherein the structural component is formed between these two parts. A lateral wall facing the rear end of the structural component, the lateral wall spaced apart from the rear end of the structural component along the main axis of the structural component, Opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component, Between the lateral wall and the first and second side walls, there is a floor extending toward the rear end of the structural component, wherein the lateral wall, the first and second side walls, and the floor are integral, and together define the internal space of the structural component for accommodating one or more occupants. Equipped with, A molding step in which the first and second side walls and the floor define the open rear end of the structural component, and the distance between the inner surfaces of the first and second side walls is substantially constant or increases from the lateral wall toward the open rear end of the structural component along the direction of the principal axis, wherein the rigid inner tool component is positioned in the internal space during molding, The steps include removing the aforementioned external tool component, The steps include: releasing the structural component from the rigid inner tool part of the mold forming apparatus along a direction within 20° of the main axis of the structural component; A method that includes this.

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

24. A molded structural component for the interior of a passenger car, A lateral wall facing the rear end of the aforementioned structural component, Opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component, Between the lateral wall and the first and second side walls, there is a floor extending toward the rear end of the structural component, wherein the lateral wall, the first and second side walls, and the floor are integral, and together define the internal space of the structural component for accommodating one or more occupants. Equipped with, The floor is a molded structural component, substantially continuous with respect to the rear end of the structural component between the lateral wall, the first and second side walls, and the rear edge of the floor.

25. The molded structural component according to claim 24, wherein the lateral wall includes an opening that penetrates the lateral wall for passing wiring or the like between the internal space of the structural component and the outside.

26. The molded structural component according to claim 24 or 25, wherein the floor is substantially flat between the first side wall and the second side wall along at least 10% of the length of the floor between the lateral wall and the rear edge, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor.

27. The molded structural component according to any one of claims 24 to 26, wherein the floor is substantially flat between the first side wall and the second side wall in at least one adjacent region extending along at least 10% of the length of the floor between the lateral wall and the rear edge, preferably along at least 20% of the length of the floor, and more preferably along at least 50% of the length of the floor.

28. A molded structural component according to any one of claims 24 to 27, wherein the floor is substantially flat between the first side wall and the second side wall along at least 10%, preferably at least 20%, and preferably at least 50% of the length of this central 50% of the floor along the direction between the lateral wall and the rear edge.

29. The molded structural component according to any one of claims 24 to 28, wherein the floor is substantially flat between the lateral wall and the trailing edge along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor.

30. The molded structural component according to any one of claims 24 to 29, wherein the floor is substantially flat between the lateral wall and the trailing edge in at least one adjacent region extending along at least 10% of the width of the floor between the first side wall and the second side wall, preferably along at least 20% of the width of the floor, and more preferably along at least 50% of the width of the floor.

31. A molded structural component according to any one of claims 24 to 30, wherein the floor is substantially flat between the lateral wall and the trailing edge along at least 10%, preferably at least 20%, and preferably at least 50% of the width of this central 50% of the floor along the direction between the first side wall and the second side wall.

32. The molded structural component according to any one of claims 24 to 31, wherein the floor is substantially flat toward the rear end of the structural component between the lateral wall, the first and second side walls, and the rear edge of the floor.

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

34. A molded structural component for the interior of a passenger car, A lateral wall facing the rear end of the structural component, the lateral wall spaced apart from the rear end of the structural component along the main axis of the structural component, Opposing first and second side walls, each extending from the lateral wall toward the rear end of the structural component, Between the lateral wall and the first and second side walls, a floor extending toward the rear end of the structural component, wherein the lateral wall, the first and second side walls, and the floor are integral, and together define the internal space of the structural component for accommodating one or more occupants, Equipped with, The first and second side walls and the floor are molded structural components that define the open rear end of the structural component.

35. A passenger car cabin, further comprising a second molded structural component coupled to the first molded structural component, the second molded structural component having a second lateral wall spaced apart from the lateral wall of the first molded structural component along the main axis of the first molded structural component, thereby determining the length of the cabin by the first and second molded structural components together.

36. A vehicle compartment according to claim 35, comprising a second molded structural component coupled to the first molded structural component, the second molded structural component having a floor extension portion, wherein the floor and the floor extension portion of the first molded structural component integrally define an extended floor of the vehicle compartment that is longer than the floor of the first molded structural component, along the direction of the main axis of the first molded structural component.

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