DE102021121279B4 - Structural component and method for providing an injection-molded structural component - Google Patents

Abstract

Structural component (10) for a vehicle (60), comprising:
-a trough-shaped container section (20, 220, 320) which forms a compartment (22, 222, 322) and defines a bottom region (24) and two or more wall regions (28, 30, 32, 34) which are inclined at least in sections relative to the bottom region,
- a border area (48, 248, 348),
wherein fastening elements (50, 52, 54) are provided in the edge region (48, 248, 348) and are arranged distributed around the container section (20, 220, 320), wherein the two or more wall regions (28, 30, 32, 34) extend between the base region (24) and the edge region (48, 248, 348),
and wherein the edge region (48, 248, 348) is designed at least in sections as a collar protruding from the container section (20, 220, 320) for attachment to the vehicle (60),
wherein at least the bottom region (24) is self-supporting, and
wherein the container section (20, 220, 320) and the edge region (48, 248, 348) are formed from a fiber-reinforced thermoplastic material that can be processed by injection molding,
characterized in that
the structural component (10) has at least in sections a porous inner structure (422) which is produced by foaming the thermoplastic material (420), the base region (24) is at least in sections flat and has a stiffening structure (90) with a plurality of stiffening elements (94, 98), and
the stiffening structure (90, 96) has at least one structural bionic pattern (92) formed from a plurality of stiffening elements.

Description

The present disclosure relates to a structural component, in particular a structural component that can be produced by means of thermoplastic injection molding. The disclosure further relates to a method for providing an injection-molded structural component.

In exemplary embodiments, the disclosure relates to structural components that are used in vehicles, in particular within a vehicle body. Such structural components can form compartments that serve, for example, to accommodate items of luggage and the like. Structural components can also serve to accommodate spare wheels and to accommodate components of the vehicle (for example control units, batteries and the like) and the like.

Components used as luggage compartments are, for example, from the FR 2 899 177 A1 , the DE 20 2018 104 423 U1 and the US 2020/0290517 A1 A component serving as a spare wheel well is, for example, from the EN 10 2007 044 428 A1 A component designed as a housing for control units is, for example, known from the DE 103 18 414 A1 A component serving as an air filter housing is, for example, from the EN 10 2014 012 881 A1 known.

From the printed publications EN 10 2014 212 048 B4 , EN 10 2016 206 073 A1 , EN 10 2019 135 323 A1 , WO 2021/123112 A1 , JP H10-119 079 A Approaches to the production of at least partially porous, in particular foamed, components of a general nature are known.

Vehicles, such as passenger cars, have a large number of assemblies and components. There is an ongoing trend to produce vehicle components using plastic injection molding. This method can be used to produce housings for assemblies, as well as compartments for luggage and the like. One design goal when designing vehicle components is usually to reduce weight. However, this must not be at the expense of the function and stability of the components. Sustainability and environmental compatibility are becoming more and more important both in the operation and manufacture of vehicles. This also includes using as little raw materials as possible (especially primary raw materials). There are also regulatory interventions in various countries, for example fees are levied depending on certain (consumption-dependent) emission values.

Conversely, alternative drives (electromobility and the like) can result in design freedom that allows for an increase in customer benefits. For example, purely electric vehicles (BEVs) no longer require a combustion engine; instead, compact electric motors are installed. Accordingly, designs are possible in which, instead of a (conventional) engine compartment taken up by the combustion engine, a free space can be used at the front or rear of the vehicle, for example to accommodate luggage or vehicle components.

In particular, at the front (front end, front of the vehicle), any regulations regarding crash safety (pedestrian crash) and technical design objectives (air resistance) must be observed. Therefore, there is often space available that can be used for other purposes than to accommodate combustion engine components. It should be noted that the front of a vehicle naturally accommodates other relevant components than combustion engine components. This includes, for example, steering components, chassis components, air conditioning components, control components and the like. There is therefore usually a predetermined structure that must be taken into account when implementing additional components and functions.

For example, in purely electric vehicles, an additional luggage compartment can often be created in the front of the vehicle, which in conventional vehicles houses the combustion engine. Due to given boundary conditions (steering system, front axle and the like), self-supporting trunk trays are used, for example, which have sufficient inherent stability. The inherent stability takes into account common load cases that can arise in daily operation. In the case of compartments for storing luggage, for example, this includes certain accelerations (e.g. acceleration, braking, fast cornering) or impacts (e.g. driving through potholes). The aim here is to avoid structural damage.

However, this often results in a mass that cannot be ignored for such components. Despite the increased customer benefit, these components therefore contradict the actually desired weight reduction.

Against this background, the present disclosure is based on the task of specifying structural components that serve as containers and that can contribute to increasing customer benefits while not ignoring other constraints in the design of vehicles. Within the scope of the present disclosure, the following are to be considered: Structural components serving as a container are to be specified which ensure sufficient structural stability and are nevertheless lightweight. The components should be suitable for series production and mass production in the automotive environment. Furthermore, a corresponding process for providing a structural component serving as a container should be specified.

• - einen wannenartig gestalteten Behälterabschnitt, der ein Abteil ausbildet und einen Bodenbereich und zwei oder mehr Wandbereiche aufweist, die gegenüber dem Bodenbereich zumindest abschnittsweise geneigt sind,
• - einen Randbereich, der insbesondere als umlaufender Randbereich gestaltet ist, wobei im Randbereich Befestigungselemente vorgesehen sind, die um den Behälterabschnitt verteilt angeordnet sind, insbesondere umfänglich um den Behälterabschnitt verteilt angeordnet,
  • wobei sich die zwei oder mehr Wandbereiche zwischen dem Bodenbereich und dem Randbereich erstrecken,
  • und wobei der Randbereich zumindest abschnittsweise als vom Behälterabschnitt abstehender Kragen zur Befestigung am Fahrzeug gestaltet ist,
  • wobei zumindest der Bodenbereich selbsttragend ist,
  • wobei der Behälterabschnitt und der Randbereich aus einem mittels Spritzguss verarbeitbaren faserverstärkten Thermoplast-Werkstoff gebildet sind,
  • wobei das Strukturbauteil zumindest abschnittsweise eine poröse Innenstruktur aufweist, die durch Schäumen des Thermoplast-Werkstoffs erzeugt ist,
  • wobei der Bodenbereich zumindest abschnittsweise eben gestaltet ist und eine Versteifungsstruktur mit einer Mehrzahl von Versteifungselementen aufweist, und wobei die Versteifungsstruktur zumindest ein aus mehreren Versteifungselementen gebildetes konstruktionsbionisches Muster aufweist.

According to a first aspect, the present disclosure relates to a structural component serving as a container for a vehicle, comprising:

• - a trough-shaped container section which forms a compartment and has a bottom region and two or more wall regions which are inclined at least in sections relative to the bottom region,
• - an edge region, which is designed in particular as a peripheral edge region, wherein fastening elements are provided in the edge region, which are arranged distributed around the container section, in particular arranged circumferentially around the container section,
  • wherein the two or more wall regions extend between the floor region and the edge region,
  • and wherein the edge region is designed at least in sections as a collar protruding from the container section for attachment to the vehicle,
  • at least the floor area is self-supporting,
  • wherein the container section and the edge region are formed from a fiber-reinforced thermoplastic material that can be processed by injection molding,
  • wherein the structural component has at least in sections a porous inner structure which is produced by foaming the thermoplastic material,
  • wherein the floor region is at least partially flat and has a stiffening structure with a plurality of stiffening elements, and wherein the stiffening structure has at least one structural bionic pattern formed from a plurality of stiffening elements.

The task of revelation is solved in this way.

According to the disclosure, such components can be manufactured while meeting the target specifications for strength and stability at a significantly reduced weight. Series production and mass production are possible, with a reasonable additional effort for foaming.

Thermoplastics are suitable plastic materials for technical applications. These include, for example, polypropylene (PP), polyamide (PA), polycarbonate (PC), acrylonitrile butadiene styrene plastic (ABS), their derivatives and comparable plastics. The thermoplastic material is usually reinforced with fibers, for example glass fibers, aramid fibers (Kevlar), carbon fibers and the like.

Foaming can increase the stiffness and strength of the component. The density inside the component can be reduced. Dimensional stability can be increased. Sink marks and similar process-related effects with adverse effects on component quality can be reduced.

The production of the at least partially foamed component from a thermoplastic material can be referred to as thermoplastic foam injection molding. The foaming can take place as chemical foaming or physical foaming. Thermoplastic foam injection molding can lead to a significant reduction in weight. In an exemplary embodiment, a reduction in weight of at least 10% can be achieved compared to a structural component with a non-porous design. In an exemplary embodiment, a reduction in weight of at least 20% can be achieved.

During physical foaming, a gas (e.g. carbon dioxide or nitrogen) is deliberately introduced into the melt. During processing, the plastic and gas are mixed, with the aim of achieving a solid, non-porous (i.e. compact) edge area and a gradual reduction in density (through embedded bubbles) in the core. In the finished component, there are gas-filled cells of a certain size and distribution, which displace or replace a certain volume of plastic. This results in potential weight savings.

In chemical foaming, the material is provided with a blowing agent. The blowing agent is designed to release a gas for foaming, such as nitrogen or carbon dioxide, in the melting temperature range used.

For the purposes of the present disclosure, a structural component is a potentially self-supporting component that does not necessarily require large-scale support. This is not an insert that receives extensive support from other components.

The structural component is manufactured, for example, in the form of a tub, a trough or a trough. The structural component serves, for example, as a compartment for storing luggage, as a spare wheel well, as a housing for control units and the like. In an exemplary embodiment, the structural component is self-supporting, with attachment being made to a few attachment elements and the floor not or only insignificantly supported. Accordingly, the component must be designed to be sufficiently rigid and stable in this area and in neighboring areas.

The edge region is spaced from the floor region, similar to a collar. Accordingly, the structural component can rest on a surrounding structure in the vehicle at least with the edge region and be fastened there.

The fastening elements are, for example, form-fitting elements in the form of recesses (holes) and domes. However, it is also conceivable to provide fastening elements in the form of adhesive surfaces.

A wall area can comprise a continuous wall. Accordingly, the structural component can be designed as an integrally manufactured and designed component. In other words, the structural component according to this design is made from one and the same material (glass fiber reinforced thermoplastic) using one and the same tool. However, this does not exclude the possibility that conventional additional components for assembly are integrated into the structural component or attached to it. This applies, for example, to inserts for fastening elements and the like.

However, a wall area can also provide a support structure for an insert/support. In this way, the structural component serves as a framework at least in sections. According to this embodiment, an insert can be placed in the container section in order to line it at least partially.

The two or more wall areas extend between the base area and the edge area, with the edge area being designed at least in sections as a collar protruding from the container section. In other words, the structural component can be hung in a given receptacle, for example on the front or rear of a vehicle, and fastened there.

According to another exemplary embodiment of the structural component, the base area is offset from the edge area in a main demolding direction. In this way, the structural component can be hung in an assembly opening on the front of the vehicle and secured there, for example. If the edge area is arranged at the upper end of the structural component, it can also serve as a panel there. According to an exemplary configuration, the structural component is designed similarly to a tub with a surrounding edge.

According to a further embodiment, the structural component is manufactured using an open-close tool. In this way, the complexity of the tool can be reduced - despite the considerable dimensions in some cases. According to this embodiment, there is primarily a main demolding direction and no secondary demolding directions. Side slides, movable inserts and the like are dispensed with wherever possible. In other words, the structural component according to this embodiment - seen in the main demolding direction - has no undercut design elements that cannot be demolded in the main demolding direction.

However, it is also conceivable to use side sliders, inserts and the like to create certain geometries and, if necessary, undercuts.

According to a further exemplary embodiment, the structural component further comprises a sealing section which is adjacent to an upper end of the container section. The sealing section is, for example, a circumferential sealing section. In this way, a sufficiently tight closure can be achieved during operation. In an exemplary embodiment, the sealing section is a circumferential sealing section.

The sealing section serves, for example, to accommodate a seal, in particular a circumferential seal. The seal can, for example, form a closure to a hood, with which the structural component makes defined contact with the hood when the hood is in a closed position.

In an exemplary embodiment, the circumferential sealing section at least approximately defines a plane that is inclined relative to the horizontal and is inclined downwards in the direction of travel. In the exemplary embodiment with the trunk tray arranged in the front of the vehicle, the direction of travel refers to forward travel.

For example, the container section has a cross-section - along a vertically oriented longitudinal center plane through the vehicle - which is approximately trapezoidal. The trapezoid has a substantially horizontal underside (base), two sides (front wall and rear wall) that are substantially parallel to one another or slightly inclined in a V shape relative to one another, with the front wall having a smaller vertical extension than the rear wall, and an upper side (open area) that is inclined relative to the horizontal and is the imaginary connection between the upper ends of the front wall and the rear wall. It is understood that for manufacturing reasons (demoldability) the front wall and the rear wall do not have to be perfectly parallel to one another.

According to a further exemplary embodiment of the structural component, the fastening elements in the edge area are selected from the group consisting of the following: adhesive surfaces, fastening holes, domes, elevations, depressions and fastening tabs. The fastening elements can have openings in the edge area. However, the fastening elements can also be closed.

According to a further exemplary embodiment of the structural component, at least one wall area of the container section is stepped and provided with a support area that extends approximately parallel to the base area. In this way, there can also be an opportunity to support and secure the container section there. Such a support area can be implemented without great additional effort on the tool.

According to a further exemplary embodiment of the structural component, at least one fastening element is formed in the support area of the wall area, in particular a raised or recessed fastening element and/or an adhesive surface. Fastening elements can also be formed in the support area of the wall. Closed fastening elements are suitable, since the support area is part of the container section.

According to a further exemplary embodiment of the structural component, the container section has a front wall, a rear wall and a first and a second side wall, wherein the front wall is offset from the rear wall in a direction of travel of the vehicle. This creates a compartment for accommodating luggage, components or the like. The installation space available in the respective vehicle concept can be used in a targeted manner.

According to another exemplary embodiment of the structural component, the bottom region of the container section extends essentially horizontally. According to another exemplary embodiment of the structural component, the edge region, particularly in the vicinity of the sealing section, defines at least approximately a plane that is inclined relative to the horizontal and is inclined downwards in the direction of travel. In this way, when used as a component arranged in the front of the vehicle, a wedge-shaped design of the vehicle can result overall. To achieve low air resistance, hoods are often designed to be aerodynamic and are inclined downwards in the direction of travel.

According to a further exemplary embodiment of the structural component, at least one wall region of the container section has reinforcing elements that can be removed from the mold in a main demolding direction, in particular in the form of beads and/or ribs with a vertical longitudinal extension. In other words, these reinforcing elements can be provided without excessive additional effort in the tool design.

According to another exemplary embodiment, the structural component is made at least partially from a recyclate. Recyclate is usually obtained from plastic waste, whereby various process steps are required, for example sorting, cleaning, processing, grinding and/or granulating. It has been shown that recyclate materials can also be used for production using thermoplastic foam injection molding.

In this way, the use of primary raw materials can be further reduced. In an exemplary embodiment, the recycled material proportion is at least 10%. In an exemplary embodiment, the recycled material proportion is at least 20%. In an exemplary embodiment, the recycled material proportion is at least 30%.

According to another exemplary embodiment, the structural component is made at least partially from a technical biopolymer. For example, technical biopolymers are biopolymers based on polylactide (PLA). Such materials can be used to replace common thermoplastics such as polypropylene or polyamide, at least in certain applications. Fiber reinforcement is possible.

Currently, such biopolymers lead to higher material costs compared to conventional thermoplastic materials. The at least partially porous design of the structural component reduces the material used and thus the costs.

According to a further exemplary embodiment, the structural component has a tive embossing has a reduced density. So-called negative embossing involves a defined opening stroke in the tool while the component solidifies. Edge areas are usually already solidified. The core, which is at least partially porous due to foaming, can be expanded further by negative embossing, so that the density in the core can be further reduced.

The foaming of the material can be supported by a targeted opening of the tool by a defined, small opening stroke before the final cooling. This so-called negative embossing is carried out on the basis of a (small) initial wall thickness and can include a stroke in the range of a few tenths of a millimeter to a few millimeters, without any additional suction of material.

The volume made available to the injected material increases accordingly. As a result, the core of the structural component in particular becomes even more porous. The cells in the component formed by the gas expand accordingly. The aim is still to create a sufficiently fine-cell foam structure with a compact edge layer.

The structural strength of the component can be further increased. This means that an even lower weight can be achieved overall under a defined load. The component takes on a sandwich character without the need for a composite construction made of several materials.

The floor area of the structural component is designed to be flat at least in sections, with the floor area having a stiffening structure with a plurality of stiffening elements, in particular with ribs and/or beads. In this way, the floor area can be designed to be sufficiently stiff and stable without external support in the floor area, for example in the case of a structural component that is at least partially self-supporting. This also applies to extreme load cases (for example driving through a pothole when loaded with heavy but movable items of luggage).

In particular, if the container section is used to hold luggage and the like, a floor area that is at least partially flat is advantageous. However, such a flat floor area has only limited rigidity without further structural measures. Reinforcement is therefore recommended. The stiffening structure is formed, for example, on the underside of the floor, or at least on significant parts of it. In this way, the upper side of the floor facing the interior (compartment) can be made sufficiently smooth.

According to a further exemplary embodiment of the structural component, a stiffening structure is formed in the edge region, in particular in the vicinity of a fastening element. This means that the edge region, which is designed similarly to a collar or a hat brim, can also be provided with a stiffening structure. This is advantageous because forces and moments in an at least partially self-supporting structure of the structural component are transmitted to a considerable extent via fastening elements in the edge region.

According to a further exemplary embodiment of the structural component, the stiffening structure has demoldable ribs in the main demolding direction, which are formed in particular on an underside of the base.

In this way, the upper side of the base facing the interior of the container section remains partially or completely smooth. Designs are also conceivable in which ribs or similar design elements are formed on the upper side of the base.

The stiffening structure has at least one structural bionic pattern made up of several stiffening elements. A structural bionic pattern uses construction methods from biology. These are transferred to technical applications. Structural bionic formations with models from the animal and plant world are suitable, which stiffen structures there and ensure a favorable ratio between weight and strength. Something similar can be achieved with technical components if a suitable structural bionic pattern is used.

Such structures can be transferred to technical conditions that are technically feasible and, above all, manufacturable in accordance with standard design principles. This applies, for example, to certain rib designs for reinforcing inherently fragile structures. It should be noted that, for example, production using plastic injection molding has certain boundary conditions, such as certain minimum wall thicknesses, minimum distances, draft angles, the avoidance of material accumulations and only limited design freedom with regard to the complexity of the tool.

According to a further exemplary embodiment of the structural component, the construction bionic pattern is selected from the group of formations consisting of the following: spider web, bamboo stalk, water lily leaf blade, mushroom lamellae, turtle shell, honeycomb, limpet shell (for example common Limpet - Patella Vulgata), diatoms (diatoms), and combinations thereof.

These formations are suitable for stiffening elements, for example to stiffen the bottom area of the structural component, which is flat at least in sections. They can also be used to stiffen the edge area, especially in the vicinity of the fastening elements. It has been shown that classic engineering stiffening structures (for example cross ribs in a 90° orientation) can be replaced in this way. However, these formations are also suitable for partial, skeletal or framework-like stiffening structures that connect different (loaded) sections of the structural component to one another.

According to a further exemplary embodiment of the structural component, the stiffening structure in the base area has a central section with a first construction bionic pattern and outer sections adjacent to the central section with a second construction bionic pattern. In this way, suitable formations can be combined with one another. This can be used to optimize properties of the structural component with regard to strength, stiffness, vibration behavior, resonance behavior, natural frequencies and the like. This can also be applied to local areas of the structural component that are exposed to specific loads.

For example, the outer areas are areas that are located to the right and left of the middle area when viewed in the direction of travel. This applies in particular to structural components where the longer side extends parallel to the transverse direction in the vehicle and the shorter side extends parallel to the longitudinal direction.

According to another exemplary embodiment of the structural component, a structural bionic pattern based on a turtle shell is provided in the middle section, while a structural bionic pattern based on mushroom lamellae or a spider web is provided in the outer sections. In this way, for example, with a flat bottom of a container section of a self-supporting structural component, a favorable ratio of strength, weight and resonance behavior is achieved. In an exemplary embodiment, the structural bionic pattern in the outer sections is fanned out towards the middle area.

According to a further exemplary embodiment, the structural component is designed as a front trunk tray, in particular as a self-supporting front trunk tray. According to a further exemplary embodiment, the structural component is designed as a rear trunk tray, in particular as a self-supporting rear trunk tray. According to a further exemplary embodiment, the structural component is designed as a spare wheel well, in particular as a self-supporting spare wheel well. According to a further exemplary embodiment, the structural component is designed as a housing for control units, at least as a partial housing thereof. According to a further exemplary embodiment, the structural component is designed as an air filter housing, at least as a partial housing thereof.

According to another exemplary embodiment, the structural component reinforces a crash structure on the body of the vehicle. This can be used, for example, when used as a front or rear trunk tray. If the structural component has sufficient inherent stability and is designed, for example, as a self-supporting structural component, the strength of the vehicle is increased, for example in the front or rear of the vehicle, if the structural component is mounted on corresponding mounts. In this way, the structural component can be connected directly or indirectly to the body and, if necessary, other load-bearing parts of the vehicle and thus have a positive effect on crash behavior. This can, in turn, lead to material savings and a weight reduction in other components of the vehicle.

• - Bereitstellung eines Referenzdesigns, das zumindest einer strukturellen Randbedingung unterliegt, die zumindest eine Referenzlast berücksichtigt,
• - Ermittlung zumindest eines Auslegungsparameters, insbesondere einer Versteifungsstruktur und/oder einer Wandstärke des Strukturbauteils,
• - rechnergestützte Analyse zu Ermittlung eines Lastzustands bei einer gegebenen Referenzlast,
• - Optimierung der Geometrie des Bauteils auf Basis des Referenzdesigns, umfassend:
  • - Optimierung des Bauteils unter Nutzung konstruktionsbionischer Verfahren zur Auswahl, Anordnung und Detailgestaltung von Versteifungselementen der Versteifungsstruktur, und
  • - Optimierung der Wandstärke des Bauteils unter Berücksichtigung einer zumindest abschnittsweise porösen Innenstruktur, wobei die Optimierung die zumindest eine strukturelle Randbedingung und das Gewicht des Strukturbauteils berücksichtigt,
• - Erzeugung eines Spritzguss-Werkzeugs auf Basis der optimierten Geometrie, und
• - Herstellung des Strukturbauteils mit der Spritzguss-Form mittels Thermoplast-Schaumspritzgießen zu Erzeugung der zumindest abschnittsweise porösen Innenstruktur.

According to a further aspect, the present disclosure relates to a method for providing an injection-molded structural component according to the disclosure, which has an edge region and at least one self-supporting base region, wherein the edge region is designed at least in sections as a collar protruding from the container section for attachment to the vehicle, with the following steps:

• - Provision of a reference design subject to at least one structural constraint taking into account at least one reference load,
• - Determination of at least one design parameter, in particular a stiffening structure and/or a wall thickness of the structural component,
• - computer-aided analysis to determine a load state for a given reference load,
• - Optimization of the geometry of the component based on the reference design, including:
  • - Optimisation of the component using construction bionic methods for the selection, arrangement and detailed design of stiffening elements of the stiffening structure, and
  • - Optimisation of the wall thickness of the component taking into account an at least partially porous internal structure, whereby the optimisation takes into account at least one structural boundary condition and the weight of the structural component,
• - Creation of an injection molding tool based on the optimized geometry, and
• - Production of the structural component with the injection mold by means of thermoplastic foam injection molding to produce the internal structure which is at least partially porous.

In this way the task of revelation is solved.

It is understood that the method according to the disclosure can be designed analogously to the embodiments of the structural component according to the disclosure.

• - Definition eines definierten Öffnungshubs des Spritzguss-Werkzeugs zur Wandstärkenerhöhung und Reduzierung der Dichte des Strukturbauteils.

According to an exemplary embodiment of the method, the step of optimizing the geometry of the component further comprises:

• - Definition of a defined opening stroke of the injection molding tool to increase the wall thickness and reduce the density of the structural component.

The optimization relates, for example, to measures to increase the wall thickness while reducing the given density. For this purpose, measures to create a porous internal structure can be used. The optimization can also relate to the creation and design of structural stiffeners, for example a rib structure and/or bead structure.

Optimization is usually carried out in a specific application area, for example in the floor area or edge area. Optimization usually involves measures to achieve a certain strength and rigidity of the structural component, while reducing the weight of the component.

Basic patterns and formations of similarly loaded biological models from the animal or plant world can be used for surface stiffening. The transfer to technical structures includes, for example, a reduction of the formations to their basic structures. Furthermore, the stiffening elements are usually arranged and adapted taking into account given load paths (force paths). The design and arrangement takes into account a design suitable for production.

Suitable biological formations include diatoms (diatoms), radiolarians (radiolarians), shell structures (such as turtles) and flat leaf structures (such as water lilies). These formations can be combined with one another. It is advisable to arrange them at least in sections in stressed areas, for example taking the main demolding direction into account.

It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present disclosure.

• 1: eine vereinfachte perspektivische Ansicht eines als Behältnis dienenden Strukturbauteils;
• 2: eine vereinfachte Seitenansicht des Strukturbauteils gemäß 1 in einem in einen Vorderwagen eines Fahrzeugs eingebauten Zustand;
• 3: eine perspektivische Ansicht einer Ausführungsform eines gegenüber der Darstellung in 1 weiter detaillierten Strukturbauteils;
• 4: eine frontale Ansicht des Strukturbauteils gemäß 3;
• 5: eine weitere Ansicht des Strukturbauteils gemäß 3, von unten her;
• 6: eine Detailansicht des in 5 gezeigten Strukturbauteils;
• 7: eine schematische Ansicht zur Veranschaulichung einer Versteifungsstruktur mit verschiedenen Abschnitten;
• 8: eine weitere schematische Ansicht einer Versteifungsstruktur mit verschiedenen Abschnitten, die auf konstruktionsbionischen Mustern beruhen;
• 9: eine weitere schematische Ansicht einer Versteifungsstruktur mit einem konstruktionsbionischen Muster;
• 10-15: verschiedene schematische Darstellungen konstruktionsbionischer Muster, die zur Erzeugung von Versteifungsstrukturen nutzbar sind;
• 16: eine vereinfachte perspektivische Ansicht einer Ausführungsform eines als Behältnis dienenden Strukturbauteils;
• 17: eine weitere perspektivische Ansicht auf Basis von 17 zur Veranschaulichung einer gerüstartigen konstruktionsbionischen Versteifungsstruktur;
• 18: eine perspektivische Ansicht einer weiteren Ausführungsform eines als Behältnis dienenden Strukturbauteils;
• 19: eine schematische, vereinfachte Ansicht eines Werkzeugs zur Veranschaulichung eines Prozesses zur Erzeugung eines geschäumten Spritzguss-Bauteils;
• 20 und 21: schematische, vereinfachte Ansichten eines Werkzeugs zur Veranschaulichung eines Prozesses zur Erzeugung eines mittels Negativprägen erzeugten Spritzguss-Bauteils mit verringerter Dichte; und
• 22: ein Blockdiagramm zur Veranschaulichung einer Ausführungsform eines Verfahrens zur Bereitstellung eines Spritzguss-Strukturbauteils.

Further features and advantages of the disclosure will become apparent from the following description and explanation of several exemplary embodiments with reference to the drawings.

• 1 : a simplified perspective view of a structural component serving as a container;
• 2 : a simplified side view of the structural component according to 1 in a state installed in the front of a vehicle;
• 3 : a perspective view of an embodiment of a device compared to the illustration in 1 further detailed structural component;
• 4 : a frontal view of the structural component according to 3 ;
• 5 : another view of the structural component according to 3 , from below;
• 6 : a detailed view of the 5 shown structural component;
• 7 : a schematic view illustrating a stiffening structure with different sections;
• 8th : another schematic view of a stiffening structure with different sections based on construction bionic patterns;
• 9 : another schematic view of a stiffening structure with a construction bionic pattern;
• 10-15 : various schematic representations of construction bionic patterns that can be used to create stiffening structures;
• 16 : a simplified perspective view of an embodiment of a structural component serving as a container;
• 17 : another perspective view based on 17 to illustrate a scaffold-like construction bionic stiffening structure;
• 18 : a perspective view of a further embodiment of a structural component serving as a container;
• 19 : a schematic, simplified view of a tool to illustrate a process for producing a foamed injection-molded component;
• 20 and 21 : schematic, simplified views of a tool to illustrate a process for producing an injection-molded component with reduced density produced by negative embossing; and
• 22 : a block diagram illustrating an embodiment of a method for providing an injection-molded structural component.

With reference to the 1 and 2 a basic design of a structural component is illustrated, to which various aspects of the present disclosure are applicable. In addition, on the basis of the 1 and 2 to the more detailed representation of a structural component in the 3-5 referred to.

Further exemplary designs of relevant structural components are described in connection with the 16 , 17 and 18 With regard to various features, reference is made in this context to the following description of the 1-5 The person skilled in the art will consult these embodiments in order to understand the embodiments according to the 16-18 and other embodiments as required.

1 shows a perspective view of a structural component designated 10, which serves as a container. In the exemplary embodiment, the structural component 10 is designed as a trunk tray 12, for example as a front trunk tray 12, compare 2 . This in 1 The structural component 10 shown has a container section 20 which defines a compartment (interior) 22. The container section 20 is designed approximately like a tub or trough. In the exemplary embodiment, the container section 20 comprises a base region 24 and wall regions 28, 30, 32, 34 which, together with the base region 24, delimit the compartment 22.

In 1 the direction of travel (when driving forward) is also illustrated by an arrow marked 38, compare again 2 . Therefore, the wall area 28 can be referred to as the front wall, the wall area 30 as the rear wall and the wall areas 32, 34 as the side walls.

In 1 Arrows labeled 40, 42, 44 illustrate a Cartesian coordinate system. Arrow 44 indicates the vertical extension (vertical). Arrows 40, 42 are oriented horizontally and at right angles to the vertical (arrow 44). Arrows 40, 42 are oriented at right angles to one another. Arrow 40 indicates a longitudinal extension (longitudinal direction), essentially parallel to the direction of travel 38. Arrow 42 indicates a lateral extension (lateral direction/transverse direction), essentially at right angles to the direction of travel 38. Arrow 38 is parallel to a vertically oriented longitudinal center plane through the vehicle, which is defined in the exemplary embodiment by arrows 40, 44. In the exemplary embodiment, the longitudinal center plane intersects structural component 10 approximately in the middle. In the exemplary embodiment, the coordinate system 40, 42, 44 serves to illustrate directions and absolute/relative positions and orientations. It is understood that other coordinate systems can also be used to describe embodiments according to the disclosure. The person skilled in the art can carry out any transformations.

In 1 is further indicated by 46 on a double arrow, which illustrates a main demolding direction for the structural component 10. The main demolding direction 46 is parallel or substantially parallel to the vertical 44 in the exemplary embodiment. However, this is not to be understood as limiting.

Design elements of the structural component 10 that can be demolded in the main demolding direction 46 reduce the manufacturing effort and the tool effort and in particular the effort to produce an injection molding tool for producing the structural component 10. According to an exemplary embodiment, the structural component 10 can be produced with an open-close tool, without lateral slides, movable cores and the like. Other designs are nevertheless conceivable.

An edge region 48 surrounds the container section 20. In the exemplary embodiment, the edge region 48 is provided at the upper end of the container section 20. The edge region 48 surrounds the container section 20 similar to a collar or a brim. In exemplary embodiments, the structural component 10 is designed to be self-supporting or at least partially self-supporting. This includes for example, a support/support of the structural component 10 primarily via the edge region 48 and fastening elements 50 arranged there. In other words, for example, the base region 24 or the container section 20 "hang" freely at least in sections without additional support. Due to the not inconsiderable size of the structural component 10 and the container section 20, this requires measures to increase the strength and stiffen it.

2 shows a perspective side view of a front section 62 of a vehicle 60. The front section 62 accommodates a structural component in the form of a trunk tray 12. The trunk tray 12 has a floor area 24 and an opening 36 facing away from it. In the embodiment according to the 1 and 2 the edge region 48 surrounds the opening 36 of the compartment 22. The opening 36 and the compartment 22 can be closed by a front hood 64.

The representation according to 2 further illustrates that in the embodiment, the floor area 24 is aligned essentially horizontally. In contrast, the edge area 48 or the opening 36 define a plane 66 which is slightly inclined downwards in the direction of travel 38 (forward travel). In this way, the desire for low flow resistance at the front of the vehicle 62 is taken into account. The 2 The arrangement of the trunk tray 12 shown is particularly suitable for battery-electric vehicles (BEV), but also for other vehicle types. In a fundamentally similar manner, structural components according to the disclosure can be provided in the rear of the vehicle or elsewhere.

With additional reference to the 3-6 is based on the 1 and 2 which illustrates the structural component 10 shown there in higher level of detail. 3 shows a perspective view. 4 shows a frontal view, 5 shows a view from below. 6 shows a detailed view of a 5 shown excerpt.

The structural component 10 functions as a (frontal) trunk tray 12 and is provided with a trough-like or tub-like container section 20 that surrounds a compartment (interior) 22. The container section 20 comprises a floor area 24 and wall areas 28 (front wall), 30 (rear wall), 32 (side wall), 34 (side wall). Above the container section 20 of the structural component 10, an edge area 48 is provided, which is designed as a peripheral edge area. Essential sections and design elements of the structural component 10 can be demolded in the main demolding direction 46.

The edge area 48 is slightly inclined downwards in the direction of travel 38. The structural component 10 is suitable as a trunk tray 12 in the front end 62 of a vehicle 60, compare again 2 The compartment 22 functions as an interior space for accommodating items of luggage and the like. During operation of the vehicle, such loads can exert certain loads on the structural component 10 and in particular the container section 20.

On the one hand, this concerns static loads due to the weight of the load. Furthermore, dynamic loads caused by inertia can occur, for example when driving through potholes, forces and impacts in the vertical direction (see double arrow 44). Such loads act vertically on the floor area 24, for example. During acceleration and braking, forces can occur in the longitudinal direction (double arrow 40), for example forces and impacts on the rear wall 30 during acceleration and forces and impacts on the front wall 28 during braking. When cornering, forces and impacts oriented in the transverse direction (double arrow 42) can occur on the side walls 32 (left turn) or 34 (right turn). The structural component 10 should be designed in such a way that it can withstand such loads and impacts permanently. If possible, this should be achieved with a low weight (equivalent to material requirements).

According to the disclosure, the plastic injection molding material of the structural component 10 is porous at least in sections, which reduces the overall density of the component. Preferably, areas close to the surface of the structural component 10 are designed to be compact (non-porous). On the other hand, it is preferred to design the core within the component in particular to be porous. Thermoplastic foam injection molding is suitable for this purpose. In this way, considerable weight savings can be achieved compared to compact structural components with comparable strength and rigidity. This is also possible on an industrial scale in the field of mass production or series production with a high level of process reliability. Furthermore, so-called biopolymers and/or so-called recyclate can be processed using thermoplastic foam injection molding if required. In this way, the proportion of petroleum-based primary raw materials can be reduced.

The 3 , 4 and 5 The structural component 10 shown in the form of a trunk tray 12 has various fastening elements 50, 52, 54, which in the exemplary embodiment are formed in the edge region 48. For example, a recess in the form of a through hole is suitable as a fastening element. Here, a fastening element, in the form of a screw, a plug or a rivet. Other fastening elements are conceivable, such as open or closed recesses, adhesive surfaces, contact surfaces, fitting surfaces, projections and the like. Fastening elements can be designed for force-fitting/frictional fastening, material-fitting fastening and/or positive fastening.

In the exemplary embodiment, a sealing section 70 is provided at the transition between the container section 20 and the edge region 48, which is designed as a circumferential sealing section, for example. In this way, a seal can be accommodated on the sealing section 70. This can result in a sufficiently tight cover for the trunk tray 12, for example when the hood of the vehicle is closed.

The 3 and 4 show that the structural component 10 further has a support area 74 in the area of the side wall 32 and the opposite side wall 34, which is designed as a step in the side wall 32, 34. The structural component 10 can also rest and be fastened at least in sections via the respective support area 74. Fastening elements 76 are suitable for fastening, which in the exemplary embodiment are designed as projections in the form of domes. In this way, the actual self-supporting area of the structural component 10 can be reduced. Furthermore, the 3 and 4 in summary, vertically extending stiffening elements 80 which are arranged in the wall areas 28, 30, 32, 34. The stiffening elements 80 are designed, for example, as beads or curvatures with a vertical longitudinal extension. The stiffening elements 80 can be demolded in the main demolding direction 46.

In 4 82 indicates an application area that includes at least a section of the base area 28 of the structural component 10. In the application area 82, measures to increase the strength/rigidity are recommended. 5 shows a view of the structural component 10 from below, with the application area 82 highlighted as an example. There - in the base area 24 - a stiffening structure 90 with a construction bionic pattern 92 is provided. The construction bionic pattern 92 comprises stiffening elements 94, for example in the form of beads or ribs. In the exemplary embodiment, the construction bionic pattern 92 is modeled on a spider's web, with stiffening elements 94 in the form of ribs simulating the formation. In this way, a sufficiently resilient stiffening structure 90 can be produced with little use of material (at low weight).

In 5 Furthermore, 84 designates a local application area, which in the exemplary embodiment is arranged in the edge region 48 in the vicinity of the fastening element 54. It is understood that the edge region 48 can also serve as an application area in other sections or extensively. 6 shows an enlarged view of the application area 84 in the vicinity of the fastening element 54. A stiffening structure 96 with a structural bionic pattern 92 is provided, which comprises stiffening elements 98. The stiffening elements 98 have a fanned-out design. The structural bionic pattern 92 is based on the leaf structure of a water lily, in particular the support structure of the leaf blade (compare Amazon giant water lily, leaf underside). A segment of this biological formation is adapted to the given shape in the vicinity of the fastening element 54. This stiffening structure 96 can be provided distributed around the edge region 48 of the structural component 10, at least covering further sections thereof.

7 illustrates, by means of a schematically greatly simplified representation, a further embodiment of a stiffening structure 90 which is used in an application area 82, compare the application area 82 in the floor area 24 in the 4 and 5 . In 7 the application area 82 is divided into several sections 100, 102, 104 in which the stiffening structure 90 is formed. Arrow 38 indicates the direction of travel and thus the arrangement of the sections. Section 100 is a central, middle section. Sections 102, 104 are lateral sections between which section 100 is arranged.

8th based on the representation according to 7 and shows that the structural bionic pattern 92 in sections 100, 102, 104 can be modeled on various biological formations. Section 100 is, for example, based on a turtle shell. Sections 102, 104 each have a segment section with a radially aligned, beam-shaped design and with reinforcing, concentrically oriented ring sections. The formations arranged in sections 100, 102, 104 can form stiffening elements, in particular ribs in the base area 24 of the structural component 10, compare again 4 and 5 In the exemplary embodiment, the formations of the lateral sections 102, 104 are fanned out in the direction of the section 100. In the exemplary embodiment, the imaginary center of the formations in the lateral sections 102, 104 is placed outside the application area 82.

Similarly, 9 an application area 82 for a construction bionic pattern 92. In 9 the formation 120 formed is based on the leaf structure of a water lily, in particular the support structure of the leaf blade (compare Amazon giant water lily, leaf underside). This also makes it possible to achieve a good compromise between strength and weight. If such a structure is provided in the floor area 24 of a structural component 10 serving as a trunk tray 12, this results in a favorable adaptation to the "pothole" load case.

The 10-13 illustrate further construction bionic patterns that are modeled on biological formations. These patterns can serve as a model for a selected stiffening structure in structural component 10. 10 shows a formation 122 modeled after a turtle shell. 11 shows a formation 124 modeled on the lamellar structure on the underside of a mushroom cap. The formation 124 is forked or branched. 12 shows a formation 126 modeled on the lamellar structure on the underside of a mushroom cap. The formation 126 is radially oriented, with radial lamellae being connected to neighboring lamellae via offset connecting lamellae. 13 shows a formation 128 modeled on the lamellar structure on the underside of a mushroom cap. The formation 128 is radially oriented, with intermediate lamellae arranged between radially extending lamellae, also with radial orientation, which are spaced from the center of the pattern.

14 and 15 show further construction bionic patterns that are modeled on biological formations, namely diatoms (diatoms). 14 shows a formation 130 with a centric orientation, with the resulting pattern having concentric and radial elements. 15 shows a formation 132 with a boat-shaped orientation (pennate diatoms) and a rod-shaped inner structure arranged in a bulbous outer shape, which extends from a center to the two ends of the boat shape. The formations 130, 132 can be used as models for stiffening structures with correspondingly designed stiffening elements (in particular ribs or beads).

16 shows a perspective schematic view of another structural component that can be used as a trunk tray 212. 16 the surfaces of the trunk tray 212 facing a user when it is installed in the front of a vehicle. The trunk tray 212 has a container section 220 which is designed in the manner of a trough or tub and defines a compartment 222. In the upper area, the container section 220 is adjoined by a peripheral edge region 248 which supports the container section 220 at least in sections.

In the 16 The structure of the trunk tray 212 shown is in 17 shown in dashed lines, and forms a tub-shaped insert 300. 17 shows that the trunk tray 212 comprises a stiffening structure 290 with a construction bionic pattern 292. In the exemplary embodiment, the stiffening structure 290 forms a type of skeleton, skeleton or frame for the tray-shaped insert 300. The net-like stiffening structure 290 has stiffening elements 294 that form belts or bands that connect neuralgic points of the structural component forming the trunk tray 212. This creates the framework for the insert 300 received therein or held thereon. The stiffening structure 290 extends over fastening elements 250, 252, 254 and connects these to one another via belts or bands. This creates an organic lightweight structure that is adapted to the given loads and nevertheless ensures the required strength. Here, too, a porous inner structure produced by means of foaming can contribute to further weight savings.

18 illustrates a perspective view of another structural component, which in the exemplary embodiment is designed as a trunk tray or spare wheel tray 312. Similar to the structural components already described above, the spare wheel tray 312 has a container section 320 which includes a compartment 322. The compartment 322 is designed, for example, to accommodate a spare wheel. A peripheral edge 348 is formed at the upper end of the container section 320.

Also in 18 The structural component illustrated can have a porous internal structure produced by means of foaming, which contributes to weight savings. Furthermore, stiffening structures can be formed with structural bionic patterns that use biological formations. Other conceivable structural components are, for example, housings for control units and other electronic components, housings for air filters, fuse boxes and the like. Such structural components can also be produced using foaming and/or structural bionic patterns with high strength on the one hand and low weight on the other.

19 illustrates, using a schematic, highly simplified representation, a tool 400 for producing a component 410 by means of thermoplastic foam injection molding. The tool 400 comprises a nozzle side 402 and an ejector side 404, which together form a mold (cavity) 406 for the component 410. In the exemplary embodiment, an extruder 412 is coupled to the nozzle side 402, which introduces a molten molding compound 420 (usually glass fiber reinforced polymers) under pressure into the mold 406 in the tool 400 in order to form the component 410 there. However, a reservoir 414 or a supply line for a foaming agent is also coupled to the extruder 412, wherein the foaming agent can be supplied via a valve 416. In this way, the foaming agent can be mixed into the molten mass 420 and form a porous region 422 in the component 410. In this way, the overall density of the component 410 can be reduced.

The 20 and 21 illustrate a tool 500 for producing a component 510 using a schematic, highly simplified representation. The tool 500 can basically be based on the tool 400 according to 19 In other words, the tool 500 can also be designed for thermoplastic foam injection molding. The tool 500 has a nozzle side 502 and an ejector side 504, which together form a mold 506 for the component 510. In the exemplary embodiment, an extruder 512 is coupled to the nozzle side 502, with which a molten molding compound (to which a foaming agent is optionally added) can be introduced into the mold 506 under pressure in order to form the component 510 there.

The tool 500 is capable of having a defined opening stroke (arrow 526 in 21 ) before the workpiece 510 has completely solidified inside. The resulting negative pressure ensures that the workpiece 510 is stretched in the demolding direction, compare the height (wall thickness) 524, which is in 21 in comparison to 20 has increased. The aim is not to suck in material from the extruder 512. Instead, the aim is to increase any porosity that may already be present due to thermoplastic foam injection molding by having existing pores take up more space in the component 510 after the opening stroke (return stroke, negative embossing). As a result, the density of the component 510 can be further reduced.

With reference to 22 An exemplary embodiment of a method for providing a structural component with optimized weight is illustrated using a schematic block diagram.

The method comprises a step S10, which comprises the provision of a reference design. The reference design is, for example, a design that at least sufficiently satisfies external constraints, for example with regard to installation space, volume in the interior, external dimensions and the like.

This is followed by a step S12, which includes determining at least one design parameter. The design parameter is, for example, a wall thickness of the structural component, which can result from measures to increase the porosity. The design parameter is, for example, a reduced density resulting from various measures to increase the porosity (foaming, return stroke in the tool). The design parameter is, for example, a stiffening structure, such as a selected biological formation to create a structural bionic pattern.

This is followed by a step S14, which includes a computer-aided analysis to determine a load state for a given reference load. For example, this includes certain load cases that arise with a given load and certain operating conditions (acceleration, braking, cornering, potholes and the like). These can be static and/or dynamic loads. The analysis is usually carried out computer-aided using FEM or comparable numerically supported methods.

A subsequent step S16 concerns the optimization of the component geometry and includes optional sub-steps S18, S20, S22, which can contribute to an optimization of the geometry of the structural component based on the reference design. This can include a variation of the design parameter. For example, sub-step S18 relates to the optimization of a stiffening structure using bionic construction patterns that are based on existing biological formations. In this way, for example, uniform patterns created by engineering (for example cross ribs with 90° orientation) can be replaced or supplemented.

For example, sub-step S20 relates to the optimization of the internal structure of the component by deliberately introducing porosity using thermoplastic foam injection molding. Any loss of strength can be avoided or compensated for by adjusting the wall thickness or the degree of porosity. For example, sub-step S22 relates to a further increase in the degree of porosity of the component by applying a defined opening stroke (return stroke, negative embossing) in the tool during the production of the component using thermoplastic foam injection molding. Any loss of strength can be avoided or compensated for by adjusting the wall thickness or the degree of porosity.

The sub-steps S20 and/or S22 can result in an increase in wall thickness. However, this does not necessarily lead to an increase in weight if the resulting density can be reduced proportionally or disproportionately. Conversely, components with a higher wall thickness often have increased strength and dimensional stability or form stability.

It goes without saying that the optimization step S16 can also include the selection of a suitable material for the molding compound. Common engineering plastics that can be processed using thermoplastic injection molding are suitable. The materials are usually fiber-reinforced. However, it is also conceivable to use so-called recyclate and/or so-called biopolymers, at least in part, instead of petroleum-based primary raw materials. In this way, the CO ₂ balance of the component can be further improved.

The optimization step S16 is followed by a step S24, which includes the creation and provision of a tool for the plastic injection molding process. The tool and in particular its shape (cavity) is created taking the optimization results into account. The tool can be set up for thermoplastic foam injection molding. The tool can be set up to apply a defined opening stroke (return stroke, negative embossing) in order to increase the porosity introduced into the component.

This is followed by a step S 26, which focuses on the actual production of the structural component by means of injection molding, in particular by means of thermoplastic foam injection molding.

Claims (25)

Structural component (10) for a vehicle (60), comprising: - a trough-shaped container section (20, 220, 320) which forms a compartment (22, 222, 322) and defines a floor region (24) and two or more wall regions (28, 30, 32, 34) which are inclined at least in sections with respect to the floor region, - an edge region (48, 248, 348), wherein fastening elements (50, 52, 54) are provided in the edge region (48, 248, 348) which are arranged distributed around the container section (20, 220, 320), wherein the two or more wall regions (28, 30, 32, 34) extend between the floor region (24) and the edge region (48, 248, 348), and wherein the edge region (48, 248, 348) is designed at least in sections as a collar protruding from the container section (20, 220, 320) for fastening to the vehicle (60), wherein at least the base region (24) is self-supporting, and wherein the container section (20, 220, 320) and the edge region (48, 248, 348) are formed from a fiber-reinforced thermoplastic material that can be processed by means of injection molding, characterized in that the structural component (10) has at least in sections a porous inner structure (422) which is produced by foaming the thermoplastic material (420), the base region (24) is designed to be flat at least in sections and has a stiffening structure (90) with a plurality of stiffening elements (94, 98), and the stiffening structure (90, 96) has at least one structural bionic pattern formed from a plurality of stiffening elements (92). Structural component (10) according to Claim 1 , wherein the bottom region (24) is offset in a main demolding direction (46) relative to the edge region (48, 248, 348). Structural component (10) according to Claim 1 or 2 , wherein the structural component (10) is manufactured by means of an open-close tool (400, 500). Structural component (10) according to one of the Claims 1 - 3 , further comprising a circumferential sealing portion (70) adjacent an upper end of the container portion (20, 220, 320). Structural component (10) according to one of the Claims 1 - 4 , wherein the fastening elements (50, 52, 54) in the edge region (48, 248, 348) are selected from the group consisting of the following: adhesive surfaces, fastening holes, domes, elevations, depressions and fastening tabs. Structural component (10) according to one of the Claims 1 - 5 , wherein at least one wall region (34) of the container portion (20, 220, 320) is stepped and has a support region (74) which extends parallel to the bottom region (24). Structural component (10) according to Claim 6 , wherein at least one fastening element (76) is formed in the support region (74) of the wall region (34), Structural component (10) according to Claim 6 or 7 , wherein at least one fastening element (76) designed as an adhesive surface is formed in the support region (74) of the wall region (34). Structural component (10) according to one of the Claims 1 - 8th , wherein the container portion (20, 220, 320) has a front wall (28), a rear wall (30) and a first and a second side wall (32, 34), wherein the front wall (28) in a direction of travel (38) of the vehicle (60) is offset from the rear wall (30). Structural component (10) according to one of the Claims 1 - 9 , wherein the bottom region (24) of the container section (20, 220, 320) extends horizontally, and/or wherein the edge region (48, 248, 348) defines a plane inclined with respect to the horizontal, which is inclined downwards in the direction of travel (38). Structural component (10) according to one of the Claims 1 - 10 , wherein at least one wall region (28, 30, 32, 34) of the container section (20, 220, 320) has stiffening elements (80) which can be demolded in a main demolding direction (46), Structural component (10) according to one of the Claims 1 - 11 , wherein the structural component (10) is at least partially made from a recycled material. Structural component (10) according to one of the Claims 1 - 12 , wherein the structural component (10) is at least partially made of a technical biopolymer. Structural component (10) according to one of the Claims 1 - 13 , wherein the structural component (10) has a density reduced by means of negative embossing. Structural component (10) according to one of the Claims 1 - 14 , wherein the stiffening structure (90) has a plurality of stiffening elements (94, 98) in the form of ribs and/or beads. Structural component (10) according to one of the Claims 1 - 15 , wherein a stiffening structure (96) is formed in the edge region (48, 248, 348), Structural component (10) according to one of the Claims 1 - 16 , wherein the stiffening structure (90, 96) has demoldable ribs in the main demolding direction, Structural component (10) according to one of the Claims 1 - 17 , wherein the structural bionic pattern (92) is selected from the group of formations consisting of: spider web, bamboo stalk, water lily leaf blade, mushroom lamellae, turtle shell, honeycomb, limpet shell, diatoms, and combinations thereof. Structural component (10) according to one of the Claims 1 - 18 , wherein the stiffening structure (90, 96) at the base region (24) has a central section (100) with a first structural bionic pattern and outer sections (102, 104) adjacent to the central section (100) with a second structural bionic pattern. Structural component (10) according to Claim 19 , wherein in the central region (100) a construction bionic pattern is provided which is designed to resemble a turtle shell, and wherein in the outer regions (102, 104) a construction bionic pattern is provided which is designed to resemble mushroom lamellae or a spider web. Structural component (10) according to one of the Claims 1 - 20 , wherein the structural component (10) is designed as a rear or front trunk tray, spare wheel well or as a control unit housing. Structural component (10) according to one of the Claims 1 - 21 , wherein the structural component (10) reinforces a body-side crash structure of the vehicle (60). Method for providing an injection-molded structural component (10) according to one of the Claims 1 - 22 , which has an edge region (48, 248, 348) and at least one self-supporting base region (24), wherein the edge region (48, 248, 348) is designed at least in sections as a collar protruding from the container section (20, 220, 320) for fastening to the vehicle (60), with the following steps: - provision of a reference design which is subject to at least one structural boundary condition which takes into account at least one reference load, - determination of at least one design parameter, - computer-aided analysis to determine a load state for a given reference load, - optimization of the geometry of the structural component (10) on the basis of the reference design, comprising: - optimization of the structural component (10) using construction bionic methods for the selection, arrangement and detailed design of stiffening elements (94, 98) of the stiffening structure (90, 96), and - optimization of the wall thickness (524) of the structural component (10) taking into account a at least partially porous inner structure (422), wherein the optimization takes into account the at least one structural boundary condition and the weight of the structural component (10), - producing an injection molding tool (400, 500) on the basis of the optimized geometry, and - producing the structural component (10) with the injection mold by means of thermoplastic foam injection molding to produce the at least partially porous inner structure (422). Procedure according to Claim 23 , wherein the at least one design parameter is a stiffening structure (90, 96) and/or a wall thickness (524) of the structural component (10). Procedure according to Claim 23 or 24 , wherein the optimization of the geometry of the structural component (10) further comprises: - definition of a defined opening stroke (526) of the injection molding tool (400, 500) for increasing the wall thickness and reducing the density of the structural component (10).

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