Floor trim member for a vehicle and arrangement structure of the floor trim on a vehicle body

Abstract

The invention relates to a floor trim part (12) for a vehicle, having an air guide region (20) which is provided at its rear end, seen in the longitudinal direction (16) of the vehicle, with a splitting edge (28) at which an air flow (26) guided along the air guide region (20) during forward movement of the vehicle is split in a defined manner, wherein at least one longitudinal region (L) of the splitting edge (28) is formed in a non-straight manner when projected onto a plane defined by the vehicle transverse direction (18) and the vehicle longitudinal direction (16). The floor trim part is characterized in that the air guide region (20) having the splitting edge (28) is a second air guide region which adjoins a first air guide region (14) in the longitudinal direction (16) of the vehicle towards the rear and is inclined with respect to the first air guide region (14) such that the second air guide region extends away from the first air guide region (14) in the longitudinal direction (16) of the vehicle from the front lower side towards the rear upper side, and the splitting edge (28) is arranged behind the second air guide region (20) and is designed in such a way that the air flow changes its direction significantly downwards in the vehicle vertical direction.

Description

Field of the Invention

[0001] The present invention relates to a floor lining for a vehicle. The present invention also relates to an arrangement structure of the floor lining on a vehicle body (Aufbau). Background Art

[0002] DE 10 2013 219 549 A1 discloses a cover for a floor lining, which is used to at least partially cover an automobile floor. The cover has at least one first region and at least one second region that is elastically deformable and softer than the first region and is adjacent to the first region. A lining for a motor vehicle floor is also known from DE 201 16 286 U1. EP2 435 288 B1 discloses a vehicle with an air guiding device. An air guiding device for an automobile is also known from DE 10 2009 040 678 A1.

[0003] An air guiding device for a chassis steering gear is known from DE 10 2015 005 013 A1 of the same type. It is designed in a planar shape and at least partially spans the chassis steering gear from below at the installation position. When the air guiding device is used as specified, the air flow flows along the surface of the air guiding device, and the air flow separates from the air guiding device at an outflow edge with a continuously changing spatial orientation. Summary of the Invention

[0004] The object of the present invention is to provide a floor lining for a vehicle and an arrangement structure of the floor lining on a vehicle body, so that very favorable vehicle aerodynamics can be achieved.

[0005] A first aspect of the present invention relates to a floor lining for a vehicle, especially a sedan. The floor lining is thus used in a fully manufactured state of the vehicle to at least partially cover downward in the vehicle vertical direction and thus line the vehicle floor, also called the bottom. The floor is constituted by a vehicle body, for example, designed as a self-supporting body, wherein the floor at least partially, especially at least mainly or completely, defines an interior of the vehicle, also called a passenger compartment, downward in the vehicle vertical direction.

[0006] The floor lining has a wind guiding area, and a flow splitting edge / air flow separation edge is provided at the rear end of the wind guiding area when viewed in the vehicle longitudinal direction. When the vehicle is moving forward, the air flow guided along the wind guiding area separates in a defined manner at the flow splitting edge. Here, at least one longitudinal area of the flow splitting edge is formed in a non-straight form when projected onto a plane defined by the vehicle transverse direction (y direction in the vehicle coordinate system) and the vehicle longitudinal direction (x direction in the vehicle coordinate system). By the irregular design of the flow splitting edge, the flow resistance can be reduced and the subsequent shear layer (Scherschicht) can be stabilized.

[0007] The floor lining has a first air guiding region and a second air guiding region. The second air guiding region adjoins, in particular directly, the first air guiding region in the longitudinal direction of the vehicle and to the rear, especially immediately behind, in the installation position of the floor lining. The floor lining is in its installation position in the fully manufactured state of the vehicle and is thus in this installation position when the floor lining or the floor lining including the floor lining is held at least indirectly, in particular directly, on the vehicle body and is thus arranged, in particular in the vertical direction of the vehicle, below the floor. The feature that "the second air guiding region adjoins the first air guiding region directly to the rear in the longitudinal direction of the vehicle" especially means that there are no other regions of the floor lining provided between the first air guiding region and the second air guiding region in the longitudinal direction of the vehicle. The second air guiding region is inclined with respect to the first air guiding region and extends away from the first air guiding region in the longitudinal direction of the vehicle from the front lower side to the rear upper side at the installation position of the floor lining. That is, the second air guiding region has a ramp-like course that rises against the direction of travel of the vehicle, i.e., when looking towards the rear of the vehicle. Therefore, for example, when the vehicle is moving forward, the air flowing along the floor lining and thus along the air guiding region, especially on the side of the floor lining that faces away from the floor and points downward in the vertical direction of the vehicle, is guided upward in the vertical direction of the vehicle by means of the ramp-like second air guiding region, i.e., especially from the front lower side to the rear upper side in the longitudinal direction of the vehicle. The air flowing along the air guiding region or the floor lining is also referred to as an air flow or forms an air flow, which can be purposefully and advantageously guided by means of the air guiding region.

[0008] The feature that "the second air guiding region is inclined with respect to the first air guiding region and extends away from the first air guiding region in the longitudinal direction of the vehicle from the front lower side to the rear upper side" especially means that the front end of the second air guiding region in the longitudinal direction of the vehicle is arranged lower in the vertical direction of the vehicle than the rear end of the second air guiding region in the longitudinal direction of the vehicle. When looking from the front to the rear in the longitudinal direction of the vehicle, the second air guiding region starts at its front end, where the first air guiding region ends, for example. In addition, the second air guiding region ends at its rear end. Therefore, the feature that "the second air guiding region is inclined with respect to the first air guiding region" especially means that the imaginary straight line connecting the front end and the rear end is inclined, for example, with respect to the first air guiding region or with respect to the longitudinal direction of the vehicle and / or with respect to the vertical direction of the vehicle and thus especially extends inclined with respect to the imaginary plane defined by the longitudinal direction of the vehicle and the transverse direction of the vehicle. Here, the rear end of the second air guiding region is arranged further to the rear in the longitudinal direction of the vehicle than the front end of the second air guiding region.

[0009] The dividing edge follows the second air guiding region in the longitudinal direction of the vehicle and is thus arranged behind the second air guiding region in the longitudinal direction of the vehicle and thus especially against the direction of travel of the vehicle, especially behind the rear end of the second air guiding region. In principle, it is conceivable that the dividing edge adjoins the second air guiding region directly to the rear in the longitudinal direction of the vehicle, which especially means that there are no other regions of the floor lining provided between the second air guiding region and the dividing edge in the longitudinal direction of the vehicle. Here, in particular, it is conceivable that the dividing edge adjoins the second end of the second air guiding region directly to the rear in the longitudinal direction of the vehicle or is arranged at the second end of the air guiding region.

[0010] Furthermore, at least one longitudinal section of the diversion edge is designed to be non-straight when looking at the floor trim from above in the vehicle vertical direction within one or the aforementioned planes defined by the vehicle transverse direction and the vehicle longitudinal direction. This especially means that at least the longitudinal section of the diversion edge has a non-straight, i.e., different from straight or rectilinear, course within the plane defined by the vehicle transverse direction and the vehicle longitudinal direction, also referred to as the x-y plane. It is particularly preferably provided that the diversion edge has a non-straight course within the x-y plane at least in its main extent extending in the vehicle transverse direction, i.e., within a range exceeding half of its extent extending in the vehicle transverse direction. In other words, the feature "the diversion edge is designed to be non-straight at least in the longitudinal section within the x-y plane" means that at least the longitudinal section of the diversion edge is designed to be non-straight in a top view, i.e., along a line of sight from below to above or from above to below in the vehicle vertical direction.

[0011] It has proven to be very advantageous that the diversion edge has a non-straight course within the x-y plane over its entire extent extending in the vehicle transverse direction, i.e., is designed to be non-straight. The feature "at least the longitudinal section of the diversion edge is designed to be non-straight within the x-y plane" especially means that, for example, the projection of the diversion edge extending perpendicular to the x-y plane on this plane is not, for example, a straight line or a rectilinear extension at least in the longitudinal section, but rather the projection has a non-straight course at least in the longitudinal section or in the area corresponding to the longitudinal section of the diversion edge. When moving forward or during the aforementioned vehicle forward movement, the air flow that was originally guided or flowed along the second air guide area separates in a defined manner at the diversion edge, where, due to at least the longitudinal section of the diversion edge being designed to be non-straight within the x-y plane, a very low vehicle air resistance can be maintained. Therefore, the vehicle can be driven with very high energy efficiency. In other words, when the vehicle is moving forward, air flows around the vehicle from front to back in the vehicle longitudinal direction, where at least a part of the air flows along the floor trim. With the aid of the air guide area, the air flow flowing along the floor trim can be particularly advantageously guided or directed as required.

[0012] The floor lining in particular causes the air flowing along the floor lining, also known as the floor flow, to be turned upwards in the vehicle vertical direction by means of the second air guiding region, especially when the air first flows along the first air guiding region and then along the second air guiding region. This means that the second air guiding region causes the floor flow to turn upwards in the vehicle vertical direction. In other words, the floor flow is first guided upwards slightly in the vehicle vertical direction by means of the second air guiding region. Subsequently, the air flow is significantly changed in the vehicle vertical direction downwards by means of a splitting edge arranged in the vehicle longitudinal direction behind the second air guiding region, thereby obtaining the desired effect of the spoiler. Since the splitting edge is designed to be non-straight in the x-y plane at least in the longitudinal region, a variable design of the splitting edge is provided. Thereby, a very low aerodynamic drag, also simply referred to as drag, can be maintained and the subsequent shear layer can be stabilized. In addition, the splitting edge and thus the floor lining as a whole can be designed to be very stable or rigid by means of the change in the air flow direction achievable by means of the floor lining, without incurring aerodynamic disadvantages.

[0013] Furthermore, since the second air guiding region is preferably ramp-shaped and extends upwards in the vehicle vertical direction, the splitting edge can start at a sufficiently high height in the vehicle vertical direction and extend downwards in the vehicle vertical direction from this height, where at the same time a sufficient vehicle ground clearance can generally be ensured. Compared to a splitting edge or a longitudinal region designed to be straight in the x-y plane, the non-straight design of at least this longitudinal region results in a higher mixing flow shear layer, i.e., it results in an effect similar to that of a vortex generator, especially in terms of the geometry in the air flow direction.

[0014] The present invention is in particular based on the recognition that the aerodynamic spoiler edge of a floor covering (e.g., a spoiler in front of the wheel arch) can retain a small amount of air flowing into the respective downstream region or reduce the air inflow compared to a vehicle without a spoiler edge, thereby maintaining a low aerodynamic drag or reducing it. However, usually the splitting edge and especially its shape itself generate air flow resistance, which must be compensated for by the aforementioned function of minimizing the excessive air inflow into the downstream region. The stabilization of the shear layer can be achieved by a completely straight designed air guiding edge. It is also conceivable to design it, for example, in an acute angle similar to a ramp to reduce the form drag of its shape itself for the spoiler edge. However, this measure reduces the ground clearance and usually requires the splitting edge to be made of a cost-intensive elastic material to avoid damage. For reasons of rigidity, the end edge of the floor member is usually designed to have a vertical or upwardly erected part in the vehicle vertical direction. The transition usually has a curvature, so that more air flows upwards into a region and thus increases the aerodynamic drag.

[0015] It has been found that an end edge of an object, and in particular a blunt object or a plate, which is designed to be non-straight and which is, for example, sinusoidal and / or serrated, i.e., saw-toothed, can significantly reduce drag compared to a straight design of the end edge. By means of this non-straight design, the shear layer is advantageously influenced. The present invention now provides, in particular, that at least a longitudinal region of the dividing edge is designed to be non-straight such that a second air-guiding region arranged in front of the dividing edge in the vehicle longitudinal direction can rise, in particular, in a ramp-like manner. Thereby, a sufficient ground clearance of the vehicle can be ensured. Additionally, the floor lining can be designed to be highly rigid. Moreover, the aerodynamic drag generated by the dividing edge itself can be kept very low, so that overall, a very favorable vehicle aerodynamics can be exhibited.

[0016] In order to be able to keep the overall aerodynamic drag of the vehicle and the aerodynamic drag of the dividing edge itself very low and to achieve a very favorable overall rigidity of the dividing edge and the floor lining, in one embodiment of the present invention, it is provided that at least this longitudinal region is designed to be serrated or wavy or meandering and thus non-straight in this plane.

[0017] Another embodiment is characterized in that at least this longitudinal region is designed to be sinusoidal in the plane and is thus non-straight. Thereby, a particularly favorable vehicle aerodynamics can be achieved because the overall aerodynamic drag of the vehicle and the aerodynamic drag of the dividing edge itself can be kept within a very low range.

[0018] In order to be able to achieve a very favorable rigidity of the floor lining and thus to very favorably guide the air flowing along the floor lining, in other designs of the present invention, it is provided that the dividing edge is provided with a plurality of ribs for strengthening the dividing edge, which are spaced apart from each other in the vehicle transverse direction and arranged successively. For example, the dividing edge is designed to be integral with the ribs. For example, the dividing edge is made of plastic and / or manufactured by injection molding.

[0019] In order to be able to very favorably separate the air or the air flow, in particular from the floor lining, when the vehicle is moving forward, in another design of the present invention, it is provided that the dividing edge has a body that is arched downward in the vehicle vertical direction. According to an improvement of the present invention, it is provided that the dividing edge has a wall that projects downward from the body in the vehicle vertical direction.

[0020] Another embodiment provides that the second air-guiding region is designed to be integral with the first air-guiding region and / or the dividing edge. Thereby, unwanted vortices of the air flowing along the floor lining can be avoided.

[0021] Another embodiment is characterized in that a third air-guiding region of the floor lining is provided between the second air-guiding region and the dividing edge in the vehicle longitudinal direction. It can be envisaged here that the third air-guiding region is designed to be integral with the first air-guiding region and / or with the second air-guiding region and / or with the dividing edge. The third air-guiding region, for example, starts at the rear end of the second air-guiding region. Alternatively or additionally, it can be provided that the dividing edge is immediately adjacent to the third air-guiding region in the vehicle longitudinal direction behind.

[0022] Preferably, the third air guiding region is designed such that it extends in the x-y plane or in another plane extending parallel to the x-y plane. Thus, it is preferably provided that the third air guiding region extends at least substantially horizontally. In particular, when the splitting edge is immediately behind the third air guiding region in the longitudinal direction of the vehicle, for example, the splitting edge projects downward in the vertical direction of the vehicle from the third air guiding region. If the splitting edge is immediately behind the second air guiding region in the longitudinal direction of the vehicle, it can in particular be provided that the splitting edge projects downward in the vertical direction of the vehicle from the second air guiding region.

[0023] By means of the third air guiding region, the air flowing along the floor trim can advantageously be guided from the second air guiding region to the splitting edge, and then the air flow can be purposefully and in a defined manner disturbed by the floor trim by means of the splitting edge.

[0024] In order to achieve very advantageous aerodynamics and at the same time a very advantageous vehicle ground clearance, in another design of the present invention, it is provided that the first air guiding region extends in the x-y plane or in a second plane extending parallel to the x-y plane.

[0025] Finally, it has been shown to be particularly advantageous that the third air guiding region is arranged higher in the vertical direction of the vehicle than the first air guiding region. Thereby, a large vehicle ground clearance extending in the vertical direction of the vehicle can be ensured.

[0026] Preferably, the second air guiding region and / or the third air guiding region are designed to be flat. This particularly means that the second or third air guiding region extends at least mainly, in particular completely, in a plane which preferably extends inclined with respect to the longitudinal direction of the vehicle.

[0027] In order to be able to guide the air advantageously, in other designs of the present invention, it is provided that the air guiding region is arched upward or downward in the vertical direction of the vehicle. In particular, when looking at the floor trim from below in the vertical direction of the vehicle, the second air guiding region then has a convex curvature when it is arched downward in the vertical direction of the vehicle. However, if the second air guiding region is arched upward in the vertical direction of the vehicle, the second air guiding region has a concave curvature.

[0028] Preferably, the floor trim is made of plastic and / or is integrally formed in order to exhibit particularly advantageous aerodynamics in a particularly cost-effective and weight-advantageous manner.

[0029] A second aspect of the present invention relates to an arrangement of a floor lining on a vehicle body, in particular on a self-supporting vehicle body of a motor vehicle. Here, the motor vehicle can be a car designed as a sedan. In said arrangement, the vehicle floor, also referred to as the floor, is at least partially, in particular at least mainly or completely, covered and thus lined in the vehicle vertical direction downwards by the floor lining. Here, the floor lining has at least one floor lining element according to the first aspect of the present invention. Thus, the vehicle floor is at least partially, in particular at least mainly or completely, covered or overlaid by this floor lining element in the vehicle vertical direction downwards. The advantages and advantageous designs of the first aspect of the present invention should be regarded as the advantages and advantageous designs of the second aspect of the present invention, and vice versa.

[0030] In the vehicle longitudinal direction, behind the floor lining element and thus behind the dividing edge, a vehicle rear axle can be provided. The rear axle preferably has at least one wheel steering device, also simply referred to as a steering gear, by means of which the wheels, also referred to as vehicle wheels, of the vehicle are articulated to the vehicle body. The steering gear is here at least indirectly articulated to the wheel, for example at one end. For example, the wheel steering device is articulated to a wheel carrier at one end, and the wheel is rotatably mounted on the wheel carrier. At the other end, the wheel steering device is at least indirectly, in particular directly, articulated to the vehicle body, for example. For example, the wheel steering device is directly articulated to the vehicle body at the other end. Alternatively, it can be envisaged that the wheel steering device is articulated to an axle beam at the other end, which is formed separately from the vehicle body and mounted on the vehicle body. The wheel steering device guides the wheel and allows, for example, the upward jump and rebound movement of the wheel relative to the vehicle body in the vehicle vertical direction.

[0031] Here, the wheel steering device is preferably at least partially covered in the vehicle vertical direction downwards by other lining elements arranged behind the floor lining element and thus behind the dividing edge in the vehicle longitudinal direction. The other lining elements are, for example, formed separately from the steering gear and held on the steering gear and can thus move relative to the vehicle body with the steering gear, whereby a very advantageous guiding of the floor flow, in particular backwards towards the diffuser, can be ensured.

[0032] Thus, it has finally proven to be particularly advantageous to arrange the aforementioned diffuser behind the said axle in the vehicle longitudinal direction. Thereby, very advantageous aerodynamics and very advantageous vehicle driving dynamics can be demonstrated.

[0033] The above floor design can also be immediately applied or arranged in front of the vehicle front wheels. Here, at this position in or on the vehicle, the floor lining of the present invention will also exert its advantageous effect. Description of the Drawings

[0034] Other advantages and details of the present invention result from the following description and in conjunction with the figures, wherein:

[0035] Figure 1Partial cut-away side view schematic of a first embodiment of a vehicle floor lining, wherein the floor lining has a floor lining part with three air guiding areas arranged successively in the longitudinal direction of the vehicle and a dividing edge following the air guiding areas in the longitudinal direction of the vehicle;

[0036] Figure 2 Shows a partial bottom view schematic of the floor lining according to Figure 1 ;

[0037] Figure 3 Partial cut-away side view schematic of a floor lining according to a second embodiment;

[0038] Figure 4 Shows a partial bottom view schematic of the floor lining according to Figure 3 ;

[0039] Figure 5 Stereo bottom view schematic of a partial floor lining part according to a third embodiment;

[0040] Figure 6 Shows a partial bottom view schematic of the floor lining part according to Figure 5 ; Detailed description of the specific implementation

[0041] Figure 1 A partial view of the floor lining 10 of a vehicle, which is preferably designed as a sedan, is shown in a cut-away side view. In its fully manufactured state, the vehicle has a body preferably designed as a self-supporting body, which includes a floor also known as the bottom. Through the floor, the vehicle passenger compartment, also known as the interior, is at least partially, especially at least mainly or completely, defined downward in the vertical direction of the vehicle. In the fully manufactured state of the vehicle, the vehicle includes a floor lining 10, which is arranged below the floor in the vertical direction of the vehicle. Thus, the floor is at least partially, especially at least mainly or completely, covered or lined by the floor lining 10 in the vertical direction of the vehicle. The floor lining 10 is thus located between the vehicle body bottom and the road.

[0042] As can be clearly seen in overview in connection with Figure 2 , the floor lining 10 includes at least one floor lining part 12, by means of which the floor is at least partially, especially at least mainly or completely covered downward in the vertical direction (z-direction in the vehicle coordinate system) of the vehicle. For example, the floor lining part 12 is integrally designed and / or made of plastic.

[0043] The floor lining part 12 has a first air guiding area 14. Figure 1A first embodiment of the floor lining 10 is shown herein. In the first embodiment, the air guide region 14 is at least mainly, in particular completely at least substantially flat, wherein the air guide region 14 extends in a first plane defined by the vehicle longitudinal direction (x-direction in the vehicle coordinate system) and the vehicle transverse direction (y-direction in the vehicle coordinate system). This means that the first air guide region 14 configured to be flat is oriented parallel to the road. The vehicle longitudinal direction is Figure 1 and Figure 2 represented by the double arrow 16, while the vehicle transverse direction is represented by the double arrow 18.

[0044] Furthermore, the floor lining part 12 has a second air guide region 20 that is connected to the first air guide region 14 at the rear in the vehicle longitudinal direction and that directly adjoins the first air guide region 14 at the rear in the vehicle longitudinal direction. The front end of the air guide region 20 in the vehicle longitudinal direction is labeled E1 in Figure 1 wherein the second air guide region 20 starts at the end E1. The air guide region 14 ends at the end E1. Additionally, the rear end of the second air guide region 20 in the vehicle longitudinal direction is labeled E2, wherein the second air guide region 20 ends at the rear end E2. The second air guide region 20 is angled with respect to the first air guide region 14 such that the second air guide region 20 extends away from the first air guide region 14 from the front lower direction to the rear upper direction in the vehicle longitudinal direction. The air guide region 20 is thus configured to be similar to a slope or to be sloped.

[0045] Furthermore, in Figure 1 the direction of vehicle travel is indicated by the arrow 22. If the vehicle moves forward, i.e., in its direction of travel, the vehicle is surrounded by flowing air. Here, in Figure 1 the direction of flow of the air flowing around the vehicle in its direction of travel is indicated by the arrow 24. At least a part of the air flowing around the vehicle during its forward movement flows along the first and second air guide regions 14, 20 and thus along the floor lining part 12 in the vehicle floor area. Here, in Figure 1 the line 26, which is referred to as the flow line, also indicates the air flowing along the floor lining part 12 during vehicle forward movement, which is also referred to as the air flow or the floor flow. It can be seen that the floor flow first flows along the air guide region 14 and thus at least substantially parallel to the first plane and is then guided upward in the vehicle vertical direction by means of the air guide region 20.

[0046] In order to now achieve very favorable vehicle aerodynamics, the floor lining part 12 also has a dividing edge 28 that follows the second air guide region 20 at the rear in the vehicle longitudinal direction, and the air flow (floor flow) guided along the second air guide region 20 during vehicle forward movement separates in a defined manner at this dividing edge. As combined with Figure 2It can be seen in the overview that at least one longitudinal section L of the flow splitting edge 28 is configured in a non-straight form in a projection onto the x-y plane, which is also referred to as the second plane and is defined by the vehicle transverse direction and the vehicle longitudinal direction, and is spaced from the first plane and can extend parallel to the first plane or coincide with the first plane.

[0047] In the first embodiment as shown in Figure 1 and Figure 2 the flow splitting edge 28 is configured non-straight in the x-y plane over its entire extent extending in the vehicle transverse direction. Here, in the first embodiment, the flow splitting edge 28 is designed to be wavy and thus non-straight, precisely in the x-y plane. Thereby, a low aerodynamic drag of the flow splitting edge 28 itself and the overall vehicle aerodynamic drag can be maintained, so that the vehicle can be driven with high energy efficiency. In particular, it can be contemplated that the flow splitting edge 28 is designed to be wavy in such a way that the flow splitting edge 28 is designed to be sinusoidal. This means that the flow splitting edge has a sinusoidal course in the x-y plane, i.e., a course similar to a sinusoidal curve.

[0048] Furthermore, in the first embodiment, it is provided that the floor trim 12 has a third air guiding region 30 arranged in the vehicle longitudinal direction between the second air guiding region 20 and the flow splitting edge 28. The third air guiding region 30 starts at the end E2 where the second air guiding region 20 ends. The third air guiding region 30 ends at the flow splitting edge 28, so that the flow splitting edge 28 is arranged at the third air guiding region 30, especially at its rear end E3, or in the vehicle longitudinal direction, is arranged immediately adjacent to the end E3 of the air guiding region 30 towards the rear. The air guiding region 30 is configured at least partially, especially at least mainly or completely, at least substantially flat and thus extends in a third plane defined by the vehicle longitudinal direction and the vehicle transverse direction. The third plane extends parallel to the first plane and is spaced from the first plane. Thus, the air guiding region 30 is arranged higher in the vehicle vertical direction than the air guiding region 14. Additionally, the flow splitting edge 28 has a body G that is arched downward in the vehicle vertical direction. The body G is designed to be U-shaped at least in the region of the cross-section shown in Figure 1 Since the body G points downward towards the road that is not shown or protrudes downward towards it, an air flow is caused to deflect downward at the flow splitting edge 28. The body G thus has a spoiler function.

[0049] Figure 3 and Figure 4 show a second embodiment of the floor trim, which is different from the first embodiment especially in that the flow splitting edge 28 has a body G and a wall W that protrudes downward from the body G towards the road in the vehicle vertical direction. Here, the vehicle vertical direction is indicated by the double arrow 32. Another difference between the first embodiment and the second embodiment is that the flow splitting edge 28 is designed to be serrated, i.e., crenelated, in the x-y plane. The wall W can act as an additional small flow splitting edge so that the floor flow can be reliably disturbed by the floor trim 12.

[0050] Finally, Figure 5 and Figure 6 shows a third embodiment of the floor lining 12. In the third embodiment, the diversion edge 28 is designed in a wavy shape, in particular a sinusoidal shape. Additionally, the diversion edge 28 is provided with a plurality of ribs 34 that are spaced from one another in the vehicle transverse direction and arranged successively. The ribs 34 at least partially, in particular at least predominantly or completely, span the diversion edge 28 in the vehicle longitudinal direction, whereby the diversion edge 28 is effectively strengthened or reinforced by means of the ribs 34. Thereby, a particularly high rigidity of the floor lining 12 can be achieved, and a particularly effective protection against stone impacts can be exhibited.

[0051] It is conceivable that the floor lining 12 ends in the vehicle longitudinal direction at the preferably free end E4 of the diversion edge 28 that is rearward in the vehicle longitudinal direction. It is also conceivable that, in the vehicle longitudinal direction toward the rear, a very small wall region of the floor lining 12 abuts the diversion edge 28, in particular the main body G.

Claims

1. A floor trim part (12) for a vehicle, having an air guiding region (20) which is provided with a dividing edge (28) at its rearward end when viewed in the vehicle longitudinal direction (16), and an air flow (26) guided along the air guiding region (20) during vehicle forward travel is separated in a defined manner at the dividing edge, wherein, At least one longitudinal section (L) of the diversion edge (28) is formed in a non-straight manner when projected onto a plane defined by the vehicle transverse direction (18) and the vehicle longitudinal direction (16). It is characterized in that the air guiding area (20) having the diversion edge (28) is a second air guiding area, which is connected to the first air guiding area (14) at the rear in the vehicle longitudinal direction (16) and is inclined relative to the first air guiding area (14), so that the second air guiding area extends away from the first air guiding area (14) from the front lower part to the rear upper part in the vehicle longitudinal direction (16), and the diversion edge (28) is arranged behind the second air guiding area (20) and is designed in such a way that the air flow significantly changes direction downward in the vehicle vertical direction. The diversion edge (28) has a main body (G) that is arched downward in the vehicle vertical direction (32), wherein the diversion edge (28) has a wall (W) that projects downward from the main body (G) in the vehicle vertical direction (32).

2. The baseboard trim member (12) according to claim 1, characterized in that, At least the longitudinal section (L) is formed in a zigzag or wavy or meandering or sinusoidal shape in this plane.

3. The baseboard trim piece (12) according to claim 1 or 2, characterized in that, The diversion edge (28) is provided with a plurality of ribs (34) that are spaced apart from each other in the vehicle transverse direction (18) and are arranged successively for strengthening the diversion edge (28).

4. The floor lining member (12) according to claim 1, characterized in that, The second air guiding area (20) is designed to be integrated with the first air guiding area and / or the diversion edge (28).

5. The floor lining member (12) according to claim 1, characterized in that, A third air guiding area (30) that extends in this plane or in another plane that extends parallel to this plane is provided between the second air guiding area (20) and the diversion edge (28) in the vehicle longitudinal direction (16).

6. The baseboard trim member (12) according to claim 1, characterized in that, The first air guiding area (14) extends in this plane or in a second plane that extends parallel to this plane.

7. The baseboard lining member (12) according to claim 5, characterized in that, The third air guiding area (30) is arranged higher than the first air guiding area (14) in the vehicle vertical direction (32).

8. An arrangement structure of a floor lining (10) on a vehicle body, wherein, The bottom of the vehicle body is at least partially covered downward in the vehicle vertical direction (32) by a floor lining (10) having at least one floor lining member (12) according to one of the preceding claims.

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