Modular underbody paneling system for car trailers

Abstract

Underbody paneling system (100) for a trailer (10), wherein the trailer (10) has a chassis (14) with a frame (15), the underbody paneling system (100) comprising: a first cladding element (114) designed for mounting on the frame (15); and a second cladding element (114) designed for mounting on the frame (15); wherein the first cladding element (114) and the second cladding element (114) each have a width (B) and a length (L), wherein the length (L) is greater than the width (B) and wherein the length (L) in the assembled state extends substantially transversely to the direction of travel of the trailer (10); wherein the first cladding element (114) and the second cladding element (114) can be connected to each other in such a way that, when assembled, they form a substantially continuous underbody surface.

Description

TECHNICAL AREA

[0001] The present disclosure relates to an underbody cladding system for trailers, and in particular a modular underbody cladding system for a car trailer. The disclosure further relates to a trailer with such an underbody cladding system. BACKGROUND

[0002] Trailers, especially caravans and motorhomes, are usually towed by passenger cars or other towing vehicles. Such trailers typically have a body mounted on a chassis, which comprises a frame with longitudinal members, at least one axle, and a drawbar for connection to the towing vehicle. The underside of such trailers is generally open, with various components such as frame elements, axles, brake lines, cables, and other functional parts exposed. This open design leads to significant air turbulence in the underbody area while driving, increasing the trailer's drag and thus resulting in higher fuel consumption and increased CO2 emissions from the towing vehicle.

[0003] To improve the aerodynamic properties of vehicles, it is known to use underbody panels that form a smooth surface beneath the vehicle floor. Such panels can reduce air resistance while simultaneously protecting the underlying components from stone chips, corrosion, and dirt. Underbody panels of this type are already in use on passenger cars and commercial vehicles.

[0004] However, applying underbody panels to trailers, especially caravans, presents specific challenges. Large, one-piece panels are difficult to handle due to their size and weight, typically requiring several people and lifting equipment for installation. Since the trailer body sits on the chassis, all installation work on the underbody panel must be carried out from below, which makes access to fastening points difficult. Particularly with large panels, numerous screw points in the space between the vehicle floor and the panel are hard to reach.

[0005] Another difficulty lies in the fact that trailer chassis are available in various designs and dimensions. The distances between individual components, such as axles, brakes, drawbar, rear, etc., of a trailer can vary depending on the chassis type, which complicates the use of standardized body panels. Furthermore, trailer chassis have various unique features, such as the transition from the drawbar to the frame, areas around the axle with maintenance access, spare wheel mounts, and supports at the front and / or rear, which must be taken into account when designing underbody paneling. DESCRIPTION OF THE INVENTION

[0006] Against this background, the object of the present invention is to provide an improved underbody paneling system for trailers, which is particularly easier to install. Furthermore, a suitable trailer is to be provided.

[0007] This problem is solved by an underbody paneling system and a trailer according to the independent claims. Further aspects of the invention are mentioned in the dependent claims and described in the following description.

[0008] In a first aspect, an underbody cladding system for a trailer, in particular a car trailer, is provided, wherein the trailer has a chassis with a frame. The underbody cladding system comprises a first cladding element designed for mounting on the frame and a second cladding element designed for mounting on the frame. The first cladding element and the second cladding element each have a width and a length, the length being greater than the width and extending substantially transversely to the direction of travel of the trailer when mounted. The first cladding element and the second cladding element can be connected to each other in such a way that, when mounted, they form a substantially continuous underbody surface.

[0009] The strip-shaped design of the cladding elements, with a length greater than their width, allows for one-person installation, as the individual elements are easy to handle and can be positioned and attached by a single person. The essentially continuous underbody surface reduces air turbulence in the underbody area, thereby lowering the trailer's air resistance while driving.

[0010] The width and length of the first cladding element and / or the second cladding element can have a B:L ratio in the range of 1:2 to 1:15, or in the range of 1:3 to 1:10, or in the range of 1:4 to 1:6.

[0011] This ratio ensures that the fairing elements are narrow enough for easy handling on the one hand, and long enough to cover the width of the chassis on the other, thus minimizing the number of connection points required.

[0012] The width of the first cladding element and / or the second cladding element may each be a maximum of 60 cm.

[0013] This maximum width corresponds to the arm length of a fitter and makes it possible, after attaching the cladding elements, to reach into the gap between the floor and the cladding at the front in order to place holding elements and fasten the cladding elements.

[0014] However, it is also possible that individual fairing elements, particularly elements such as a spare wheel fairing, a drawbar fairing, and / or a rear fairing, may have a greater width. In this case, ease of installation can be achieved by providing openings that allow access to any attachment points. For the rear and drawbar fairing elements, installation is improved because these elements are accessible not only from the side but also from the front and rear, respectively.

[0015] The first cladding element and / or the second cladding element can have a connecting means on at least one longitudinal side, so that the first cladding element and the second cladding element can be connected to each other by means of a positive locking connection.

[0016] The connecting elements can have at least one connecting projection and at least one complementary connecting recess, particularly in a dovetail shape. In one aspect, a plurality of connecting projections and recesses can be provided alternately on one longitudinal side of the cladding element. These connecting projections and recesses can engage with complementary recesses or complementary connecting projections provided on one longitudinal side of an adjacent cladding element to form a positive connection between the cladding elements.

[0017] Other forms of fasteners, such as puzzle piece shapes, are also possible. The interlocking of the connecting projection and the complementary connecting recess creates the form-fitting connection.

[0018] It is also possible that the positive locking connection is formed as a tongue and groove connection, or as a rabbet joint, or by means of a connecting element, in particular a connecting element with an H-shaped or T-shaped cross-section.

[0019] The connection of adjacent cladding elements can therefore be achieved via internal connecting elements (such as projections / recesses, tongue and groove, folds) and / or via external connecting elements (e.g. with H- or T-shaped cross-section, or in the form of clamps, ...).

[0020] The form-fitting connection ensures that no significant gaps form at the joints of adjacent cladding elements and that the elements stabilize each other, which contributes to improving the aerodynamic properties and structural integrity of the underbody cladding system.

[0021] The first cladding element and / or the second cladding element may each have a connecting means on opposite longitudinal sides, wherein the connecting means on the opposite longitudinal sides belong to the same positive locking connection, or to different positive locking connections.

[0022] This arrangement allows for flexible connection of the cladding elements to each other as well as to special elements (e.g. drawbar cladding element, axle cladding elements, spare wheel element, rear element, drawbar connection element, and / or the like), whereby different connection types on the opposite sides allow adaptation to various assembly requirements.

[0023] The first cladding element and the second cladding element can be connected to each other by means of a tongue and groove connection, wherein the first cladding element has a groove as a connecting means and wherein the second cladding element has a corresponding tongue as a connecting means.

[0024] The tongue and groove connection allows the cladding elements to be easily interlocked, similar to a parquet floor, thus speeding up and simplifying assembly.

[0025] The tongue and groove connection can be designed as a self-locking connection and optionally have a locking tongue that engages in an undercut when assembled.

[0026] The self-locking connection with locking tongue prevents the cladding elements from unintentionally sliding apart and allows the transmission of tensile forces between adjacent elements, which increases the stability of the underbody cladding system.

[0027] For the purposes of this disclosure, a folded joint means a joint in which adjacent cladding elements have angled or bent edge sections that interlock. For example, a first cladding element may have an upwardly angled edge section, while an adjacent second cladding element may have a downwardly angled edge section, these edge sections interlocking in an overlapping manner when assembled.

[0028] For the purposes of this disclosure, a connection using a connecting element means a connection in which a separate component is arranged between adjacent cladding elements and connects them to one another. The connecting element may, for example, have an H-shaped cross-sectional profile, wherein the opposing receiving grooves of the H-profile each receive an edge of an adjacent cladding element. Alternatively, the connecting element may have a T-shaped cross-sectional profile, wherein the web of the T-profile is arranged between the cladding elements and the crossbar serves as a stop or cover.

[0029] The underbody paneling system can further comprise at least one telescopic element, wherein the telescopic element has a telescopic element guide part and a telescopic element extension part which are arranged to be slidable relative to each other, wherein the telescopic element is designed to be length-adjustable in order to bridge variable distances between chassis components.

[0030] The telescopic element allows the underbody paneling system to be adapted to different chassis types with varying distances between the components, thus achieving universal applicability of the system.

[0031] The telescopic element guide part and the telescopic element extension part can be fixed relative to each other in a selected extension position, in particular by a clamping mechanism or by a locking mechanism.

[0032] The ability to lock the telescopic element in the selected extension position ensures that it retains its position after adjustment and creates a stable connection between the adjacent cladding elements.

[0033] The underbody paneling system can further comprise a first axle panel element designed for arrangement in the direction of travel in front of an axle of the trailer, and a second axle panel element designed for arrangement behind the axle, wherein, in the assembled state, the first axle panel element and the second axle panel element are connected to each other in such a way that they support each other.

[0034] The mutual support of the axle fairing elements increases the structural stability in the axle area and at the same time allows a gap at the lowest point of the fairing through which any water that has penetrated can drain away.

[0035] The underbody paneling system may further include a connecting element that is arranged between the first axle paneling element and the second axle paneling element and connects them together, the connecting element optionally having an H-shaped or a T-shaped cross-sectional profile.

[0036] The connecting element with an H-shaped or T-shaped cross-sectional profile forms receiving grooves for the edges of the axle fairing elements and enables a secure, positive-locking connection between these elements.

[0037] The underbody cladding system may further comprise a drawbar cladding element designed to cover the underside of a trailer drawbar, and a drawbar connection element forming a transition between the drawbar cladding element and the cladding elements in the area of ​​the frame, wherein the drawbar cladding element and the drawbar connection element may be integrally formed or connectable to each other.

[0038] The drawbar cover element and the drawbar connection element enable continuous aerodynamic coverage from the coupling area to the main frame of the trailer, thereby reducing air turbulence in the transition area between the drawbar and the frame.

[0039] The drawbar connection element or the drawbar cover element may have a cranked section that extends towards the other element.

[0040] The cranked section allows for an overlapping connection between the drawbar cover element and the drawbar connection element, thus avoiding external disruptive edges and further minimizing air resistance.

[0041] The underbody paneling system may also include a spare wheel element which has an opening for receiving a spare wheel, in particular by means of a spare wheel carrier.

[0042] The spare wheel element allows the integration of a spare wheel into the underbody paneling system, with the opening ensuring easy access to the spare wheel for assembly and disassembly.

[0043] The underbody paneling system can also include a rear element designed for placement in the rear area of ​​the trailer and optionally connected to a body of the trailer at the rear.

[0044] The rear element completes the aerodynamic underbody coverage and, by connecting to the body, can further improve the aerodynamics in the rear area.

[0045] The first cladding element and / or the second cladding element may have at least one elongated hole for receiving a fastening element.

[0046] The elongated holes allow for flexible positioning of the fasteners and facilitate assembly, as tolerances in the chassis geometry can be compensated for.

[0047] The underbody paneling system can further comprise at least one retaining element designed for attachment to the frame and having a receptacle, in particular a threaded receptacle for receiving a fastening element.

[0048] The retaining element serves as a screw base for the fastening elements and enables secure mounting of the cladding elements to the frame without drilling into the frame.

[0049] In a second aspect, a trailer is provided. The trailer comprises a chassis with a frame and an underbody paneling system as described in the first aspect.

[0050] The trailer with the underbody paneling system has improved aerodynamic properties, thereby reducing the required tractive force and energy consumption during travel.

[0051] The trailer may also include a superstructure mounted on the chassis.

[0052] The superstructure mounted on the chassis, together with the underbody paneling system, forms an aerodynamically optimized unit that reduces the air resistance of the entire trailer.

[0053] In a third aspect, a method for mounting an underbody paneling system on a trailer is provided, wherein the trailer has a chassis with a frame. The method comprises mounting a first paneling element to the frame, connecting a second paneling element to the first paneling element, and mounting the second paneling element to the frame, wherein the first paneling element and the second paneling element form a substantially continuous underbody surface.

[0054] The process enables systematic assembly of the underbody paneling system, in which the paneling elements are connected and fastened one after the other, thus enabling efficient one-man assembly.

[0055] The installation of the first cladding element can begin in the area of ​​one axle of the trailer.

[0056] Starting the assembly in the axle area allows the assembly to continue on both sides towards the drawbar and rear, with the remaining gap to the end pieces ensuring easy access to the fastening points.

[0057] The method may also include the insertion of at least one telescopic element to compensate for different distances between chassis components.

[0058] The use of telescopic elements allows the underbody paneling system to be adapted to the specific dimensions of the respective chassis, thus achieving universal applicability of the method.

[0059] The procedure may also include mounting a drawbar cover element on a drawbar of the trailer.

[0060] The installation of the drawbar cover element, especially after the cover elements in the frame area, allows easier access to the fastening points and facilitates the alignment of the drawbar cover element relative to the elements already installed. BRIEF DESCRIPTION OF THE FIGURES

[0061] Embodiments of the invention are described by way of example with reference to the following figures, in which: Fig. Figure 1 shows a perspective view of a trailer with a modular underbody panel according to aspects of the present disclosure. Fig. Figure 2 shows an underside view of the trailer. Fig. 1 with an underbody cladding system according to aspects of the present disclosure. Fig. Figure 3 shows a chassis in underside and side view of a trailer with a modular underbody paneling system according to one embodiment. Fig. Figure 4 shows a detailed view of a connection between adjacent cladding elements according to aspects of the present disclosure. Fig. Figure 5 shows a telescopic element according to one embodiment. Fig. Figure 6A shows a perspective detail view of a transition area between a drawbar cladding element and a drawbar connection element according to aspects of the present disclosure. Fig. Figure 6B shows a perspective detail view of the transition area between the drawbar cladding element and the drawbar connection element. Fig. 6A according to one embodiment. Fig. Figure 6C shows a perspective detail view of an alternative transition area between a drawbar cladding element and a drawbar connection element according to aspects of the present disclosure. Fig. Figure 6D shows two perspective detail views of another alternative transition area between a drawbar cladding element and a drawbar connection element according to one embodiment. Fig. Figures 7A to 7I show an assembly sequence of a modular underbody paneling system on a trailer according to various aspects and embodiments of the present disclosure, wherein Fig. Figure 7A shows the trailer without an underbody paneling system, and the following figures gradually illustrate the assembly of the individual paneling elements, starting with the axle paneling elements, then the paneling elements in the frame area, and finally the rear element and drawbar connection element, wherein Fig. Figure 7I shows the trailer with the underbody paneling system fully assembled. Fig. Figure 8 shows an enlarged sectional view of a mounting area of ​​the modular underbody paneling system according to one embodiment. Fig. Figure 9 shows an enlarged sectional view of a connection area between a first axle fairing element and a second axle fairing element according to aspects of the present disclosure. Fig. Figure 10 shows two views of a cladding element with connecting means and complementary connecting means, as well as a detailed view of a connection area between a cladding element and a telescopic element according to aspects of the present disclosure. Fig. Figure 11 shows a detail of a side view of a cladding element in conjunction with a frame and a telescopic element according to one embodiment.

[0062] The figures use common reference symbols to indicate similar features. DETAILED DESCRIPTION

[0063] Fig. Figure 1 shows a perspective view of a trailer 10 with a modular underbody panel. The trailer 10 comprises a superstructure 12 mounted on a chassis 14. The superstructure 12 is, for example, designed as a caravan superstructure. However, the present disclosure is not limited to caravans. Other superstructures, such as superstructures for transporting materials or livestock, in particular horses, are also possible.

[0064] The chassis 14 supports the superstructure 12 and comprises a frame 15 and at least one axle with associated wheels 16. A drawbar 18 extends along the front of the trailer 10, serving to connect it to a towing vehicle. A coupling 20 is located at the front end of the drawbar 18, enabling connection to the trailer coupling of the towing vehicle. A parking brake 22 is located on the drawbar 18, serving to secure the trailer 10 when uncoupled. An overrun brake may also be provided.

[0065] The underside of the chassis 14 is the area where the modular underbody paneling is mounted. The modular underbody paneling serves to improve the aerodynamic properties of the trailer 10 and reduce air resistance during travel. By covering the otherwise exposed chassis components, air turbulence in the underbody area is reduced, resulting in a decrease in drag.

[0066] The underbody paneling system enables a reduction in the required tractive force of the trailer 10, and thus in energy consumption, by approximately 14%. This reduction in tractive force leads to a correspondingly reduced fuel consumption of the towing vehicle and therefore to a reduction in CO2 emissions during operation.

[0067] Especially when electric vehicles are used as tow vehicles, reducing air resistance can increase the range of the vehicle combination. Since electric vehicles have a limited battery capacity and towing typically reduces their range considerably, the reduction in energy consumption achieved by the Underbody Paneling System 100 can contribute to a noticeable increase in the distance that can be traveled on a single battery charge.

[0068] Fig. Figure 2 shows an underside view of trailer 10. Fig. 1. The chassis 14 of the trailer extends below the superstructure 12 and comprises a frame 15, which forms the load-bearing structure. At the front of the trailer 10, the drawbar 18 extends in a V-shaped configuration, which has the coupling 20 at its front end for connection to a towing vehicle.

[0069] The underbody paneling system 100 comprises several modular paneling elements (e.g. drawbar paneling element 102, first axle paneling element 104, second axle paneling element 106, spare wheel element 108, rear element 110, drawbar connection element 112, general or standard paneling element 114) which are attached to the frame 15.

[0070] In the area of ​​the drawbar 18, a drawbar cover element 102 is arranged, which covers the underside of the drawbar structure. A drawbar connection element 112 forms a transition between the drawbar cover element 102 and subsequent cover elements 114 in the area of ​​the frame 15. The drawbar cover element 102 and the drawbar connection element 112 can be integrally formed or connectable to each other. Furthermore, the drawbar cover element 102 can also be made up of multiple parts.

[0071] The cladding elements 114 are preferably designed as general cladding elements that cover the underside of the chassis where no other elements, such as axles, spare wheels, and / or the like, are provided. The cladding elements 114 are designed here as narrow, strip-shaped segments arranged transversely to the direction of travel. A first cladding element 114 and a second cladding element 114 are designed for mounting on the frame 15. The first cladding element 114 and the second cladding element 114 can be connected to each other in such a way that, when assembled, the cladding elements 114 form a substantially continuous underbody surface. The cladding elements 114 interlock by means of a connection system. A telescopic element 116 serves to compensate for different chassis lengths.

[0072] It is understood that the remaining cladding elements such as drawbar cladding element 102, first axle cladding element 104, second axle cladding element 106, spare wheel element 108, rear element 110, drawbar connection element 112 and / or cladding element 114 can also be connected to each other, so that the underbody cladding system 100 forms an essentially continuous underbody surface when assembled.

[0073] Furthermore, a first axle fairing element 104 and a second axle fairing element 106 are provided in the axle area. The first axle fairing element 104 is designed to be positioned in the direction of travel in front of an axle of the trailer 10. The second axle fairing element 106 is designed to be positioned behind the axle. The first axle fairing element 104 and the second axle fairing element 106 cover the area around the trailer axle. If the trailer has multiple axles or at least a tandem axle, the axle fairing element(s) can be adapted accordingly.

[0074] In the area of ​​the first axle fairing element 104 and / or the second axle fairing element 106, at least one maintenance opening 118 is provided, which can be closed by means of a cover 120.

[0075] The cover 120 for the maintenance opening 118 is available in various versions. In one version, the cover 120 is a hinged maintenance flap that opens downwards or to the side. In another version, the cover 120 is a sliding cover that can be moved along guide rails. In yet another version, the cover 120 is a removable cover with quick-release or twist-lock fasteners. One version of the cover 120 features integrated circumferential rubber seals to prevent the ingress of water and dirt.

[0076] An optional spare wheel element 108 with an opening is designed to accommodate a spare wheel. The spare wheel is held in place by a spare wheel carrier 130. A support rod 132 holds the spare wheel in position.

[0077] A rear element 110 is arranged in the rear area of ​​the trailer 10. The rear element 110 is designed for arrangement in the rear area of ​​the trailer 10 and can connect to the body 12 of the trailer 10 at the rear to further improve the aerodynamics.

[0078] Furthermore, 15 supports 17 can be arranged at the corners of the frame, which serve to level the trailer 10 when uncoupled. When retracted, the supports can be integrated into the underbody paneling, resulting in a substantially continuous underbody surface.

[0079] Fig. Figure 3 shows two views of a trailer with a modular underbody paneling system 100. The upper illustration shows an underside view of the chassis 14 with the associated underbody paneling system 100, while the lower illustration presents a side view of the same trailer.

[0080] The chassis 14 comprises a frame 15, which forms the load-bearing structure. The frame 15 extends beneath a superstructure and supports the various cladding elements of the underbody cladding system 100. At the front, a drawbar 18 extends in a V-shaped configuration, which has a coupling 20 at its front end for connection to a towing vehicle.

[0081] The (general) cladding elements 114 of the underbody cladding system 100 each have a width B and a length L. The length L is greater than the width B. When installed, the length L extends essentially transversely to the direction of travel of the trailer. The cladding elements 114 are designed as narrow, strip-shaped segments arranged transversely to the direction of travel.

[0082] The width B and length L of the cladding elements 114 have a ratio B:L ranging from 1:2 to 1:15. In further embodiments, the ratio B:L ranges from 1:3 to 1:10. In still further embodiments, the ratio B:L ranges from 1:4 to 1:6. In the example shown, the ratio is approximately 1:10.

[0083] The width B of the cladding elements 114 is preferably no more than 60 cm. This maximum width of approximately 50 cm to 60 cm corresponds to the arm length of an installer and enables easy one-person installation. After positioning the cladding elements 114, the installer reaches into the gap between the floor and the cladding from the front or rear and places retaining elements 160 (see figure). Fig. 8), in particular retaining clips, and fastens the cladding elements 114 to the frame 15 by means of the retaining elements. The fastening can be done by screwing or riveting, or in some other way,

[0084] In one embodiment, the cladding elements 114 have a width B of 30 to 40 cm. These narrow elements allow for one-person assembly even in confined spaces. In another embodiment, the cladding elements 114 have a width B of 40 to 50 cm. This intermediate width represents a compromise between ease of assembly and the number of connection points.

[0085] The length L of the fairing elements 114 can be adapted to different chassis widths. In various embodiments, the fairing elements 114 have a length L that is in the range of 80 cm to 255 cm, or in the range of 100 cm to 230 cm, or in the range of 120 cm to 180 cm.

[0086] Fig. Figure 4 shows a detailed view of a connection between adjacent cladding elements 114 and a telescopic element 116 of the modular underbody cladding system 100. The illustration shows the components in a side view, which clarifies the positive-locking connection mechanism between adjacent elements.

[0087] The telescopic element 116 comprises a telescopic element guide part 116a and a telescopic element extension part 116b. The telescopic element guide part 116a and the telescopic element extension part 116b enable a length-adjustable configuration to compensate for different distances between chassis components. This is again with reference to Fig. 5 described.

[0088] The connection between the cladding elements 114 and the telescopic element 116 is achieved via a tongue-and-groove system. A groove 150 and a corresponding tongue 152 are formed on the longitudinal or connecting edges of the cladding elements 114 and the telescopic element 116. The tongue 152 engages in the groove 150, thus forming a positive-locking connection between the adjacent cladding elements. The first cladding element 114 has the groove 150 as its connecting element, while the second cladding element 114 has the corresponding tongue 152 as its connecting element.

[0089] The first cladding element 114 and the second cladding element 114 each have a connecting element on at least one longitudinal side, such that the first cladding element 114 and the second cladding element 114 can be connected to each other by means of a positive-locking connection. The first cladding element 114 and the second cladding element 114 each have a connecting element on opposite longitudinal sides. The connecting elements on the opposite longitudinal sides belong to the same positive-locking connection (here, a tongue-and-groove connection) or to different positive-locking connections (such as a tongue-and-groove connection on one longitudinal side and a rabbet joint or a connection by means of a connecting element 105 on the opposite longitudinal side).

[0090] Furthermore, a locking tongue 154 can be provided, which enables a self-locking connection through a corresponding undercut. In the assembled state, the locking tongue 154 engages in the undercut and prevents the cladding elements 114 from unintentionally slipping apart. The tongue-and-groove connection is thus designed as a self-locking connection.

[0091] Fastening elements 140 are arranged on the cladding elements 114 and the telescopic element 116. The fastening elements 140, here screws, serve to screw the cladding elements 114 to the frame of the trailer chassis or to corresponding retaining elements 160 (see figure). Fig. 8) The first cladding element 114 and the second cladding element 114 can have at least one elongated hole for receiving a fastening element 140.

[0092] The positive-locking connection between the adjacent cladding elements 114 is designed here as a tongue-and-groove joint. Folded joints or connections using a separate connecting element are also possible. The connecting element then optionally has an H-shaped or T-shaped cross-section.

[0093] The connection between adjacent cladding elements can also be implemented as a simple tongue-and-groove joint. In this design, the tongue 152 of one cladding element 114 engages in the groove 150 of the adjacent cladding element 114.

[0094] The connection between adjacent cladding elements can also be implemented as a tongue-and-groove connection with a separate spring. In this design, a separate spring is inserted between the cladding elements 114, which engages in the grooves 150 of both adjacent cladding elements 114.

[0095] The connection between adjacent cladding elements can also be executed as a simple folded seam. In this design, the cladding elements have angled edges that interlock.

[0096] Furthermore, the connection between adjacent cladding elements can be a butt joint. In this design, the cladding elements 114 butt against each other without a tongue-and-groove connection. In this case, a connecting element is preferably used for the joint.

[0097] The connection between adjacent cladding elements 114 can also include sealing profiles, in particular rubber sealing profiles, which are inserted between the cladding elements 114. The sealing profiles simultaneously seal and connect the cladding elements 114 to one another.

[0098] Fig. Figure 5 shows a detailed view of a telescopic element 116 of the underbody paneling system 100. The telescopic element 116 has a telescopic element guide part 116a and a telescopic element extension part 116b, which are arranged to be slidable relative to each other.

[0099] The telescopic element guide part 116a shown here has a guide groove 117a. The telescopic element extension part 116b has a guide slide 117b, which is slidably guided in the guide groove 117a. This arrangement allows the telescopic element 116 to be length-adjustable for bridging variable distances between chassis components. The guide groove 117a and the guide slide 117b enable stepless length adjustment of the telescopic element 116. Alternatively, instead of a guide groove, folds or other geometries can also be used to guide the telescopic element extension part, as shown in the following example. Fig. 11 is shown.

[0100] The telescopic element guide part 116a and the telescopic element extension part 116b can preferably be fixed relative to each other in a selected extension position. This fixing is achieved, for example, by clamping or by a locking mechanism. In the case of clamping, the telescopic element extension part 116b is held in the selected position by friction. In the case of a locking mechanism, corresponding locking elements of the telescopic element guide part 116a and the telescopic element extension part 116b engage with each other to secure the selected extension position. Clamping can be achieved, for example, by a fastening element 140, such as a screw, compressing the telescopic element guide part 116a and thereby clamping the telescopic element extension part 116b.

[0101] In the embodiment shown here, the telescopic element 116 has a groove 150 and a spring 152 at its connecting edge, which interact with adjacent cladding elements 114. A locking tongue 154 enables a self-locking connection with the adjacent cladding element 114.

[0102] Fig. Figure 6A shows a perspective detail view of a transition area between the drawbar cover element 102 and the drawbar connection element 112 of the modular underbody paneling system 100. The drawbar cover element 102 has a cranked section 102a, which is adapted to the width of the chassis 14. The cranked section 102a extends to the drawbar connection element 112. This configuration avoids a potential obstruction and thus further minimizes air resistance. The drawbar cover element 102 also has a connecting section 102b, which forms the transition to the drawbar connection element 112. For example, the connecting section 102b of the drawbar cover element 102 can be bolted to the drawbar connection element 112.

[0103] The drawbar connection element 112 forms the transition between the drawbar cladding element 102 and the subsequent cladding elements 114 in the area of ​​the frame 15. The connection between the adjacent elements is made, for example, as described above, via a tongue and groove system, a rabbet joint, or a positive-locking connecting element.

[0104] The drawbar connection element 112 can be designed as a flexible transition element made of elastic material, which compensates for relative movements between the drawbar 18 and the frame 15. Alternatively, the drawbar connection element 112 can be designed as a telescopic transition element to adapt to different drawbar lengths. In a further embodiment, the drawbar connection element 112 can be designed as a multi-part transition structure consisting of several overlapping segments to achieve maximum flexibility.

[0105] In some embodiments, the drawbar connection element 112 has integrated cable guides with channels or feedthroughs for electrical lines and brake lines.

[0106] In addition, the drawbar cladding element 102 can be made in multiple parts for easier assembly and adaptability to different drawbar lengths.

[0107] Fig. Figure 6B shows a further perspective detail view of the transition area between the drawbar cladding element 102 and the drawbar connection element 112 of the modular underbody cladding system 100 according to the Fig. 6A embodiment shown.

[0108] The ends of the drawbar cover element 102 are provided with elongated holes 102c. These elongated holes 102c serve to fasten the drawbar cover element 102 to the frame 15 using fasteners 140 (such as rivets or screws) and optional retaining elements 160 (such as retaining clips). The elongated shape of the elongated holes 102c allows for flexible positioning of the fasteners 140 and / or the cover elements. This flexible positioning facilitates the installation of the drawbar cover element 102, as tolerances in the chassis geometry can be compensated for.

[0109] The arrangement of the individual components of the underbody paneling system 100 in the transition area between the drawbar and the frame is designed in such a way as to create an essentially continuous, gap-free underbody surface. This continuous underbody surface contributes to improving the aerodynamic properties of the trailer.

[0110] Fig. Figure 6C shows a perspective detail view of an alternative embodiment of the transition area between the drawbar cladding element 102 and the drawbar connection element 112 of the modular underbody cladding system 100.

[0111] In this embodiment, the drawbar connection element 112 has a cranked section 112a that forms the transition to the frame area. The cranked section 112a extends outwards from the main plane of the drawbar connection element 112 and overlaps the drawbar cover element 102. A connecting section 112b extends along the upper edge of the drawbar connection element 112 and forms the interface with the adjacent drawbar cover element 102. For example, the connecting section 112b and the drawbar cover element 102 can be screwed or riveted together.

[0112] This embodiment differs from the one in Fig. 6A and Fig. Variant 6B shown is distinguished by the fact that the cranked section 112a and the connecting section 112b are arranged on the drawbar connection element 112 instead of on the drawbar cladding element 102.

[0113] Fig. Figure 6D shows two perspective detail views of another alternative embodiment of the transition area between the drawbar cladding element 102 and the drawbar connection element 112 of the modular underbody cladding system 100. The upper illustration (I) shows a view from below at an angle of the connection area, while the lower illustration (II) presents a view from above at an angle of the same area.

[0114] The drawbar connection element 112 has a cranked section 112a that forms the transition to the drawbar cover element 102. At least one retaining projection 112c is arranged on the side of the drawbar connection element 112 facing the drawbar cover element 102. The retaining projection 112c is designed to rest on the frame 15 and support the drawbar connection element 112 on the frame 15. This support transfers the weight of the drawbar connection element 112 to the frame 15 without requiring additional fasteners in this area. Typically, corresponding retaining projections 112c are provided on the right and left sides of the drawbar connection element 112.

[0115] The underbody paneling system 100 further comprises at least one retaining element 160, which is designed for attachment to the frame 15. The retaining element 160 is arranged on the frame 15 and serves as a fastening for the paneling elements. The retaining element 160 rests on the frame 15 or is attached to it, the connection being either positive-locking and / or friction-locking. In particular, the retaining element 160 serves as a screw base for fastening elements 140, which may be designed as screws, to mount the paneling elements to the frame 150.

[0116] Fig. Figure 7A shows an underside view of a trailer 10 without an underbody paneling system. The trailer 10 comprises a body 12 and a chassis 14 underneath it. The chassis 14 extends below the body 12 and includes a frame 15, which forms the load-bearing structure. At the front of the trailer 10, a drawbar in a V-shaped configuration extends, serving to connect it to a towing vehicle. Fig. 7A represents the initial state before the start of the assembly of the underbody paneling system.

[0117] Fig. Figure 7B shows a bottom view of trailer 10. Fig. 7A after a first assembly step. In this first step, a first axle fairing element 104 was attached. The first axle fairing element 104 is positioned in the direction of travel in front of the axle of the wheels 16 and is fixed to the frame 15. The assembly thus begins, for example, in the area of ​​the axle of the trailer 10.

[0118] Fig. Figure 7C shows the trailer 10 after a second assembly step. In this second step, a second axle cover element 106 is attached to the frame 15. The second axle cover element 106 is positioned behind the axle. The first axle cover element 104 and the second axle cover element 106 together cover the area around the trailer axle. A connecting element 105 is arranged between the first axle cover element 104 and the second axle cover element 106. The connecting element 105 joins the first axle cover element 104 and the second axle cover element 106 together.

[0119] In the assembled state, the first axle fairing element 104 and the second axle fairing element 106 are connected to each other in such a way that they support each other. The connecting element 105 has an H-shaped or a T-shaped cross-sectional profile.

[0120] Furthermore, a first (general) cladding element 114 can be mounted on the frame 15, for example adjacent to the first axle cladding element 104, for example via a tongue and groove system. Subsequently, a second cladding element 114 can be connected to the first cladding element 114, so that an essentially continuous underbody surface is formed. Mounting of the first cladding element 114 begins in the area of ​​an axle of the trailer 10. From the axle, the assembly continues forwards towards the drawbar and / or backwards towards the rear (see figure). Fig. 7D).

[0121] On a trailer with a tandem axle, the area between the two axles is also covered. From this area, the further assembly of the cladding elements takes place towards the drawbar and towards the rear.

[0122] Fig. Figure 7D shows a bottom view of the trailer 10 in a further assembly step. Here, a spare wheel element 108 is mounted. The spare wheel element 108 has a substantially circular opening that serves to accommodate a spare wheel by means of a spare wheel carrier. The spare wheel element 108 is arranged behind the second axle cover element 106 and connected to the second axle cover element 106, for example via a tongue and groove connection.

[0123] Fig. Figure 7E shows a subsequent assembly step. A rear element 110 is positioned at the rear of the trailer 10. The rear element 110 connects to the superstructure 12 and has recesses for supports 17. Additionally, a drawbar connection element 112 is positioned in the transition area to the drawbar 18. The drawbar connection element 112 is designed to connect to a drawbar fairing element 102. The assembly sequence of the end pieces, i.e., the rear element 110 and the drawbar connection element 112, is preferably carried out when the main part of the length from the center of the axle to the ends of the trailer 10 is covered. The remaining gap between the already mounted fairing elements and the end pieces facilitates access to the retaining elements or fastening elements.This assembly sequence allows for easy placement and screwing of the retaining elements, as the space between the floor of the superstructure 12 and the underbody panel remains accessible from the front or rear.

[0124] Fig. Figure 7F shows another assembly step. Here, further trim elements 114 are attached to the rear element 110.

[0125] Fig. Figure 7G shows a bottom view of the trailer 10 in an advanced stage of assembly. In this assembly step, telescopic elements 116 are used to compensate for different distances between chassis components. The telescopic elements 116 are arranged at several positions along the frame 15 and allow adjustment to varying chassis lengths of different trailer types. The length-adjustable configuration of the telescopic elements 116 allows gaps between adjacent panel elements 114, resulting from the different distances between the chassis components, to be bridged.

[0126] Fig. Figure 7H shows a further assembly step. In this step, a drawbar cover element 102 is mounted on a drawbar 18 of the trailer 10. The drawbar cover element 102 covers the underside of the drawbar assembly and has an aerodynamically optimized shape.

[0127] Fig. Figure 7I finally shows the trailer 10 with the fully assembled underbody paneling system 100. Here the spare wheel or a spare wheel carrier 130 is inserted and the maintenance opening 118 is closed.

[0128] Fig. Figure 8 shows an enlarged sectional view of a mounting area of ​​the modular underbody paneling system. The mounting area is shown here as an example for the drawbar paneling element 102. The other paneling elements, such as the first axle paneling element 104, the second axle paneling element 106, the spare wheel element 108, the rear element 110, the drawbar connection element 112, and the general or standard paneling element 114, can be attached to the frame accordingly.

[0129] For fastening, a retaining element 160 is arranged on the frame 15 and serves as a mounting or screw base for the (drawbar) cover element 102. The retaining element 160 has a receptacle 164 with which the retaining element 160 can be inserted onto the frame 15. An optional clamping screw 162 is located in the area of ​​the retaining element 160 and serves to fix the retaining element 160 to the frame 15. The retaining element 160 also has a threaded receptacle 166 for receiving a fastening element 140. The fastening element 140 extends through the elongated hole 102c of the drawbar cover element 102 and is secured in the threaded receptacle 166 of the retaining element 160. Instead of being screwed, the cover element can also be riveted to the retaining element 160 or connected in some other way.

[0130] The fastening element 140 can be implemented in various embodiments. In one embodiment, the fastening element 140 is designed as a quick-release clamp, which allows for tool-free fastening and loosening. In another embodiment, the fastening element 140 is designed as a bayonet fitting, which enables quick assembly and disassembly. In yet another embodiment, the fastening element 140 is designed as a self-tapping screw, which allows for initial assembly without pre-drilling. In a further embodiment, the fastening element 140 is designed as a rivet or blind rivet to provide permanent connections with high shear strength.

[0131] Furthermore, elastic elements, such as rubber buffers, can be provided between the retaining element 160 and the cladding element to achieve vibration damping and noise reduction.

[0132] Fig. Figure 9 shows an enlarged sectional view of a connection area between a first axle cover element 104 and a second axle cover element 106 of the modular underbody paneling system. This positive-locking connection is shown here as an example for the first axle cover element 104 and the second axle cover element 106. Other adjacent paneling elements can be positively connected to each other in the same way.

[0133] Components of a chassis 14 are visible in the upper part of the illustration. The first axle fairing element 104 is located on the left side of the illustration, while the second axle fairing element 106 is positioned on the right side. A wheel 16 of the trailer is visible in the lower part of the illustration.

[0134] A connecting element 105 is arranged between the first axle cover element 104 and the second axle cover element 106. The connecting element 105 has an H-shaped cross-sectional profile and connects the two axle cover elements 104 and 106 in a form-fitting manner. This arrangement provides mutual support for the cover panels. The H-shaped profile geometry of the connecting element 105 forms two opposing receiving grooves into which the edges of the first axle cover element 104 and the second axle cover element 106 engage.

[0135] The connecting element 105 can be implemented in various versions. In one version, the connecting element 105 is manufactured as an H-shaped external clamp made of extruded aluminum profiles. This version offers a lightweight and corrosion-resistant connection between the axle cladding elements 104 and 106.

[0136] In a second version, the connecting element 105 is manufactured as an H-shaped external clamp made of stainless steel profiles. This version offers increased corrosion resistance and mechanical strength compared to the aluminum version.

[0137] In a third embodiment, the connecting element 105 is manufactured as an H-shaped outer clamp made of plastic profiles, preferably with a metal insert. The plastic provides corrosion protection, while the optional metal insert provides increased structural strength.

[0138] In a fourth embodiment, the connecting element 105 is designed as an elastic connecting profile, for example with fully integrated rubber elements. The rubber elements serve to absorb vibrations and compensate for tolerances between the axle cladding elements 104, 106.

[0139] Furthermore, the connecting element can have a sealing lip. The sealing lip prevents water ingress at the connection points between the first axle cover element 104 and the second axle cover element 106.

[0140] The connecting element 105 is further extended outwards in another embodiment. The extension is such that the connecting element 105 can bear against a flange profile of the axle body on the inside. This support on the flange profile of the axle body increases the stability of the connection between the axle cladding elements 104 and 106.

[0141] In addition to the H-shaped cross-sectional profile, alternative cross-sectional profiles for the connecting element 105 are possible. For example, a T-shaped cross-sectional profile or another suitable cross-sectional profile can be used, enabling a positive-locking connection between the (axle) cladding elements 104 and 106. Connecting clamps are also possible as external connecting elements.

[0142] Fig. Figure 10 shows two views of a panel element 114 of the modular underbody paneling system 100. The upper illustration A shows a perspective view of the panel element 114, while the lower illustration B shows an enlarged detail view of the connection area between two adjacent panel elements 114 and a telescopic element 116.

[0143] In the upper view A, the cladding element 114 is shown as an elongated, strip-shaped element with a width B and a length L. The cladding element 114 has connecting elements 156 and complementary connecting elements 158 on its longitudinal sides, which enable a positive-locking connection with adjacent cladding elements.

[0144] The connecting means 156 comprise several connecting projections 156a and connecting recesses 156b, which are arranged alternately along one longitudinal side of the cladding element 114. On the opposite longitudinal side, the complementary connecting means 158 with complementary connecting projections 158a and complementary connecting recesses 158b are provided.

[0145] The positive-locking connection between adjacent cladding elements 114 is created by the connecting projections 156a engaging with the complementary connecting recesses 158b of the adjacent element, and the connecting recesses 156b receiving the complementary connecting projections 158a of the adjacent element. This interlocking of the projections and recesses creates a stable positive-locking connection between the adjacent cladding elements.

[0146] In the illustrated embodiment, the positive-locking connection is designed as a dovetail joint. The connecting projections 156a and the complementary connecting projections 158a have an outwardly widening, trapezoidal cross-sectional geometry, which prevents the connected elements from being pulled apart in a direction perpendicular to the connection plane. The corresponding connecting recesses 156b and complementary connecting recesses 158b have a correspondingly complementary geometry that positively engages the dovetail projections.

[0147] Besides the dovetail joint shown, other forms of positive locking connections are also possible. In an alternative embodiment, the connection is designed as a puzzle-piece joint, in which the connecting projections and recesses have a rounded, puzzle-piece-like contour. Further alternative connection forms include T-shaped, mushroom-shaped, or hook-shaped projection-recess geometries.

[0148] The lower detail view B shows the connection area between a cladding element 114 and a telescopic element 116. The telescopic element 116 comprises a telescopic element guide part 116a and a telescopic element extension part 116b, which are arranged to be displaceable relative to each other in order to bridge variable distances between chassis components, wherein the telescopic element guide part 116a comprises connecting means 156 for connection to a cladding element 114.

[0149] The complementary connecting elements 158 with the complementary connecting projections 158a and complementary connecting recesses 158b of the cladding element 114 engage with the connecting elements 156 with the connecting projections 158a and complementary connecting recesses 158b of the telescopic element 116. This arrangement enables a positive-locking connection between the cladding element 114 and the telescopic element 116, so that a substantially continuous underbody surface is formed.

[0150] Accordingly, a positive-locking connection can be achieved between the two adjacent cladding elements 114.

[0151] Fig. Figure 11 shows a perspective view of a cladding element 114 in conjunction with a frame 15 and a telescopic element 116 according to a further embodiment.

[0152] In the upper part of the illustration, the chassis frame 15 is visible, to which the cladding element 114 and the telescopic element 116 are mounted. The cladding element 114 is designed as an elongated, strip-shaped element that extends transversely to the direction of travel of the trailer.

[0153] Fastening elements 140 in the form of screws are provided for screwing the cladding element 114 or the telescopic element 116 to the frame 15.

[0154] Connecting means 156 and complementary connecting means 158 are arranged along the longitudinal sides of the cladding element 114, which enable a positive locking connection with adjacent cladding elements or the telescopic element.

[0155] The telescopic element 116 comprises a telescopic element guide part 116a and a telescopic element extension part 116b. In contrast to the one in Fig.In the embodiment shown in Figure 5, in which the telescopic element guide part 116a has a U-shaped guide groove 117a in which a guide slide 117b of the telescopic element extension part 116b is slidably guided, both the telescopic element guide part 116a and the telescopic element extension part 116b each have a stepped rebate with a substantially stepped cross-section.

[0156] This stepped folding geometry allows the telescopic element guide part 116a and the telescopic element extension part 116b to slide over or under each other, with the offset folding sections interlocking and enabling guided relative movement in the longitudinal direction. This arrangement allows stepless length adjustment of the telescopic element 116 to bridge variable distances between chassis components.

[0157] In a selected extension position, the telescopic element guide part 116a and the telescopic element extension part 116b are fixed to each other by means of a fastening element 140, in particular a screw. The fastening element 140 extends through both parts of the telescopic element 116 and clamps them in the desired position, thus ensuring secure fixation of the set length. Alternatively, the telescopic element extension part 116b can also be clamped between the frame 15 and the telescopic element guide part 116a without the fastening element 140 extending through the telescopic element extension part 116b. The cladding elements of the underbody cladding system can be manufactured from various materials to meet different requirements for weight, strength, weather resistance, and cost.

[0158] In one embodiment, the cladding elements are made of glass fiber reinforced plastics (GFRP). Glass fiber reinforced plastics offer high strength at low weight and exhibit good resistance to environmental influences.

[0159] In another embodiment, the cladding elements are made of carbon fiber reinforced plastics (CFRP). Carbon fiber reinforced plastics are suitable for applications where maximum weight reduction with maximum stiffness is required.

[0160] In one embodiment, the cladding elements are made of polypropylene (PP) or polyethylene (PE). Polypropylene and polyethylene are cost-effective thermoplastic materials that exhibit good impact strength and chemical resistance.

[0161] In another embodiment, the cladding elements are made of PVC. PVC is durable, dimensionally stable, and cost-effective.

[0162] In one embodiment, the cladding elements are made of ABS plastic. ABS plastic offers a good balance between strength, rigidity, and workability.

[0163] In another embodiment, the cladding elements are made of aluminum composite panels. Aluminum composite panels offer increased mechanical strength at a moderate weight.

[0164] In one embodiment, the cladding elements are made from recycled plastics. The use of recycled plastics improves the overall system's environmental footprint.

[0165] In another embodiment, the cladding elements are designed as a sandwich construction. Such a sandwich construction consists of a foam core with outer layers made of plastic or metal. This design allows for an advantageous stiffness-to-weight ratio.

[0166] The cladding elements of the underbody cladding system have outer surfaces that can have different surface textures in order to optimize aerodynamic properties.

[0167] In one embodiment, the cladding elements have smooth surfaces. These smooth surfaces are designed to minimize surface friction. The smooth surface structure reduces boundary layer friction between the airflow and the cladding surface.

[0168] In another embodiment, the cladding elements have structured surfaces with microgrooves. These microgrooves are similar to sharkskin technology and serve to reduce turbulent flow separation. The microgroove structure influences the boundary layer flow in such a way that turbulent vortex formation is reduced.

[0169] The fairing elements can be provided with hydrophobic coatings. These hydrophobic coatings are designed to prevent water accumulation and dirt adhesion on the fairing surfaces. Due to the water-repellent properties of the hydrophobic coating, water beads off the surface, thus preventing any impairment of aerodynamic properties caused by water films or adhering dirt.

[0170] In another embodiment, the cladding elements feature anti-icing coatings. These coatings are designed to prevent ice formation in winter conditions. The anti-icing coating prevents ice and snow from adhering to the cladding surfaces, thus maintaining the aerodynamic properties of the underbody cladding system even at low temperatures.

[0171] The various surface finishes and coatings can be applied individually or in combination to the cladding elements.

[0172] The underbody cladding system preferably has drainage openings that allow any water that has penetrated to drain away. The drainage openings can be implemented in various designs.

[0173] In a first embodiment, the underbody paneling system has slot-shaped openings. The slot-shaped openings are arranged at the lowest point of the paneling. Due to this arrangement at the lowest point, any water that has penetrated collects at the slot-shaped openings and flows outwards by gravity.

[0174] In a second embodiment, the underbody paneling system has round drainage openings. These round drainage openings are either fitted with a mesh cover or left without one. The mesh cover serves to protect against foreign objects that could otherwise penetrate the space between the paneling and the vehicle floor.

[0175] In a third embodiment, the underbody cladding system features integrated drainage channels. These integrated drainage channels are designed as grooves or channels on the inside of the cladding elements. The integrated drainage channels direct water precisely to the drain openings. This targeted water flow ensures the effective removal of any water that has penetrated the system.

[0176] In a fourth embodiment, the underbody paneling system has perforated areas. These perforated areas are designed as fine-mesh perforated zones. The perforated areas allow water to drain away while simultaneously retaining dirt. The mesh size of the perforated areas is selected such that water can drain away unhindered, while dirt particles and foreign matter are retained.

[0177] The various designs of the drainage openings can be used individually or in combination. For example, slot-shaped openings at the lowest point can be combined with integrated drainage channels to achieve targeted water flow to the drainage points.

[0178] The cladding elements of the underbody cladding system can be manufactured using various production methods, which are selected according to the requirements for quantity, geometry and material properties.

[0179] For mass production, the trim elements are manufactured using an injection molding process, for example. This process allows for high dimensional accuracy and a high surface quality.

[0180] It is also possible to manufacture cladding elements by thermoforming or deep drawing. In thermoforming, a thermoplastic sheet is heated and then drawn into a molded shape using vacuum, pressure, or mechanical means. Thermoforming allows for the production of cladding elements at moderate tooling costs compared to injection molding.

[0181] Cladding elements with a constant cross-section can be manufactured using an extrusion process. Cladding elements made of fiber-reinforced composite materials can be manufactured using appropriate lamination processes.

[0182] The cladding elements of the underbody cladding system can be equipped with various additional functions to provide extended functionalities.

[0183] In one embodiment, the paneling elements have integrated sensors. These sensors are configured to monitor temperature, humidity, or damage to the paneling elements or the surrounding area. The sensors enable continuous condition monitoring of the underbody area during trailer operation.

[0184] In another embodiment, the trim panels have integrated cable channels. These cable channels serve as guides for electrical cables or brake lines. The cable channels run at least partially within the trim panels, allowing for protected routing of cables in the underbody area.

[0185] In another embodiment, the paneling elements have sound-absorbing layers. These sound-absorbing layers comprise integrated damping materials configured to reduce road noise. The damping materials are integrated into the paneling elements and dampen sound transmission from the chassis to the body.

[0186] In another embodiment, the cladding elements have insulating layers for thermal insulation. These insulating layers are configured to protect temperature-sensitive components in the underbody area. The thermal insulation prevents excessive heating or cooling of components located in the area between the chassis and the underbody cladding.

[0187] Some chassis have mounting brackets on the outer side of the longitudinal members for attaching a jack. The trim panels have small recesses in these areas, providing sufficient clearance for the mounting brackets. These recesses allow the trim panels to be installed without impairing the jack's functionality.

[0188] The underbody paneling system can be implemented for different environmental conditions, with the paneling elements being adapted according to the respective requirements.

[0189] In a winter-proof version, the cladding elements exhibit increased impact resistance at low temperatures. The material composition of the cladding elements is selected to ensure that they retain their mechanical properties and do not become brittle even at sub-zero temperatures. Additionally, the winter-proof cladding elements can be protected against road salt. This protection is achieved through a suitable coating or by using materials that are resistant to road salt.

[0190] In an off-road version, the body panels feature a reinforced construction. The wall thickness of the panels is increased, or they are made from a material with enhanced mechanical strength. The off-road version also has increased ground clearance to allow use on unpaved roads and prevent damage from uneven terrain.

[0191] In a marine version, the cladding elements are made of corrosion-resistant materials or coated with corrosion-resistant finishes. The marine version is designed for use in saltwater environments, with the cladding elements and associated fasteners being resistant to saltwater corrosion.

[0192] The cladding kit, which includes an underbody cladding system, is available in various delivery forms to meet different requirements regarding application, storage and assembly.

[0193] In its initial delivery form, the bodywork kit is a complete set for specific trailer models. This complete set includes all necessary bodywork components, special elements, telescopic elements, fasteners, and retaining elements required for the complete underbody paneling of a particular trailer model. The composition of the complete set is tailored to the dimensions and configuration of the respective trailer model.

[0194] In a second delivery format, the underbody panel kit is designed as a modularly expandable basic set. This basic set contains a fundamental selection of paneling elements sufficient for basic underbody paneling. In addition to the basic set, optional supplementary elements are available, allowing for the extension or adaptation of the underbody paneling to specific requirements or trailer configurations.

[0195] In a third delivery format, the cladding kit is packaged in stackable units. These stackable units are optimized for pallet storage and transport. The compact modules of the cladding kit allow for space-saving arrangement within the packaging units, enabling efficient storage and transport, for example, on Euro pallets.

[0196] In a fourth delivery format, the fairing kit is supplied as pre-assembled modules. These pre-assembled modules comprise partially assembled segments in which several fairing elements are already connected. Pre-assembly reduces on-site assembly time, as fewer connection steps are required on the trailer.

[0197] A fifth delivery option is the cladding parts set, designed as a retrofit kit. This kit is intended for retrofitting existing trailers and includes cladding elements and mounting components that allow the underbody cladding system to be installed on trailers already in use.

[0198] Features of the examples or embodiments described above can be combined to create additional examples or embodiments without losing the intended effect. It is understood that the description of an embodiment or example given above serves only as an example and that various modifications can be made by a person skilled in the art. Furthermore, a person skilled in the art will recognize that numerous other modifications and combinations of different aspects are possible. Accordingly, the described aspects are intended to encompass all such changes, modifications, and variations that fall within the scope of the appended claims. REFERENCE MARK LIST 10 trailers 12 Structure 14 chassis 15 frames 16-inch wheel 17 supports 18 Drawbar 20 Clutch 22 Parking brake 100 Underbody paneling system 102 Drawbar cladding element 102a Cranked section 102b Connecting section 102c Slotted hole 104 First axle fairing element 105 Connecting element 106 Second axle fairing element 108 Spare wheel element 110 Rear element 112 Drawbar connection element 112a Cranked section 112b Connecting section 112c Holding advantage 114 Trim element 116 Telescopic element 116a Telescopic element guide part 116b Telescopic element extension part 117a Guide groove 117b Guide carriage 118 Maintenance opening 120 Coverage 130 spare wheel carrier 132 support rods 140 Fastening element 150 Nut 152 spring 154 Rastzunge 156 Fasteners 156a Connecting projections 156b Connection jumps 158 Complementary Bonding Agents 158a Complementary connecting projections 158b Complementary connection return links 160 retaining element 162 Clamping screw 164 recording 166 threaded mount B width Length L

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