Underbody paneling element for a vehicle and arrangement of underbody paneling on a vehicle body

Description

[0001] The invention relates to an underbody paneling element for a vehicle according to the preamble of claim 1. Furthermore, the invention relates to an arrangement of an underbody paneling on a vehicle body.

[0002] DE 10 2013 219 549 A1 discloses a cover element for an underbody panel for at least partially covering the underbody of a motor vehicle. The cover element has at least a first area and at least one second area adjoining the first area and being softer and elastically deformable compared to the first area. Furthermore, a panel for the underbody of a motor vehicle is known from DE 201 16 286 U1. EP 2 435 288 B1 discloses a vehicle with an air guide device. Furthermore, an air guide device for a motor vehicle is known from DE 10 2009 040 678 A1.

[0003] From the generic DE 10 2015 005 013 A1 an air guide device for a suspension link is shown, which is designed as a flat surface and crosses under the suspension link at least section by section in the installed position, wherein during the intended use of the air guide device an airflow flows along a surface of the air guide device, which detaches from the air guide device at a downstream edge having a continuously changing spatial course.

[0004] DE 43 19 281 A1 discloses an underbody paneling element according to the preamble of claim 1.

[0005] The object of the present invention is to provide an underbody paneling element for a vehicle and an arrangement of an underbody paneling on a vehicle body, so that a particularly advantageous aerodynamics of the vehicle can be achieved.

[0006] This problem is solved according to the invention by an underbody paneling element with the features of claim 1, and by an arrangement of an underbody paneling on a vehicle body with the features of claim 9. Advantageous embodiments with expedient further developments of the invention are the subject of the dependent claims.

[0007] A first aspect of the invention relates to an underbody paneling element for a vehicle, in particular a passenger car. The underbody paneling element is thus used in the fully manufactured state of the vehicle to at least partially conceal and thus cover the underbody of the vehicle, also referred to as the floor, in the vertical direction of the vehicle. The underbody is formed by a structure of the vehicle, for example, a self-supporting body, wherein the underbody at least partially, in particular at least predominantly or completely, delimits an interior space of the vehicle, also referred to as the passenger compartment, in the vertical direction of the vehicle.

[0008] The underbody paneling element features an air guide area, which, at its rear end (viewed in the longitudinal direction of the vehicle), is equipped with a flow separation edge. When the vehicle is moving forward, an airflow guided along the air guide area separates from this edge in a defined manner. At least a portion of the flow separation edge, projected onto a plane defined by the vehicle's transverse direction (y-direction in the vehicle coordinate system) and longitudinal direction (x-direction in the vehicle coordinate system), has an odd shape. This described non-uniform design of the flow separation edge reduces drag and stabilizes the subsequent shear layer.

[0009] The underbody paneling element has a first air guide area and a second air guide area, which, particularly in the installed position of the underbody paneling element, extends rearward in the longitudinal direction of the vehicle, and in particular directly, adjoins the first air guide area. The underbody paneling element occupies this position in the fully manufactured state of the vehicle, i.e., when the underbody paneling element, or an underbody panel encompassing the underbody paneling element, is held at least indirectly, and in particular directly, to the vehicle body and is arranged, in particular, in the vertical direction below the underbody.The characteristic that the second air guide area connects directly to the first air guide area in the longitudinal direction of the vehicle towards the rear means, in particular, that no further section of the underbody paneling element is located between the first and second air guide areas in the longitudinal direction of the vehicle. The second air guide area is angled away from the first air guide area and, in the installed position of the underbody paneling element, extends from the front bottom to the rear top away from the first air guide area. This means that the second air guide area has a gradient that rises in the opposite direction of the vehicle's forward travel, i.e., towards the rear of the vehicle, similar to a ramp.Thus, for example, air flowing along the underbody panel element and along the air guide areas during forward travel, particularly on the side of the underbody panel element facing away from the underbody and pointing downwards in the vehicle's vertical direction, is guided upwards in the vehicle's vertical direction by means of the second air guide area, which acts as a ramp. This means, in particular, it flows longitudinally from the front bottom to the rear top. The air flowing along the air guide areas or the underbody panel element is also referred to as an airflow, or it forms an airflow that can be guided in a targeted and advantageous manner by means of the air guide areas.

[0010] The characteristics of the second air guide area being angled away from the first and extending from the front bottom to the rear top of the vehicle longitudinally mean that the front end of the second air guide area is positioned further down in the vehicle's vertical direction than the rear end. Viewed from front to rear in the vehicle's longitudinal direction, the second air guide area begins at its front end, where, for example, the first air guide area ends. The second air guide area also ends at its rear end.Thus, the characteristic that the second air guide area is angled relative to the first air guide area means, in particular, that an imaginary straight line connecting the front end with the rear end extends, for example, obliquely to the first air guide area, or obliquely to the longitudinal direction of the vehicle and / or obliquely to the vertical direction of the vehicle, and in particular obliquely to an imaginary plane spanned by the longitudinal direction of the vehicle in the transverse direction. The rear end of the second air guide area is positioned further rearward in the longitudinal direction of the vehicle than the front end of the second air guide area.

[0011] The flow separation edge follows the second air guide area rearward in the longitudinal direction of the vehicle, and is thus located behind the second air guide area, specifically at its rear end, and in particular at the rear end of the second air guide area, in the opposite direction of the vehicle's forward travel. It is also conceivable that the flow separation edge connects directly to the second air guide area in the longitudinal direction of the vehicle, which in this context means, in particular, that no further section of the underbody panel element is located between the second air guide area and the flow separation edge in the longitudinal direction of the vehicle. It is particularly conceivable that the flow separation edge connects directly to, or is located at, the second end of the second air guide area in the longitudinal direction of the vehicle.

[0012] In order to be able to separate the air or the airflow particularly advantageously during forward travel of the vehicle, especially from the underbody paneling element, it is further provided according to the invention that the flow separation edge has a base body that is curved downwards in the upward direction of the vehicle, so that a strong change in the direction of the airflow downwards in the upward direction of the vehicle can be effected by means of the flow separation edge.

[0013] Furthermore, at least one longitudinal region of the flow separation edge in the aforementioned plane spanned by the vehicle's transverse and longitudinal directions, viewed from bottom to top in the vehicle's vertical direction, is odd-shaped. This means, in particular, that at least the longitudinal region of the flow separation edge in the plane spanned by the vehicle's transverse and longitudinal directions, also referred to as the xy-plane, has an odd shape, i.e., a shape that deviates from a straight or planar profile. It is especially preferred that the flow separation edge has an odd shape at least over its predominant transverse extent, i.e., over more than half of its transverse extent in the xy-plane.In other words, the characteristic that the flow separation edge in the xy-plane is odd-shaped at least in the length range means that at least the length range of the flow separation edge is odd-shaped in the top view, i.e., along a viewing direction in the vehicle's vertical direction from bottom to top or from top to bottom.

[0014] It has proven particularly advantageous if the flow separation edge has an odd shape along its entire transverse extension in the xy-plane. The characteristic that at least the length of the flow separation edge in the xy-plane is odd means, in particular, that a projection of the flow separation edge perpendicular to the xy-plane into the plane is not straight, at least in that length range, but rather the projection has an odd shape, at least in that length range corresponding to the length of the flow separation edge.At the separation edge, during forward travel, the airflow, initially guided along the second air guide area, separates in a defined manner. Because at least the length of the separation edge in the xy-plane is odd, the vehicle's drag can be kept particularly low. This allows for especially energy-efficient propulsion. In other words, during forward travel, air flows longitudinally from front to rear around the vehicle, with at least a portion of this airflow passing along the underbody panel. The air guide areas allow the airflow along the underbody panel to be directed particularly effectively and precisely as needed.

[0015] The underbody paneling element, in particular, causes the air flowing along it, also referred to as underbody airflow, to be deflected upwards in the vehicle's vertical direction by the second air guide, especially when the air first flows along the first air guide and then along the second air guide. This means that the second air guide deflects the underbody airflow upwards in the vehicle's vertical direction. In other words, the underbody airflow is initially, and perhaps slightly, directed upwards in the vehicle's vertical direction by the second air guide. Subsequently, the flow separation edge located longitudinally behind the second air guide causes a strong downward change in the direction of the airflow in the vehicle's vertical direction, thus achieving the desired spoiler effect.Since the flow separation edge is odd-shaped, at least in the length range in the xy-plane, a non-uniform flow separation edge is created. This allows the air resistance, also simply referred to as drag, to be kept particularly low, and a subsequent shear layer can be stabilized. Furthermore, the flow separation edge, and thus the underbody panel element as a whole, can be designed to be particularly stable and rigid due to the changes in airflow direction induced by the underbody panel element, without creating aerodynamic disadvantages.

[0016] Furthermore, because the second air guide area preferably extends upwards in a ramp-like manner in the vehicle's vertical direction, the flow separation edge can begin at a sufficiently high level in the vehicle's vertical direction and extend downwards from this level in the same direction, while simultaneously ensuring sufficient overall ground clearance for the vehicle. The odd shape of at least the longitudinal section, compared to a straight shape in the xy-plane for the flow separation edge or the longitudinal section, leads to an increased shear layer due to mixing, i.e., an effect analogous to a vortex generator, particularly geometrically in the direction of airflow.

[0017] The invention is based in particular on the following findings: Aerodynamic separation edges of underbody covers, such as spoilers in front of wheel arches, can minimize or reduce airflow in a respective downstream area compared to a vehicle without such a separation edge, thereby keeping or reducing air resistance. However, the separation edge, and especially its shape, typically generates resistance to the airflow, which must be compensated for by the previously described function of minimizing excessive airflow in downstream areas. Stabilization of the shear layer could be achieved by a completely straight air guide edge. Furthermore, separation edges are conceivable whose form drag is reduced by, for example, designing them at an acute angle similar to a ramp.However, these measures reduce ground clearance and typically require the separation edge to be made of expensive, elastic materials to prevent damage. For stiffness reasons, the end edges of underbody components are often designed with a vertically or upwardly projecting section. This transition usually incorporates a radius that increases upward airflow in a certain area, thus increasing drag.

[0018] It has been found that odd-shaped end edges of bodies, particularly blunt bodies or plates, which are sinusoidal and / or zigzag-shaped, can significantly reduce drag compared to straight end edges. Such an odd shape favorably influences the shear layer. The invention now makes it possible, in particular, to design at least the longitudinal portion of the flow separation edge as odd-shaped by having the second air guidance area, arranged in the longitudinal direction of the vehicle in front of the flow separation edge, rise, in particular, in a ramp-like manner. This ensures sufficient ground clearance for the vehicle. Furthermore, the underbody paneling element can be designed to be particularly rigid.Furthermore, the air resistance generated by the flow separation edge itself can be kept particularly low, resulting in a particularly advantageous aerodynamics of the vehicle overall.

[0019] In order to keep the overall air resistance of the vehicle as well as the air resistance of the flow separation edge itself particularly low, and to achieve a particularly advantageous stiffness of the flow separation edge and the underbody paneling element as a whole, it is provided in one embodiment of the invention that at least the length region in the plane is zigzag-shaped or wavy or meander-shaped and thus odd-shaped.

[0020] Another embodiment is characterized by the fact that at least the longitudinal region in the plane is sinusoidal and therefore odd-shaped. This allows for particularly advantageous aerodynamics of the vehicle, since the overall air resistance of the vehicle as well as the air resistance of the flow separation edge itself can be kept to a particularly low level.

[0021] To achieve a particularly advantageous stiffness of the underbody paneling element and thus to guide the airflow along the underbody paneling element particularly effectively, a further embodiment of the invention provides that the flow separation edge is equipped with successive ribs spaced apart from one another in the transverse direction of the vehicle for stiffening the flow separation edge. For example, the flow separation edge is formed integrally with the ribs. For example, the flow separation edge is made of a plastic and / or manufactured by injection molding.

[0022] According to a further development of the invention, the flow separation edge is provided to have a wall projecting downwards from the base body in the upward direction of the vehicle.

[0023] Another embodiment provides that the second air guide area is formed integrally with the first air guide area and / or with the flow separation edge. This prevents undesirable turbulence of the air flowing along the underbody paneling element.

[0024] Another embodiment is characterized by the fact that a third air guide area of ​​the underbody panel element is arranged in the longitudinal direction of the vehicle between the second air guide area and the flow separation edge. It is conceivable that the third air guide area is formed integrally with the first air guide area and / or integrally with the second air guide area and / or integrally with the flow separation edge. The third air guide area begins, for example, at the rear end of the second air guide area. Alternatively or additionally, it can be provided that the flow separation edge connects directly to the third air guide area in the longitudinal direction of the vehicle.

[0025] Preferably, the third air guide area is configured such that it extends in the xy-plane or in a further plane parallel to the xy-plane. Thus, it is preferably provided that the third air guide area extends at least substantially horizontally. In particular, if the flow separation edge adjoins the third air guide area directly to the rear in the longitudinal direction of the vehicle, the flow separation edge projects downwards from the third air guide area in the vertical direction of the vehicle. If the flow separation edge adjoins the second air guide area directly to the rear in the longitudinal direction of the vehicle, it can be provided, in particular, that the flow separation edge projects downwards from the second air guide area in the vertical direction of the vehicle.

[0026] By means of the third air guide area, the air flowing along the underbody paneling element can be guided particularly advantageously from the second air guide area to the flow separation edge, whereupon a flow separation of the air from the underbody paneling element can be effected in a targeted and defined manner by means of the flow separation edge.

[0027] In order to achieve particularly advantageous aerodynamics and at the same time particularly advantageous ground clearance of the vehicle, it is provided in a further embodiment of the invention that the first air guide area extends in the xy-plane or in a second plane running parallel to the xy-plane.

[0028] Finally, it has proven particularly advantageous if the third air guide zone is positioned higher up the vehicle than the first air guide zone. This ensures a particularly high ground clearance for the vehicle in the vertical direction.

[0029] Preferably, the second air guide area and / or the third air guide area are planar. This means, in particular, that the second or third air guide area extends at least predominantly, and especially completely, in a plane that preferably runs obliquely to the longitudinal direction of the vehicle.

[0030] To facilitate airflow, a further embodiment of the invention provides that the air guide area is curved upwards or downwards in the vehicle's vertical direction. Specifically, when considering the underbody panel element from bottom to top in the vehicle's vertical direction, the second air guide area is convexly curved if it is curved downwards in the vehicle's vertical direction. However, if the second air guide area is curved upwards in the vehicle's vertical direction, it is concavely curved.

[0031] Preferably, the underbody paneling element is made of a plastic and / or is formed in one piece in order to achieve particularly advantageous aerodynamics in a particularly cost-effective and weight-saving manner.

[0032] A second aspect of the invention relates to an arrangement of underbody cladding on a vehicle body, preferably a self-supporting body, in particular a motor vehicle. The motor vehicle can be a passenger car. In this arrangement, the floor of the body, also referred to as the underbody, is at least partially, and in particular at least predominantly or completely, covered and thus clad by the underbody cladding in the vertical direction of the vehicle. The underbody cladding comprises at least one underbody cladding element according to the first aspect of the invention. Thus, the floor of the body is at least partially, and in particular at least predominantly or completely, covered by the underbody cladding element in the vertical direction of the vehicle.Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0033] A rear axle of the vehicle can be arranged in the longitudinal direction behind the underbody paneling element and thus behind the flow separation edge. The rear axle preferably has at least one control arm, also simply referred to as a link, via which a wheel of the vehicle, also referred to as a vehicle wheel, is articulated to the body. The control arm is, for example, articulated at one end, at least indirectly, to the wheel. For example, the control arm is articulated at one end to a wheel carrier on which the wheel is rotatably mounted. At the other end, the control arm is articulated, for example, at least indirectly, and in particular directly, to the body. For example, the control arm is directly articulated at the other end to the body. Alternatively, it is conceivable that the control arm is articulated at the other end to an axle carrier, which is designed separately from the body and mounted on the body.The wheel guide guides the wheel and allows, for example, compression and rebound movements of the wheel in the vertical direction of the vehicle and relative to the body.

[0034] The wheel guide is preferably at least partially covered downwards in the vehicle's vertical direction by a further paneling element arranged in the vehicle's longitudinal direction behind the underbody paneling element and thus behind the flow separation edge. This further paneling element is, for example, designed separately from the guide and held to it, and is therefore movable relative to the vehicle body along with the guide. This ensures particularly advantageous guidance of the underbody airflow, especially towards a rear diffuser.

[0035] Therefore, it has proven particularly advantageous to position the aforementioned diffuser behind the axle in the longitudinal direction of the vehicle. This results in particularly favorable aerodynamics and driving dynamics for the vehicle.

[0036] The underbody design described above can also be readily used or arranged in front of a front wheel of the vehicle. The underbody paneling according to the invention would also have its advantageous effect at this location in or on the vehicle.

[0037] Further advantages and details of the invention will become apparent from the following description and the accompanying drawing. These show: Fig. 1 shows a partial schematic and cutaway side view of a first embodiment of an underbody panel for a vehicle, wherein the underbody panel has an underbody panel element with three air guide areas arranged successively in the longitudinal direction of the vehicle and a flow separation edge following the air guide areas to the rear in the longitudinal direction of the vehicle; Fig. 2 shows a partial schematic underside view of the underbody panel according to Fig. 1 ; Fig. 3 shows a partial schematic and cutaway side view of the underbody paneling according to a second embodiment; Fig. 4 shows a partial schematic underside view of the underbody paneling according to Fig. 3 ; Fig. 5 a schematic and perspective underside view of the underbody paneling element according to a third embodiment; and Fig. 6 a partial schematic underside view of the underbody paneling element according to Fig. 5 .

[0038] Fig. 1Figure 1 shows a schematic, cutaway side view of an underbody panel 10 for a vehicle, preferably a passenger car. In its fully manufactured state, the vehicle has a body structure, preferably a self-supporting body, which includes an underbody, also referred to as the floor. The underbody at least partially, and in particular at least predominantly or completely, defines the passenger compartment, also referred to as the interior, in the vehicle's vertical direction downwards. In its fully manufactured state, the vehicle includes the underbody panel 10, which is arranged beneath the underbody in the vehicle's vertical direction. As a result, the underbody is at least partially, and in particular at least predominantly or completely, covered and thus clad by the underbody panel 10 in the vehicle's vertical direction downwards.The underbody panel 10 is therefore located between the body floor and the road surface.

[0039] How particularly good in combination with Fig. 2 As can be seen, the underbody paneling 10 comprises at least one underbody paneling element 12, by which the underbody is at least partially, and in particular at least predominantly or completely, covered downwards in the vehicle's vertical direction (z-direction in the vehicle coordinate system). For example, the underbody paneling element 12 is formed in one piece and / or from a plastic.

[0040] The underbody paneling element 12 has a first air guide area 14. Fig. 1Figure 1 shows a first embodiment of the underbody paneling 10. In the first embodiment, the air guide area 14 is at least predominantly, and in particular completely, at least substantially planar, with the air guide area 14 extending in a first plane spanned by the longitudinal direction of the vehicle (x-direction in the vehicle coordinate system) and in the transverse direction of the vehicle (y-direction in the vehicle coordinate system). This means that the planar, first air guide area 14 is aligned parallel to the road surface. The longitudinal direction of the vehicle is in Figs. 1 and 2 illustrated by a double arrow 16, while the vehicle's transverse direction is illustrated by a double arrow 18.

[0041] The underbody paneling element 12 also has a second air guide area 20 extending rearward in the longitudinal direction of the vehicle, directly adjoining the first air guide area 14 in the longitudinal direction of the vehicle. A front end of the air guide area 20, in the longitudinal direction of the vehicle, is located in Fig. 1 The second air guide area 20 is designated E1, with the first air guide area 20 beginning at end E1. The air guide area 14 ends at end E1. Furthermore, a rear end of the second air guide area 20, located in the longitudinal direction of the vehicle, is designated E2, with the second air guide area 20 ending at the rear end E2. The second air guide area 20 is angled away from the first air guide area 14 such that the second air guide area 20 extends from the front bottom to the rear top of the first air guide area 14 in the longitudinal direction of the vehicle. The air guide area 20 is thus designed analogously to a ramp or in a ramp-like manner.

[0042] Furthermore, in Fig. 1 Arrow 22 illustrates the forward direction of travel of the vehicle. When the vehicle is moved forward, that is, in its forward direction of travel, air flows around the vehicle. In this process, Fig. 1 Arrow 24 illustrates the direction of airflow around the vehicle as it moves forward. At least part of the airflow around the vehicle as it moves forward flows along the first and second air guides 14 and 20 in the underbody area of ​​the vehicle, and thus along the underbody paneling element 12. This is illustrated in Fig. 1Lines 26, also referred to as flow lines, represent the air flowing along the underbody panel element 12 during forward travel of the vehicle, which is also called airflow or underbody flow. It can be seen that the underbody flow initially flows along the air guide area 14, at least substantially parallel to the first plane, and is then guided upwards in the upward direction of the vehicle by means of the air guide area 20.

[0043] In order to achieve particularly advantageous aerodynamics of the vehicle, the underbody paneling element 12 also features a flow separation edge 28 extending rearward in the longitudinal direction of the vehicle towards the second air guide area 20, at which the airflow (underbody flow) guided along the second air guide area 20 separates in a defined manner when the vehicle is moving forward. As seen in conjunction with Fig. 2It can be seen that at least one length region L of the flow separation edge 28 is formed in an xy-plane projected onto an xy-plane spanned by the transverse direction of the vehicle and by the longitudinal direction of the vehicle and also referred to as the second plane, which may be spaced apart from the first plane and may run parallel to the first plane or may coincide with the first plane.

[0044] During the Figs. 1 and 2In the first embodiment shown, the flow separation edge 28 is odd-shaped along its entire transverse extension in the xy-plane. In this first embodiment, the flow separation edge 28 is wavy and thus odd-shaped in the xy-plane. This allows the air resistance of the flow separation edge 28 itself, as well as the overall air resistance of the vehicle, to be kept low, enabling particularly energy-efficient propulsion of the vehicle. In particular, it is conceivable that the flow separation edge 28 is wavy in such a way that it is sinusoidal. This means that the flow separation edge has a sinusoidal profile in the xy-plane, i.e., a profile resembling a sine curve.

[0045] Furthermore, in the first embodiment, the underbody paneling element 12 has a third air guide area 30 arranged in the longitudinal direction of the vehicle between the second air guide area 20 and the flow separation edge 28. The third air guide area 30 begins at the end E2 where the second air guide area 20 ends. The third air guide area 30 ends at the flow separation edge 28, so that the flow separation edge 28 is located on the third air guide area 30, in particular at its rear end E3, or directly adjoins the end E3 of the air guide area 30 in the longitudinal direction of the vehicle. The air guide area 30 is at least partially, in particular at least predominantly or completely, at least substantially planar and thus extends in a third plane spanned by the longitudinal and transverse directions of the vehicle.The third plane runs parallel to the first plane and is spaced apart from the first plane. Thus, the air guide area 30 is positioned higher in the vehicle's vertical direction than the air guide area 14. Furthermore, the flow separation edge 28 has a base body G that curves downwards in the vehicle's vertical direction. The base body G is, at least in the area shown here, in . Figure 1 The section plane shown is U-shaped. Due to the base body G being positioned downwards towards a roadway (not shown) or projecting downwards towards it, the airflow is deflected downwards at the flow separation edge 28. The base body G therefore functions as a spoiler.

[0046] Figs. 3 and 4Figure 1 shows a second embodiment of the underbody paneling, which differs from the first embodiment in particular in that the flow separation edge 28 comprises the base body G and a wall W projecting downwards from the base body G in the direction of the road surface in the vehicle's vertical direction. The vehicle's vertical direction is illustrated by a double arrow 32. Another difference between the first and second embodiments is that the flow separation edge 28 is zigzag-shaped, or jagged, in the xy-plane. The wall W can function as an additional, small spoiler edge to reliably cause the flow separation of the underbody airflow from the underbody paneling element 12.

[0047] Finally, they show Figs. 5 and 6A third embodiment of the underbody paneling element 12. In this third embodiment, the flow separation edge 28 is corrugated, in particular sinusoidal. Furthermore, the flow separation edge 28 is provided with several successive ribs 34 spaced apart from one another in the transverse direction of the vehicle. The ribs 34 span the flow separation edge 28 at least partially, in particular at least predominantly or completely, in the longitudinal direction of the vehicle, thereby effectively stiffening or reinforcing the flow separation edge 28 by means of the ribs 34. This allows for a particularly high stiffness of the underbody paneling element 12 and provides particularly effective protection against stone chips.

[0048] It is conceivable that the underbody paneling element 12 terminates at a rearward, preferably free, end E4 of the flow separation edge 28 in the longitudinal direction of the vehicle. Furthermore, it is conceivable that a particularly small wall area of ​​the underbody paneling element 12 adjoins the flow separation edge 28, particularly the base body G, in the longitudinal direction of the vehicle.

Claims

1. Underbody trim element (12) for a vehicle, comprising an air-deflection region (20) which is provided, at its end which is at the rear when viewed in the vehicle longitudinal direction (16), with a flow-separation edge (28) on which, when the vehicle is moving forward, an airflow (26) deflected along the air-deflection region (20) separates in a defined manner, at least a length region (L) of the flow-separation edge (28) having an uneven shape when projected onto a plane spanned by the vehicle transverse direction (18) and the vehicle longitudinal direction (16), characterized in that the air-deflection region (20) having the flow-separation edge (28) is a second air-deflection region which adjoins a first air-deflection region (14) at the rear in the vehicle longitudinal direction (16) and is angled away from the first air-deflection region (14) in such a way that it extends in the vehicle longitudinal direction (16) from the front bottom to the rear top away from the first air-deflection region (14), and in that the flow-separation edge (28) is arranged behind the second air-deflection region (20) and has a main body (G) that is curved downwards in the vehicle vertical direction (32) so that an intense change in the direction of the airflow downwards in the vehicle vertical direction can be effected by means of the flow-separation edge (28).

2. Underbody trim element (12) according to claim 1, characterized in that at least the length region (L) in the plane is zigzag-shaped or wavy or meandering or sinusoidal.

3. Underbody trim element (10) according to any of claims 1 or 2, characterized in that the flow-separation edge (28) is provided with successive ribs (34), spaced apart from one another in the vehicle transverse direction (18), for reinforcing the flow-separation edge (28).

4. Underbody trim element (10) according to claim 1, characterized in that the flow-separation edge (28) has a wall (W) projecting downwards from the main body (G) in the vehicle vertical direction (32).

5. Underbody trim element (10) according to any of the preceding claims, characterized in that the second air-deflection region (20) is formed integrally with the first air-deflection region (14) and / or with the flow-separation edge (28).

6. Underbody trim element (10) according to any of the preceding claims, characterized in that in the vehicle longitudinal direction (16), between the second air-deflection region (20) and the flow-separation edge (28), a third air-deflection region (30) is arranged which extends in the plane or in a further plane running parallel to the plane.

7. Underbody trim element (10) according to any of the preceding claims, characterized in that the first air-deflection region (14) extends in the plane or in a second plane running parallel to the plane.

8. Underbody trim element (10) according to any of the preceding claims, characterized in that the third air-deflection region (30) is located further up in the vehicle vertical direction (32) than the first air-deflection region (14).

9. Arrangement of underbody trim (10) on a body of a vehicle, in which arrangement a floor of the body is at least partially covered, at the bottom in the vehicle vertical direction (32), by the underbody trim (10) which has at least one underbody trim element (12) according to any of the preceding claims.