EP4157699A1 - Élément d'habillage de soubassement conçu pour un véhicule et agencement d'un élément d'habillage de soubassement sur une carrosserie de véhicule - Google Patents

Élément d'habillage de soubassement conçu pour un véhicule et agencement d'un élément d'habillage de soubassement sur une carrosserie de véhicule

Info

Publication number
EP4157699A1
EP4157699A1 EP21725455.6A EP21725455A EP4157699A1 EP 4157699 A1 EP4157699 A1 EP 4157699A1 EP 21725455 A EP21725455 A EP 21725455A EP 4157699 A1 EP4157699 A1 EP 4157699A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
underbody
air guiding
cladding element
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21725455.6A
Other languages
German (de)
English (en)
Inventor
Stefan FUGGMANN
Jochen Schmid
Ralph Manegold
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Mercedes Benz Group AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mercedes Benz Group AG filed Critical Mercedes Benz Group AG
Publication of EP4157699A1 publication Critical patent/EP4157699A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/02—Streamlining the undersurfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15D—FLUID DYNAMICS, i.e. METHODS OR MEANS FOR INFLUENCING THE FLOW OF GASES OR LIQUIDS
    • F15D1/00—Influencing flow of fluids
    • F15D1/10—Influencing flow of fluids around bodies of solid material
    • F15D1/12—Influencing flow of fluids around bodies of solid material by influencing the boundary layer
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/82—Elements for improving aerodynamics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

  • the invention relates to an underbody cladding element for a vehicle according to the preamble of claim 1. Furthermore, the invention relates to an arrangement of an underbody cladding on a body of a vehicle.
  • DE 102013219 549 A1 discloses a cover element for an underbody paneling for at least partially covering an underbody of a motor vehicle.
  • the cover element has at least one first area and at least one elastically deformable second area adjoining the first area and softer than the first area.
  • a panel for an underbody of a motor vehicle is known from DE 201 16286 U1.
  • a vehicle with an air guiding device is known from EP 2 435288 B1.
  • DE 102018 000 922 A1 discloses an underbody cladding for a passenger car, which comprises a plate-shaped underbody cladding element for covering an underbody of the passenger car downwards in the vertical direction of the vehicle. Furthermore, a deformation device is provided, by means of which the underbody cladding element can be deformed into several different convex shapes, whose respective lowest point in the vertical direction of the vehicle can be displaced in the longitudinal direction of the vehicle by means of the deformation device, the respective convex shape forming a venturi nozzle with a horizontal track , by means of which the downforce or buoyancy is influenced in a targeted manner.
  • a vehicle emerges from DE 102013 105842 A1 which has a diffuser in the rear area of its underbody, which has a front, fixed diffuser part of the underbody and a subsequent foldable, rear diffuser part of the sub-floor.
  • DE 102017 005 773 A1 discloses a vehicle with an underbody part that has a lower outer surface that rises towards a rear end of the vehicle, and with a rear bumper part that has a lower edge which - viewed in the vertical direction of the vehicle - is lower is arranged as a rear end edge of the underbody part, so that a vertical gap is formed between the end edge of the underbody part and the lower edge of the rear bumper part. Furthermore, an intermediate part is provided which is arranged between the underbody part and the rear bumper part in such a way that the vertical gap is covered by the intermediate part. Finally, a flow separation edge projecting downward from the intermediate part is provided. The turbulent air flow in the area of the underbody part, together with the downwardly inclined vortex in front of a baffle wall of the intermediate part, leads to a defined flow separation from the vehicle outer skin.
  • the object of the present invention is to create an underbody cladding element for a vehicle and an arrangement of an underbody cladding on a body of a vehicle, so that particularly advantageous aerodynamics of the vehicle can be achieved.
  • a first aspect of the invention relates to an underbody cladding element for a vehicle, in particular for a motor vehicle designed as a passenger vehicle.
  • the underbody cladding element is thus used in the fully manufactured state of the vehicle in order to at least partially clad an underbody of the vehicle downwards in the vertical direction of the vehicle.
  • the underbody is formed by a structure of the vehicle which is designed, for example, as a self-supporting body, the underbody having an interior space also referred to as the passenger compartment of the vehicle in the vertical direction of the vehicle at least partially, in particular at least predominantly or completely, limited downwards.
  • the underbody cladding element has a first air guiding area and a second air guiding area which, in particular, when the underbody lining element is installed, adjoins the first air guiding area towards the rear in the longitudinal direction of the vehicle, in particular directly.
  • the underbody cladding element assumes its installation position in the fully manufactured state of the vehicle and thus when the underbody cladding element or an underbody cladding comprising the underbody cladding element is held at least indirectly, in particular directly, on the structure and is arranged in particular in the vertical direction of the vehicle below the underbody.
  • the feature that the second air guiding area directly adjoins the first air guiding area to the rear in the vehicle longitudinal direction is to be understood in particular that no further area of the underbody cladding element is arranged in the vehicle longitudinal direction between the first air guiding area and the first air guiding area.
  • the second air guiding area angled from the first air guiding area extends away from the first air guiding area in the installed position of the underbody cladding element in the vehicle longitudinal direction from the front bottom to the rear top. That is to say, the second air guiding area thus has a course that rises counter to the forward direction of travel of the vehicle, that is, viewed in the direction of the rear of the vehicle, analogous to a ramp.
  • the second air guiding area is angled from the first air guiding area and extends away from the first air guiding area in the longitudinal direction of the vehicle from the front bottom to the rear upward is to be understood in particular as meaning that a front end in the vehicle longitudinal direction of the second air guiding area further down in the vertical direction of the vehicle is arranged as a rear end in the vehicle longitudinal direction of the second air guiding area.
  • the second air guiding area begins at its front end, at which, for example, the first air guiding area ends.
  • the second air guide area ends at its rear end.
  • the feature that the second air guiding area is angled from the first air guiding area is to be understood in particular as an imaginary straight line connecting the front end to the rear end, which extends in a plane that is spanned by the vehicle's longitudinal direction in the vertical direction of the vehicle , extends, for example, obliquely to the first air guiding area or obliquely to the longitudinal direction of the vehicle and obliquely to the vertical direction of the vehicle.
  • the underbody cladding element has a flow separation edge which, in particular directly, adjoins the second air guiding area and is arranged in the longitudinal direction of the vehicle behind the second air guiding area or at its end area.
  • the feature that the flow separation edge directly adjoins the second air flow area can be understood to mean that no further area of the underbody cladding element is arranged in the longitudinal direction of the vehicle between the second air deflection area and the flow separation edge.
  • the flow separation edge preferably extends over its entire extent running in the vertical direction of the vehicle, parallel or obliquely to the vertical direction of the vehicle, downwards away from the second air guiding area.
  • the second air guide area ends at a free end of the
  • the flow separation edge forms the free end of the underbody cladding element.
  • the upper end of the flow separation edge in the vertical direction of the vehicle coincides with the rear end of the second air guiding area in the vehicle longitudinal direction.
  • the lower end of the flow separation edge in the vertical direction of the vehicle is the free end of the underbody cladding element, the flow separation edge and the underbody cladding element as a whole ending at the free end.
  • the flow separation edge extends over its entire extent, beginning at the upper end and ending at the lower end, parallel or obliquely to the vertical direction of the vehicle.
  • the flow separation edge is thus angled from the second air guiding area.
  • the flow separation edge is thus a retraction of the underbody cladding element that points downward in the vertical direction of the vehicle, starting from the rear end of the second air guiding region.
  • the shutdown and its function as a flow separation edge is combined with the second air guiding area arranged in the longitudinal direction of the vehicle in front of the storage, which, for example, represents a ramp-like inclination in the longitudinal direction of the vehicle from the front bottom to the rear top.
  • the air flowing along the underbody cladding element can be guided or directed particularly advantageously and as required, so that particularly advantageous aerodynamics of the vehicle can be achieved.
  • the underbody cladding element leads in particular to the fact that the air flowing along the underbody cladding element, which is also referred to as the underbody flow, in particular when the air first flows along the first air guiding area and then along the second air guiding area, is deflected upward by means of the second air guiding area in the vertical direction of the vehicle . This means that the second air guiding area causes the underbody flow to be deflected upwards in the vertical direction of the vehicle.
  • the air can particularly advantageously be directed below the axle past this and, for example, in the direction of a diffuser of the vehicle arranged in the longitudinal direction of the vehicle behind the axle, so that a particularly large amount of air is directed in the direction of the diffuser.
  • the flow separation edge ensures a clearly defined flow separation so that the air is advantageously directed around the rear axle. If the rear axle in the vertical direction of the vehicle is at least partially covered by at least one cover towards the bottom, then the additional effect can be realized that the air can advantageously flow against the cover.
  • the lift on the rear axle and the air resistance of the vehicle can be kept particularly low, so that the vehicle can be driven in a particularly energy-efficient manner and thus, for example, with particularly low fuel consumption, whereby the CC> 2 emissions in particular can be kept within a particularly low range.
  • particularly advantageous driving dynamics can be achieved.
  • the invention enables greater ground clearance to be achieved on the axle compared to conventional solutions.
  • the invention is based in particular on the knowledge that an area in which the aforementioned diffuser is arranged at the rear of the vehicle should have air flow as well as possible in order to achieve the lowest possible air resistance and advantageous lift values. Due to blockages in the area of the aforementioned axle, however, this is a challenge, which is why some vehicles are provided with covers in this area.
  • the invention now makes it possible, in comparison to conventional solutions, to direct a larger amount of air to or to the diffuser and to direct the air around the rear axle in an improved manner.
  • the flow separation edge is flat, in particular over its entire extent extending from the upper to the lower end.
  • the second air guide area is flat. This is to be understood in particular as the fact that the second air guiding area extends at least predominantly, in particular completely, in a plane which preferably runs at an angle to the longitudinal direction of the vehicle. As a result, the air can be accelerated particularly advantageously.
  • a further embodiment of the invention provides that the second air guide area is curved upwards or downwards in the vertical direction of the vehicle.
  • the second air guiding area is convexly arched when it is arched downward in the vertical direction of the vehicle. If, however, the second air guiding area is arched upward in the vertical direction of the vehicle, the second air guiding area is arched concavely.
  • Another embodiment provides that the second air guiding area directly adjoins the first air guiding area.
  • the acceleration of the underbody flow described above can be brought about particularly well by means of the second air guiding region.
  • a further embodiment of the invention provides that the second air guiding area is formed in one piece with the first air guiding area and / or the flow separation edge is formed in one piece with the second air guiding area.
  • the underbody cladding element is preferably formed from a plastic in order to be able to represent particularly advantageous aerodynamics in a particularly weight-saving manner.
  • first air guiding area extends in a plane spanned by the longitudinal direction of the vehicle and the transverse direction of the vehicle.
  • a second aspect of the invention relates to an arrangement of an underbody cladding on a body of a vehicle, in particular a motor vehicle, and especially a passenger vehicle, which is designed, for example, as a self-supporting body.
  • the underbody cladding is at least indirectly, in particular directly, attached to the structure.
  • a floor of the structure is at least partially covered by the underbody cladding in the vertical direction of the vehicle downwards.
  • the underbody cladding comprises at least one underbody cladding element according to the first aspect of the invention, so that the floor of the structure in the vertical direction of the vehicle is at least partially, in particular at least predominantly or completely, covered or covered by the underbody cladding element.
  • a rear axle of the vehicle is arranged in the vehicle longitudinal direction behind the underbody cladding element and thus behind the flow separation edge.
  • the rear axle preferably has at least one wheel control arm, also referred to simply as a control arm, via which a wheel of the vehicle, also referred to as a vehicle wheel, is articulated to the structure.
  • the handlebar is at one end, for example, at least indirectly coupled to the wheel in an articulated manner.
  • the wheel control arm is articulated at one end to a wheel carrier on which the wheel is rotatably mounted.
  • the control arm is, for example, at least indirectly, in particular directly, articulated to the structure.
  • the control arm is directly articulated to the body on the other end.
  • control arm is articulated to an axle carrier which is formed separately from the structure and is mounted on the structure.
  • the wheel guide guides the wheel and allows, for example, upward compression and rebound movements of the wheel in the vertical direction of the vehicle and relative to the body.
  • the wheel guide is at least partially covered in the vertical direction of the vehicle downwards by a further cladding element arranged behind the underbody cladding element and thus behind the flow separation edge in the vertical direction of the vehicle.
  • the further cladding element is, for example, formed separately from the handlebar and held on the handlebar and can thus be moved along with the handlebar relative to the structure. In this way, a particularly advantageous guidance of the underbody flow, in particular towards the rear towards the diffuser, can be ensured.
  • FIG. 1 shows a detail of a schematic and perspective bottom view of a vehicle designed as a passenger vehicle with an underbody cladding element which has three air guide areas arranged one after the other in the longitudinal direction of the vehicle; and 2 shows a detail of a schematic and sectioned side view of an underbody cladding of the vehicle which includes the underbody cladding element.
  • Fig. 1 shows a detail in a schematic and perspective bottom view of the rear of a vehicle 10 designed as a passenger car.
  • the vehicle 10 comprising a body designed as a self-supporting body 13 has exactly two first and second axles arranged one behind the other in the longitudinal direction of the vehicle, namely one not shown in FIG. 1 recognizable front axle and a rear axle 12.
  • Precisely two wheels 14 spaced apart from one another in the transverse direction of the vehicle are mounted on this, and roll on a roadway 9 during ferry operation.
  • the rear axle 12 can include axle components, such as, for example, an axle carrier formed separately from the body 13 and mounted on the body 13. Further components of the rear axle 12 can be wheel control arms, of which a wheel control arm designated 16 can be partially seen in FIG. 1.
  • the wheels 14 are articulated to the body 13 via the control arms.
  • the forward direction of travel of the vehicle 10 is illustrated in FIG. 1 by an arrow 18.
  • the forward direction of travel runs parallel to the longitudinal direction of the vehicle, which is illustrated in FIG. 1 by a double arrow 20.
  • the vehicle 10 also has an underbody cladding 22, which is formed separately from the body 13 and is held at least indirectly, in particular directly, on the body 13.
  • the body 13 has an underbody, also referred to as the floor, by which the interior of the body 13 or of the vehicle 10, also referred to as the passenger compartment or passenger cell, is at least partially delimited downward in the vertical direction of the vehicle.
  • the underbody cladding 22 is arranged below the floor in the vertical direction of the vehicle, so that the floor in the vertical vertical direction of the vehicle is at least partially covered by the underbody cladding 22 towards the rear.
  • the underbody cladding 22 is - as seen in the forward direction of travel of the vehicle 10 - arranged in front of the rear axle 12, so it does not cover it.
  • the underbody cladding 22 extends at least in its close to the rear axle 12 or adjacent area across the entire width of the vehicle.
  • the underbody cladding 22 can be formed in one piece, i.e. composed of several parts, or in one piece and thus comprises at least one underbody cladding element 24.
  • it has several underbody cladding elements 24, which in the vehicle transverse direction illustrated by a double arrow 26, which is also referred to as the y-direction in the vehicle coordinate system, can be arranged next to one another.
  • a third variant of the underbody cladding 22 is indicated in FIG. 1, in which the vehicle has a central tunnel 26, also referred to as a tunnel or cardan tunnel, indicated by a dashed line, the underbody cladding elements 24 of the underbody cladding 22 being arranged here next to the central tunnel 26.
  • FIG. 2 shows a schematic illustration of a side view of the vehicle 10 in its underbody area along a section line A-A shown in FIG. 1.
  • the underbody cladding element 24 has a first air guiding area 28, which here is flat or at least essentially flat and extends in a plane spanned by the vehicle longitudinal direction (x direction in the vehicle coordinate system) and the vehicle transverse direction (y direction) .
  • Underbody cladding element 24 therefore preferably runs parallel to roadway 9.
  • the underbody cladding element 24 also has a second air guiding area directly adjoining the first air guiding area 28 to the rear in the longitudinal direction of the vehicle and angled from the first air guiding area 28, the first embodiment of which is denoted by 30 and shown by a solid line in FIG. 2.
  • the second air guiding area 30 is thus formed by at least one flat surface which, in the installed position of the underbody cladding 22 and thus the underbody lining element 24, extends away from the first air guiding area 28 in the longitudinal direction of the vehicle from the bottom front to the top rear. That is to say, the second air guiding area 30 rises in a ramp-like manner in the direction of the rear axle 12.
  • the underbody cladding 22 and thus the underbody cladding element 24 assume their installation position shown in FIGS. 1 and 2 in the completely manufactured state of the vehicle 10.
  • the vertical direction of the vehicle (z-direction in the vehicle coordinate system) is illustrated in FIG. 2 by a double arrow 32.
  • arrows 34 illustrate air which, when the vehicle 10 is traveling forwards, along the underbody paneling 22 and thus along the
  • Underbody lining element 24 flows.
  • the arrows 34 thus illustrate an air flow, also referred to as an underbody flow, which occurs when the vehicle 10 is traveling forwards.
  • the underfloor flow comes into contact with the underfloor cladding 22 and is guided or directed in particular by means of the underbody cladding element 24.
  • the underbody cladding element 24 has a flow separation edge 36 directly adjoining or at the edge of the second air guiding area 30 or protruding therefrom, which in the exemplary embodiment according to FIG 30 angled or set-off edge or edge surface is formed, which, based on the installation position of the underbody cladding element 24, extends over its entire extent running in the vertical direction of the vehicle, parallel or obliquely to the vertical direction of the vehicle, downward away from the second air guiding area 30 and at a free end E of the underbody cladding element 24 ends.
  • a flow separation of the underbody flow from the underbody cladding element 24 is brought about by means of the flow separation edge 36.
  • the design of the underbody cladding 22 according to the invention thus ensures that the underbody flow is directed particularly advantageously below the rear axle 12 via the latter.
  • the air guiding area 30, which is designed in the manner of a ramp rising in relation to the roadway 9 in the direction of the rear axle 12, accelerates the underbody flow when the air coming from the air guiding area 28 flows to or over the air guiding area 30.
  • a particularly large amount of air can be guided into an area B of the vehicle 10 that is arranged behind the rear axle 12 in the longitudinal direction of the vehicle.
  • a diffuser 40 also referred to as a rear diffuser, of vehicle 10 is arranged in region B, so that diffuser 40 is arranged behind rear axle 12 in the longitudinal direction of the vehicle.
  • the diffuser 40 can thus be flown against by the air in a particularly advantageous manner.
  • a a particularly large amount of air can be fed to the diffuser 40. In this way, particularly advantageous aerodynamics and particularly advantageous driving dynamics of vehicle 10 can be achieved.
  • the air guiding area 30 is flat.
  • the air guiding region 30 thus extends in a second plane, which runs obliquely to the longitudinal direction of the vehicle and obliquely to the vertical direction of the vehicle.
  • a second embodiment of the air guiding area 30 is denoted by 30 ‘in FIG. 2 and illustrated by a dashed line.
  • the air guiding area 30 ' is formed by at least one surface that is curved upward in the vertical direction of the vehicle and thus concavely curved.
  • a third embodiment of the second air guiding area is denoted by 30 ′′ and illustrated by a further dashed line.
  • the air guiding area 30 ′′ is formed by a surface that is curved downwards in the vertical direction of the vehicle and thus convexly.
  • the air guiding area 30, 30 'and 30 ′′ functions or is designed as a ramp running from the front bottom to the rear upward in the vehicle longitudinal direction, through which, compared to a flow of air along the air guiding area 28, an acceleration of the air or the underfloor flow is caused.
  • the diffuser 40 can be supplied with a particularly large amount of air.
  • the rear axle 12 is at least partially covered in the vertical direction of the vehicle downwards by at least one further paneling element of the underbody paneling, in the exemplary embodiment shown in FIGS. 1 and 2 by further paneling elements 38a, 38b, 38c and thus paneled .
  • the cladding element 38a is curved downward in the direction of the roadway 9, that is to say in the vertical direction of the vehicle.
  • the other cladding elements 38b, 38c can also be designed identically.
  • the underbody cladding 22 or the at least one underbody cladding element 24 and the rear diffuser 40 are arranged at a distance from one another in the longitudinal direction of the vehicle, the rear axle 12 being arranged in this free space, which can be clad downwards by means of at least one cladding element 38 , but does not necessarily have to be disguised.
  • no cladding element is arranged between the rear axle 12 and the roadway 9.
  • the first air guiding area 28 or the preferably flat wall section of the underbody cladding element 24 forming it is arranged lower in the vertical direction 32 of the vehicle than the cladding element 38 of the rear axle 12.
  • the second air guiding area 30, 30 'or 30 ′′ or the wall section of the underbody cladding element 24 forming this is arranged at its end, viewed in the vertical direction 32 of the vehicle, above the cladding element 38 or the wall section of the cladding element 38 arranged closest to the roadway 9.
  • the area or section of the diffuser 40 arranged adjacent to the rear axle 12 is - viewed in the vertical direction of the vehicle - at approximately the same height, the cladding element 38 being located, in this exemplary embodiment the wall section of the diffuser 40 closest to the roadway 9 - viewed in the vertical direction of the vehicle - is arranged above the flow separation edge 36.
  • underbody cladding 22, cladding elements 38 and diffuser 40 results in the following special feature in guiding the air flow below the vehicle underbody:
  • the air guided along the first air guiding area 28 flows here parallel or essentially parallel to the roadway 9
  • the air is guided upward in the vertical direction of the vehicle, away from the roadway 9 in the direction of or onto the rear axle 12.
  • This upward deflection leads to the underbody flow being accelerated in front of the rear axle, which then finally breaks away from the underbody cladding element 24 by means of the flow separation edge 36 of the latter.
  • the air flow is then subsequently guided in an optimized manner in the further course in such a way that the at least one cladding element 38 of the rear axle 12 has a particularly favorable flow. This reduces the rear axle lift and the aerodynamic drag of the vehicle, which reduces CO2 emissions and improves driving dynamics. This arrangement also allows greater ground clearance in front of the rear axle.
  • the course of the air guiding area 30 can be flat or concave or convex as a whole or in partial areas.
  • the underbody cladding element 24 can have a wall area which protrudes beyond the flow separation edge 36 towards the rear in the longitudinal direction of the vehicle and in particular at least partially, in particular predominantly or completely, in The vertical direction of the vehicle is arranged above the flow separation edge 36, or the flow separation edge 36 is - as shown in FIG the flow separation edge 36 forms the free end E of the underbody cladding element 24.
  • the flow separation edge 36 can extend over the entire width of the underbody cladding element 24 extending in the transverse direction of the vehicle or only over part of the width and / or in several, spaced apart parts of the width of the underbody cladding element 24 or the underbody cladding 22.
  • the underbody cladding 22 can include the underbody cladding elements 24, which are arranged, for example, next to the cardan tunnel and spaced apart from one another via the cardan tunnel, or the underbody lining 22 extends over the at least almost the entire width of the underbody running in the transverse direction of the vehicle.
  • the underbody cladding element 24 causes the underbody flow in front of the rear axle 12 to be accelerated upwards by a deflection caused by the air guiding region 30 and then torn off in a targeted manner at or from the underbody cladding element 24, which is caused by the flow separation edge 36.
  • This ensures that a particularly large amount of air is directed in the direction of the diffuser 40 and this air can advantageously be directed around the rear axle 12 and / or under the rear axle 12 due to the clearly defined flow separation.
  • the cladding elements 38a to 38c also referred to as covers, are advantageously exposed to flow, as a result of which the lift on the rear axle 12 and the aerodynamic drag of the vehicle 10 can be kept low.
  • Advantageous driving dynamics of the vehicle 10 can thus be realized, and the vehicle 10 can be driven in an energy-efficient manner.
  • the underbody cladding 22 enables a particularly large ground clearance in front of the rear axle 12.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un élément d'habillage de soubassement (24) conçu pour un véhicule (10), comprenant une première zone de guidage d'air (28) et une deuxième zone de guidage d'air (30, 30', 30") qui est adjacente à la première zone de guidage d'air (28) vers l'arrière dans la direction longitudinale (20) du véhicule, et forme un angle par rapport à la première zone de guidage d'air (28), et qui s'étend dans la direction longitudinale (20) du véhicule, à partir du bas à l'avant vers le haut à l'arrière en s'éloignant de la première zone de guidage d'air (28). L'élément d'habillage de soubassement est caractérisé en ce que dans le prolongement de la deuxième zone de guidage d'air (30, 30', 30") se trouve une arête de décrochage (36) au niveau de laquelle, lors d'un déplacement du véhicule (10) vers l'avant, un écoulement d'air guidé le long de la deuxième zone de guidage d'air (30, 30', 30") se détache de manière définie, et en ce que cette arête de décrochage (36) se trouve au niveau d'une zone marginale agencée derrière la deuxième zone de guidage d'air (30, 30', 30") dans la direction longitudinale (20) du véhicule, laquelle s'étend de tout son long dans la direction verticale du véhicule, de manière parallèle ou oblique par rapport à la direction verticale (32) du véhicule, vers le bas en s'éloignant de la deuxième zone de guidage d'air (30, 30', 30").
EP21725455.6A 2020-05-28 2021-05-06 Élément d'habillage de soubassement conçu pour un véhicule et agencement d'un élément d'habillage de soubassement sur une carrosserie de véhicule Pending EP4157699A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020003192.7A DE102020003192B4 (de) 2020-05-28 2020-05-28 Anordnung einer Unterbodenverkleidung an einem Aufbau eines Fahrzeugs
PCT/EP2021/061941 WO2021239425A1 (fr) 2020-05-28 2021-05-06 Élément d'habillage de soubassement conçu pour un véhicule et agencement d'un élément d'habillage de soubassement sur une carrosserie de véhicule

Publications (1)

Publication Number Publication Date
EP4157699A1 true EP4157699A1 (fr) 2023-04-05

Family

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EP21725455.6A Pending EP4157699A1 (fr) 2020-05-28 2021-05-06 Élément d'habillage de soubassement conçu pour un véhicule et agencement d'un élément d'habillage de soubassement sur une carrosserie de véhicule

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US (1) US20230347993A1 (fr)
EP (1) EP4157699A1 (fr)
CN (1) CN115667059A (fr)
DE (1) DE102020003192B4 (fr)
WO (1) WO2021239425A1 (fr)

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DE20116286U1 (de) 2001-09-28 2001-11-29 Volkswagen Ag, 38440 Wolfsburg Verkleidung für den Unterboden eines Kraftfahrzeuges
DE102009022684A1 (de) * 2009-05-26 2010-12-02 Bayerische Motoren Werke Aktiengesellschaft Luftleiteinrichtung
DE102010053463A1 (de) * 2010-12-03 2012-06-06 GM Global Technology Operations LLC Radspoiler-Vorrichtung für ein Fahrzeug
DE102013105842B4 (de) 2013-06-06 2022-03-10 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kraftfahrzeug mit einem Heckdiffusor
DE102013219549B4 (de) 2013-09-27 2024-01-25 Bayerische Motoren Werke Aktiengesellschaft Anordnung einer ein Abdeckelement umfassenden Unterbodenverkleidung und eines Bauteils an einem Unterboden eines Kraftwagens
DE102017005773B4 (de) 2017-06-16 2023-11-16 Mercedes-Benz Group AG Fahrzeug
DE102018000922A1 (de) 2018-02-05 2018-08-02 Daimler Ag Unterbodenverkleidung für einen Personenkraftwagen
DE202018104838U1 (de) * 2018-08-22 2018-09-03 Betterflow Gmbh Kraftfahrzeug-Luftleitvorrichtung

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WO2021239425A1 (fr) 2021-12-02
DE102020003192A1 (de) 2021-12-02
CN115667059A (zh) 2023-01-31
US20230347993A1 (en) 2023-11-02
DE102020003192B4 (de) 2023-03-30

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