Underride protection device for an electrically powered motor vehicle, motor vehicle and method

Abstract

The invention relates to an underride protection device (10) for an electrically powered motor vehicle (12), comprising a support structure (16) which at least partially delimits a receiving space (24) for arranging an electrical energy storage device (18) of the motor vehicle (12), comprising at least one crash profile (38) designed as an energy absorption element (36), comprising at least one pressure hose (42) arranged on the outside of the electrical energy storage device (18) to be arranged in the receiving space (24), which extends at least partially in the transverse direction (34) of the vehicle between a wall (44) of the crash profile (38) and the electrical energy storage device (18) to be arranged in the receiving space (24), and comprising at least one sensor element (36, 50) by means of which a pressure change,which results from the impact of the crash profile (38) on the pressure hose (42) caused by an accident-related deformation of the crash profile (38) during a side collision of the motor vehicle (12), and can be detected inside the pressure hose (42).

Description

[0001] The invention relates to an underride protection device for an electrically powered motor vehicle according to claim 1. Furthermore, the invention relates to a motor vehicle with such an underride protection device according to claim 9 and to a method for operating such an underride protection device according to claim 10.

[0002] US Patent 2022 / 0169126A1 discloses an electric vehicle comprising a chassis with a first side panel and a second side panel, a battery frame assembly connected to and coupled with the chassis, and comprising a plurality of transversely extending elements coupled to the first side panel and the second side panel.

[0003] Furthermore, WO 2022 / 228 753 A1 discloses an underride protection device for a motor vehicle comprising a planar base element, at least one elongated reinforcing device with a front and a rear opposite the front, which is coupled to the planar base element, and a pressure hose with a predetermined hose volume and a predetermined hose pressure inside the pressure hose, wherein the pressure hose is designed to reduce the hose volume and increase the hose pressure when a force acts on a hose sheath of the pressure hose.

[0004] The object of the present invention is to provide an underride protection device for an electrically powered motor vehicle, an electrically powered motor vehicle and a driving method for operating an underride protection device, so that the safety of the motor vehicle can be increased in a particularly space-saving manner.

[0005] This problem is solved according to the invention by an underride protection device for an electrically powered motor vehicle with the features of claim 1, by an electrically powered motor vehicle with an underride protection device with the features of claim 9, and by a method for operating an underride protection device with the features of claim 10. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] A first aspect of the invention relates to an underride protection device for an electrically powered motor vehicle. The motor vehicle is, for example, a car. Preferably, the motor vehicle is a truck. Preferably, the motor vehicle, particularly in its fully manufactured state, has the underride protection device. The underride protection device can be understood to be, in particular, underride protection, for example, side underride protection, for the motor vehicle.

[0007] The fact that a motor vehicle is electrically powered can be understood, in particular, to mean that the motor vehicle has at least one electric motor by which it can be powered or is powered. In other words, the motor vehicle is designed as a battery-electric vehicle or as a hybrid vehicle. Thus, the truck, for example, could be a battery-powered truck.

[0008] The underride guard has at least one support structure which at least partially, and in particular at least predominantly or completely, defines a receiving space for arranging at least one electrical energy storage device of the motor vehicle. This means that the electrical energy storage device can be arranged or is arranged in the receiving space. This can be understood in particular to mean that the electrical energy storage device can be received or is received in the receiving space. In other words, the receiving space is formed at least partially, and in particular at least predominantly or completely, by the support structure, for example, at least one wall element of the support structure. Preferably, the support structure is designed for fastening or holding the electrical energy storage device.Thus, the support structure, for example, has at least one fastening device by which the electrical energy storage device can be attached to or fastened to the support structure, particularly directly, and especially when the electrical energy storage device is arranged in the receiving space. The support structure can therefore also be referred to as a battery module carrier.

[0009] An electrical energy storage device can be understood to be, in particular, a battery or accumulator. For example, the electrical energy storage device comprises several modules, which can be referred to as battery modules. Preferably, the electrical energy storage device, and in particular each battery module, comprises several storage cells, which are preferably designed as battery cells. For this purpose, the electrical energy storage device has, for example, at least one storage housing within which the storage cells are arranged. Preferably, the electrical energy storage device is designed as an electrical traction storage device. This means that the electric motor of the motor vehicle can be supplied with electrical energy, in particular stored or chemically bound in the electrical energy storage device, by means of the electrical energy storage device in order to propel the motor vehicle.For example, the electrical energy storage device is designed as a high-voltage storage device, in particular as a high-voltage battery.

[0010] The underride protection device has at least one crash profile designed as an energy absorption element. This can be understood to mean, in particular, that the energy absorption element or the crash profile is deformable, preferably in a controlled manner, for example plastically and / or elastically, in the event of a vehicle accident, especially under energy dissipation, in order to dissipate collision energy, also referred to as accident energy. The crash profile is thus designed specifically for, preferably controlled, accident-related deformation. The accident is, for example, a side collision of the vehicle. The crash profile is, for example, designed separately from the supporting structure. The crash profile can be understood as providing impact protection for the vehicle, particularly in the event of an accident.

[0011] To significantly enhance vehicle safety in a space-saving manner, the underride protection device features at least one pressure hose located, for example, in the transverse and / or longitudinal direction of the vehicle, on the outside of the electrical energy storage device to be or already located in the receiving space. This means that the pressure hose extends, for example, in the longitudinal and / or transverse direction of the vehicle, at least partially between the crash profile and the electrical energy storage device, particularly when the electrical energy storage device is located or already housed in the receiving space. In other words, the pressure hose is located, for example, in the transverse and / or longitudinal direction of the vehicle, between the crash profile and the receiving space.The pressure hose can therefore be arranged on at least one end face of the support device and / or on at least one longitudinal side of the support device. For example, the receiving space, particularly in the transverse direction of the vehicle and / or in the longitudinal direction of the vehicle, is at least partially bounded externally by the pressure hose. For example, the pressure hose is arranged, particularly directly, on the electrical energy storage device. In particular, the pressure hose is designed to allow a fluid to flow through it and / or to receive the fluid. The fluid is, for example, a gas, such as air.

[0012] The pressure hose extends, at least partially, in the transverse direction of the vehicle between a wall of the crash profile and the electrical energy storage device to be arranged or already arranged in the receiving space. This means that the pressure hose extends, at least partially, and in particular predominantly or completely, in the transverse direction of the vehicle between the wall of the crash profile and the electrical energy storage device when the electrical energy storage device is arranged or already arranged in the receiving space. In other words, the pressure hose is arranged, at least partially, in the transverse direction of the vehicle between the wall of the crash profile and the electrical energy storage device to be arranged or already arranged in the receiving space.

[0013] Furthermore, the underride protection device has at least one sensor element, which can be coupled to or is coupled to the pressure hose, preferably fluidically, by means of which a pressure change inside the pressure hose, i.e., in particular a pressure change of the fluid flowing through or contained in the pressure hose, can be detected or is detected. Detection can be understood to mean, in particular, sensing or measuring. The pressure change results from the pressure hose being subjected to the crash profile, especially its wall, by a deformation of the crash profile caused by the side collision of the vehicle, in particular by mechanical force.In other words, the side collision deforms the crash profile in such a way that the pressure hose is compressed, and consequently, a change in pressure, also known as hose pressure, is detected by the sensor element. The sensor element can also be called a pressure sensor element or simply a pressure sensor. A side collision can refer, in particular, to a lateral impact, for example, against the underride guard, during a vehicle accident. The pressure change can be an increase and / or a decrease. The pressure increase can result from the compression of the pressure hose. The pressure decrease can result from damage to the pressure hose, particularly caused by the impact of the crash profile on the hose, in which case, for example, fluid may escape from inside the pressure hose.

[0014] The pressure hose, located between the crash profile and the electrical energy storage device, is deformed or compressed by the impact of the crash profile. The resulting pressure change is detected by the sensor element, thus enabling the detection of a side collision. This means that side collision detection, also known as side crash sensing, can be achieved using the pressure hose and the sensor element. The pressure hose can be positioned in a particularly space-saving manner on or within the underride guard, as the pressure element can be integrated into and / or onto the crash profile in a very compact way. Side crash sensing can therefore be performed with minimal space requirements within the vehicle. In other words, side crash sensing is possible with a very small footprint.This allows for larger or even exceptionally large battery volumes in the electrical energy storage system, particularly while maintaining the same level of safety for all parties involved in an accident. Consequently, the vehicle's electric range can be significantly increased. By detecting side collisions, protective measures for the electrical energy storage system and / or the vehicle's high-voltage system can be initiated, especially automatically, thereby significantly enhancing the vehicle's safety.

[0015] For example, the electrical energy storage device and / or the high-voltage system has an electrical voltage, in particular an electrical operating or nominal voltage, which is preferably greater than 50 volts, in particular above 60 volts, and preferably several hundred volts.

[0016] In a further embodiment, at least one electronic computing device is provided by means of which, upon detection of the pressure change, i.e., in particular upon detection of the side collision, the electrical energy storage device and / or the high-voltage system of the motor vehicle can be switched off or de-energized. This means that the aforementioned measures can involve switching off the electrical energy storage device and / or the high-voltage system. Switching off the electrical energy storage device and / or the high-voltage system can be understood, in particular, as deactivation.This means, in particular, that the aforementioned detection of changes in hose pressure by means of the sensor element results in the shutdown of the electrical energy storage system, also known as high-voltage shutdown, of the batteries of the electrical energy storage system and / or the entire high-voltage system. The electrical energy storage system or the high-voltage system can thus be de-energized in the event of a side collision, particularly automatically, depending on the sensing configuration, thereby significantly increasing safety, especially accident prevention.

[0017] In a further embodiment, it is provided that when the pressure hose is subjected to pressure from the crash profile, in particular its wall, the pressure hose is supported, for example, at least indirectly or directly, by the storage housing of the electrical energy storage device to be arranged or already arranged in the receiving space. In other words, it is provided that in the event of a side collision, the crash profile can be supported, or is supported, by the pressure hose, in particular indirectly or directly, by the storage housing. This allows the pressure hose to be clamped between the crash profile, in particular its wall, and the storage housing during the side collision, thus ensuring deformation of the pressure hose. This allows the pressure change to occur particularly reliably during the side collision, thereby enabling particularly reliable detection of the side collision.

[0018] In a further embodiment, the pressure hose extends at least partially within the crash profile. In other words, the crash profile is at least partially designed as a hollow profile, with the pressure hose being arranged at least partially within this hollow profile. This means that the crash profile has at least one cavity, for example, partially bounded by the wall, within which the pressure hose extends at least partially. This allows the pressure hose to be deformed particularly reliably in the event of an impact on the crash profile, especially by the deformation of the crash profile itself, and in particular without excessive stress on the electrical energy storage device.The side collision can therefore be detected even when no accident-related loads are acting on the electrical energy storage device, or only very low accident-related loads are acting on the electrical energy storage device. This allows the side collision to be detected very early, thus significantly increasing safety.

[0019] Alternatively or additionally, the pressure hose is designed to extend at least partially outside the crash profile, for example, in the longitudinal and / or transverse direction of the vehicle, between the crash profile (e.g., the wall) and the electrical energy storage device located in the receiving space. This means that the pressure hose is located outside the crash profile, i.e., outside the cavity, between the crash profile and the electrical energy storage device when the electrical energy storage device is located in the receiving space. Thus, the pressure hose is located at least partially within the vicinity of the crash profile. This allows the pressure hose to be arranged in the underride protection device with minimal effort, thereby significantly reducing installation costs.Furthermore, the pressure hose can be routed to different areas where the impact of the crash profile during a side collision is intended to take place, or is already taking place.

[0020] In a further embodiment, the pressure hose is partially covered by a second wall of the crash profile, preferably designed as a flange profile, extending along the vehicle's longitudinal axis from the outside, i.e., for example, from the front or rear. This means that the pressure hose is located partially behind or in front of the second wall in the vehicle's longitudinal axis. This covering allows a pressure change, which can be referred to as the second pressure change, to be detected by the sensor element. Specifically, the second pressure change is detected by the sensor element. The second pressure change, like the pressure change also referred to as the first pressure change, is a pressure change inside the pressure hose, i.e., for example, a pressure change of the fluid contained in or flowing through the pressure hose.The second pressure change results from a mechanical impact on the pressure hose caused by deformation of the crash profile during an oblique collision of the vehicle. In other words, during an oblique collision, at least the second wall of the crash profile is deformed in such a way that the pressure hose is compressed, and consequently, a change in hose pressure is detected by the sensor element as the second pressure change. Thus, using the same principle as in a side collision, an oblique collision can also be detected by the sensor element and / or the electronic processing unit. In particular, the mechanical deformation of the second wall, which is designed, for example, as a flange, can be used to detect whether an oblique collision has occurred.This can significantly increase the safety of the motor vehicle for very different or particularly diverse crash scenarios.

[0021] Preferably, the electronic computing device is designed to de-energize the vehicle's electrical energy storage system and / or high-voltage system upon detection of the second pressure change or angled impact. This allows, for example, the detection of an angled impact from another vehicle onto the vehicle, enabling the de-energization of the high-voltage system and / or electrical energy storage. In other words, the angled impact can be detected using the deformable crash profile and the pressure hose. Therefore, the detection of the second pressure change or angled impact can result in the deactivation of the electrical energy storage system and / or, in particular, the entire high-voltage system.

[0022] An oblique impact can be understood as a collision, particularly one caused by an accident, that occurs at an angle to the side impact, or to a frontal or rear impact of the vehicle. Thus, in an oblique impact, an object, also referred to as an opposing vehicle or crash barrier, strikes the vehicle, particularly its underride guard, at an angle greater than 0 degrees and less than 90 degrees. For example, the angle might be approximately 45 degrees. An oblique impact can therefore be, for example, a side impact (i.e., an oblique frontal impact) or a side impact (i.e., an oblique rearal impact).

[0023] In a further embodiment, the second wall is designed to form at least a portion of an open profile, particularly a flange profile, within which at least a section of the pressure hose is arranged. In other words, the pressure hose extends partially within the open profile. This means that the pressure hose is located at least partially within this open profile. As a result, in the event of an oblique impact, for example, only a portion of the open profile, specifically the portion intended for deformation, can be deformed. This portion is preferably the second wall. Other parts of the crash profile, particularly the open profile, are not deformed or are deformed less than the portion intended for deformation, i.e., the second wall, in the oblique impact.This allows the second wall to be reliably deformed, ensuring the pressure hose is reliably impacted by the second wall. Furthermore, the deformation of other areas of the crash profile can be kept to a minimum, thus minimizing any impairment of the crash profile's mechanical stability during, for example, an angled impact. This significantly enhances the vehicle's safety.

[0024] In a further embodiment, the crash profile is designed as an extruded aluminum profile. In other words, the crash profile is made entirely of aluminum and is manufactured by extrusion. Thus, the aluminum profile can be produced by extrusion, specifically aluminum extrusion. This allows for a particularly high mechanical strength of the underride protection device, especially the crash profile, while minimizing weight. Furthermore, the crash profile can be manufactured with minimal effort.

[0025] In a further embodiment, the pressure hose is U-shaped. In other words, the pressure hose is designed as a U-shaped pressure hose. This allows the pressure hose to be installed in the underride guard in a particularly space-saving manner.

[0026] A second aspect of the invention relates to an electrically powered motor vehicle which has at least one underride protection device, in particular arranged on an underside of the motor vehicle, according to the first aspect of the invention. The term "underride protection device" is understood to mean an underside with respect to the vehicle's vertical direction. Thus, the underside points downwards, particularly in the vehicle's vertical direction. Advantages and advantageous embodiments of the first aspect of the invention are to be considered as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0027] A third aspect of the invention relates to a method for operating an underride protection device according to the first aspect of the invention. Furthermore, the method can be understood to be, in particular, a method for operating an electrically powered motor vehicle according to the second aspect of the invention. Advantages and advantageous embodiments of the first and second aspects of the invention are to be considered as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0028] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0029] This shows: Fig. 1 a schematic perspective view of an underride protection device according to the invention; Fig. 2 a schematic top view of an underride protection device according to the invention; Fig. 3 a schematic and perspective partial view of an underride protection device according to a further embodiment of the invention; and Fig. 4 A schematic partial view from above of an underride protection device according to the invention in a further embodiment.

[0030] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0031] Fig. Figure 1 shows a schematic and perspective partial view of an underride protection device 10 for an electrically powered motor vehicle 12. Thus, in Fig. Figure 1 shows, in particular, a schematic and perspective partial view of the motor vehicle 12. Specifically, the underride protection device 10 is arranged on an underside of the motor vehicle 12, positioned in the vehicle's vertical direction 14, and is held, for example, from below in the vehicle's vertical direction 14, on a body of the motor vehicle 12. The body is, for example, designed as the vehicle's body.

[0032] The underride protection device 10 has a support structure 16, which is provided for an electrical energy storage device 18 of the motor vehicle 12, that is, in particular for attaching the electrical energy storage device 18 to or in the motor vehicle 12. The electrical energy storage device 18 is designed as an underfloor storage device. Thus, the electrical energy storage device 18 is arranged on the underside facing downwards in the vehicle's vertical direction 14. The electrical energy storage device 18 has, for example, several modules 20, which can also be referred to as storage modules. This can be particularly well illustrated in Fig. 2 can be identified, in which the underride protection device 10 or the motor vehicle 12 is shown in a schematic partial view from above. In Fig. Figure 2 shows three of the modules 20 as examples. The modules 20 are arranged next to each other, for example, in the longitudinal direction 22 of the vehicle. This means that the modules 20 are connected to each other, for example, in the longitudinal direction 22 of the vehicle, in particular at least indirectly or directly.

[0033] The support structure 16 defines or forms at least a receiving space 24 for arranging the electrical energy storage device 18, at least partially, in particular at least predominantly or completely. For example, the support structure 16 has at least one bottom wall 26 which defines the receiving space 24 downwards in the vehicle's vertical direction 14, at least partially, in particular at least predominantly or completely, for example directly. For example, the support structure 16 has at least one top wall which defines the receiving space 24 upwards in the vehicle's vertical direction 14, at least partially, in particular at least predominantly or completely, for example directly. Furthermore, the support structure 16 has, for example, at least one front wall 30 which defines the receiving space 24 forwards in the vehicle's longitudinal direction 22, at least partially, in particular at least predominantly or completely, for example directly.Furthermore, the support structure 16 has, for example, several intermediate walls 32, which preferably extend in the transverse direction 34 of the vehicle. In the present case, the intermediate walls 32 are arranged in the receiving space 24. For example, one of the intermediate walls 32 is arranged between each pair of modules 20, particularly adjacent ones.

[0034] The underride protection device 10 further comprises at least one crash profile 38, which is designed as an energy absorption element 36 and is formed separately from the support structure 16. The crash profile 38 is arranged, for example, on an outer surface 40 that points outwards in the transverse direction 34 of the vehicle. Thus, in this case, the crash profile 38, which is particularly deformable, is mounted laterally on the vehicle 12 in the transverse direction 34, for example, on or in the area of ​​the electrical energy storage device 18. Alternatively, the crash profile 38 can also be arranged on one or more end faces of the support structure 16. Preferably, the crash profile 38 is designed as an extruded aluminum profile.

[0035] Furthermore, the underride protection device 10 has at least one pressure hose 42 arranged on the outside of the electrical energy storage device 18, which is to be arranged or is already arranged in the receiving space 24. This pressure hose extends at least partially in the transverse direction 34 of the vehicle between a wall 44 of the crash profile 38 and the electrical energy storage device 18, which is to be arranged in the receiving space 24. The wall 44 can also be referred to as the first wall 44. The first wall 44 can be designed as the outer wall, the inner wall, or the intermediate wall of the crash profile 38. Fig. Figure 1 shows the crash profile 38 transparently, whereby the pressure hose 42 arranged or mounted between the crash profile 38 or several crash profiles 38 and the electrical energy storage device 18 is visible. Fig. 1 is visible.

[0036] The underride protection device 10 has at least one sensor element 46 by means of which a pressure change inside the pressure hose 42 can be detected or is detected, wherein the pressure change results from the pressure hose 42 being subjected to pressure from the crash profile 38, in particular via the wall 44, caused by an accident-related deformation of the crash profile 38 during a side collision of the motor vehicle 12. In the side collision, also referred to as a side impact, the crash profile 38 can thus be deformed, in particular by at least one accident-related mechanical load, whereby the crash profile 38, in particular the wall 44, can press on the pressure hose 42, preferably in the transverse direction 34 of the vehicle, thereby deforming the pressure hose 42, for example, in particular elastically and / or plastically, resulting in the pressure change.The pressure change can be caused in particular by a change in the volume of the pressure hose 42. This pressure change, which can also be referred to as the initial pressure change, can be detected by the sensor element 46, thereby enabling the detection of the side impact.

[0037] Preferably, the motor vehicle 12, in particular the underride protection device 10, has at least one electronic computing device 48 by means of which, upon detection of the pressure change or the side collision, the electrical energy storage device 18 and / or a high-voltage system of the motor vehicle 12 can be switched off or is switched off. The pressure change can thus be detected by the sensor element 46, also referred to as a pressure sensor, whereupon the electrical energy storage device 18 and / or the high-voltage system can be switched off.

[0038] In the exemplary embodiment, the underride protection device 10 has, for example, at least one second sensor element 50, which is formed separately from the sensor element 46. The sensor element 46 can therefore also be referred to as the first sensor element 46. The respective sensor elements 46 and 50 can be understood to be pressure sensors. For example, the first sensor element 46 is arranged at a first end 52 of the pressure hose 42, in particular directly, and the second sensor element 50 is arranged, for example, at a second end 54 of the pressure hose 42, which is different from the first end 52, in particular directly. In particular, it is provided that the aforementioned first pressure change can be detected or is detected by means of the first and the second sensor elements 46 and 50.The detection or determination of the pressure change and / or side collision, also referred to as sensing, can thus be carried out by means of a respective pressure sensor in the form of the respective sensor element 46, 50 at the end, i.e., at each end, of the pressure hose 42. If the pressure hose 42 is deformed in the event of a crash, particularly as a result of a side collision, this can be detected by the sensor elements 46, 50 detecting the initial pressure change in the pressure hose 42. The pressure change can therefore be detected by the pressure sensors, and the electrical energy storage device 18 and / or the high-voltage system can then preferably be de-energized. The detection of the pressure change can thus involve the detection of the pressure change by means of the first and / or the second sensor element 46, 50.For example, the sensor elements 46, 50 and the ends 52, 54 are spaced apart from each other in the longitudinal direction 22 of the vehicle. In the exemplary embodiment, the pressure hose 42 is U-shaped. Thus, a U-shaped pressure hose in the form of the aforementioned pressure hose 42, with a pressure sensor at each end, can be attached between the crash profile 38 and the electrical energy storage device 18.

[0039] For example, the direct or at least indirect impact of the pressure hose 42 on the crash profile 38, in particular the wall 44, is accompanied by, for example, at least indirect or direct, support of the pressure hose 42 on a storage housing 56 of the electrical energy storage device 18 to be arranged or already arranged in the receiving space 24.

[0040] For example, the pressure hose 42 extends at least partially within the crash profile 38. As in Fig. As shown in Figure 2, the pressure hose 42 extends, alternatively or additionally, at least partially outside the crash profile 38 between the crash profile 38, in particular the wall 44, and the electrical energy storage device 18 to be arranged in the receiving space 24. The wall 44 is thus, for example, designed as the inner wall of the crash profile 38. As shown in Fig. As shown in Figure 2, the crash profile 38 has an outer wall 58 spaced apart from the wall 44 in the transverse direction 34 of the vehicle, for example in the transverse direction 34. For example, the wall 44 and the outer wall 58 are connected to each other via several intermediate walls, in particular directly, wherein the intermediate walls are spaced apart from each other, for example in the longitudinal direction 22 of the vehicle.

[0041] In Fig. 3 and Fig. Figure 4 shows the underride protection device 10 or the motor vehicle 12 according to a further embodiment. In this figure, Fig. 3 the underride protection device 10 is shown in a schematic and perspective partial view, and in Fig. Figure 4 shows the underride protection device 10 or the motor vehicle 12 in a schematic top view. In the Fig. 3 and Fig. In the embodiment shown in Figure 4, the pressure hose 42 is partially covered by a second wall 60 of the crash profile 38 in the longitudinal direction 22 of the vehicle, particularly from the front. This second wall 60 differs from, and is spaced apart from, the first wall 44. The second wall 60 is, for example, designed as a flange profile or at least partially forms the flange profile. This covering allows a pressure change, which can also be referred to as a second pressure change, to be detected inside the pressure hose 42 by means of the first and / or the second sensor element 46, 50. It is therefore specifically provided that this second pressure change is detected by means of the first and / or the second sensor element 46, 50. The second pressure change results from the pressure hose 42 being subjected to pressure from the second wall 60 by an accident-related deformation of the crash profile 38 during an oblique impact of the motor vehicle 12.This enables, in particular, edge crash detection of the motor vehicle 12, whereby in the event of an impact, i.e., in the event of an oblique impact, on, for example, at least one edge of the electrical energy storage device 18, at least parts of the crash profile 38, i.e., in this case, at least the second wall 60, can be deformed, in particular in a controlled manner, thereby deforming the pressure hose 42, resulting in the second pressure change, which is detected by the first and / or the second sensor element 46, 50, thereby enabling, in particular, the detection of the impact or oblique impact. It is preferably provided that, by means of the electronic computing device 48, the electrical energy storage device 18 and / or the high-voltage system of the motor vehicle 12 can be switched off or are switched off by means of the electronic computing device 48 when the second pressure change or the oblique impact is detected.In the case of an oblique impact, the wall 60 can be deformed and thereby compress the pressure hose 42, resulting in the second damping effect, which can be detected by at least one of the sensor elements 46, 50, whereupon the high-voltage system and / or the electrical energy storage device 18 can preferably be switched off.

[0042] In the exemplary embodiment, the second wall 60 forms at least partially, and in particular at least predominantly or completely, an open profile 62, which is, for example, the aforementioned flange profile. The second wall 60 and / or the open profile 62, for example, at least partially, and in particular at least predominantly or completely, delimits a cavity 64. In this case, at least a length 66 of the pressure hose 42 is arranged within the open profile 62, that is, in particular within the cavity 64. This means that at least the length 66 of the pressure hose 42 is arranged in the cavity 64, that is, extends within the cavity 64. For example, the second wall 60 delimits the cavity 64 in the longitudinal direction 22 forward, at least partially, and in particular at least predominantly or completely.The open profile 62 allows the second wall 60 to be deformed particularly reliably and, in particular, in a very targeted manner to pressurize the pressure hose 42. As in . Fig. As can be seen in section 4, the second wall 60, for example, lies directly against the pressure hose 42.

[0043] Preferably, the crash profile 38 has at least one closed profile 68, but for example, several closed profiles 68. The closed profile 68 or the closed profiles 68 are arranged, for example, in the longitudinal direction 22 of the vehicle behind the open profile 62. The closed profile 68 or the closed profiles 68 of the crash profile 38 can provide it with a particularly high level of mechanical protection, especially for the protection of the electrical energy storage device 18, whereby, for example, only the open profile 62, or at least predominantly with respect to the profiles 62, 68, deforms in the event of an accident, for example, in the case of an oblique impact, in particular to detect the oblique impact.Thus, it is specifically intended that the resistance to deformation of the open profile 62 during the oblique impact is lower than that of the closed profile 68 or the closed profiles 68. For example, the deformation of the second wall 60 is accompanied by a pivoting of the second wall 60 about a pivot axis, for example relative to at least one of the closed profiles 68, wherein the pivot axis runs, for example, at least substantially upwards in the vehicle vertical direction 14.

[0044] For example, the open profile 62 is open, in particular exclusively, in the transverse direction 34 of the vehicle, especially inwards, and / or in the vertical direction 14 of the vehicle, especially upwards and / or downwards. "Open" here can be understood to mean, in particular, openly designed. For example, at least one vertical section 70 of the pressure hose 42, extending at least substantially in the vertical direction 14 of the vehicle, is arranged within the open profile 62 or the cavity 64.

[0045] For example, the pressure hose 42 is partially covered by a third wall 72 of the crash profile 38 in the longitudinal direction 22 of the vehicle, particularly from the rear. This third wall 72 is distinct from, and spaced apart from, the first and second walls 44. The walls 60 and 72 are spaced apart from each other in the longitudinal direction 22 of the vehicle and are arranged on sides of the crash profile 38 that differ from each other in the longitudinal direction 22. Preferably, the walls 60 and 72 are identical in construction. The third wall 72 is therefore, for example, designed as a second flange profile or forms the second flange profile at least partially. In this embodiment, the third wall 72 forms at least partially, and in particular at least predominantly or completely, a second open profile 74, which is, for example, the aforementioned second flange profile.The open profiles 62, 74 are, for example, identical in construction. The third wall 72 and / or the second open profile 74, for example, at least partially, and in particular at least predominantly or completely, delimits a second cavity. In the present case, at least a second longitudinal section 76 of the pressure hose 42 is arranged within the second open profile 74, that is, in particular within the second cavity. This means that at least the second longitudinal section 76 of the pressure hose 42 is arranged in the second cavity, that is, extends within the second cavity. For example, the third wall 72 at least partially, and in particular at least predominantly or completely, delimits the second cavity in the longitudinal direction 22 of the vehicle to the rear. The second open profile 74 allows the third wall 72 to be deformed particularly reliably and, in particular, in a particularly targeted manner in order to pressurize the pressure hose 42. As in . Fig.As can be seen in Figure 4, the third wall 72, for example, lies directly against the pressure hose 42. The closed profile 68 or profiles 68 are arranged, for example, in the longitudinal direction 22 of the vehicle in front of the second open profile 74. For example, when the third wall 72 is deformed, it pivots about a second pivot axis, for example, relative to at least one of the closed profiles 68, wherein the second pivot axis extends, for example, at least substantially upwards in the vertical direction 14 of the vehicle. For example, the second open profile 74 is open, in particular exclusively, in the transverse direction 34 of the vehicle, in particular inwards, and / or in the vertical direction 14 of the vehicle, in particular upwards and / or downwards. "Open" here can be understood to mean, in particular, openly designed.For example, at least one second vertical section 78 of the pressure hose 42, extending at least substantially in the vehicle's vertical direction 14, is arranged within the second open profile 74 or the second cavity. Thus, the pressure hose 42 has, for example, the second vertical section 78, which is spaced apart from the first vertical section 70, for example in the vehicle's longitudinal direction 22, and extends in the vehicle's vertical direction 14, and which is preferably laid within a flange with an open profile, equivalent to the first section 70. This means that the vertically extending sections 70, 78 of the pressure hose 42 can be laid within a respective flange with a respective open profile 62, 74.

[0046] Overall, it can be seen that a particularly space-saving arrangement of the pressure hose 42 in the underride protection device 10 can be enabled, whereby not only the side impact, also referred to as lateral impact, but also the oblique impact, in particular via a deformation of a hollow profile flange, can be detected particularly reliably and / or particularly cost-effectively.

[0047] Numerals, such as "first," "second," "third," etc., are intended solely for differentiation and do not, in particular, indicate a sequence. This means that the corresponding numerals can be interchanged at will. Reference symbol list 10 Underride protection device 12 Motor vehicle 14 Vehicle uphill 16 Support device 18 Energy storage 20 Module 22 Vehicle longitudinal direction 24 Recording Room 26 floor wall 28 Ceiling wall 30 Front wall 32 partition wall 34 Vehicle transverse direction 36 Energy absorption element 38 Crash profile 40 outside 42 Pressure hose 44 first wall 46 first sensor element 48 electronic computing equipment 50 second sensor element 52 first end 54 second end 56 storage enclosures 58 Exterior wall 60 second wall 62 open profile 64 Cavity 66 Length range of the pressure hose 68 closed profile 70 first vertical section 72 third wall 74 second open profile 76 second length range of the pressure hose 78 second vertical section QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2022 / 0 169 126 A1

[0002] WO 2022 / 228 753 A1

[0003]

Claims

[1] Underride protection device (10) for an electrically powered motor vehicle (12), comprising a support device (16) which at least partially delimits a receiving space (24) for arranging an electrical energy storage device (18) of the motor vehicle (12), comprising at least one crash profile (38) designed as an energy absorption element (36), comprising at least one pressure hose (42) arranged on the outside of the electrical energy storage device (18) to be arranged in the receiving space (24), which extends at least partially in the transverse direction (34) of the vehicle between a wall (44) of the crash profile (38) and the electrical energy storage device (18) to be arranged in the receiving space (24), and comprising at least one sensor element (36, 50) by means of which a pressure change resulting from an impact on the pressure hose (42) by the crash profile (38) caused by an accident-related deformation of the crash profile (38) in a side collision of the motor vehicle (12),can be detected inside the pressure hose (42). [2] Underride protection device (10) according to claim 1, characterized by an electronic computing device (48) by means of which the electrical energy storage device (18) and / or a high-voltage system of the motor vehicle (12) can be switched off when the pressure change is detected. [3] Underride protection device (10) according to claim 1 or 2, characterized by , that when the pressure hose (42) is acted upon by the crash profile (38) the pressure hose (42) is supported against a storage housing (56) of the electrical energy storage device (18) to be arranged in the receiving space (24). [4] Underride protection device (10) according to one of the preceding claims, characterized by, that the pressure hose (42) extends at least partially within the crash profile (38) and / or the pressure hose (42) extends at least partially outside the crash profile (38) between the crash profile (38) and the electrical energy storage device (18) to be arranged in the receiving space (24). [5] Underride protection device (10) according to one of the preceding claims, characterized by , that the pressure hose (42) is partially covered from the outside by a second wall (60) of the crash profile (38), preferably designed as a flange profile, in the longitudinal direction (22) of the vehicle, whereby a pressure change resulting from an impact on the pressure hose (42) by the second wall (60) caused by an accident-related deformation of the crash profile (38) in an oblique impact of the motor vehicle (12), can be detected inside the pressure hose (42) by means of the sensor element (46, 50). [6] Underride protection device (10) according to claim 5, characterized by , that the second wall (60) forms at least partially an open profile (62) within which at least a length section (66) of the pressure hose (42) is arranged. [7] Underride protection device (10) according to any one of the preceding claims, characterized by , that the crash profile (38) is designed as an aluminum extrusion profile. [8] Underride protection device (10) according to one of the preceding claims, characterized by , that the pressure hose (42) is U-shaped. [9] Electrically powered motor vehicle (12), with an underride protection device (10) according to one of the preceding claims. [10] Method for operating an underride protection device (10) according to any one of claims 1 to 8.

Images