DE102024121022B3 - Underride protection device for a motor vehicle, motor vehicle and process - Google Patents

Abstract

The invention relates to an underride protection device (6) for a motor vehicle (1), comprising at least one protective element (7, 8, 9) and a fastening device (10, 17, 19) by means of which the protective element (7, 8, 9) is movably held on the motor vehicle (1) between an initial position (11) and a protective position (12), wherein in the protective position (12) in the event of a rear-end collision of the motor vehicle (1) with a truck the protective element (7) can be acted upon by the truck as an energy absorption element.

Description

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

The DE 10 2017 205 799 A1 Disclosing a method for protecting at least one occupant of a motor vehicle in the event of an impending collision with at least one collision object, comprising at least detecting that a collision with the at least one collision object is imminent, analyzing the at least one collision object and detecting whether a particularly sensitive upper area of the motor vehicle will be at least partially affected by the collision, and at least partially suppressing a trigger signal of a protection mechanism to enable the at least one occupant to evade the collision when a corresponding impending collision has been detected, wherein the detected impending collision corresponds to an underpass situation in which at least one section of the motor vehicle passes under the collision object.

Furthermore, the generic nature reveals DE 43 13 786 A1 A motor vehicle with an engine and/or trunk hood and means for raising the side of the hood facing the vehicle interior and an adjacent front or rear window when an impact force is applied to the side of the hood facing away from the vehicle interior, wherein these means consist of at least one rigid lever arm, wherein one end of the lever arm can be supported against a fixed body part in the area below the vehicle window and the other end of the lever arm is articulated to the hood.

Furthermore, from the US 4 946 002 A A device for protecting the hood and windshield of a motor vehicle is known.

Furthermore, the DE 10 2017 209 061 A1 a method for reducing the impact on a motor vehicle when the motor vehicle passes under a barrier.

Furthermore, the DE 10 2011 010 740 A1 a protective device for a passenger car, comprising at least one detection device by means of which it is possible to detect a vehicle driving under a barrier that is partially located in the area of a windshield of the passenger car, and comprising at least one impact device.

Furthermore, it is evident from the DE 198 52 959 A1 The arrangement of a front protection bar on the front of a motor vehicle is known, which is supported by means of rigid rod profiles on load-bearing components of the motor vehicle body.

Furthermore, the DE 10 2004 055 518 A1 A bumper assembly for use in the front and/or rear of a vehicle.

Finally, from the DE 10 2006 013 913 A1 A protective device in motor vehicles for personal protection is known to have a movable element.

The object of the invention is to create an underride protection device for a motor vehicle, a motor vehicle and a method for operating an underride protection device for a motor vehicle, so that the safety of the motor vehicle can be particularly increased.

This problem is solved according to the invention by an underride protection device for a motor vehicle with the features of claim 1, by a motor vehicle with such an underride protection device with the features of claim 8, and by a method for operating an underride protection device for a motor vehicle with the features of claim 9. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

A first aspect of the invention relates to an underride protection device for a motor vehicle, which is, for example, a passenger car. Preferably, the passenger car, particularly in its fully manufactured state, has the underride protection device.

In particular, the underride protection device is designed or intended to protect the motor vehicle, especially at least one occupant of the motor vehicle, in an underride situation, which can also simply be referred to as an underride. In an underride situation, the motor vehicle, that is, at least a part of the motor vehicle, comes at least partially, in particular predominantly or completely, under another vehicle, which in this case is a truck. The phrase "under the other vehicle" refers specifically to the other vehicle or the truck in motion. The term "underride" refers to the upward movement of the other vehicle or the truck. An underride situation results, for example, from a rear-end collision in which the car collides with the truck from behind, i.e., from the rear in the longitudinal direction of the truck. A rear-end collision can therefore be understood as a collision with the truck from the front (relative to the car) and/or a collision with the truck from the rear (relative to the truck).

The underride guard has at least one protective element. This means that the underride guard has the protective element, for example, a single protective element, or several protective elements, which may be designed separately from one another. Furthermore, the underride guard has at least one fastening device, which may be different from the protective element and, in particular, designed separately from the protective element, and by means of which the protective element is movable between at least one initial position and at least one protective position on the motor vehicle, for example, on a component of the motor vehicle, which may be designed separately from the underride guard, and in particular at least indirectly or directly. In other words, the at least one protective element, that is, the protective element or the respective protective element, can be fastened or is fastened to the motor vehicle, in particular to the component of the motor vehicle, via or by means of the fastening device, wherein the at least one protective element, that is, the protective element or the respective protective element, is movable or displaceable at least between the initial position and the protective position. Moving the protective element, or the respective protective element, between its initial position and its protective position can be understood to mean, in particular, moving the protective element, or the respective protective element, from its initial position to its protective position and/or from its protective position back to its initial position. Furthermore, moving the protective element, or the respective protective element, can also mean moving it relative to the component. The protective position is a position different from the initial position. Specifically, it is intended that the protective element, or the respective protective element, is in its protective position during a collision. Thus, for example, when a collision occurs and/or is imminent, the protective element, or the respective protective element, moves from its initial position to its protective position, particularly automatically.

The component is designed, for example, as a body component of a motor vehicle. A body component can be understood to be, in particular, a component of a motor vehicle's body, for example, a self-supporting body.

To significantly enhance the safety of the motor vehicle, particularly in underride situations, it is provided that the at least one protective element, in particular the protective element or the respective protective element, can be acted upon by the truck, i.e., by at least one component of the truck, for example, at least indirectly or directly, in particular mechanically, as an energy absorption element, especially with energy dissipation, and specifically before an A-pillar of the motor vehicle can be acted upon by the truck, in particular the component, during the rear-end collision. In other words, in the protective position of the motor vehicle during the rear-end collision, it can be supported or braced against the truck, in particular the component, via the protective element or the respective protective element, in particular directly, in order to effect, in particular, preferably targeted, deformation of the protective element or the respective protective element, especially with energy dissipation. The component of the truck is designed, for example, as a body component, that is, as part of the truck's body.

The invention is based in particular on the following findings and considerations: Underride collisions with trucks (truck underride collisions) can be particularly problematic for the vehicle. Such an accident is usually only recognized late, and conventionally, very little deformation material from the vehicle can be utilized. The consequences of the accident can therefore be fatal. Furthermore, in a conventional vehicle, only the A-pillar, for example, can be used as a protective element against the truck in an underride situation. However, this can be too late in most situations. Thus, a conventional vehicle cannot, for example, be provided with a stable or massive structure that engages in an underride situation or a rear-end collision with the truck until the car is touching or hitting the truck via the A-pillar.

In contrast, the underride protection device according to the invention can significantly increase the safety of the motor vehicle, particularly in rear-end collisions or underride situations. The underride protection device, for example, in the form of components already conventionally present in the motor vehicle and/or in the form of new components in the motor vehicle, can be used to dissipate the collision energy in a timely manner during a rear-end collision, i.e., in the case of a crash involving a truck under the vehicle. Thus, the protective element, or the respective protective element, can effect a targeted intervention with the truck, and in particular with the truck component, during a rear-end collision or underride situation. This intervention occurs, in particular, before the motor vehicle collides with the truck via the A-pillar. Therefore, the underride protection device can prevent an underride situation altogether or at least prevent the motor vehicle from being pushed further under the truck during a rear-end collision or underride situation. Alternatively or additionally, the underride protection device can be used to dissipate, in particular additional, collision energy, preferably in such a way that when the car impacts the truck or its component via the A-pillar, sufficient collision energy has already been dissipated to minimize the impact on the occupants, especially in the event of an accident. Thus, the underride protection device according to the invention can provide, in particular, improved protection against underride situations, i.e., against the crash load case of a truck being underrun.

An energy absorption element can be understood, in particular, as a deformation element. This means that the protective element, or the respective protective element, is designed for controlled deformation in the event of a rear-end collision, especially in the case of an underride situation, i.e., for controlled energy dissipation through deformation. Deformation can be understood, in particular, as elastic and/or plastic deformation of the protective element, or the respective protective element. The collision energy can be referred to, in particular, as accident energy or simply as energy. For example, to dissipate or absorb energy, the collision energy is converted into deformation of the protective element and/or into heat.

For example, in the initial position during a rear-end collision, the impact on the protective element from the truck is reduced or at least less than in the protective position.

Furthermore, the underride protection device is designed to have at least one catch hook as a protective element. This means that the protective element, or at least one of the protective elements (for example, a third protective element), is designed as the catch hook. In particular, in the protective position during a rear-end collision, the catch hook can be, or is, engaged by the truck or its component, especially with energy dissipation. It is also designed that, in the protective position during a rear-end collision, especially in an underride situation or in the event of an imminent underride situation, the catch hook can be, or is, engaged directly with the truck, especially the component, for example, with a rear end of the truck in the longitudinal direction. Thus, in the protective position during a rear-end collision, especially in an underride situation, a positive locking connection with the truck or its component can be formed or effected, preferably directly. Therefore, the catch hook is specifically designed and intended to form the aforementioned positive locking connection. Thus, the underride protection device can include the catch hook, which, in the event of a rear-end collision, is preferably intended to engage or become engaged at the rear of the truck in the longitudinal direction of the vehicle. To dissipate the collision energy, i.e., to enable the catch hook to act as an energy-absorbing element, the catch hook is connected to the vehicle, particularly to a component of the vehicle, for example, via at least one spring element, in particular via at least one corresponding spring indicator. This allows for particularly effective energy dissipation in the event of an accident.

In a further embodiment, the underride protection device is designed to include a front flap as a protective element. This means that the protective element, or one of the protective elements, is designed as a front flap. The front flap can also be referred to as a hood. Specifically, the front flap is to be located at the front of the vehicle, i.e., in a longitudinally forward area of the vehicle, for example, on the component. Thus, in the protective position during a rear-end collision, the front flap acts as an energy absorption element, particularly by absorbing energy from the truck. The hood is impact-prone or subjected to impact. Due to its longitudinal position in front of the A-pillar, it is particularly well-suited to dissipating the aforementioned collision energy. Furthermore, the hood is a vehicle component already present in conventional motor vehicles. Therefore, an existing vehicle component or structure can be utilized for the "truck underrider" accident scenario. This allows for a significant increase in vehicle safety with minimal effort.

In a further embodiment, the front flap is pivoted around a pivot axis in the protective position relative to its initial position. This means that the front flap must be pivoted, or is pivoted, around this pivot axis to move it from its initial position to the protective position.

In a further embodiment, it is provided that the front hood, in the protective position, is pivoted upwards in the vehicle's vertical direction and forwards in the vehicle's longitudinal direction relative to its initial position. This means that the front hood must be pivoted upwards in the vehicle's vertical direction and forwards in the vehicle's longitudinal direction to pivot from its initial position into the protective position. This allows the front hood, particularly in relation to the initial position and the protective position exclusively, to form a wedge in the protective position with an engagement surface pointing forwards in the vehicle's longitudinal direction and upwards in the vehicle's vertical direction. This engagement surface allows the car to be braced against the truck, especially against a component of the truck, during a rear-end collision, particularly in an underride situation. Thus, the front hood can form a wedge shape. This enables the car to offer significant resistance to the truck upon impact, thereby dissipating the collision energy and protecting the vehicle occupants. This can significantly increase the safety of the motor vehicle.

Alternatively, it is possible, for example, for the front flap to be pivoted upwards in the vehicle's vertical direction and backwards in the vehicle's longitudinal direction in the protective position relative to its initial position. This means that the front flap must be pivoted upwards in the vehicle's vertical direction and backwards in the vehicle's longitudinal direction to pivot from its initial position into the protective position. This allows the vehicle, in the event of a rear-end collision, to slide along the truck, particularly along the affected component, as gently as possible, absorbing energy. This minimizes the forces exerted on the vehicle occupants during the accident. Furthermore, in the protective position, the front flap can be deformed by the impact from the truck or its component, either by denting or buckling. Thus, by dents, especially creases, and/or by buckling, especially folding, of the hood or by other deformations of the hood, the collision energy can be reduced, thereby mitigating the consequences of accidents, especially for the vehicle occupant.

In a further embodiment, the underride protection device is provided for with at least one bolt as a protective element. This means that the protective element, or one of the protective elements (for example, at least a second protective element), is designed as the bolt. It is therefore specifically provided that, in the protective position during a rear-end collision, the bolt, acting as an energy absorption element, can be impacted by the truck, particularly by the component, and is impacted by this energy absorption. This allows the bolt, which may be, for example, solid or particularly solid, to be moved vertically upwards in the direction of vehicle height, similar to pedestrian protection actuators, in order to create a kind of bollard in the protective position. This allows the truck to be stopped in time, specifically before the A-pillar strikes or impacts the truck. This significantly increases the safety of the truck.

Preferably, the bolt is located in the area of a spring and/or damper assembly, particularly on the spring and/or damper assembly of a vehicle's chassis. In other words, the bolt is located at least near the spring and/or damper assembly of the chassis. This allows the bolt to be located within the spring and/or damper assembly, for example, of a front axle. This is particularly advantageous because a correspondingly rigid connection to the vehicle body is present in the area of the spring and/or damper assembly. The bolt can thus be attached to the vehicle body, and especially to the component, with exceptional rigidity. Furthermore, a corresponding spring and/or damper assembly is conventionally arranged on both sides of the vehicle in the transverse direction, allowing for the placement of a corresponding bolt as a protective element on both sides. This enables particularly good coverage of the vehicle by means of the bolts, thus ensuring that the vehicle is especially well supported by the truck in the event of a rear-end collision.

The spring and/or damper assembly can be referred to in particular as a strut. For example, at least one wheel of the motor vehicle can be supported or suspended from a chassis, in particular from the body, by means of the spring and/or damper assembly. The term "vehicle wheel" can be understood to mean, in particular, a ground contact element. In particular, the motor vehicle can be supported or suspended from a surface, for example, a roadway, by means of the vehicle wheel.

The bolt can be attached to a strut mount, which is designed, for example, as a strut tower. Alternatively, the bolt can be attached to another body component or to a vehicle axle, particularly a front axle, of the motor vehicle.

A second aspect of the invention relates to a motor vehicle which has at least one underride protection device according to the first aspect of the invention. 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.

A third aspect of the invention relates to a method for operating an underride protection device for a motor vehicle, particularly according to the second aspect of the invention. Furthermore, this method can be understood to mean, in particular, a method for operating a motor vehicle, especially 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.

The underride protection device has at least one protective element which is held on the motor vehicle, in particular on a component of the motor vehicle, by means of at least one fastening device, so as to be movable between at least one initial position and at least one protective position.

To significantly enhance the safety of the motor vehicle, particularly in the event of an underride or rear-end collision with a truck, the invention provides that the at least one protective element is moved from its initial position into the protective position, for example by means of at least one actuator, particularly automatically, specifically when a rear-end collision occurs, i.e., when the motor vehicle impacts the rear of the truck. In the protective position, during a rear-end collision, the protective element can act as an energy absorption element, particularly with energy dissipation, and is indeed impacted by the truck. Thus, it is specifically provided that, in the protective position, the protective element is impacted by the truck as an energy absorption element, particularly with energy dissipation, during a rear-end collision.

It is provided that the underride protection device has at least one catch hook as a protective element, whereby the catch hook can be engaged in the protective position in the event of a rear-end collision with the truck.

• 1 eine schematische Seitenansicht eines erfindungsgemäßen Kraftwagens; und
• 2 eine schematische Seitenansicht eines erfindungsgemäßen Kraftwagens gemäß einer weiteren Ausführungsform; und
• 3 eine schematische Seitenansicht eines erfindungsgemäßen Kraftwagens gemäß einer weiteren Ausführungsform; und
• 4 eine schematische Seitenansicht eines erfindungsgemäßen Kraftwagens gemäß einer weiteren Ausführungsform.

The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

• 1 a schematic side view of a motor vehicle according to the invention; and
• 2 a schematic side view of a motor vehicle according to a further embodiment of the invention; and
• 3 a schematic side view of a motor vehicle according to a further embodiment of the invention; and
• 4 a schematic side view of a motor vehicle according to a further embodiment of the invention.

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

1 Figure 1 shows a schematic side view of a motor vehicle 1, which in this case is designed as a passenger car. The motor vehicle 1 has a body 2, which is preferably designed as a self-supporting body. For example, the body 2 at least partially defines an interior space of the motor vehicle 1, in particular especially predominantly or completely. The interior space 3, which can also be referred to as the vehicle interior, can in particular be understood to be a passenger compartment or passenger cell. As in 1 As shown, the motor vehicle 1, in particular the body 2, has an A-pillar 4. The A-pillar can be understood to be a vehicle pillar of the body 2 designed as such. Furthermore, the motor vehicle 1 has a front flap 5, in particular at the front, which is designed as a hood. The front flap 5 can be referred to as the hood.

To significantly increase the safety of the motor vehicle 1, the motor vehicle 1 has at least one underride protection device 6, which includes at least one protective element 7, 8, 9. Preferably, however, several such protective elements 7, 8, 9 are provided, wherein in 1 Only one protective element 7 is shown as an example, which can be referred to as the first protective element. The first protective element 7 is movable between an initial position 11 and a protective position 12 on the motor vehicle 1, in particular on a component 2a of the motor vehicle 1, via a fastening device 10. The component 2a is, for example, the body 2, i.e., a body component of the body 2. The fastening device 10 can also be referred to as the first fastening device 10. In the protective position 12, in the event of a rear-end collision between the motor vehicle 1 and a truck, the first protective element 7 can be subjected to, or is subjected to, energy absorption by the truck. In the 1 In the illustrated embodiment, the first protective element 7 is designed as the front flap 5. The protective position 12 of the front flap 5, or of the first protective element 7, is in 1 Illustrated by means of dashed lines. In protective position 12, the front flap 5 can collide with the truck, particularly in a controlled manner, during a rear-end collision, preferably before the A-pillar 4 collides with the truck. This prevents the vehicle 1 from being underrun by the truck or from being pushed further under the truck. In the initial position, the impact on the vehicle 1 via the front flap 5 is preferably prevented during a rear-end collision. In particular, the initial position is a closed position of the front flap 5, and protective position 12 is an open position of the front flap 5.

In the 1 In the illustrated embodiment, the front flap 5 is pivoted in the protective position 12 relative to the initial position 11 about a pivot axis 13 upwards in the vehicle's vertical direction 14 and backwards in the vehicle's longitudinal direction 15. In this case, the pivot axis 13 is located in a rearward region of the front flap 5 in the vehicle's longitudinal direction 15. For example, the pivot axis 13 is located in the region of a rear end, particularly at the rear end, of the front flap 5 in the vehicle's longitudinal direction 15. Thus, the front flap 5, which may be appropriately reinforced, can be released and lifted from the front, i.e., in a region at the front of the vehicle's longitudinal direction 15. This lifting, i.e., in particular the pivoting about the pivot axis 13 into the protective position 12, can be effected at least partially by the air resistance of the front flap 5. Thus, the air resistance can be used to lift the front flap 5 or to pivot the front flap 5 into the protective position 12. For example, the front flap 5 is connected to the body 2, especially component 2a, in the area of the pivot axis 13, i.e., particularly the rear area, in a correspondingly robust manner, for example by means of a catch hook, a hinge connection and/or a catch edge or the like. This allows the front flap 5 to function as a deformation element along its entire length extending in the longitudinal direction 15 of the vehicle.

2 Figure 1 shows a schematic side view of a further embodiment of the motor vehicle 1, in which the front hood 5 is pivoted upwards in the vehicle's vertical direction 14 and forwards in the vehicle's longitudinal direction 15 about the pivot axis 13 in the protective position 12 relative to the initial position 11. The pivot axis 13 is, for example, located at the front of the front hood 5. Thus, the pivot axis 13 can be located in the front region of the front hood 5 in the vehicle's longitudinal direction 15, particularly in the front end region. This allows the front hood 5, which may be appropriately reinforced, to be raised, for example by an actuator, in its rear region in the vehicle's longitudinal direction 15, and in particular pivoted. In particular, such an actuator is massive enough to be able to keep the front flap 5 in the protective position 12, i.e. up, even during the underpass situation, so that the vehicle 1 under the truck can be slowed down by means of a wedge effect, i.e., by a wedge formed by the front flap 5 in the protective position 12.

3 shows the motor vehicle 1 in a schematic side view according to a further embodiment, wherein in 3 A second of the protective elements 8 is illustrated. In this case, the second protective element 8 is designed as a bolt 16. Preferably, however, several, for example two, such second protective elements 8 are used, i.e. For example, two bolts 16 are provided. The bolt 16, or the second protective element 8, is in 3 shown in protective position 12. In protective position 12, in the event of a rear-end collision between car 1 and truck, the bolt 16, or the respective bolt 16, can be acted upon or is acted upon by the truck as an energy absorption element.

In the protective position 12, the respective bolt 16 can collide with the truck, particularly in a controlled manner, during a rear-end collision, preferably before the A-pillar 4 collides with the truck. This prevents the vehicle 1 from being underrun by the truck or from being pushed further under the truck. In the initial position, the impact on the vehicle 1 via the respective bolt 16 is preferably prevented during a rear-end collision.

For example, the bolt 16, or the respective bolt 16, is held movable on the motor vehicle 1, in particular on the body 2, for example on the component 2a or on another body component, at least between its initial position and the protective position 12, by means of a second fastening device 17, or a respective second fastening device 17. The movement is, for example, translational and/or rotational movement.

Preferably, the bolt 16, or the respective bolt 16, is arranged in the area of a spring and/or damper assembly not shown in the figures, or in a respective spring and/or damper assembly of the chassis of the motor vehicle 1. The bolt 16, or the respective bolt 16, can be attached, for example, and in particular directly, to a strut mount, which can also be referred to as a strut tower. Thus, the body component to which the bolt 16, or the respective bolt 16, is held via the second fastening device 17, can be the strut mount. Alternatively, however, it is possible that the bolt 16 is arranged elsewhere on the body 2 or on a vehicle axle, in particular the front axle, of the motor vehicle 1.

4 shows the motor vehicle 1 in a schematic side view according to a further embodiment, wherein in 4 A third of the protective elements 9 is illustrated. In this embodiment, the third protective element 9 is designed as a catch hook 18. In the protective position 12, the catch hook 18 can be engaged or is engaged in the event of a collision with the truck and can be subjected to, or is subjected to, energy absorption by the truck.

In the protective position 12, the catch hook 18 can collide with the truck, particularly in a controlled manner, during a rear-end collision, preferably before the A-pillar 4 collides with the truck. This prevents the vehicle 1 from being underrun by the truck or from being pushed further under the truck. In the initial position, the impact on the vehicle 1 via the catch hook 18 is preferably avoided during a rear-end collision.

For example, the catch hook 18 is movable between its initial position and the protective position 12, for example translationally and/or rotationally, on the motor vehicle 1, in particular the body 2, for example on the component 2a or on another body component, via a third fastening device 19. Several such catch hooks 18 are particularly preferred.

For example, the underride guard 6 has the protective elements 7, 8, 9. This means that a combination of the protective elements 7, 8, 9 is possible. Alternatively, it is possible, for example, that the underride guard 6 has only one or two of the protective elements 8, 9, 10. This means that the underride guard 6 can have, for example, only the first or the second protective element 7, 8, or only the first and the third protective element 7, 9, or only the second and the third protective element 8, 9, or only the first protective element 7, only the second protective element 8, or only the third protective element 9.

For example, the motor vehicle 1, in particular the underride protection device 6, has at least one actuator by means of which the movement of the respective protective element 7, 8, 9 from the initial position 11 to the protective position 12 can be effected, in particular automatically. In other words, it is provided that the respective protective element 7, 8, 9 can be driven or is driven by means of the respective actuator in order to effect the movement from the initial position 11 to the protective position 12. Alternatively, it is possible, for example, that only a single actuator is provided by means of which the movement of all protective elements 7, 8, 9, or the movement of the first and second protective element 7, 8, or the movement of the first and third protective element 7, 9, or the movement of the second and third protective element 8, 9 from their respective initial positions can be effected. The change from operating position 11 to the protective position 12 can be effected or is effected. Thus, for example, actuators intended for bolt 16 can be used, in particular additionally, for the front flap 5, especially to move it upwards and, for example, to create the described front flap wedge concept.

For example, the actuator or the respective actuator can be coupled to or is coupled to an accident detection device of the motor vehicle 1. The accident detection device allows the rear-end collision or impending rear-end collision to be detected. For example, the movement of the respective protective element 7, 8, 9 into the respective protective position 12 is effected by the actuator when the accident detection device detects the rear-end collision or impending rear-end collision.

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

1

motor vehicle

2

body

2a

component

3

interior

4

A-pillar

5

front hood

6

Underride protection device

7

first protective element

8

second protective element

9

third protective element

10

first fastening device

11

Starting position

12

Protective position

13

Swivel axis

14

Vehicle lifting

15

Vehicle longitudinal direction

16

bolt

17

second fastening device

18

Hook

19

third fastening device

Claims (9)

Underride protection device (6) for a motor vehicle (1), comprising at least one protective element (7, 8, 9) and a fastening device (10, 17, 19) by which the protective element (7, 8, 9) is movably held on the motor vehicle (1) between an initial position (11) and a protective position (12), wherein in the protective position (12) in the event of a rear-end collision of the motor vehicle (1) with a truck the protective element (7) can be acted upon by the truck as an energy absorption element, characterized in that the underride protection device (6) has at least one catch hook (18) as a protective element (9), wherein the catch hook (18) can be hooked in the protective position (12) in the event of a rear-end collision with the truck. Underride protection device (6) according to Claim 1 , characterized in that the underride protection device (6) has a front flap (5) as a protective element (7). Underride protection device (6) according to Claim 2 , characterized in that the front flap (5) is pivoted about a pivot axis (13) in the protective position (12) relative to the initial position (11). Underride protection device (6) according to Claim 3 , characterized in that the front flap (5) in the protective position (12) is pivoted upwards in the vehicle vertical direction (14) and forwards in the vehicle longitudinal direction (15) relative to the initial position (11) about the pivot axis (13). Underride protection device (6) according to Claim 3 , characterized in that the front flap (5) in the protective position (12) is pivoted upwards in the vehicle vertical direction (14) and backwards in the vehicle longitudinal direction (15) relative to the initial position (11) about the pivot axis (13). Underride protection device (5) according to one of the preceding claims, characterized in that the underride protection device (6) has at least one bolt (16) as a protective element (8). Underride protection device (6) according to Claim 6 , characterized in that the bolt (16) is to be arranged in the area of a spring and/or damper device of a chassis of the motor vehicle (1). Motor vehicle (1) with an underride protection device (6) according to one of the preceding claims. Method for operating an underride protection device (6) for a motor vehicle (1), wherein the underride protection device (6) has at least one protective element (7, 8, 9) which is movably held on the motor vehicle (1) between an initial position (11) and a protective position (12) by means of a fastening device (10, 17, 19), wherein the protective element (7, 8, 9) is moved from the initial position (11) to the protective position (12), in which, in the event of a rear-end collision of the motor vehicle (1) with a truck, the protective element (7, 8, 9) can be acted upon by the truck as an energy absorption element, characterized in that the underride protection device (6) has at least one catch hook (18) as a protective element (9), wherein the catch hook (18) can be engaged in the protective position (12) in the event of a rear-end collision with the truck.