Method for manufacturing a battery module device for a motor vehicle, battery module device for a motor vehicle and motor vehicle with a battery module device

Abstract

Method for manufacturing a battery module device (10) for a motor vehicle (100), comprising at least the following steps: - Providing at least one housing element (20) of the battery module device (10) and at least one battery module (40) of the battery module device (10); - Mounting the at least one battery module (40) on the at least one housing element (20) forming at least one gap (60) extending between an element area (24) of the at least one housing element (20) and the at least one battery module (40), which is at least partially limited and sealed by at least one sealing element (80) of the battery module device (10) arranged between the element area (24) and the at least one battery module (40); - Introducing a heat-conducting medium (90) into the at least one intermediate space (60) via at least one filling opening arrangement (70), wherein the introduction of the heat-conducting medium (90) causes at least a partial deformation of the at least one housing element (20) and / or the at least one battery module (40), whereby the at least one intermediate space (60) is widened at least partially, at least during the introduction of the heat-conducting medium (90).

Description

[0001] The invention relates to a method for manufacturing a battery module device for a motor vehicle. Further aspects of the invention relate to a battery module device for a motor vehicle and to a motor vehicle with a battery module device.

[0002] The automated production of high-voltage battery storage systems for battery electric vehicles (BEVs) often involves thermal coupling between battery modules and a temperature control system. This thermal coupling is typically achieved using thermal interface materials (TIMs or TI materials). Besides their primary function of heat transfer (heat removal or supply) from the battery modules, these materials also compensate for tolerances by bridging gaps between thermally coupled surfaces. Today, TIMs are primarily categorized as either "gappeds" or paste-like "gap fillers."The challenge in implementing the temperature control system using TIMs lies in combining process and material-related boundary conditions in such a way that efficient temperature control performance is enabled while minimizing the complexity of processes such as assembly processes.

[0003] Gappads are frequently used as pre-cut, thermally conductive mats during the assembly of battery module assemblies. They are inserted into the gap between the battery modules and the battery housing. Due to their viscoelastic properties, Gappads are easy to handle during installation. They also allow for a defined and reproducible application pattern of thermally conductive materials. Subsequent placement and mounting of the battery modules to the battery housing ensures contact with a minimum thermal conductivity between the respective thermally active surfaces of the battery modules and the battery housing.

[0004] "Gap fillers" are thermally conductive pastes that are applied to one of the thermally bonded surfaces (of the respective battery module or battery housing) prior to the assembly of battery modules, according to a defined application pattern (e.g., beaded, flat). During the insertion and joining process of the battery modules to the battery housing, the gap filler is compressed by the assembly forces (e.g., clamping forces) in such a way that a required minimum contact area of ​​the thermally bonded (active) surfaces is sufficiently wetted with the gap filler for heat transfer, thus achieving adequate heat transfer through conduction. This allows for the compensation of varying gap sizes.

[0005] In general, heat transfer in the form of heat conduction between the battery modules and the battery housing can then take place via gap pads or gap fillers.

[0006] When the gap filler is pressed in, forces can arise that act both on the battery module itself and, due to deformation of the module base, on the respective contact points of a so-called battery compartment. The combination of superimposed stresses and deformed contact points leads to complex load cases during assembly, which in turn significantly impact the complexity of the assembly process for fixing the battery modules. To understand the process flow, various parameters must therefore be analyzed, such as the flow properties of the gap filler, the type of application of the gap filler (distribution, application pattern), the actual prevailing gap height (tolerance chain), and the respective joining parameters. It becomes apparent that controlling all influencing factors in the actual assembly process is difficult to demonstrate and involves considerable testing and adjustment efforts.

[0007] This also applies to gap pads, where the corresponding grouting forces are still significantly higher than those of gap fillers due to their poorer grouting properties compared to gap fillers.

[0008] When applying TI materials, a key requirement is flawless gap filling, meaning that pores or gas inclusions (air inclusions), as well as unfilled gap areas (defects), must be avoided. Testing in the processes described above is generally only possible through destruction.

[0009] From DE 10 2013 220 690 A1, a method for manufacturing a battery module with several battery cells grouped into a cell stack is known. This involves applying an electrically insulating thermally conductive material to a base of the cell stack.

[0010] From DE 10 2007 010 751 A1, a battery with a housing comprising a base and a side wall is known. A cell assembly is arranged within the housing and secured in the housing with a potting compound. The potting compound extends from the cell assembly to the inside of the side wall. A sheet metal casing surrounding the cell assembly serves as a mold for filling the potting compound.

[0011] DE 10 2015 219 280 A1 discloses a method for manufacturing a battery system in which battery cells are positioned in an interior of a potting mold and potted with at least one potting compound.

[0012] From DE 10 2011 118 383 A1, a vehicle battery arrangement for accommodating several longitudinal battery cells is known, which are arranged parallel to their longitudinal axes in a frame. The vehicle battery arrangement comprises a circuit board for electrically coupling the battery cell ends, as well as a cooling plate and a gap-filling layer. The gap-filling layer comprises a thermally conductive material.

[0013] DE 10 2015 013 509 A1 discloses a battery with a plurality of interconnected, cylindrical individual cells arranged in a potting mold. The spaces between the individual cells and the potting mold are filled with a potting compound.

[0014] From DE 10 2017 116 420 A1, a method is known for installing a thermally conductive material in a cavity of a battery assembly, which is arranged between a plurality of battery cell assemblies of the battery assembly and a heat exchanger plate. The material is moved to the cavity by means of a conduit that runs inside the heat exchanger plate of the battery assembly.

[0015] From DE 10 2017 223 438 A1, a battery device is known with a battery module comprising several individual battery cells arranged in a module housing. The module housing is at least partially filled with temperature control fluid for maintaining the temperature of the battery cells. A further outer housing surrounds the module housing and contains it. Should temperature control fluid leak from the module housing despite a primary sealing device, a secondary sealing device in the outer housing is intended to prevent the escape of the temperature control fluid from the outer housing.

[0016] The object of the present invention is to provide a method, a battery module device and a motor vehicle of the type mentioned at the outset, in which mechanical stresses, gas inclusions in an intermediate space for receiving thermal conductivity and incomplete filling with thermal conductivity can be prevented with minimal effort.

[0017] This problem is solved by a method with the features of claim 1, by a battery module device with the features of claim 10, and by a motor vehicle with the features of claim 11. Advantageous embodiments of the present invention are the subject of the dependent claims.

[0018] A first aspect of the invention relates to a method for manufacturing a battery module device for a motor vehicle, comprising at least the following steps: - Providing at least one housing element of the battery module device and at least one battery module of the battery module device; - Mounting the at least one battery module on the at least one housing element, forming at least one gap extending between an element area of ​​the at least one housing element and the at least one battery module, which is at least partially limited and sealed by at least one sealing element of the battery module device arranged between the element area and the at least one battery module; - Introducing a heat-conducting medium into at least one intermediate space via at least one filling opening arrangement.

[0019] An advantage of this method is that the introduction of the thermal interface material into the cavity is separate from the mounting of the battery module to the housing element, thus decoupling the introduction of the thermal interface material from the assembly process. This decoupling prevents complex superpositions of different stress and strain states on the battery module assembly. The method can therefore facilitate the reliable and reproducible assembly of battery modules. During assembly, the battery module can be joined to the housing element, for example, by screwing it in place. Because the introduction of the thermal interface material can be separated (decoupled) from the assembly process, a particularly low-stress joining process, unaffected by the thermal interface material, can be achieved.

[0020] By introducing the heat transfer medium through the filling opening arrangement, which may have one or more filling openings, a controlled spread of the flow front formed by the heat transfer medium within the cavity can be achieved. This reduces gas inclusions in the cavity as well as incomplete filling of the cavity with the heat transfer medium. The filling opening arrangement can be designed as a sprue arrangement through which the heat transfer medium can be introduced. The filling opening(s) can accordingly be designed as a sprue or sprues. The sprue arrangement or sprues enable particularly targeted and bubble-free filling of the cavity with the heat transfer medium.

[0021] The sealing element can preferably be made of a sealing material that can be applied in foam form. This allows for a particularly flexible seal that adapts to the specific contours of the battery module or housing element. Alternatively, the sealing element can also be designed as a sealing ring, for example as a plastic or metal sealing ring.

[0022] An example of "area-specific limitation" can occur when a sealing opening extends through the sealing element. This sealing opening can serve as the filling port for introducing the heat transfer medium. The sealing opening can open directly into the cavity. This eliminates the need for machining the filling port.

[0023] The sealing element can be positioned at the respective edges of the battery module before the module is mounted. This allows for easy, simultaneous installation of the sealing element along with the battery module, as well as particularly favorable deformation of the sealing element depending on the forces exerted during installation and the distances between the battery module and the housing element. This results in a particularly effective seal of the gap.

[0024] The sealing element can preferably completely surround the gap on its circumference, so that the gap can be formed as a closed cavity into which the heat transfer medium can be introduced after assembly, without the heat transfer medium being forced out at the gap edges in an unfavorable way.

[0025] The thermal interface material can preferably be introduced by injection. This allows for precise dosing of the thermal interface material. A nozzle is particularly preferred to enable targeted introduction of the thermal interface material.

[0026] Advantageously, it can be provided that the thermal conductivity flow, when introduced into the at least one intermediate space, flows at least substantially parallel to the element area and / or to the at least one battery module. For this purpose, for example, an angled nozzle can be used through which the thermal conductivity can be introduced into the intermediate space.

[0027] The nozzle can advantageously be adapted to the geometry of the filling opening arrangement, such that, for example, the cross-sectional area of ​​a filling opening corresponds at least substantially to a nozzle opening. The heat transfer medium can enter the filling opening via the nozzle opening, thus introducing the heat transfer medium into the space.

[0028] The nozzle can, for example, be guided by a robot, ensuring particularly high process reliability and reproducibility when introducing the heat transfer medium.

[0029] Preferably, a liquid TIM (thermopolymer) or a mixture of several TIMs can be used as the thermal conductivity medium. When introduced, TIMs conform particularly well to the shape of the gap, allowing for a particularly complete filling of the gap with the thermal conductivity medium.

[0030] According to the invention, the introduction of the thermal conductivity medium causes at least a partial deformation of the at least one housing element and / or the at least one battery module, thereby widening the at least one gap, at least partially, at least during the introduction of the thermal conductivity medium. This is advantageous because the gap is thus enlarged during the introduction of the thermal conductivity medium, allowing it to be filled with the thermal conductivity medium more quickly and with less effort.

[0031] The invention includes further embodiments which offer additional advantages.

[0032] In an advantageous embodiment of the invention, the element area, the at least one battery module, and the at least one sealing element are pressurized with the thermal conductivity during the introduction of the thermal conductivity medium. This is advantageous because it allows gas or air to be forced out of the space particularly thoroughly. It is clear that the thermal conductivity pressure is greater than the pressure exerted by gravity on the medium itself. Therefore, the sealing element can prevent the thermal conductivity medium from escaping the space if the thermal conductivity medium is pressurized during its introduction.In other words, the sealing element can reliably seal the gap against leakage of the heat transfer medium even if the heat transfer medium is introduced at a higher pressure than ambient (atmospheric) pressure, thus forcing the heat transfer medium into the gap.

[0033] In a further advantageous embodiment of the invention, the at least one gap is formed as a gap, in particular as a planar gap. This is advantageous because the gap, especially when planar, allows for particularly uniform heat dissipation by thermal conduction.

[0034] In a further advantageous embodiment of the invention, the at least one housing element is a battery tray, a vehicle body component, or a system element of a vehicle temperature control system. This is advantageous because the battery tray, due to its tray shape, provides at least partial circumferential protection for the battery module. Accordingly, the element area can then be designed as the battery tray base (or simply: tray base). If the housing element is designed as a vehicle body component, it can, for example, be configured as a floor structure component, thus eliminating the need for an additional housing tray and resulting in weight savings. If the housing element is designed as a system element of the temperature control system, additional cooling or heating structures for heat exchange with the battery module can be omitted.

[0035] The temperature control system can be used for active temperature control (cooling and / or heating) of at least one battery module. Active temperature control involves the flow of a temperature control medium around the housing element, enabling particularly effective and demand-based cooling or heating of the battery module.

[0036] In a further advantageous embodiment of the invention, the thermal conductivity medium is distributed within the at least one intermediate space via a flow channel arrangement that extends at least partially within the intermediate space and over the at least one battery module and / or the at least one housing element. This is advantageous because it allows for targeted control of a flow front formed by the thermal conductivity medium within the intermediate space. This enables a particularly complete and bubble-free filling of the intermediate space with the thermal conductivity medium.

[0037] In a further advantageous embodiment of the invention, a negative pressure is created in the at least one intermediate space before or during the introduction of the heat transfer medium. This is advantageous because the heat transfer medium can be drawn into the intermediate space as a result of the negative pressure (vacuum). This accelerates the filling of the intermediate space with the heat transfer medium.

[0038] In a further advantageous embodiment of the invention, during the introduction of the heat transfer medium, gas, in particular air, is displaced from the at least one intermediate space via at least one outlet opening of the battery module device and directed to the surrounding environment. This is advantageous because it allows for particularly rapid filling of the intermediate space and avoids excessive pressure on the battery module device, especially since gas or air can be discharged from the intermediate space to the surrounding environment via the outlet opening. The outlet opening can also be designed as an overflow through which excess heat transfer medium can escape from the intermediate space.

[0039] In a further advantageous embodiment of the invention, an overflow sensor detects during the introduction of the heat transfer medium whether the heat transfer medium is being discharged to the environment via the at least one outlet opening. This is advantageous because the overflow sensor enables particularly precise dosing of the heat transfer medium. If the overflow sensor detects an impending leakage of the heat transfer medium from the at least one outlet opening, the introduction can be stopped immediately. In this way, it can be ensured that only the minimum necessary amount of the heat transfer medium is applied during each introduction process.

[0040] In a further advantageous embodiment of the invention, the heat transfer medium is introduced via at least one elongated filling opening of the filling opening arrangement. This is advantageous because it allows for a particularly large area of ​​introduction of the heat transfer medium. The filling of the intermediate space with the heat transfer medium can thus be carried out particularly completely and quickly.

[0041] It is also conceivable that the filling opening extends across the entire width or length of the gap, resulting in a particularly favorable distribution of the heat transfer medium within the gap. This largely prevents unwanted gas inclusions in the gap.

[0042] A second aspect of the invention relates to a battery module device for a motor vehicle, comprising at least one battery module which is mounted on at least one housing element of the battery module device and thereby forms at least one gap extending between an element area of ​​the at least one housing element and the at least one battery module. According to the invention, the at least one gap is at least partially delimited and sealed by at least one sealing element of the battery module device arranged between the element area and the at least one battery module, and a heat-conducting medium is contained in the at least one gap, introduced into the at least one gap via at least one filling opening arrangement of the battery module device.The features and advantages presented in connection with the method according to the invention apply accordingly to the battery module device according to the invention and vice versa.

[0043] The invention also includes further developments of the battery module device according to the invention, which have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the battery module device according to the invention are not described again here.

[0044] The following are exemplary embodiments of the invention described. This is illustrated by: Fig. 1 a schematic sectional view of a battery module device for a motor vehicle shown in side view; Fig. 2 a schematic bottom view of the in Fig. 1 battery module device shown; Fig. 3 a schematic bottom view of a variant of the battery module device;

[0045] The exemplary embodiments described below are preferred embodiments of the invention. In these exemplary embodiments, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by other features of the invention already described.

[0046] In the figures, identical reference symbols denote functionally equivalent elements.

[0047] Fig. 1, Fig. 2 and Fig. Figure 3 serves to describe a method for manufacturing a battery module device 10 for a motor vehicle 100. The motor vehicle 100 is present here only in Fig. 1 schematically indicated by a dashed line.

[0048] In the manufacture of the battery module device 10, a housing element 20 of the battery module device 10 and a battery module 40 of the battery module device 10 are first provided. The housing element 20 is designed as a battery tray. At opposite ends of the battery module 40, the battery module 40 has end caps 44. The housing element 20 has a thermally active surface 22 on an element area 24, whereas the battery module 40 has a thermally active surface 42.

[0049] Fig. 2 and Fig. Figure 3 shows a bottom view of the battery module device 10, with the housing element 20 shown for better understanding of the process in Fig. 2 and Fig. 3 is not fully shown.

[0050] Although only one battery module 40 is referred to below, it is clear that a plurality of battery modules 40 can also be used.

[0051] The battery module 40 is mounted to the housing element 20 by forming a gap 60 extending between the element area 24 of the housing element 20 and the battery module 40. This gap is at least partially delimited and sealed by a sealing element 80 of the battery module device 10, which is arranged between the element area 24 and the battery module 40. This allows the gap 60 to be formed as a closed cavity, which is delimited by the sealing element 80 and by the thermally active surfaces 22, 42 of the housing element 20 and the battery module 40, respectively.

[0052] The sealing element 80 limits the slit-shaped gap 60 on its circumference, as shown in Fig. 2 and Fig. 3 is recognizable. When mounting the battery module 40 to the housing element 20, the battery module 40 is screwed to the housing element 20 using the respective, in Fig. 2 and Fig. 3 indicated screws 14.

[0053] After assembly, a heat transfer medium 90 is introduced into the space 60 via a filling opening arrangement 70. To introduce the heat transfer medium 90, a nozzle 110 is attached to the filling opening arrangement 70, through which the heat transfer medium 90 is pressurized and forced into the space 60. The element area 24, the battery module 40, and the sealing element 80 are thus subjected to the pressure of the heat transfer medium 90 during its introduction.

[0054] Fig. 1, Fig. 2 and Fig. Figure 3 each shows the process of introducing the thermal conductivity medium 90, in which the thermal conductivity medium 90 forms a flow front 56 along which the thermal conductivity medium 90 spreads in the space 60. After the thermal conductivity medium 90 has been introduced, a quantity of heat Q can be transferred from the thermally active surface 42 of the battery module 40 via the thermal conductivity medium 90 to the thermally active surface 22 of the housing element 20, or vice versa. From the housing element 20, the quantity of heat Q can be dissipated to an environment U.

[0055] Fig. Figure 2 shows, by way of example, the thermal conductivity medium 90 when introduced via a flow channel arrangement 50, which extends at least partially into the at least one intermediate space 60 as well as over the at least one battery module 40 and additionally or alternatively over the at least one housing element 20. The thermal conductivity medium 90 can be completely and bubble-free distributed in the intermediate space 60 via the flow channel arrangement 50, which can comprise several flow channels 52, 54.

[0056] During the introduction of the heat transfer medium 90, gas in the form of air is displaced from the space 60 via at least one outlet opening 76 of the battery module device 10 and directed to the environment U of the space 60.

[0057] Furthermore, a negative pressure is created in the at least one intermediate space 60 before or during the introduction of the heat transfer medium 90. For this purpose, gas (air) contained in the intermediate space 60 can be extracted from the intermediate space 60 via the at least one outlet opening 76 before or during the introduction of the heat transfer medium 90. A vacuum pump, not shown here, can be used for this purpose.

[0058] Furthermore, during the introduction of the heat transfer medium 90, an overflow sensor 12 detects whether the heat transfer medium 90 is directed to the environment U via the at least one outlet opening 76.

[0059] The heat transfer medium 90 can be introduced via at least one round filling opening 72 and additionally or alternatively via an elongated filling opening 74 of the filling opening arrangement 70. The elongated filling opening 74 is shown schematically in Fig. 2 and Fig. 3 indicated. Likewise, the outlet opening 76 can also be elongated, as in Fig. 3 is shown.

[0060] The filling opening 72 or 74, as well as the outlet opening 76, can be formed by respective recesses in the sealing element 80. This allows the filling opening 72 or 74, and additionally or alternatively the outlet opening 76, to be limited by the housing element 20, the battery module 40, and the sealing element 80, as shown in Fig. 3 is indicated. This means, for example, that machining of the respective openings 72, 74, 76 can be avoided and, in particular, the heat-conducting medium 90 can be introduced into the space 60 parallel to the surfaces 22, 42 and thus with low resistance.

[0061] The filling opening 72 can also be arranged centrally, for example on the element area 24, for particularly rapid filling of the intermediate space 60, so that the flow front 56 spreads radially outwards, as in Fig. 3 is shown. Fig. Figure 3 shows only the filling opening 72 as part of the housing element 20 for better visibility of the flow front 56, with the corresponding representation in Fig. 3. The illustration of further areas of the housing element 20 has been omitted. In the area of ​​the end caps 44 of the battery module 40, two opposing outlet openings 76 can also be arranged, through which air can be displaced from the space 60 when the heat transfer medium 90 is introduced, as also shown in Fig. Figure 3 is shown. Generally, the number of filling openings can vary from 72.

[0062] The introduction of the thermal conducting medium 90 can cause at least partial deformation of the housing element 20 and additionally or alternatively of the battery module 40, whereby the space 60 can be widened at least partially during the introduction of the thermal conducting medium 90.

[0063] To selectively control the flow front 56 and increase the injection speed while maintaining a low media pressure of the heat transfer medium 90, flow channels 52, 54 can generally be incorporated on the surfaces 22, 42, a battery box and / or the battery module 40, as shown in Fig. 2 shown. These flow channels 52, 54 enable targeted and bubble-free filling of the space 60 (cavity).

[0064] For this process, dispensing systems or bonding systems with a modified application nozzle (nozzle 110) can be used to introduce the thermal conductivity medium 90. Furthermore, the use of specially adapted nozzles 110 (e.g., flat nozzles) is conceivable, which allow access to difficult-to-reach sprue openings (filling openings 72, 74) between battery module 40 and battery tray. The dispensing rate (speed at which the thermal conductivity medium can be forced into the space 60) of the thermal conductivity medium 90 during filling depends on the media pressure (dispensing pressure) or on the selected viscosity of the thermal conductivity medium 90 used. The dispensing rate is limited by compliance with limit values ​​for the maximum permissible dispensing pressure (media pressure).Ideally, the overall system, comprising the material properties of the thermal interface material 90 and the process properties, is designed such that a slight elastic deformation of the battery tray base (element area 24) occurs during the filling of the cavity (intermediate space 60). This ensures that the thermal interface material 90 (TIM) experiences a constant, moderate counter-pressure during the curing phase, guaranteeing optimal wetting of the thermally active surfaces 22, 42 with the thermal interface material 90 and preventing any local detachment of the thermal interface material 90 (TIM) during its curing process.

[0065] The introduction, and in particular the injection, of the thermal interface material 90 can be carried out with exceptional process reliability if a low-viscosity thermal interface material (TIM) with a viscosity of less than 100 Pa*s is used. The thermal interface material 90 can be a 1-component (1K) or multi-component (e.g., 2K, 3K, 4K, etc.) material with appropriate thermal conductivity, possibly containing fillers. The viscosity of these materials is directly related to the injection pressures (media pressure) and thus to the achievable injection speeds or minimum gap dimensions of the space 60. The viscosity of the thermal interface material 90 (TIM) used is preferably adjusted to ensure reliable injection.It is particularly advantageous if the viscosity of the thermal conducting medium 90 increases so significantly after introduction (after the injection process) that sufficient stability of the thermal conducting medium 90 is ensured in the space 60 (cavity).

[0066] Overall, the invention enables the substitution of processes known from the prior art with a casting or injection process using specially adapted low-viscosity TIMs. This allows for the decoupling of the process steps "application of TIM" (introduction of the thermal interface material 90) and "assembly of battery module" (assembly of the battery module 40), resulting in a significant reduction in complexity and a shorter cycle time.

[0067] The advantage of this approach is that it eliminates the need for a known process combination of module screwing, gap filler application, and gap filler displacement, thus improving the controllability of individual processes. Furthermore, the faster and simpler screwing of multiple battery modules 40 onto the system allows for a reduction in cycle count and time. In addition, the time-consuming determination of a suitable application pattern is no longer necessary. The process also allows for a reduction in the minimum gap height (height of the space 60). Moreover, material savings in thermal conductivity 90 and an increase in system performance are possible.

[0068] Compared to processes known from the prior art, this method enables higher process reliability through in-process monitoring of the injection process (initiation), a reduction in the process time ("open time") of the TIM compared to conventional gap fillers, and dynamic and demand-based adjustment of the injection quantity (the required injection quantity can be controlled inline using the overflow sensor 12). Furthermore, the method provides a reliable rework solution.

Claims

[1] Method for manufacturing a battery module device (10) for a motor vehicle (100), comprising at least the following steps: - Providing at least one housing element (20) of the battery module device (10) and at least one battery module (40) of the battery module device (10); - Mounting the at least one battery module (40) on the at least one housing element (20) forming at least one gap (60) extending between an element area (24) of the at least one housing element (20) and the at least one battery module (40), which is at least partially limited and sealed by at least one sealing element (80) of the battery module device (10) arranged between the element area (24) and the at least one battery module (40); - Introducing a heat-conducting medium (90) into the at least one intermediate space (60) via at least one filling opening arrangement (70), wherein the introduction of the heat-conducting medium (90) causes at least a partial deformation of the at least one housing element (20) and / or the at least one battery module (40), whereby the at least one intermediate space (60) is widened at least partially, at least during the introduction of the heat-conducting medium (90). [2] Method according to claim 1, characterized by , that the element area (24), the at least one battery module (40) and the at least one sealing element (80) are subjected to a media pressure when the heat conducting medium (90) is introduced. [3] Method according to claim 1 or 2, characterized by , that the formation of at least one space (60) takes place as a gap, in particular as a planar gap. [4] Method according to any one of the preceding claims, characterized by, that at least one housing element (20) is a battery tray or a vehicle body part of the motor vehicle (100) or a system element of a temperature control system of the motor vehicle (100). [5] Method according to any one of the preceding claims, characterized by , that the heat conducting medium (90) is distributed in the at least one intermediate space (60) when introduced via a flow channel arrangement (50) which extends at least partially into the at least one intermediate space (60) and over the at least one battery module (40) and / or the at least one housing element (20). [6] Method according to any one of the preceding claims, characterized by , that a negative pressure is created in at least one intermediate space (60) before or during the introduction of the heat-conducting medium (90). [7] Method according to any one of the preceding claims, characterized by, that during the introduction of the heat conducting medium (90) gas, in particular air, is displaced from the at least one intermediate space (60) via at least one outlet opening (76) of the battery module device (10) and directed to an environment (U) of the at least one intermediate space (60). [8] Method according to claim 7, characterized by , that during the introduction of the heat transfer medium (90) an overflow sensor (12) detects whether the heat transfer medium (90) is directed to the environment (U) via the at least one outlet opening (76). [9] Method according to any one of the preceding claims, characterized by , that the introduction of the heat-conducting medium (90) takes place via at least one elongated filling opening (74) of the filling opening arrangement (70). [10] Battery module device (10) for a motor vehicle (100), comprising at least one battery module (40) which is mounted on at least one housing element (20) of the battery module device (10) and thereby forms at least one gap (60) extending between an element area (24) of the at least one housing element (20) and the at least one battery module (40), wherein the at least one intermediate space (60) is at least partially limited and sealed by at least one sealing element (80) of the battery module device (10) arranged between the element area (24) and the at least one battery module (40), and wherein a heat-conducting medium (90) introduced into the at least one intermediate space (60) via at least one filling opening arrangement (70) of the battery module device (10) is contained in the at least one intermediate space (60), wherein the at least one housing element (20) and / or the at least one battery module (40) exhibits at least in certain areas a deformation caused by the introduction of the heat conducting medium (90) into the at least one intermediate space (60). [11] Motor vehicle (100) with at least one battery module device (10) according to claim 10.

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