Traction battery housing for accommodating at least one battery component for immersion cooling, traction battery comprising a traction battery housing and motor vehicle comprising a traction battery

Abstract

The invention relates to a traction battery housing (1, 101, 201) for accommodating at least one battery component (2, 202), comprising a first battery housing component (3, 103, 203) with at least one fastening device (4, 204) for fastening to a vehicle, wherein the first battery housing component (3, 103, 203) comprises a first plastic, a second battery housing component (5, 105, 205) which at least partially delimits a receiving volume (6, 206) for accommodating the at least one battery component (2, 202), wherein the second battery housing component (5, 105, 205) comprises a second plastic, wherein the traction battery housing (1, 101, 201) has the following features: the second battery housing component (5, 105, 205) can be fastened to the first battery housing component (3, 103, 203) in such a way that a receiving opening of the second battery housing component (5, 105, 205), via which the at least one battery component (2,202) can be inserted into the receiving volume (6, 206), is closed by means of the first battery housing component (3, 103, 203) such that the receiving volume (6, 206) of the second battery housing component (5, 105, 205) is closed in a fluid-tight manner.

Description

[0001] The present invention relates to a traction battery housing for accommodating at least one battery component. Furthermore, the present invention relates to a traction battery having a traction battery housing and a motor vehicle comprising a traction battery.

[0002] Traction batteries, especially traction batteries for motor vehicles, require high levels of power during charging and discharging. Such traction batteries can already operate at voltages of several hundred volts. Furthermore, charging and discharging currents of several hundred amperes can already occur. The power consumption requirements of such traction batteries will continue to increase in the future. These high power consumptions lead to thermal losses in the traction battery during charging and discharging processes, which are already high and will become even higher in the future. To protect traction batteries from thermal damage and achieve high charging and discharging efficiency, it is important to keep the traction batteries within a defined temperature range. To achieve this, the traction battery must be cooled by dissipating the heat generated by these thermal losses.

[0003] Different types of cooling are known from the state of the art. The different types of cooling can be fundamentally differentiated based on the heat transfer medium and the type of heat transfer between the heat transfer medium and the components of the traction batteries.

[0004] For example, liquid cooling can be achieved using a heat exchanger through which a liquid heat transfer medium flows. The heat exchanger is usually located beneath the battery components and is thermally connected to the battery components via a contact heat transfer system. The sensitive heat capacity of the liquid heat transfer medium is used to absorb heat emitted by the battery components or the respective traction battery via a temperature difference and to dissipate it either directly to the environment or via an air conditioning circuit. Electrically conductive liquids or liquid mixtures are usually used as the heat transfer medium. The disadvantage of these cooling systems is that the heat transfer medium must under no circumstances come into direct contact with the electrically conductive battery components.This places stringent sealing requirements on the battery housing and thus results in significant manufacturing costs. Another disadvantage is the increased thermal resistance of the heat transfer between the battery components and the heat transfer medium due to the additional heat exchanger required. Finally, the contact heat transfer between the heat exchanger and the battery components, which is usually limited to one point on the battery components, usually the base of the battery components, is a disadvantage. This can lead to an inhomogeneous temperature distribution within the battery components.

[0005] As a further development of liquid cooling with a heat exchanger in contact with the battery components, the liquid heat transfer medium can be evaporated by the heat absorption in the heat exchanger, leading to higher heat transfer rates and, due to the enthalpy of vaporization, a high heat absorption per mass of the heat transfer medium. After condensation, the heat transfer medium can be returned to the heat exchanger in its liquid state. However, the disadvantageous increased thermal resistance of the heat transfer between the battery components and the heat transfer medium, as well as the locally limited heat transfer, remain.

[0006] When cooling with air as the heat transfer medium, the battery components can be in direct contact with the heat transfer medium and, for example, be surrounded by it. This eliminates the need for an additional heat exchanger. A disadvantage of this cooling system, however, is the limited heat absorption by air as the heat transfer medium. The resulting limits on heat absorption are no longer sufficient for the requirements described above, for example, for traction batteries in motor vehicles.

[0007] Finally, two-phase immersion cooling systems are a current state-of-the-art development. Similar to the use of air as a heat transfer medium, cooling is achieved by a liquid heat transfer medium directly flowing around the components to be cooled. An important property of the liquid heat transfer medium is therefore its dielectricity, as the heat transfer medium is in direct contact with the battery components, i.e. with electrically conductive and potential-carrying components. In addition to the high heat transfer due to the direct flow around the components to be cooled, the dielectric, liquid heat transfer medium can also utilize its evaporation enthalpy and the associated high heat absorption capacity when the heat transfer medium evaporates due to the heat input from the battery components to be cooled during heat transfer.Disadvantages of such cooling systems include the often high technical complexity required to seal the traction battery housing fluid-tight, as well as the high mechanical and chemical stresses on the housings. The mechanical stresses of a motor vehicle, in particular, severely compromise the tightness of conventional traction battery housings.

[0008] The present invention is based on the object of providing a traction battery housing for accommodating at least one battery component, which enables more efficient cooling of the battery component and at the same time has increased tightness even under high mechanical loads emanating from a motor vehicle.

[0009] The object underlying the present invention is achieved by a traction battery housing having the features of claim 1 of the present invention. Advantageous embodiments of the traction battery housing are described in the claims dependent on claim 1.

[0010] More specifically, the object underlying the present invention is achieved by a traction battery housing for accommodating at least one battery component, comprising a first battery housing component with at least one fastening device for fastening to a vehicle, wherein the first battery housing component comprises a first plastic, a second battery housing component which at least partially delimits a receiving volume for accommodating the at least one battery component, wherein the second battery housing component comprises a second plastic, wherein the second battery housing component can be fastened to the first battery housing component in such a way that a receiving opening of the second battery housing component, via which the at least one battery component can be inserted into the receiving volume, is closed by means of the first battery housing component in such a way,that the receiving volume of the second battery housing component is sealed fluid-tight.,

[0011] The traction battery housing according to the invention has the advantage that the traction battery housing has improved sealing even when subjected to torsional and bending forces. Because only the first battery housing component has a fastening device for attachment to a vehicle and the second battery housing component, together with the first battery housing component, seals off a receiving volume for receiving a battery component in a fluid-tight manner, shear, bending, and torsional forces can be absorbed more effectively. In particular, the aforementioned design according to the invention can prevent forces of this type from being introduced into both the first battery housing component and the second battery housing component and the two battery housing components from being moved relative to one another.By excluding such relative movement between the first battery housing component and the second battery housing component, increased tightness is ensured.

[0012] The traction battery housing according to the invention further has the advantage that the use of plastic for the traction battery housing allows for a weight reduction while maintaining the same flexural and torsional rigidity. Furthermore, the battery housing components are simpler and more energy-efficient to manufacture and exhibit excellent chemical resistance, particularly with regard to a cooling fluid that can be accommodated in the traction battery housing.

[0013] Finally, the traction battery housing according to the invention has the advantage that the traction battery housing has improved cooling efficiency. When the traction battery housing is installed, for example, in a motor vehicle, the cooling fluid located in the traction battery housing is in the liquid phase in the region between the first battery housing component and the second battery housing component. Because the cooling fluid is in direct contact with the battery component, the thermal resistance between the cooling fluid and the battery component is reduced, thus achieving improved heat transfer from the battery component to the cooling fluid.

[0014] Furthermore, the traction battery housing according to the invention has the advantage that it has improved serviceability.

[0015] The battery component is preferably designed as a battery cell. Furthermore, it is also possible for the battery component to be designed as a battery module.

[0016] Preferably, the traction battery housing is designed as a traction battery housing for a traction battery of an electrically driven motor vehicle.

[0017] The first battery housing component is preferably designed as a battery housing shell or as a battery housing cover, whereby the battery housing cover can also be designed as a battery housing shell. The first battery housing component can also be referred to as the battery housing upper shell.

[0018] A fastening device can, for example, be designed as a combination of a screw, opening, and nut. For this purpose, the first battery housing component can, for example, comprise flanges with openings designed to accommodate the screw.

[0019] Preferably, the first battery housing component can be fastened to a body or frame of a motor vehicle.

[0020] The first battery housing component is preferably designed to be attachable to a support, more preferably to a longitudinal member of a motor vehicle. In this respect, the first battery housing component can, for example, rest on a support of a motor vehicle and be attached to this support by means of at least one fastening device. It is also conceivable for the first battery housing component to be arranged beneath a support of a motor vehicle and to be attached to this support by means of at least one fastening device.

[0021] The second battery housing component can preferably be designed as a battery housing shell. The second battery housing component can also be referred to as a battery housing bottom shell. The second battery housing component, in its shell-shaped configuration, at least partially delimits a receiving volume for accommodating the at least one battery component.

[0022] A receiving volume of the second battery housing component can preferably have one or more receiving devices. A receiving device of the battery housing component can preferably be at least partially delimited by an inner wall of the receiving volume. A battery component can be inserted into a receiving device and preferably held by it. Receiving devices of the second battery housing component can also be referred to as receiving cavities.

[0023] Preferably, the first plastic and / or the second plastic is a thermoplastic. Further preferably, the first plastic and / or the second plastic is a fiber-reinforced plastic, wherein the fiber material arranged in the plastic matrix is ​​formed as short fibers and / or as long fibers. The fiber material can comprise, for example, glass fiber, carbon fiber, or aramid fibers. The first plastic can be different from the second plastic. Furthermore, it is possible for the first plastic and the second plastic to be identical.

[0024] Preferably, the first battery housing component and the second battery housing component are manufactured using a compression molding process. Other manufacturing methods, such as injection molding, are also possible.

[0025] The first battery housing component and the second battery housing component can be fastened to one another, for example, using suitable connecting means. A connecting means can be designed, for example, as a screw or a combination of screw and nut. For this purpose, the first battery housing component and / or the second battery housing component can, for example, comprise connecting flanges with connecting openings designed to accommodate the connecting means. Other connecting means, such as force-fit connecting means, are also conceivable.

[0026] The first battery housing component can, for example, be flat, for example designed as a battery housing cover. In such a configuration, the second battery housing component can, for example, be bowl-shaped and fastened with its receiving opening to the first battery housing component in such a way that the receiving volume of the second battery housing component is closed in a fluid-tight manner. For this purpose, a seal can preferably be provided on the second battery housing component and / or on the first battery housing component. A seal can, for example, be let into a groove in the first battery housing component and / or in a groove in the second battery housing component. Such a seal can preferably comprise ethylene-propylene-diene rubber.

[0027] Preferably, the traction battery housing can be designed such that the first battery housing component is shell-shaped and has a receiving space, the second battery housing component can be inserted into the receiving space of the first battery housing component via a receiving opening of the first battery housing component and, in the fastened state of the second battery housing component on the first battery housing component, the second battery housing component is arranged within the receiving space of the first battery housing component.

[0028] A traction battery housing designed in this way has the advantage that the second battery housing component receives additional mechanical protection due to the shell-shaped configuration of the first battery housing component. Furthermore, such a configuration of the first battery housing component allows the suspension of the traction battery housing on the vehicle frame to be varied, particularly with regard to the suspension height.

[0029] Preferably, the first battery housing component is designed in a shell-like manner, forming a receiving space such that when the second battery housing component is inserted into the receiving space of the first battery housing component via a receiving opening of the first battery housing component, and when the second battery housing component is fastened to the first battery housing component and the second battery housing component is arranged within the receiving space of the first battery housing component, the second battery housing component is located entirely inside the receiving space. This configuration can also be understood as two interlocking shells, wherein the first battery housing component is the larger shell and the second battery housing component is the smaller shell, and both shells are arranged one inside the other with their respective openings facing towards one another.In other words, in this state, the receiving opening, and thus the receiving space, can be closed by a cover or a plate, wherein the second battery housing component is completely enclosed in the receiving space of the first battery housing component.

[0030] Furthermore, flanges for fastening the first battery housing component to the receiving opening can be arranged, in particular on the outside of the receiving opening. Preferably, flanges and / or openings for receiving fastening means for fastening a cover or a sheet metal to the first battery housing component, in particular to the receiving opening, can also be provided.

[0031] Preferably, the traction battery housing can be designed such that the traction battery housing has a protective element and the receiving opening of the first battery housing component can be closed by means of the protective element, preferably can be closed in a fluid-tight manner.

[0032] A traction battery housing designed in this way has the advantage that the second battery housing component receives additional mechanical protection due to the shell-shaped configuration of the first battery housing component in combination with the protective element. Furthermore, a free space can advantageously be formed between the second battery housing component and the first battery housing component, which is closed by the protective element, so that the battery components inside the receiving volume are thermally insulated to a greater extent.

[0033] A protective element can be designed, for example, as a flat protective element, in particular as a plate. The protective element can, for example, comprise plastic, preferably fiber-reinforced plastic, or metal, preferably aluminum or stainless steel. A protective element can, for example, be designed to protect the second battery housing component from stone chips. A protective element can, for example, be designed to thermally insulate a space between the first battery housing component and the second battery housing component.

[0034] The protective element can seal the receiving opening of the first battery housing component in a fluid-tight manner. For this purpose, a seal can preferably be provided on the first battery housing component and / or on the protective element. A seal can, for example, be embedded in a groove of the first battery housing component and / or in a groove of the protective element. Such a seal can preferably comprise ethylene-propylene-diene rubber.

[0035] In addition, the protective element can be additionally attached to the second battery housing component, whereby the bending and torsional strength of the traction battery housing can be further improved.

[0036] Preferably, the protective element is detachable from the battery housing component so that in the event of damage to the protective element, it can be removed from the battery housing component and replaced with a new protective element.

[0037] The protective element can preferably be connected to the battery housing component in a force-fitting and / or form-fitting and / or material-fitting manner.

[0038] The protective element can be connected to the first battery housing component and / or to the second battery housing component by means of connecting elements. Connecting elements can be designed as screws, rivets or other connecting elements. For example, a cavity with an undercut or a through-hole can be formed in the protective element. The material of the respective battery housing component can extend into the cavity, so that a rivet is formed in this way. Furthermore, the material of the respective battery housing component can extend through a through-hole, the wall of which is preferably chamfered, so that a rivet is formed in this way. Furthermore, for example, the protective element can be adhesively bonded to the battery housing component. Furthermore, for example, the protective element can be welded to the battery housing component.

[0039] The object underlying the present invention is also achieved by a traction battery housing having the features of claim 4 of the present invention. Advantageous embodiments of the traction battery housing are described in the claims dependent on claim 4.

[0040] More specifically, the object underlying the present invention is achieved by a traction battery housing for accommodating at least one battery component, comprising a first battery housing component with at least one fastening device for fastening to a vehicle, wherein the first battery housing component comprises a first plastic, a second battery housing component which at least partially delimits a receiving volume for accommodating the at least one battery component, wherein the second battery housing component comprises a second plastic, and a protective element, wherein the first battery housing component is shell-shaped and has a receiving space, the second battery housing component can be inserted into the receiving space of the first battery housing component via a receiving opening of the first battery housing component,so that when the second battery housing component is fastened to the first battery housing component, the receiving volume of the second battery housing component is accessible via its receiving opening and the receiving opening of the second battery housing component can be closed in a fluid-tight manner by means of the protective element.

[0041] The traction battery housing according to the invention has the advantage that the traction battery housing has improved sealing even when subjected to torsional and bending forces. Because only the first battery housing component has a fastening device for attachment to a vehicle, and the second battery housing component, together with the first battery housing component, seals a receiving volume for receiving a battery component in a fluid-tight manner, shear, bending, and torsional forces can be absorbed more effectively. In particular, the aforementioned design according to the invention can prevent forces of this type from being introduced into both the first battery housing component and the second battery housing component, and prevent the two battery housing components from moving relative to one another.By eliminating such relative movement between the battery housing components, increased tightness is ensured.

[0042] In particular, because the traction battery housing is fastened to the vehicle by means of the first battery housing component and the receiving opening of the second battery housing component can be closed in a fluid-tight manner by means of the protective element, it can be ensured that no bending, torsional or shear stresses are introduced from the vehicle into the fluid-tight connection between the two battery housing components.

[0043] Preferably, both the first battery housing component and the second battery housing component are shell-shaped. This configuration can also be understood as two shells arranged one inside the other, with the first battery housing component being the larger shell and the second battery housing component being the smaller shell, and both shells being arranged one inside the other with their respective openings oriented in the same direction.

[0044] Preferably, in this arrangement, the receiving opening, and thus the receiving space, of the first battery housing component can also be closed by the protective element, wherein the second battery housing component is completely enclosed in the receiving space of the first battery housing component and is also closed by the protective element.

[0045] Preferably, the traction battery housing can be designed such that the first battery housing component and / or the second battery housing component has at least one structural element for improving the stability of the respective battery housing component.

[0046] A traction battery housing designed in this way has the advantage that the bending and torsional strength of the respective battery housing component and therefore also of the entire traction battery housing can be improved.

[0047] A structural element can be designed as a honeycomb or a rib. A rib can be understood as a flat structural element that can preferably be arranged perpendicularly to the respective battery housing component, thereby reducing potential bending or warping of the battery housing component. A honeycomb or honeycomb structure refers to interconnected polygonal, for example, hexagonal, cells that evenly distribute loads, bending, and torsional forces and improve the structural integrity of the respective battery housing component. Structural elements designed in this way offer improved component strength with a minimal increase in component weight.

[0048] In particular, structural elements designed as ribs can be provided to reinforce angles and flanges of the battery housing components. Particularly preferably, the second battery housing component can have such ribs on its side opposite the receiving opening.

[0049] Preferably, the traction battery housing can be designed such that the receiving volume of the second battery housing component is designed to receive a cooling liquid for cooling the at least one battery component.

[0050] A traction battery housing designed in this way has the advantage that the cooling liquid has a high heat transfer due to the direct flow around the battery components to be cooled and therefore a high efficiency of cooling the battery components can be ensured.

[0051] Preferably, the traction battery housing can be designed such that the traction battery housing has at least one temperature control device and / or at least one electronic component and the at least one temperature control device and / or the at least one electronic component is arranged within the receiving space of the first battery housing component in a free space between the first battery housing component and the second battery housing component.

[0052] A temperature control device can be designed, for example, as a heating element or a heat exchanger. A heating element can, for example, be electrically operated.

[0053] A traction battery housing designed in this way has the advantage that the receiving space or the free space between the first battery housing component and the second battery housing component, which at least partially encloses the battery components and the second battery housing component, can be tempered and in particular heated.

[0054] An electronic component, for example, can be designed as a battery management system. A battery management system generally monitors and controls the performance of traction batteries, ensuring optimal charging and discharging processes while simultaneously protecting against overcharging, overheating, and overdischarging. Such a battery management system can control the condition of the traction battery, its state of charge, and overall efficiency to extend the service life of the traction battery and increase safety.

[0055] Preferably, the traction battery housing can be designed such that the electronic component or at least one of the electronic components is designed as a coolant pump and the coolant pump is designed to circulate a cooling liquid that can be provided at least in the receiving volume of the second battery housing component.

[0056] A traction battery housing designed in this way offers the advantage of increased cooling performance and improved cooling robustness. A coolant pump can pump a larger volume of coolant through the traction battery housing, allowing a greater amount of heat to be dissipated from the traction battery housing.

[0057] Preferably, the traction battery housing can be designed such that the second battery housing component has a plurality of receiving cavities for receiving the at least one battery component.

[0058] A receiving cavity of the second battery housing component can preferably be at least partially delimited by an inner wall of the receiving volume. A battery component can be inserted into a receiving cavity and preferably held thereby. For example, a battery component can be held in the respective receiving cavity by means of a frictional connection.

[0059] A traction battery housing designed in this way has the advantage that the battery components can be easily accommodated in the receiving cavities of the second battery housing component of the traction battery housing.

[0060] Preferably, the traction battery housing can be designed such that the first battery housing component is designed as a floor plate of a vehicle.

[0061] Preferably, the first battery housing component designed as a base plate of a vehicle can be designed to accommodate further vehicle components of the vehicle.

[0062] Other vehicle components of a vehicle can be, for example, various holders for cables or connections, trim components, technical or structural components and, for example, vehicle seats.

[0063] A traction battery housing designed in this way has the advantage that the first battery housing component becomes an integral part of the structure of the motor vehicle, which in particular allows space savings to be achieved.

[0064] Preferably, the traction battery housing can be designed such that at least one battery housing component, preferably each battery housing component, comprises plastic.

[0065] Fiber-reinforced plastic can include, for example, glass fiber-reinforced plastic, carbon fiber-reinforced plastic, or aramid fiber-reinforced plastic. Other materials, particularly other fiber materials, are also conceivable.

[0066] A traction battery housing constructed in this way has the advantage that fiber-reinforced plastic offers a very good strength-to-weight ratio, making the battery housing component and thus the traction battery housing lightweight and stable. Furthermore, fiber-reinforced plastic is corrosion-resistant and has very good dimensional stability. Furthermore, fiber-reinforced plastic is resistant to various chemicals, acids, and alkalis, making it suitable for use in environments where exposure to corrosive substances, such as coolant fluid, is a problem. In this respect, fiber-reinforced plastic contributes to the longevity of the battery housing components and thus also of the traction battery housing.

[0067] Preferably, the traction battery housing can be designed such that the protective element comprises metal, preferably aluminum or steel, or that the protective element is designed as an organic sheet.

[0068] Organic sheets are fiber-matrix semi-finished products. These consist of a fiber fabric or fiber mesh embedded in a thermoplastic matrix. This can improve hot formability and thus shorten production times. Furthermore, the flexural rigidity of the underbody protection can be improved.

[0069] An organic sheet can be designed as a partially or fully impregnated, fabric-based thermoplastic semi-finished product.

[0070] An organic sheet can also be designed as a composite sheet, which is a partially or fully impregnated, continuous fiber-reinforced thermoplastic semi-finished product.

[0071] An organic sheet can also be designed as a tape fabric (crossply), which is a partially or fully impregnated, tape-based thermoplastic semi-finished product.

[0072] An organic sheet can also be designed as a UD tape, which are partially or fully impregnated, continuous fiber-reinforced tapes with unidirectional reinforcing fibers with a thickness of preferably between 0.2 mm and 0.3 mm.

[0073] Tape structures can be constructed from UD tapes, for example by stacking the UD tapes.

[0074] The protective element can also be formed, for example, as a metal layer or metal sheet. For example, the metal layer can be formed as a steel layer or a steel plate.

[0075] The protective element can be manufactured in a simplified manner, in particular off-tool, by injection molding, thermoforming and / or by means of pressing processes such as long fiber thermoplastic extrusion, glass mat thermoplastic compression molding or injection molding.

[0076] Preferably, the traction battery housing can be designed such that the protective element is designed as underbody protection of a motor vehicle.

[0077] A traction battery housing designed in this way has the advantage of providing an underbody protection which has a high degree of rigidity and energy absorption capacity while being lightweight and, as part of the traction battery housing, also saves space.

[0078] The object underlying the present invention is further achieved by a traction battery comprising the traction battery housing described above and at least one battery component arranged in the receiving volume.

[0079] A traction battery designed in this way has the advantage that a coolant fluid located in the traction battery housing cannot escape from the traction battery housing due to the arrangement of the traction battery housing and the motor vehicle, as well as the improved bending and torsional strength. This ensures efficient cooling of the battery components located in the traction battery housing.

[0080] A battery component can be designed as a battery cell or as a battery module.

[0081] The object underlying the present invention is further achieved by a motor vehicle, preferably an electric vehicle, comprising a traction battery as described above.

[0082] A motor vehicle designed in this way has the advantage that a coolant fluid located in the traction battery housing of the motor vehicle cannot escape from the traction battery housing due to the arrangement of the traction battery housing on the motor vehicle and the improved bending and torsional strength. This ensures efficient cooling of the battery components located in the traction battery housing.

[0083] Further advantages, details and features of the invention will become apparent from the following exemplary embodiments.

[0084] In detail: Fig. 1: a schematic sectional view of an exemplary traction battery housing; Fig. 2: a schematic perspective view of the first battery housing component of the Fig. 1 traction battery housing shown; Fig. 3: a schematic perspective view of the second battery housing component of the Fig. 1 traction battery housing shown; Fig. 4: a schematic perspective view of the arrangement of the Fig. 2 and Fig. 3 battery housing components shown; Fig. 5: a schematic perspective view of another exemplary first battery housing component; Fig. 6: a schematic perspective view of another exemplary traction battery housing; Fig. 7: a schematic perspective view of the arrangement of the Fig. 5 and Fig. 6 battery housing components shown; Fig. 8: a schematic sectional view of another exemplary traction battery housing in an installation situation.

[0085] In the following description, identical reference numerals designate identical components or identical features, so that a description given with reference to one figure regarding a component also applies to the other figures, thus avoiding repetitive description. Furthermore, individual features described in connection with one embodiment can also be used separately in other embodiments.

[0086] Fig. Figure 1 shows a schematic sectional view of a traction battery housing 1 for accommodating battery components 2. The traction battery housing 1 has a first battery housing component 3 with fastening devices 4 for attachment to a vehicle (not shown). Furthermore, the traction battery housing 1 has a second battery housing component 5, which partially defines a receiving volume 6 for accommodating the battery components 2.

[0087] The second battery housing component 5 is attached to the first battery housing component 3 such that a receiving opening of the second battery housing component 5 is closed by the first battery housing component 3. The first battery housing component 3 closes the receiving opening of the second battery housing component 5 such that the receiving volume 6 of the second battery housing component 5 is sealed in a fluid-tight manner.

[0088] The first battery housing component 3 and the second battery housing component 5 are fastened to one another by means of connecting means (not shown). Such a connecting means can be designed, for example, as a screw or a combination of screw and nut. For this purpose, the second battery housing component 5 comprises, for example, connecting flanges 7, which have connecting openings designed to accommodate the connecting means. Other connecting means, for example, force-fit connecting means, are also possible.

[0089] The connecting flanges 7 are at least partially reinforced by ribs 8, whereby the structural integrity of the connecting flanges 7 as well as the bending and torsional strength of the second battery housing component 5 can be improved overall.

[0090] The first battery housing component 3 is designed in a shell-like manner to form a receiving space such that the second battery housing component 5 is located entirely within the first battery housing component 3.

[0091] In addition, a free space 9 is formed between the second battery housing component 5 and the first battery housing component 3. This free space 9 can also be closed by a protective element (not shown). As a result, the battery components 2 inside the receiving volume of the second battery housing component 5 are thermally insulated to a greater extent. Furthermore, the Fig. 1, a protective element not shown, protects the traction battery housing 1 and especially the second battery housing component 5 with the battery components 2 arranged therein from damage caused by mechanical influences, such as may occur, for example, when the traction battery housing 1 is placed on a surface (for example a curb).

[0092] Fig. 2 shows a schematic perspective view of the first battery housing component 3 of the Fig. 1 illustrated traction battery housing 1. The first battery housing component 3 is designed as a battery housing shell.

[0093] The first battery housing component 3 is shell-shaped, forming a receiving space 20. The receiving space 20 is designed in particular to accommodate the second battery housing component 5.

[0094] The fastening devices 4 are designed as openings for receiving fastening means, in particular screws or a combination of screws and nuts. For this purpose, the first battery housing component 3 has fastening flanges 21 with openings designed to receive the fastening means. The fastening flanges 21 are arranged on the side of the first battery housing component 3, which comprises a receiving opening of the receiving space 20. Fig. 2, the fastening flanges 21 are arranged on the underside of the first battery housing component 3 and the receiving opening of the receiving space 20 is also arranged on the underside.

[0095] By means of the fastening devices 4, the first battery housing component 3 can be mounted on a body (not shown) or on a frame of a motor vehicle (likewise not shown). The first battery housing component 3 can preferably be fastened to a carrier, more preferably to a longitudinal member of a motor vehicle. In this respect, the first battery housing component 3 can, for example, rest on a carrier of a motor vehicle, in particular rest with the fastening flanges 21, and be fastened to this carrier by means of at least one fastening device 4 and the associated fastening means. It is also possible for the first battery housing component 3 to be arranged below a carrier of a motor vehicle and to be fastened to this carrier by means of at least one fastening device 4.

[0096] Fig. 3 shows a schematic perspective view of the second battery housing component 5 of the Fig. 1 illustrated traction battery housing 1.

[0097] The second battery housing component 5 is designed as a battery housing shell and, in its shell-shaped design, partially delimits a receiving volume 6 for receiving the battery components 2.

[0098] The receiving volume 6 of the second battery housing component 5 has a plurality of receiving devices 30. Each receiving device 30 is delimited by one or more elongated intermediate walls 31, each of which extends within the receiving volume 6 from a portion of the wall 32 of the second battery housing component 5 to an opposite portion of the wall 32 of the second battery housing component 5. Each receiving device 30 is delimited by the wall 32 of the second battery housing component 5. A battery component 2 can be inserted into a receiving device 30 and preferably held by it. Receiving devices 30 of the second battery housing component 5 can also be referred to as receiving cavities.

[0099] Furthermore, the second battery housing component 5 has connecting flanges 7 with connecting openings 34 designed to receive connecting means (not shown). By means of these connecting flanges 7, the second battery housing component 5 can be fastened to the first battery housing component 3, in particular in a fluid-tight manner.

[0100] The connecting flanges 7 are at least partially reinforced by ribs 8, whereby the structural integrity of the connecting flanges as well as the bending and torsional strength of the second battery housing component can be improved overall.

[0101] Fig. 4 shows a schematic perspective view of the arrangement of the Fig. 2 and Fig. Battery housing components 3 and 5 shown in Figure 3.

[0102] The illustrated arrangement describes the assembly arrangement of the first battery housing component 3 and the second battery housing component 5 during assembly to obtain the traction battery housing 1 from Fig. 1.

[0103] The direction arrows 40 indicate the direction in which the second battery housing component 5 is moved for assembly.

[0104] The first battery housing component 3 is designed in a shell-like manner to form a receiving space such that when the second battery housing component 5 is inserted into the receiving space 20 of the first battery housing component 3 via the receiving opening of the first battery housing component 3 and is fastened to the first battery housing component 3, the second battery housing component 5 is located completely within the receiving space 20 of the first battery housing component 3.

[0105] This configuration can also be understood as two interlocking shells, wherein the first battery housing component 3 is the larger shell and the second battery housing component 5 is the smaller shell, and both shells are arranged one inside the other with their respective openings facing each other. In other words, in this state, the receiving opening, and thus the receiving space 20, can be closed by a protective element (not shown), wherein the second battery housing component 5 is completely enclosed in the receiving space 20 of the first battery housing component 3.

[0106] Fig. 5 shows a schematic perspective view of another exemplary first battery housing component 103. The first battery housing component 103 is designed as a battery housing shell.

[0107] The first battery housing component 103 is shell-shaped, forming a receiving space 100. The receiving space 100 is designed in particular to accommodate the second battery housing component 5.

[0108] The fastening devices 4 are designed as openings for receiving a fastening means, for example, a combination of screw and nut. The first battery housing component 103 has fastening flanges 110 with openings designed to receive the fastening means. The fastening flanges 110 are arranged on the opposite side of the side of the first battery housing component 103, which comprises a receiving opening of the receiving space 100. Fig. 5, the fastening flanges 110 are arranged on the underside of the first battery housing component 103 and the receiving opening of the receiving space 100 is arranged on the upper side.

[0109] By means of these fastening devices 4, the first battery housing component 103 can be fastened to a body (not shown) or a frame of a motor vehicle (likewise not shown). The first battery housing component 103 can preferably be fastened to a support, more preferably to a longitudinal member of a motor vehicle. In this respect, the first battery housing component 103 can, for example, rest on a support of a motor vehicle, in particular rest with the fastening flanges 110, and be fastened to this support by means of at least one fastening device 4. It is also conceivable for the first battery housing component 103 to be arranged below a support of a motor vehicle and to be fastened to this support by means of at least one fastening device 4.

[0110] Two receiving rails 102 are also provided in the receiving space 100 of the first battery housing component 103. The receiving rails 102 serve in particular to accommodate the second battery housing component 5, for example, the connecting flanges 7 of the second battery housing component 5.

[0111] The first battery housing component 103 also has receiving flanges 104 with receiving eyelets 111, which are designed to receive, for example, a protective element not shown.

[0112] Fig. 6 shows a schematic perspective view of another exemplary traction battery housing 101 comprising the first battery housing component 103 and another exemplary second battery housing component 105.

[0113] The second battery housing component 105 in Fig. 6 differs from the second battery housing component 5 in that the connecting flanges 107 are flush with the receiving flanges 104. The remaining structure of the Fig. The second battery housing component 105 shown in Figure 6 corresponds to the Fig. 3, so that reference is made to the corresponding description above.

[0114] The first battery housing component 103 is designed in a shell-like manner to form the receiving space 100 such that when the second battery housing component 105 is inserted into the receiving space 100 of the first battery housing component 103 via a receiving opening of the first battery housing component 103, the second battery housing component 105 is located completely inside the receiving space 100.

[0115] This embodiment can also be understood as two shells arranged one inside the other, wherein the first battery housing component 103 is the larger shell and the second battery housing component 105 is the smaller shell and both shells are arranged one inside the other with their respective openings aligned in the same direction.

[0116] Preferably, in this arrangement, the receiving opening, and thus the receiving space 100, can be closed in a fluid-tight manner by a protective element (not shown), wherein the second battery housing component 105 is also closed in a fluid-tight manner by the protective element (not shown) and is completely enclosed in the receiving space 100 of the first battery housing component 103.

[0117] In addition, a free space 109 can advantageously be formed between the second battery housing component 105 and the first battery housing component 103, which is closed by the protective element (not shown). This improves the thermal insulation of the battery components 2 inside the receiving volume of the second battery housing component 105. Furthermore, the protective element serves to protect the traction battery housing 101, and especially the second battery housing component 105 with the battery components 2 arranged therein, from damage caused by mechanical influences, such as those that may occur, for example, when the traction battery housing 101 is placed on a surface (e.g., a curb).

[0118] Fig. Figure 7 shows a schematic perspective view of the arrangement of the Fig. 5 and Fig. Battery housing components 103 and 105 shown in Figure 6.

[0119] The illustrated arrangement describes the assembly arrangement of the first battery housing component 103 and the second battery housing component 105 during assembly to obtain the traction battery housing 101 from Fig. 6.

[0120] The direction arrows 70 indicate the direction in which the first battery housing component 103 and the second battery housing component 105 are moved for assembly.

[0121] Fig. 8 shows a schematic sectional view of another exemplary traction battery housing 201 in an installation situation.

[0122] The traction battery housing 201 is designed to accommodate battery components 202 and has a first battery housing component 203 with fastening devices 204 for attachment to the longitudinal members 210 of a vehicle (not shown in full). Furthermore, the traction battery housing 201 has a second battery housing component 205, which partially defines a receiving volume 206 for accommodating the battery components 202.

[0123] The first battery housing component 203 and the second battery housing component 205 are fastened to one another by means of connecting means 211. The connecting means 211 are designed as screws, which are guided through the connecting opening 212 arranged in the second battery housing component 205 and then screwed into the first battery housing component 203. The connecting openings 212 are arranged in connecting flanges 207 provided on the second battery housing component 205.

[0124] The second battery housing component 205 is attached to the first battery housing component 203 such that a receiving opening of the second battery housing component 205 is closed by the first battery housing component 203. The first battery housing component 203 closes the receiving opening of the second battery housing component 205 such that the receiving volume 206 of the second battery housing component 205 is sealed in a fluid-tight manner. For this purpose, a seal 213 is provided between the first battery housing component 203 and the second battery housing component 205. Such a seal 213 can preferably comprise ethylene-propylene-diene rubber.

[0125] The connecting flanges 207 are at least partially reinforced by ribs 208, which can improve the structural integrity of the connecting flanges 208 as well as the overall bending and torsional strength of the second battery housing component 205. In addition, further ribs 208 are arranged on the outside of the underside of the second battery housing component 205 to reinforce the bending and torsional strength of the second battery housing component 203. These ribs 208 are arranged orthogonally to longitudinal struts 214 extending in the longitudinal direction, wherein the longitudinal struts 214 are designed as flat, essentially bar-shaped struts.

[0126] The first battery housing component 203 is shell-shaped, forming a receiving space such that the second battery housing component 205 is located entirely within the first battery housing component 203. Furthermore, a free space 209 is formed between the second battery housing component 205 and the first battery housing component 203.

[0127] This free space 209 is closed by a protective element 215. This improves thermal insulation of the battery components 202 inside the receiving volume 206 of the second battery housing component 205. Furthermore, the protective element 215 serves to protect the traction battery housing 201, and especially the second battery housing component 205 with the battery components 202 arranged therein, from damage caused by mechanical influences, such as those that may occur when the traction battery housing 201 is placed on a surface (e.g., a curb).

[0128] The protective element 215 is fluid-tightly connected to the second battery housing component 205 by means of additional connecting means 211. For this purpose, a further seal 213 is provided between the protective element 215 and the first battery housing component 203. This seal 213 is embedded in a groove 216 provided in the first battery housing component 203.

[0129] Such a seal 213 may preferably comprise ethylene-propylene-diene rubber.

[0130] The fastening devices 204 are designed as openings for receiving a fastening means 217 in the form of a screw. For this purpose, the first battery housing component 203 has fastening flanges 218 with openings designed for receiving the fastening means 217. The fastening flanges 218 are arranged on the side of the first battery housing component 203, which comprises a receiving opening of the receiving space. Fig. 8, the mounting flanges 218 are arranged on the underside of the first battery housing component 203, and the receiving opening of the receiving space is also arranged on the underside. Furthermore, ribs 208 are provided on the mounting flanges 218 to improve the flexural and torsional rigidity.

[0131] By means of these fastening devices 204, the first battery housing component 203 can be fastened to the longitudinal members 210. To this extent, the first battery housing component 203 is arranged below the longitudinal members 210 and fastened to this longitudinal member 210 by means of the fastening devices 204. Furthermore, the protective element 215 is arranged below the first battery housing component 203 and is also fastened by means of the fastening means 217, on the one hand, to the first battery housing component 203 and, on the other hand, to the longitudinal members 210.

[0132] The protective element 215 is designed here as underbody protection, for example as an organic sheet. List of reference symbols 1 traction battery housing 2 Battery components 3 first battery housing component 4 fastening devices 5 second battery housing component 6 Recording volume 7 Connecting flange (for attachment to the first battery housing component) 8 ribs (on the connecting flanges) 9 Free space 20 recording room 21 mounting flanges 30 Recording device 31 Partition wall (of the receiving device) 32 Wall (of the second battery housing component) 33 Connection opening 40 directional arrows 101 Traction battery housing (second embodiment) 100 recording room 102 mounting rail 103 first battery housing component (second embodiment) 104 Mounting flange 105 Second battery housing component (second embodiment) 107 Connecting flange (for attachment to the first battery housing component) 109 open space 110 mounting flanges 111 Mounting eyelet 70 directional arrows 201 Traction battery housing (third embodiment) 202 Battery components 203 first battery housing component (third embodiment) 204 fastening devices 205 second battery housing component (third embodiment) 206 recording volume 207 Connecting flange 208 Rib 209 open space 210 longitudinal members 211 lanyards 212 connection opening 213 Seal 214 Longitudinal strut 215 protective element 216 groove 217 Fasteners 218 Mounting flange

Claims

[1] Traction battery housing (1, 101, 201) for receiving at least one battery component (2, 202), comprising: - a first battery housing component (3, 103, 203) with at least one fastening device (4, 204) for fastening to a vehicle, wherein the first battery housing component (3, 103, 203) comprises a first plastic; - a second battery housing component (5, 105, 205) that at least partially limits a receiving volume (6, 206) for receiving the at least one battery component (2, 202), wherein the second battery housing component (5, 105, 205) comprises a second plastic; wherein the traction battery housing (1, 101, 201) has the following features: - the second battery housing component (5, 105, 205) can be attached to the first battery housing component (3, 103, 203) in such a way that a receiving opening of the second battery housing component (5, 105, 205), through which the at least one battery component (2, 202) can be inserted into the receiving volume (6, 206), is closed by means of the first battery housing component (3, 103, 203) in such a way that the receiving volume (6, 206) of the second battery housing component (5, 105, 205) is closed fluid-tight. [2] Traction battery housing (1, 101, 201) according to claim 1, characterized by the following characteristics: - the first battery housing component (3, 103, 203) is shell-shaped and has a receiving space (20, 100); - the second battery housing component (5, 105, 205) can be inserted into the receiving space (10, 100) of the first battery housing component (3, 103, 203) via a receiving opening of the first battery housing component (3, 103, 203); and - When the second battery housing component (5, 105, 205) is attached to the first battery housing component (3, 103, 203), the second battery housing component (5, 105, 205) is arranged within the receiving space (20, 100) of the first battery housing component (3, 103, 203). [3] Traction battery housing (1, 101, 201) according to claim 2, characterized by the following characteristics: - the traction battery housing (1, 101, 201) has a protective element (215); and - the receiving opening of the first battery housing component (3, 103, 203) can be closed by means of the protective element (215), preferably in a fluid-tight manner. [4] Traction battery housing (1, 101, 201) for receiving at least one battery component (2, 202), comprising: - a first battery housing component (3, 103, 203) with at least one fastening device (4, 204) for fastening to a vehicle, wherein the first battery housing component (3, 103, 203) comprises a first plastic; - a second battery housing component (5, 105, 205) that at least partially limits a receiving volume (6, 206) for receiving the at least one battery component (2, 202), wherein the second battery housing component (5, 105, 205) comprises a second plastic; and - a protective element (215); wherein the traction battery housing (1, 101, 201) has the following features: - the first battery housing component (3, 103, 203) is shell-shaped and has a receiving space (20, 100); - the second battery housing component (5, 105, 205) can be inserted into the receiving space (20, 100) of the first battery housing component (3, 103, 203) via a receiving opening of the first battery housing component (3, 103, 203), so that when the second battery housing component (5, 105, 205) is attached to the first battery housing component (3, 103, 203), the receiving volume (6, 206) of the second battery housing component (5, 105, 205) is accessible via its receiving opening; and - the receiving opening of the second battery housing component (5, 105, 205) can be closed fluid-tight by means of the protective element (215). [5] Traction battery housing (1, 101, 201) according to any one of the preceding claims, characterized by the following characteristic: - the first battery casing component (3, 103, 203) and / or the second battery casing component (5, 105, 205) has at least one structural element (8, 208) to improve the stability of the battery casing component in question. [6] Traction battery housing (1, 101, 201) according to any one of the preceding claims, characterized by the following characteristic: - the receiving volume (6, 206) of the second battery housing component (5, 105, 205) is designed to receive a coolant for cooling the at least one battery component (2, 202). [7] Traction battery housing (1, 101, 201) according to any one of claims 2 to 6, characterized by the following characteristics: - the traction battery housing (1, 101, 201) has at least one temperature control device and / or at least one electronic component; - the at least one temperature control device and / or the at least one electronic component is arranged within the receiving space (20, 100) of the first battery housing component (3, 103, 203) in a free space (9, 109, 209) between the first battery housing component (3, 103, 203) and the second battery housing component (5, 105, 205). [8] Traction battery housing (1, 101, 201) according to the preceding claim, characterized by the following characteristics: - the electronic component or at least one of the electronic components is designed as a coolant pump; - the coolant pump is designed to circulate a coolant fluid that can be provided for at least in the receiving volume (6, 206) of the second battery housing component (5, 105, 205). [9] Traction battery housing (1, 101, 201) according to any one of the preceding claims, characterized by the following characteristic: - the second battery housing component (5, 105, 205) has a plurality of receiving cavities for receiving at least one battery component (2, 202). [10] Traction battery housing (1, 101, 201) according to any one of the preceding claims, characterized by the following characteristic: - the first battery housing component (3, 103, 203) is designed as a vehicle base plate. [11] Traction battery housing (1, 101, 201) according to any one of the preceding claims, characterized by the following characteristic: - at least one battery housing component (3, 103, 203, 5, 105, 205), preferably each battery housing component (3, 103, 203, 5, 105, 205), comprises fiber-reinforced plastic. [12] Traction battery housing (1, 101, 201) according to any one of claims 3 to 11, characterized by the following characteristics: - the protective element (215) comprises metal, preferably aluminium or steel, or - the protective element (215) is designed as an organosheet. [13] Traction battery housing (1, 101, 201) according to any one of claims 3 to 12, characterized by the following characteristics: - the protective element (215) is designed as underbody protection for a motor vehicle. [14] Traction battery comprising a traction battery housing (1, 101, 201) according to any of the preceding claims. [15] Motor vehicle, preferably electric motor vehicle, comprising a traction battery according to the preceding claim.

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