Battery casing, produced as a large cast part, for a motor vehicle, and motor vehicle having a battery casing of this kind

Abstract

The invention relates to a battery casing, produced as a large cast part, for a motor vehicle, having a bottom portion (20) which has a width extending in the vehicle transverse direction and a length extending in the vehicle longitudinal direction, and having at least one side wall (22) extending, outside of the bottom portion (20), upwards in the vehicle vertical direction in order to laterally delimit, at least on one side, an interior for arranging battery cells and / or battery modules on the bottom portion (20), wherein at least one additional wall (26) extending upwards from the bottom portion (20) or extending outwards, in relation to the area of the interior, from the bottom portion (20) is formed as a protective element.

Description

[0001] Description

[0002] Battery housing manufactured as a large casting for a motor vehicle and motor vehicle with such a battery housing

[0003] The invention relates to a battery housing for a motor vehicle, manufactured as a large casting, which extends over a large part of the vehicle width in the transverse direction (y-direction) of the motor vehicle for which the battery housing is intended. Furthermore, the invention relates to a motor vehicle having at least one such battery housing.

[0004] The majority of the vehicle width means a width of at least 50 percent, preferably at least 70 percent, more preferably at least 80 percent and most preferably at least 90 percent.

[0005] A battery housing cover for a motor vehicle is known from KR 1020200126843 A, which is manufactured as an aluminum casting. This battery housing cover has a groove for a seal, screw openings, and integrally formed screw points.

[0006] DE 102017 011 994 B3 discloses an energy storage unit for a motor vehicle, a fastening arrangement for such an energy storage unit to a body of a motor vehicle, and a motor vehicle with such an energy storage unit. The energy storage unit is reversibly detachably fastened or can be fastened to a body of the motor vehicle, wherein the energy storage unit also comprises a supporting frame. The supporting frame is formed by longitudinal beam elements and crossbeam elements, which are manufactured individually and connected to one another to form a ladder-like structure. The longitudinal beam elements and crossbeam elements are partially designed as load paths. The document does not refer to a battery housing manufactured as a large casting.

[0007] DE 102020210202 A1 discloses a battery housing for a battery module, as well as a battery module comprising a battery housing and a vehicle. This battery housing is the size of a battery module and is relatively small compared to a motor vehicle. It is disclosed that the battery housing can be constructed in a sandwich design using a die-cast part, and that structures for increasing crash safety and temperature control surfaces can be provided in the housing side walls. The document does not refer to battery housings manufactured as large cast components.

[0008] The invention is based on the object of providing a battery housing for a motor vehicle produced as a large casting and a motor vehicle with such a battery housing, which enable simple manufacture and assembly and which enable safe arrangement and operation of battery cells and / or battery modules in the battery housing.

[0009] The object is achieved according to the invention with the features of the independent claims. Further practical embodiments and advantages of the invention are described in conjunction with the dependent claims.

[0010] A battery housing for a motor vehicle according to the invention, produced as a large casting, comprises a base section having a width extending in the transverse direction of the vehicle and a length extending in the longitudinal direction of the vehicle. Furthermore, at least one side wall is formed, which extends upwardly on the outside of the base section in the vertical direction of the vehicle in order to laterally delimit an interior space for the arrangement of battery cells and / or battery modules on the base section at least on one side. Furthermore, at least one additional wall extending upwardly from the base section or outwardly from the base section relative to the area of ​​the interior space is formed as a protective element.Overall, this results in a receiving structure for battery cells and / or battery modules that is manufactured as a large casting and thus in one piece. This receiving structure, with the base section and the at least one side wall, not only provides a protected receiving space for battery cells and / or battery modules, but also has at least one protective element formed integrally with the battery housing. Such a battery housing can be manufactured with high precision and, compared to battery housings formed from individual parts, has the advantage of very small manufacturing tolerances. Assembly tolerances and assembly-related errors are eliminated. In summary, an integral battery housing is created that enables the secure arrangement and safe operation of battery cells and / or battery modules. Furthermore, less joining technology and fewer joining operations are required to manufacture the battery housings according to the invention.Furthermore, battery housings according to the invention offer improved recyclability. A base section within the meaning of the invention is understood in particular to be a plate-like structure with a flat surface for arranging battery cells and / or battery modules. The base section preferably has a rectangular basic shape.

[0011] A side wall in the sense of the invention is understood in particular to be a structure which extends upwards on the outside from the floor section and which enables battery cells and / or battery modules to be securely enclosed laterally. The height of the side wall is preferably selected such that it corresponds at least to the height of the battery cells and / or battery modules, so that the battery cells and / or battery modules are completely overhanged by the side wall in the vertical direction. A circumferential side wall is preferably provided. However, it is also possible to provide only one side wall on the outside, each extending in the longitudinal direction of the vehicle. This is particularly advantageous if the floor section is enclosed at the front and / or rear by other elements which can assume the function of a front wall and / or a rear wall.

[0012] In a practical embodiment of a battery housing according to the invention, the at least one additional wall extends upwards from the floor section in the vehicle's vertical direction and is designed as a load path extending completely through the interior. In this case, the resulting load path results in a particularly high rigidity of the battery housing. In this regard, particular reference is made to the possibility of achieving a longitudinal load path by forming an additional wall extending completely across the vehicle's longitudinal direction of the floor section. Analogously, a transverse load path can be achieved by forming an additional wall extending completely across the vehicle's transverse direction of the floor section. Inclined load paths can also be achieved with the help of an additional wall, in particular by forming an additional wall extending diagonally through a battery housing.A load path within the meaning of the invention refers to all additional walls that extend from a first connection point to a side wall to a second connection point of a side wall of the battery housing. For manufacturing reasons, linear additional walls and curved additional walls with an approximately uniform curvature are preferred. Such additional walls also achieve good load distribution. In another practical embodiment of a battery housing according to the invention, which can be implemented alternatively or in addition to the embodiments described above, the at least one additional wall extends outwards on the outside of the floor section in the transverse direction of the vehicle and is designed as a crash element.In this case, battery cells and / or battery modules arranged in the battery housing can be effectively protected from intrusion forces with the aid of the additional wall designed as a crash element, particularly if the additional wall is designed for efficient absorption of kinetic energy. This can be achieved in particular by designing the additional wall as a crash structure extending outwardly from the side wall by at least 5 cm, preferably at least 10 cm, and more preferably at least 15 cm.

[0013] It should be noted that the wall thickness of a crash structure as described above can be designed to be variable, both to simplify production using the casting process and to optimize crash performance. For example, a wall thickness that increases from the outside toward the center of the vehicle, in particular a continuously increasing wall thickness, can be provided. Preferred are bevels for increasing the wall thickness with additional walls at angles of between 2° and 20°, in particular between 3° and 10°, relative to the center axis oriented in the vehicle's transverse direction (y-direction).

[0014] Another way to influence the crash behavior of the additional walls extending outward in the vehicle's transverse direction is to pre-weaken them through holes, chamfers, perforations, or other design options, or to ensure a specific component failure. In this regard, particular reference is made to design options for ensuring buckling or crushing.

[0015] Preferably, an additional wall is designed as a crash element on each side facing outwards in the transverse direction of the vehicle, or several additional walls are designed as crash elements. Preferably, the same additional wall is designed as a crash element on both the right and left sides of the battery housing, so that the same protective effect is achieved on both sides. Several additional walls can also be provided on one side or on both sides, for example two, three or more additional walls arranged parallel to one another, so that a fork-like geometry is created when viewed from the front, in which each additional wall forms a fork tine.The respective additional walls (fork tines) are preferably designed in such a way that when an external force is applied to the respective end faces, a controlled compression behavior or failure behavior through folding, buckling or crushing results in order to absorb as much energy as possible through deformation or destruction.

[0016] For the sake of completeness, it should be noted that the measures described above in connection with the right and left sides of the vehicle can also be implemented alternatively or in addition in the area of ​​the front and / or rear of the vehicle.

[0017] If the at least one additional wall designed as a crash element is formed from a plurality of closed substructures, a crash structure can be provided that is both lightweight and capable of absorbing high energy. Closed substructures are understood to mean, in particular, hollow structures that have a closed shape, for example, a polygonal or round shape. A round shape includes not only circular geometries, but also oval or other shaped structures that do not exhibit directional changes in the form of corners.

[0018] In a further practical embodiment of a battery housing according to the invention, the substructures are arranged directly adjacent to one another in such a way that a largely homogeneous overall structure is created. In this context, particular reference is made to square, honeycomb, rectangular, or round structures, which, when directly adjacent to one another, result in a largely homogeneous overall structure. In this case, externally acting forces, such as those that can occur in particular during a side impact, are absorbed approximately equally over the entire length, regardless of the impact position.

[0019] Alternatively, the substructures can also be spaced from one another by connecting structures in such a way that an inhomogeneous overall structure results. Such a design is particularly useful if the inhomogeneity is to be used to take into account the existence of other protective structures that only extend over part of the length of the battery housing in order to design the substructures in a particularly weight-saving manner by utilizing these protective structures. In this case, the substructures can be arranged less densely in places in a vehicle where there are already other protective structures, for example in the area of ​​an A-pillar, a B-pillar or another protective structure, and arranged with a higher density in places in a vehicle where there are no other protective structures in order to achieve an overall approximately uniform protective effect against forces acting laterally on the battery housing.

[0020] In a further practical embodiment of a battery housing according to the invention, which can be realized alternatively or in addition to the above embodiments, a fluid channel is formed at least partially in the at least one additional wall. This has the advantage that the fluid channel can be used for active cooling of battery cells and / or battery modules arranged in the battery housing. The channel can be formed entirely in one additional wall or several additional walls by arranging one lost core or by arranging several lost cores. For the sake of completeness, it is also pointed out that flow-guiding elements can also be formed or arranged within the fluid channel, in particular fins or other elements that influence the fluid flow of the fluid channel.Alternatively or in addition, structurally stiffening elements can also be formed or arranged within the fluid channel.

[0021] A particularly simple production of a battery housing according to the invention with at least one fluid channel is achieved if the fluid channel is formed by forming a cavity open on one side in the additional wall and by fluid-tightly sealing the cavity with at least one separate element. In this case, casting production is also possible without lost cores and is thus simplified. Furthermore, the cavity open on one side allows for the subsequent arrangement of additional elements, such as fins, before the cavity is sealed with the separate element.

[0022] In a further practical embodiment of a battery housing according to the invention, at least one additional wall is designed as a longitudinal load path, and at least one additional wall is designed as a transverse load path. In this case, the two intersecting load paths result in a particularly inherently rigid structure that meets stringent crash requirements.

[0023] Alternatively or additionally, at least one fluid path extending through the side wall and at least one additional wall is formed. In this case, the side wall, preferably both side walls extending in the vehicle's longitudinal direction and one or more additional walls, preferably all additional walls designed as transverse load paths, can be used as a channel structure insofar as fluid can be introduced via one of the side walls, the fluid for cooling the battery cells and / or battery modules arranged in the battery housing is guided through the additional walls and is guided out again from the other of the side walls. In this case, a channel structure is formed with the help of the side walls and with the help of one or more additional walls.

[0024] The invention also relates to a motor vehicle with a battery housing as described above, wherein the battery housing extends across a large part of the width of the motor vehicle. In this context, a large part of the width of the motor vehicle is understood to mean, in particular, at least 50 percent of the total maximum width of the motor vehicle. Preferably, the battery housing extends largely (i.e., at least 80 percent) across the area between the side sills of a motor vehicle, particularly preferably completely across the area between the side sills.

[0025] In absolute dimensions, the width of a battery housing according to the invention is preferably at least 500 mm, preferably at least 800 mm, more preferably at least 1,000 mm and particularly preferably at least 1,200 mm.

[0026] The length of a battery housing according to the invention is preferably at least 750 mm, preferably at least 1,000 mm, more preferably at least 1,200 mm, more preferably at least 1,500 mm and particularly preferably at least 2,000 mm.

[0027] The wall thickness of a battery housing according to the invention is preferably at least 2 mm. If cavities are provided for fluid channels, these preferably have a minimum width of 2 mm, preferably at least 3 mm, or even at least 5 mm. The height of a fluid channel is preferably selected such that the fluid channel extends in the vertical direction (z-direction) at least over the same height as an adjacently arranged battery module or an adjacently arranged battery cell. In absolute values, the height is preferably at least 5 mm, more preferably at least 8 mm, and particularly preferably at least 10 mm.

[0028] Further practical embodiments of the invention are described below in conjunction with the drawings. They show:

[0029] Fig. 1 shows a body shell of a motor vehicle with a battery housing that extends completely over the area between the side sills in an isometric view obliquely from above, Fig. 2 shows a battery housing with fluid channels formed in additional walls in a longitudinal section,

[0030] Fig. 3 a battery housing with additional walls designed as crash elements in a cross-sectional view,

[0031] Fig. 4 shows an additional wall designed as a crash element with closed substructures analogous to the illustration in Figure 3 in a view according to the arrow IV in Figure 3,

[0032] Fig. 5 shows a further additional wall designed as a crash element with closed substructures analogous to the illustration in Figure 3 in a view according to the arrow IV in Figure 3,

[0033] Fig. 6 shows a further additional wall designed as a crash element with closed substructures analogous to the illustration in Figure 3 in a view according to the arrow IV in Figure 3,

[0034] Fig. 7 shows an additional wall designed as a crash element with two separate rows of substructures analogous to the illustration in Figure 3 in a view according to the arrow IV in Figure 3,

[0035] Fig. 8 shows a further additional wall designed as a crash element with spaced-apart, closed substructures and connecting structures analogous to the illustration in Figure 3 in a view according to the arrow IV in Figure 3 and

[0036] Fig. 9 shows a further additional wall designed as a crash element with spaced-apart, closed substructures and open structures surrounding the substructures, analogous to the illustration in Figure 3, in a view according to arrow IV in Figure 3.

[0037] Figure 1 shows a bodyshell 10 of a motor vehicle with two front wheel arches 12, two rear wheel arches 14, and side sills 16 extending between the wheel arches 12, 14 in the vehicle's longitudinal direction (x-direction). In the embodiment shown, a battery housing 18 extends over the entire length of the side sills 16 in the vehicle's longitudinal direction (x-direction) and over the entire width in the vehicle's transverse direction (y-direction). This battery housing 18 has a rectangular basic shape with a base section 20, which also has a rectangular basic shape. Formed on the outside of the base section 20 is a circumferential side wall 22 with a front section 28, a rear section 30, a left section 32, and a right section 34. The respective sections 28, 30, 32, 34 are designed as flat, plate-shaped elements with a flat, uncurved surface.A central additional wall 26 extending in the vehicle's longitudinal direction (x-direction) is formed between the front section 28 of the side wall 22 and the rear section 30 of the side wall 22. This additional wall 26 is designed as a longitudinal load path 24.

[0038] Furthermore, between the left-hand section 32 of the side wall 22 (as viewed in the direction of travel) and the right-hand section 34 of the side wall 22, a plurality of additional walls 26 are formed as transverse load paths 36, which extend in the transverse direction of the vehicle (y-direction). Both the floor section 20 and the side wall 22, as well as the additional walls 26, are formed in one piece as a large cast component. In the embodiment shown, the battery housing 18, formed as a large cast component, is made of aluminum.

[0039] The battery housing 18 can alternatively also be made from other castable materials, with particular reference being made to magnesium, graphite, and plastics in addition to aluminum. All of these materials have a relatively low volume-specific weight. The materials aluminum, magnesium, and graphite have the further advantage of being very good thermal conductors, which is particularly advantageous for the dissipation of heat from battery cells and / or battery modules arranged in the battery housing 18. Improved heat dissipation in battery housings 18 made of plastics can be achieved if additives made of materials with good thermal conductivity, in particular metallic additives, are added to the respective plastic.

[0040] Figures 2 to 9 show further embodiments or details of such embodiments, wherein the same reference numerals as in Figure 1 or a previously described embodiment are used for identical or at least functionally equivalent elements. It should be noted that details of individual embodiments can be combined with one another in any way, unless logically prohibited, in order to derive further embodiments from details of different embodiments.

[0041] These combination options are considered obvious to those skilled in the art within the scope of the present disclosure and are therefore not additionally described in all their variable variants. Figure 2 shows a longitudinal section through a battery housing 18, which is constructed similarly to the battery housing 18 shown in Figure 1 in that it also has a side wall 22 with a front section 28 and a rear section 30. Likewise, several additional walls 26 extending in the vehicle's transverse direction (y-direction) are provided, which are designed as transverse load paths 36.

[0042] It is clearly visible from the sectional view that a cavity 38 that is open upwards in the vertical direction of the vehicle (z-direction) is formed both in the side walls 22 extending in the vehicle's transverse direction (y-direction) and in the additional walls 26. The cavity 38, which is open upwards on one side, is closed at the top by a cover element 40, in that this cover element 40 is sealingly connected to the battery housing 18. In the embodiment shown, the connection is realized by seal welding, which is visualized by the schematically illustrated weld points 42. For this purpose, the cover element 40, which in the embodiment shown is designed as a flat, thin plate, is preferably made of the same material as the battery housing 18, here aluminum, regardless of its geometric design.This is advantageous in terms of joining technology, especially when the elements are welded together in a liquid-tight manner.

[0043] With regard to the welding processes for sealing, particular reference is made to laser welding and friction stir welding. Alternatively, a connection between the cover element 40 and the battery housing 18 can also be created using other material-bonding manufacturing processes, in particular by adhesive bonding.

[0044] The cavities 38, which are open on one side and are formed in the side wall 22 and in the additional walls 26, and the top closure by means of the cover element 40, form fluid channels 50 extending in the transverse direction of the vehicle (y-direction). Analogously, corresponding fluid channels (not shown) are also optionally formed in the left-hand section and in the right-hand section of the side wall 22, as well as in any additional additional walls 26 that may be present. In particular, by establishing fluid connections between the fluid channels 50, for example by means of additional fluid channels (not shown) that extend in the longitudinal direction of the vehicle (x-direction), one or more fluid paths leading through the walls 22, 26 of the battery housing 18 can be formed. Figure 2 also shows that receiving areas for arranging battery modules 44 are provided in the battery housing 18.For this purpose, the height of the battery housing 18 extending in the vehicle vertical direction (z-direction) is selected to be greater than the height of the battery modules 44 in order to be able to arrange them completely in the receiving areas.

[0045] Underside support surfaces 46 for the battery modules 44 are provided only on the outside. Between each support surface 46, a recess 48 is provided in the battery housing 18. This recess can either be used for cooling fluid flows and / or heat-conducting elements or materials (not shown), in particular thermal pads or thermal pastes, can be arranged in these recesses 48 to improve heat transfer from the battery modules 44 to the battery housing 18.

[0046] Not shown in Figure 2 are optionally possible connection points formed in the battery housing 18 for screwing in or through-bolting, for example, to screw the battery modules 44 to the battery housing 18 or to screw the battery housing 18 to elements of a vehicle body. In the embodiment shown in Figure 2, the battery modules 44 are screwed directly into the aluminum material of the battery housing 18 using flow-form screws 52.

[0047] Figure 3 shows a further embodiment of a battery housing 18, which is shown in a cross-sectional view, i.e., cut in the transverse direction of the vehicle (y-direction). The battery housing 18 has a base section 20 and a side wall 22 with a left section 32 and a right section 34. Centrally between the side wall sections 32, 34, an intermediate wall 26 is formed as a longitudinal load path 24, which extends over the entire length of the base section 20, i.e., from the front side wall section (not shown) to the rear side wall section (also not shown).

[0048] Starting from the outside of the side wall sections 32, 34 shown, three additional walls 26 extend outwards in the transverse direction of the vehicle on the outside of the floor section 20. In the embodiment shown, the additional walls 26 are arranged parallel to one another, so that a fork-like geometry with three fork tines on each side is obtained in the view from the front shown in Figure 3.

[0049] Not shown are optional support structures formed between the additional walls 26 extending outside the side wall sections 32, 34, such as support ribs, support surfaces, or other support elements, which can be integrally formed or mounted as separate elements. Such support elements can improve the controlled crash behavior of the additional walls 26 under externally acting forces by preventing the outer additional walls 26 from buckling outward. This significantly increases the likelihood that the additional walls 26 will remain functional as a unit in the event of a crash and efficiently absorb kinetic energy by absorbing maximum deformation energy.

[0050] Also not shown in Figure 3 is a cover element (not shown). However, such a cover element is also provided, in particular to close the top of the battery housing 18.

[0051] Figures 4 to 9 show various possibilities of how additional walls 26 designed as crash elements with closed substructures 54 can be designed in detail analogously to the illustration in Figure 3 in a view according to arrow IV in Figure 3.

[0052] The designs shown in Figures 4 to 6 involve substructures 54 formed from additional walls 26, which are arranged directly adjacent to one another. This results in a kind of closed network of directly adjacent substructures 54.

[0053] In the embodiment shown in Figure 4, simple rectangular structures with four sides arranged at right angles to one another are provided as substructures 54, which are arranged in regular rows as a grid structure.

[0054] In the embodiment shown in Figure 5, honeycomb-shaped elements are provided as substructures 54. This embodiment is somewhat more complex in geometry, but exhibits better crash performance and higher shear stiffness.

[0055] In the embodiment shown in Figure 6, rectangular structures are provided as substructures 54, which are arranged in directly adjacent rows similar to Figure 4. Unlike the embodiment shown in Figure 4, however, in the embodiment shown in Figure 6, directly adjacent rows are each offset from one another by half a side length. This results in improved shear stiffness and likewise improved crash behavior compared to the variant in Figure 4. The embodiment shown in Figure 7 consists of two rows of directly adjacent substructures 54 in the form of rectangles, wherein the rows are arranged parallel to one another at a certain distance.By selecting a suitable spacing, a weight-reduced design can be achieved, in particular in order to avoid providing an unnecessary additional element with a corresponding component weight through substructures 54 in certain vehicle areas where additional protection is already provided by other body elements (e.g. in the area of ​​vehicle pillars, such as the A-pillar or B-pillar). Alternatively or additionally, by spacing the rows apart, account can be taken of the fact that obstacles that potentially act on a motor vehicle from the outside, such as a tree trunk, pole, etc., usually have a certain minimum extension. Accordingly, it can only be sensible to select the structural design shown in Figure 7 with a certain spacing between individual rows in the interests of lightweight construction.

[0056] In the embodiments shown in Figures 8 to 9, substructures 54 are only partially formed from the additional walls 26.

[0057] In both embodiments, rectangular structures are shown as exemplary substructures 54.

[0058] The embodiment shown in Figure 8 has, as substructures 54, a single rectangular structure each having simple linear connecting walls 56 from a position in the center of each side of the rectangle to an adjacent rectangular structure or to an upper wall 58 or to a lower wall 60. The areas in which the connecting walls 56 adjoin the substructure 54 can be referred to as profile nodes or casting nodes because, during casting, the material there must / should flow as evenly as possible in various directions.

[0059] The embodiment shown in Figure 9 has, as substructures 54, two rectangular structures arranged in a row, which are spaced apart from an upper wall 58 and a lower wall 60. Further individual walls 62 extend from the upper wall 58 and the lower wall 60 perpendicularly to them in the direction of the spaces between the rectangular structures.

[0060] The features of the invention disclosed in the present description, the drawings, and the claims may be essential, both individually and in any combination, for the realization of the invention in its various embodiments. The invention may be varied within the scope of the claims and taking into account the knowledge of the person skilled in the art.

[0061] List of reference symbols

[0062] Shell front wheel house rear wheel house

[0063] side skirts

[0064] Battery case

[0065] floor section

[0066] side wall

[0067] Longitudinal load path

[0068] Additional wall front section of the side wall rear section of the side wall left section of the side wall right section of the side wall

[0069] Transverse load path

[0070] cavity

[0071] Cover element

[0072] Weld point

[0073] Battery module

[0074] Support surface

[0075] recess

[0076] Fluid channel

[0077] Flow-form screws

[0078] Substructure

[0079] connecting wall upper wall lower wall

[0080] Single wall

Claims

Claims 1. A battery housing for a motor vehicle, produced as a large casting, comprising a base section (20) which has a width extending in the transverse direction of the vehicle and a length extending in the longitudinal direction of the vehicle, and comprising at least one side wall (22) which extends upwards on the outside of the base section (20) in the vertical direction of the vehicle in order to laterally delimit an interior space for the arrangement of battery cells and / or battery modules on the base section (20) at least on one side, wherein at least one additional wall (26) extending upwards from the base section (20) or outwards from the base section (20) relative to the area of ​​the interior space is designed as a protective element.

2. Battery housing according to the preceding claim, characterized in that the at least one additional wall (26) extends upwards from the floor section (20) in the vertical direction of the vehicle and is designed as a load path extending completely through the interior.

3. Battery housing according to one of the preceding claims, characterized in that the at least one additional wall (26) extends outwards on the outside of the base section (20) in the transverse direction of the vehicle and is designed as a crash element.

4. Battery housing according to the preceding claim, characterized in that on each side facing outwards in the transverse direction of the vehicle, an additional wall (26) is designed as a crash element or several additional walls (26) are designed as crash elements.

5. Battery housing according to one of the two preceding claims, characterized in that the at least one additional wall (26) designed as a crash element is formed from a plurality of closed substructures (54).

6. Battery housing according to the preceding claim, characterized in that the substructures (54) are arranged directly adjacent to one another in such a way that a largely homogeneous overall structure results or that the substructures (54) are spaced from one another by connecting structures in such a way that an inhomogeneous overall structure results.

7. Battery housing according to one of the preceding claims, characterized in that a fluid channel (50) is formed at least partially in the at least one additional wall (26).

8. Battery housing according to the preceding claim, characterized in that the fluid channel (50) is formed by forming a cavity (38) open on one side in the additional wall (26) and by fluid-tight closing of the cavity (38) with at least one separate element.

9. Battery housing according to one of the preceding claims, characterized in that at least one additional wall (26) is designed as a longitudinal load path (24) and at least one additional wall (26) is designed as a transverse load path (36) and / or a fluid path extending through the side wall (22) and at least one additional wall (26) is designed.

10. Motor vehicle with a battery housing (18) according to one of the preceding claims, wherein the battery housing (18) extends over a large part of the width of the motor vehicle.

Images