Motor vehicle

Abstract

The invention relates to a motor vehicle (10), having: an interior (12) delimited by a body (14) of the motor vehicle (10); a traction battery (20); and a chassis (24) which has at least one vehicle axle (26, 28) with two vehicle wheels (31, 32) arranged on opposite sides (S1, S2) of the motor vehicle (10) in the vehicle transverse direction (40), comprising an intermediate frame (34) which is separate from the body (14), separate from the traction battery (20) and separate from the chassis (24) and is connected to the body (14), the chassis (24) and the traction battery (20) being connected to said intermediate frame.

Description

[0001] CARS

[0002] The invention relates to a motor vehicle, in particular a passenger car, according to the preamble of claim 1.

[0003] DE 102018 113 812 A1 discloses a method for manufacturing a body structure of a motor vehicle, wherein a portion of the body structure is formed by a battery box. The battery box serves to accommodate a traction battery. Furthermore, it is provided that the battery box is used as the basis for the body structure built upon it.

[0004] The object of the present invention is to provide a motor vehicle, in particular a passenger car, so that a particularly advantageous design of the motor vehicle can be realized.

[0005] This object is achieved according to the invention by a motor vehicle having the features of claim 1. Advantageous embodiments with expedient further developments of the invention are the subject of the dependent claims.

[0006] The motor vehicle according to the invention, also simply referred to as a vehicle and preferably designed as a passenger car, has an interior, also referred to as a passenger cell or passenger compartment, and a body, also referred to as a shell and preferably designed as a self-supporting body, by which the interior is delimited, i.e., formed. Furthermore, the motor vehicle has a traction battery, also simply referred to as a battery, in which electrical energy is to be or is stored. The traction battery can be a secondary battery. Preferably, the traction battery is a high-voltage component whose electrical voltage, in particular electrical operating or nominal voltage, is preferably greater than 50 volts, in particular greater than 60 volts, and very preferably amounts to several hundred volts.The motor vehicle can, for example, be designed as a hybrid vehicle or as an electric vehicle, in particular as a battery-electric vehicle.

[0007] The motor vehicle furthermore has a chassis which has at least one vehicle axle, also simply referred to as the axle. The vehicle axle is also referred to as the first vehicle axle. When reference is made above and below to the vehicle axle, this shall mean the first vehicle axle unless otherwise stated. The vehicle axle has, in particular precisely, two vehicle wheels arranged on opposite sides of the motor vehicle or the body in the transverse direction of the motor vehicle, which vehicle wheels are also simply referred to as wheels or first vehicle wheels. When reference is made above and below to the vehicle wheels, this shall mean the first vehicle wheels unless otherwise stated.Very preferably, the chassis has at least or exactly two vehicle axles arranged consecutively in the longitudinal direction of the motor vehicle, i.e. one behind the other, namely the aforementioned first vehicle axle and a second vehicle axle. For example, the second vehicle axle has at least or exactly two second vehicle wheels arranged on the aforementioned sides of the motor vehicle or body. The respective vehicle wheels of the respective vehicle axle are ground contact elements of the motor vehicle, which can be or is supported on a ground via the ground contact elements in the vertical direction of the motor vehicle. If the motor vehicle, also referred to as a motor vehicle, is driven along the ground while the motor vehicle is supported on the ground via the ground contact elements in the vertical direction of the motor vehicle, the ground contact elements roll, in particular directly, on the ground.

[0008] For example, the motor vehicle has at least one electric machine by means of which the motor vehicle can be driven, in particular purely electrically. For example, at least or exactly one of the first vehicle wheels and / or at least or exactly one of the second vehicle wheels can be driven, in particular purely electrically, by means of the electric machine, as a result of which the motor vehicle can be driven electrically. In particular, it is conceivable that the first vehicle wheels and / or the second vehicle wheels can be driven electrically by means of the electric machine, as a result of which the motor vehicle can be driven electrically. For example, the electric machine can be supplied with the electrical energy stored or to be stored in the traction battery, as a result of which the electric machine can be operated in motor mode and thus as an electric motor. The motor vehicle can be driven electrically by means of the electric motor.Most preferably, the electrical machine is a high-voltage component whose electrical voltage, in particular electrical operating or nominal voltage, is preferably greater than 50 volts, in particular greater than 60 volts, and most preferably amounts to several hundred volts.

[0009] In order to realize a particularly advantageous design of the motor vehicle, the invention provides an intermediate frame, also referred to as an adapter frame, which is designed separately from the body, separately from the traction battery, and separately from the chassis. This intermediate frame is connected to the body, i.e., is secured to the body. The chassis and the traction battery are connected to the intermediate frame and thus held on the intermediate frame, whereby the chassis and the traction battery are connected to the body, i.e., connected to the body, in particular at least or exclusively, via the intermediate frame.

[0010] The intermediate frame is a support structure, also referred to as a load-bearing structure, which at least partially supports or accommodates and aligns the battery and the chassis, in particular by the battery (traction battery) and the chassis being connected to an intermediate frame and coupled to the body via the intermediate frame.

[0011] The vehicle wheels are in particular connected to the intermediate frame and via this to the body in such a way that the respective vehicle wheel is movable at least in the vertical direction of the motor vehicle relative to the body and relative to the intermediate frame and also relative to the traction battery and can thus carry out compression and rebound movements relative to the body, relative to the intermediate frame and also relative to the traction battery in the vertical direction of the motor vehicle, which are collectively also referred to as wheel movements.Since the traction battery and the chassis are connected and / or aligned to the intermediate frame, the invention makes it possible to implement such a dimensional reference in which, in particular, all dimensions of the vehicle axle, in particular of the first vehicle axle and the second vehicle axle, and an alignment of the traction battery, also referred to as battery alignment, in particular relative to the body, are integrated in a single component in the form of the intermediate frame and consequently do not have to be adjusted to one another in an assembled assembly - as is the case with conventional solutions. The invention makes it possible, in particular, for reference points or dimensional references of the vehicle axle, in particular of the first vehicle axle and the second vehicle axle, as well as, in particular, all connection points of the traction battery, which is connected to the intermediate frame at the connection points, to be located in and / or on the intermediate frame.

[0012] The invention also enables the realization of particularly extensive, high flexibility, since, for example, new battery generations can be quickly and updated, i.e., can be updated and are easy to integrate. Furthermore, the traction battery, for example, can be removed and / or repaired particularly easily, which is particularly feasible thanks to an open frame structure of the intermediate frame. The invention also enables an optimized assembly sequence compared to conventional solutions. Advantageous accessibility for mounting the traction battery and the chassis on the intermediate frame can be realized, in particular such that the traction battery and the intermediate frame can be mounted at the same installation location. Thus, for example, the traction battery and the intermediate frame form a single assembly, for which advantageous logistics can be realized.Furthermore, the interior can be constructed on the traction battery with the support structure, particularly without interfering contours of the vehicle's outer skin. The invention also enables a defined separation between a high-voltage area and a power grid, e.g., designed as a 48-volt network, particularly in the area of ​​the subsequently joined passenger compartment. This can provide advantages when laying high-voltage cable harnesses, particularly in the underbody area. Furthermore, the support structure (intermediate frame) enables the realization of a continuous sealing plane without offset from the traction battery.

[0013] In order to realize a particularly advantageous design of the motor vehicle, one embodiment of the invention provides for the chassis to be connected to the body without using the intermediate frame. In other words, the chassis is not directly connected to the body, but rather, the chassis is preferably connected to the body exclusively via the intermediate frame, thereby enabling a particularly simple, time-efficient, and cost-effective production of the motor vehicle.

[0014] In order to realize a particularly advantageous vehicle configuration and thus, for example, a particularly simple production of the vehicle, a further embodiment of the invention provides for the connection of the traction battery to the body bypassing the intermediate frame. In other words, the traction battery is not directly connected to the body, but preferably the traction battery is connected to the body exclusively via the intermediate frame.

[0015] In a further, particularly advantageous embodiment of the invention, the intermediate frame defines a receiving area, particularly in the circumferential direction of the motor vehicle extending around the vertical direction of the motor vehicle, in which the traction battery is arranged at least partially, in particular at least predominantly, and thus at least more than half or completely. Thus, for example, the traction battery can be particularly advantageously protected by the intermediate frame. Furthermore, advantageous assembly and disassembly of the traction battery can be achieved.

[0016] It has proven particularly advantageous if the receiving area in the vehicle's vertical direction is at least partially, in particular at least predominantly or completely, covered and thus closed by a floor of the body, wherein, for example, the interior space is delimited at least partially, in particular at least predominantly or completely, by the floor downwards in the vehicle's vertical direction. The floor, also referred to as the vehicle floor, is or thus forms a battery cover, also simply referred to as a cover, by which the receiving area in the vehicle's vertical direction is at least partially covered and thus closed. The floor therefore has a dual function: on the one hand, the floor is used to delimit the interior space downwards in the vehicle's vertical direction.On the other hand, the floor is used to extend the pickup area upwards in the vertical direction of the vehicle, thus limiting it. This allows for a particularly advantageous vehicle design. In particular, the number of parts and thus the cost and weight of the vehicle can be kept to a minimum.

[0017] A further embodiment is characterized in that the intermediate frame is sealed against the body, in particular in the aforementioned sealing plane and very preferably exclusively in the sealing plane. In particular, it is conceivable for the intermediate frame to be sealed against the body by means of a sealing device that is designed separately from the intermediate frame and separately from the body and preferably also separately from the battery, in particular in such a way that the sealing device rests directly on the body on the one hand and directly on the intermediate frame on the other. By sealing the intermediate frame against the body, the receiving area is sealed off from the environment of the motor vehicle. This allows the traction battery to be protected particularly advantageously against external influences. In particular, it is conceivable for the intermediate frame to be sealed against the body only in the sealing plane.The sealing plane is a plane or coincides with a plane, which allows for a particularly advantageous, offset-free seal. For example, the plane runs perpendicular to the vehicle's vertical direction.

[0018] In a further, particularly advantageous embodiment of the invention, the intermediate frame is designed as a one-piece cast part, thus formed from a single piece, and thus as a large casting. This allows the number of parts and thus the costs to be kept particularly low. The feature that the intermediate frame is designed as a one-piece cast part and thus formed from a single piece means that the intermediate frame is not composed of several separately formed and interconnected components; rather, the intermediate frame is preferably made from a single piece and thus formed as a monoblock.

[0019] It has also proven particularly advantageous if the intermediate frame is designed as a hybrid casting. This means in particular that the intermediate frame is formed from at least or exactly two different materials, namely a first material and a second material that is different from the first material. For example, the first material is a cast material, so that at least a first partial region of the intermediate frame is formed from the cast material and is thus designed, in particular, as a one-piece cast part. At least a second partial region of the intermediate frame is formed from the second material. It is conceivable that the first partial region is cast onto a second partial region. By designing the intermediate frame as a hybrid casting, particularly advantageous, in particular mechanical, properties of the intermediate frame can be realized.The hybrid cast part is, for example, a hybrid cast structure with, for example, profiles. Thus, it is conceivable, for example, that the second subregion is formed as a profile or has at least one or more profiles. In particular, it is conceivable that the second subregion is manufactured using a process other than a casting process.

[0020] In a further, particularly advantageous embodiment of the invention, it is provided that at least a partial region of the intermediate frame is formed by 3D printing. It is conceivable that the intermediate frame is produced by a combined manufacturing process, which, for example, comprises 3D printing as the first manufacturing process and at least one second manufacturing process that is different from 3D printing. The second manufacturing process comprises, for example, a profile construction, so that, for example, the intermediate frame is produced in a profile construction and by means of 3D printing. This allows, for example, the intermediate frame to be produced in a functionally optimized lightweight design. Furthermore, it is conceivable that the intermediate frame, in particular the entire intermediate frame, is produced exclusively by 3D printing, whereby the intermediate frame and thus the motor vehicle can be manufactured particularly time- and cost-effectively.

[0021] In a further, particularly advantageous embodiment of the invention, the chassis comprises at least one integral support, also referred to as a subframe, which is formed separately from the body and separately from the intermediate frame and is connected to the intermediate frame, in particular directly. Furthermore, the chassis preferably comprises a wheel suspension formed separately from the integral support and connected to the integral support, via which the vehicle wheels are movably connected to the integral support, in particular such that the respective vehicle wheel can execute the aforementioned compression and rebound movements relative to the integral support, relative to the intermediate frame, relative to the body, and also relative to the traction battery.The wheel suspension has, for example, at least one or more check arms per vehicle wheel, also simply referred to as control arms, via which the respective vehicle wheel is movably connected to the integral support, in particular such that the respective vehicle wheel can execute the wheel movements. Alternatively or additionally, for example, at least one spring and / or damper element of the wheel suspension is assigned to the respective vehicle wheel, wherein the respective wheel movements can be cushioned and / or damped by means of the respective spring and / or damper element. In other words, the respective vehicle wheel is supported on the intermediate frame in a sprung and / or damped manner via the respective assigned spring and / or damper element and via this on the body. It is conceivable that the respective check arm is connected to the intermediate frame in an articulated manner, in particular directly.It is also conceivable for the respective spring and / or damper element to be connected to the intermediate frame, particularly directly and / or articulated. Thus, for example, the respective vehicle wheel is sprung and / or damped on the intermediate frame via the respective spring and / or damper element assigned to the respective vehicle wheel, and is supported by the intermediate frame on the body. This allows for a particularly advantageous vehicle design, allowing the vehicle to be manufactured quickly and cost-effectively.

[0022] Finally, it has proven particularly advantageous if the motor vehicle has an adapter which is designed separately from the body and separately from the intermediate frame and also preferably separately from the traction battery and in particular separately from the integral support and is provided in particular in addition to the integral support, which adapter adjoins the body towards the front in the longitudinal direction of the motor vehicle and is connected to the intermediate frame, in particular directly. By means of the adapter, a front end of the motor vehicle which is designed separately from the body, separately from the intermediate frame and separately from the adapter and preferably also separately from the traction battery is connected to the intermediate frame, wherein the front end adjoins the body and in particular the adapter towards the front in the longitudinal direction of the motor vehicle. It is conceivable that the front end has the aforementioned integral support.The front end is, for example, an assembly part which can be particularly advantageously, in particular particularly time- and cost-effectively, connected to the adapter and, via the adapter, to the intermediate frame and via the intermediate frame to the body. For example, the front end comprises a front module, also referred to as a front end module, in particular including the integral support. For example, the front end comprises, in particular precisely, one of the vehicle axles, wherein, for example, the vehicle axle of the front end is a front axle, to which the other vehicle axle, designed as the rear axle, is connected towards the rear in the longitudinal direction of the motor vehicle. Furthermore, it is conceivable for the front end to comprise composite support structures, in particular including damper legs, wherein, for example, the vehicle wheels can be supported on the intermediate frame via the damper legs. The damper legs can be used, for example, to dampen the wheel movements.

[0023] Further advantages, features, and details of the invention will become apparent from the following description and the drawings, which show:

[0024] Fig. 1 is a schematic exploded view of a first embodiment of a motor vehicle; and

[0025] Fig. 2 is a schematic exploded view of a second embodiment of the motor vehicle. In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0026] Fig. 1 shows a schematic exploded view of a first embodiment of a motor vehicle 10 designed as a passenger car and simply also referred to as a vehicle or motor vehicle, the interior 12 of which, also referred to as a passenger cell or passenger compartment, is delimited, i.e., formed, by a body 14 of the motor vehicle 10, which in this case is designed as a self-supporting body. The body 14 is also referred to as the superstructure or shell. Fig. 1 also shows add-on parts 16a-d, which are designed separately from the body 14 and are fastened to the body 14. In particular, the add-on parts 16a-d form respective parts of an outer skin of the motor vehicle 10, the outer skin of which, in the fully manufactured state of the motor vehicle 10, can be visually and haptically perceived by a person located in an environment 18 of the motor vehicle 10, i.e., can be seen and directly touched.

[0027] The motor vehicle 10 has a traction battery 20, also referred to simply as a battery and designed as a secondary battery, which is designed as a high-voltage component and is therefore also referred to as a high-voltage battery (HV battery). From Fig. 1, it can be seen that the traction battery 20 has a plurality of battery modules 22 that are electrically connected to one another. Each battery module 22 has a plurality of storage cells designed as individual cells that are electrically connected to one another. Electrical energy is to be stored, in particular electrochemically, in the storage cells and thus in the traction battery 20.

[0028] The motor vehicle 10 also has a chassis 24, which in this case has exactly two vehicle axles arranged one after the other in the longitudinal direction of the motor vehicle 10 and thus one behind the other, namely a first vehicle axle 26 and a second vehicle axle 28. The vehicle axle 28 adjoins the vehicle axle 26 towards the rear in the longitudinal direction of the motor vehicle 10, so that the vehicle axle 26 is a front axle and the vehicle axle 28 is a rear axle of the motor vehicle 10. The longitudinal direction of the motor vehicle 10 is illustrated by a double arrow 30. The respective vehicle axle 26, 28 has exactly two vehicle wheels arranged on sides S1 and S2 of the motor vehicle 10 and in particular of the body 14, which are opposite one another in the transverse direction of the motor vehicle 10, wherein one of the vehicle wheels of the vehicle axle 26 is visible in Fig. 1 and designated 31, and wherein in Fig.1 one of the vehicle wheels of the vehicle axle 28 is visible and is designated 32.

[0029] In order to realize a particularly advantageous design of the motor vehicle 10, the motor vehicle 10 has an intermediate frame 34, which is designed separately from the body 14, separately from the traction battery 20, and separately from the chassis 24 and is also referred to as an adapter frame. This intermediate frame 34 is connected, in particular directly, to the body 14, i.e., is connected to the body 14. The chassis 24 and the traction battery 20 are connected to the intermediate frame 34 and thus connected to the body 14 via the intermediate frame 34. Preferably, it is provided that a connection of the chassis 24 to the body 14 bypassing the intermediate frame 34 is avoided, just as a connection of the traction battery 20 to the body 14 bypassing the intermediate frame 34 is avoided.As a result, the motor vehicle 10 can, for example, be manufactured particularly easily, quickly and cost-effectively, and the traction battery 20 can be replaced and repaired particularly easily.

[0030] From Fig. 1 it can be seen that the intermediate frame 34 has at least or exactly two longitudinal members 36 and 38 which are spaced apart from one another in the transverse direction of the motor vehicle 10 and which each extend at least substantially in the longitudinal direction of the vehicle. The transverse direction of the vehicle is illustrated by a double arrow 40. Furthermore, the intermediate frame 34 has at least or exactly two cross members 42 and 44 which are spaced apart from one another in the longitudinal direction of the vehicle and which each extend at least substantially in the transverse direction of the vehicle. The body 14 has, for example, a floor, also referred to as the main floor or vehicle floor, not shown in Fig. 1, by which, for example, the interior 12 is at least partially delimited downwards in the vertical direction of the motor vehicle 10. The vertical direction of the vehicle is illustrated by a double arrow 46.

[0031] The intermediate frame 34 defines a receiving area 47 in order to

[0032] The receiving area 47 is delimited, in particular directly, in the vehicle's vertical direction, by the cross members 42 and 44 on both sides of the vehicle's longitudinal direction, and by the longitudinal members 36 and 38 of the intermediate frame 34 on both sides of the vehicle's transverse direction. The traction battery 20 is arranged at least partially in the receiving area 47, in particular such that the traction battery 20 is at least partially overlapped by the cross members 42 and 44 on both sides of the vehicle's longitudinal direction. Furthermore, for example, the traction battery 20 is at least partially overlapped by the longitudinal members 36 and 38 on both sides of the vehicle's transverse direction. As a result, the intermediate frame 34 can protect the traction battery 20 in a particularly advantageous manner.In the vertical direction of the motor vehicle 10, the receiving area 47 is at least partially, in particular at least predominantly and thus at least more than half or completely, covered and thus closed by the aforementioned floor. Thus, the floor functions as a battery cover, by which, for example, the traction battery 20 is at least partially, in particular at least predominantly or completely, overlapped upwards in the vertical direction of the vehicle.

[0033] The chassis 24 comprises, for example, a wheel suspension via which the vehicle wheels of the vehicle axles 26 and 28 are movably connected to the intermediate frame 34. The wheel suspension allows compression and rebound movements of the respective vehicle wheel in the vehicle's vertical direction relative to the body 14 and relative to the intermediate frame 34, collectively also referred to as wheel movements, which move upwards relative to the body 14 in the vehicle's vertical direction during its respective compression movement and downwards relative to the body 14 in the vehicle's vertical direction during its respective rebound movement.In this case, for example, at least one respective spring and / or damper element of the wheel suspension is assigned to the respective vehicle wheel, wherein, for example, the respective vehicle wheel is sprung and / or damped via the respective assigned spring and / or damper element on the intermediate frame 34 and is supported via this on the body 14.

[0034] In the first embodiment, the motor vehicle 10 has an adapter 48 which is formed separately from the body 14 and separately from the intermediate frame 34 and separately from the traction battery 20 and separately from the chassis 24 and which adjoins the body 14 at the front in the vehicle's longitudinal direction, and which is connected, in particular directly, to the intermediate frame 34 and, for example, in particular directly, to the body 14. The motor vehicle 10 also has a front end 50 which is formed separately from the body 14, separately from the intermediate frame 34 and separately from the adapter 48 and separately from the traction battery 20, adjoins the body 14 and the adapter 48 at the front in the vehicle's longitudinal direction, and which is connected to the adapter 48 and via the adapter to the intermediate frame 34 and, for example, to the body 14.

[0035] For example, the front end 50 comprises a front module, for example, including an integral support. The integral support is formed separately from the intermediate frame 34, separately from the body 14, separately from the adapter 48, and separately from the traction battery 20, and is connected to the intermediate frame 34. For example, the vehicle wheels of the front axle are sprung and / or damped on the integral support via the respective associated spring and / or damper elements and are supported via the latter on the intermediate frame 34. In particular, at least one respective wheel control arm of the wheel suspension is assigned to the respective vehicle wheel, wherein the respective vehicle wheel is articulated to the intermediate frame 34 via the respective associated wheel control arm.With regard to the front axle, for example, it is provided that the respective wheel guide assigned to the respective vehicle wheel of the front axle is connected in an articulated manner to the integral support and, via this, to the intermediate frame 34. This allows for a particularly advantageous manufacture of the motor vehicle 10. Also shown in Fig. 1 are side paneling parts 52a, b, which are designed, for example, as fenders or by means of which respective fenders are covered.

[0036] Fig. 2 shows a schematic exploded view of a second embodiment of the motor vehicle 10. The integral support designated 54 in Fig. 2 is particularly clearly visible in Fig. 2. It is possible for an additional, second integral support 56 to be assigned to the rear axle, to which the previous and following explanations regarding the integral support 54 can be transferred and vice versa, but then with reference to the vehicle axle 28 and its vehicle wheels.

[0037] All embodiments of the motor vehicle according to the invention preferably have in common that the “connection” of the chassis 25 to the intermediate frame 34, also referred to as the support frame, is understood to mean that the vehicle axles 26 and 28 or the respective integral support 54 or 56, subframe, adapter or the like holding / supporting them has at least one reference point or alignment point on the intermediate frame 34 or the respective alignment point of the vehicle axles 26, 28 is produced by the intermediate frame 34.This means, for example, in the exemplary embodiment according to Figure 2, that in the fully manufactured state of the motor vehicle, the integral supports 54 and 56 are not only fastened exclusively to the intermediate frame 34, but they are first fastened to the intermediate frame 34 by means of at least one fastening point each (AVa = front axle connection / AHa = rear axle connection), here two fastening points each, whereby an alignment of the respective integral support occurs with respect to the intermediate frame and ultimately also with respect to the body 14. In a subsequent assembly or assembly step of the motor vehicle, the integral supports 54 and 56 are also fastened to the body 14 by means of a further fastening point each (without reference symbols in the figures), so that they are not held exclusively on the intermediate frame 34 when the motor vehicle is in operation.However, since the integral supports 54 and 56 have already been aligned to the body 14 on the intermediate frame 34, the connection of this modular unit to the body 14 is easily possible without any further special alignment of the integral supports to the body.

Claims

Patent claims 1. Motor vehicle (10), with an interior space (12) delimited by a body (14) of the motor vehicle (10), with a traction battery (20), and with a chassis (24) which has at least one vehicle axle (26, 28) with two vehicle wheels (31, 32) arranged on opposite sides (S1, S2) of the motor vehicle (10) in the vehicle transverse direction (40), characterized by an intermediate frame (34) which is formed separately from the body (14), separately from the traction battery (20) and separately from the chassis (24) and is connected to the body (14), to which intermediate frame (34 the chassis (24) and the traction battery (20) are connected.

2. Motor vehicle (10) according to claim 1, characterized in that the chassis (24) is not connected to the body (14) bypassing the intermediate frame (34).

3. Motor vehicle (10) according to claim 1 or 2, characterized in that a connection of the traction battery (20) to the body (14) bypassing the intermediate frame (34) is omitted.

4. Motor vehicle (10) according to one of the preceding claims, characterized in that the intermediate frame (34) defines a receiving area (47) in which the traction battery (20) is at least partially arranged.

5. Motor vehicle (10) according to claim 4, characterized in that the receiving area (47) is at least partially covered upwards in the vehicle vertical direction (46) by a floor of the body (14) and is thereby closed.

6. Motor vehicle (10) according to claim 4 or 5, characterized in that the intermediate frame (34) is sealed against the body (14), whereby the receiving area (47) is sealed against an environment (18) of the motor vehicle (10).

7. Motor vehicle (10) according to one of the preceding claims, characterized in that the intermediate frame (34) is designed as a one-piece casting or as a hybrid casting.

8. Motor vehicle (10) according to one of the preceding claims, characterized in that at least a partial region of the intermediate frame (34) is formed by 3D printing.

9. Motor vehicle (10) according to one of the preceding claims, characterized in that the chassis (24) has an integral support (54, 56) which is formed separately from the body (14) and separately from the intermediate frame (34) and connected to the intermediate frame (34), and a wheel suspension which is formed separately from the integral support (54, 56) and connected to the integral support (54, 56), via which wheel suspension the vehicle wheels (31, 32) are movably connected to the integral support (54, 56).

10. Motor vehicle (10) according to one of the preceding claims, characterized by an adapter formed separately from the body (14) and separately from the intermediate frame (34), adjoining the body (14) in the vehicle longitudinal direction (30) towards the front and connected to the intermediate frame (34) (48), through the intermediary of which a front end (50) of the motor vehicle (10), which is formed separately from the body (14), separately from the intermediate frame (34) and separately from the adapter (48), adjoins the body (14) and the adapter (48) in the vehicle longitudinal direction (30) towards the front and is connected to the adapter (48), is connected to the intermediate frame (34).

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