DE102021127474A1 - Motor vehicle with an inclined traction battery - Google Patents

Abstract

The invention relates, inter alia, to a motor vehicle (10) with a traction battery (1). The traction battery (1) is in an inclined position, preferably tilted forwards and downwards, with respect to a plane (EH) spanned by a longitudinal axis (L) of the motor vehicle (10) and a transverse axis (Q) of the motor vehicle (10). arranged.

Description

The invention relates to a motor vehicle with an inclined traction battery.

In the prior art, at least some battery-electrically driven motor vehicles are generally known. Such vehicles generally have at least one battery module in order to drive the drive assemblies of the corresponding motor vehicles by means of the electrical energy stored or storable there. Such a battery module usually has a number of battery cells (e.g. lithium-ion battery cells) which are electrically connected to one another to form a high-voltage or traction battery.

In the event of a crash, the vehicle occupants and/or emergency services z. B. to protect against the risk of electric shock, there is a need for the most robust storage possible, which protects the battery cells contained in the traction battery from damage as reliably as possible. This is particularly relevant when using lithium-ion battery cells, as these mostly contain flammable electrolytes that could be released in a vehicle crash and ignited by sparks or arcs, e.g. B. can be life-threatening for an occupant trapped in the vehicle.

In the case of battery-powered commercial vehicles such. B. semitrailer tractors, is a possible place for arranging the high-voltage battery under the driver's cab between the longitudinal frame members of the ladder frame of the chassis commonly used in commercial vehicles. The problem with this is that the battery components are often not adequately protected against crash-related damage if the commercial vehicle collides with a trailer that is driving ahead or is stationary, since the lower edge of the rear of the trailer is often above the level of the ladder frame of the commercial vehicle. Consequently, there is a need for a vehicle design that offers reliable crash or collision protection and with which the disadvantages of conventional techniques can preferably be avoided.

The object of the invention is to provide such a solution. In particular, it is an object of the invention to provide improved technology for protecting high-voltage or battery components when a commercial vehicle collides with a vehicle ahead due to a crash.

These objects can be solved with the features of independent claim 1. Advantageous embodiments and applications of the invention are the subject matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

The basic idea of the invention is to mount the traction battery of a motor vehicle in a defined oblique (e.g. tilted) position in the motor vehicle, in contrast to the horizontal or vertical installation configurations that are mostly common in the prior art. Particularly in combination with a deformation element (e.g. a crash strut) arranged directly in front of the traction battery, it can be achieved in an advantageous manner that a sufficient deformation path of the deformation element can be ensured even in confined spaces, in order to thereby Motor vehicle to allow sufficient absorption of impact energy by deforming the deformation element and at the same time to avoid damage to the traction battery by parts penetrating into the vehicle or by a crash-related deformation of vehicle parts.

According to a first independent approach, a motor vehicle is provided for this purpose. The motor vehicle is preferably a commercial vehicle, i. H. a vehicle which, due to its design and equipment, is specially designed for the transport of persons, for the transport of goods or for towing trailers. For example, the commercial vehicle can be a bus, a truck, or a semitrailer truck.

In this case, the motor vehicle has a traction battery (eg a lithium-ion traction battery). Furthermore, it is provided that the traction battery is arranged in an inclined position with respect to a plane that is spanned by a longitudinal axis of the motor vehicle and a transverse axis of the motor vehicle. The term “longitudinal axis” can preferably be understood as an axis (also referred to as a roll axis) of a coordinate system fixed to the vehicle, which corresponds to the direction of the greatest extent of the motor vehicle. As a rule, this axis, which is usually located in the longitudinal center plane of the vehicle, can also indicate the forward direction of travel of the motor vehicle. In contrast, the term “transverse axis” can be understood to mean an axis (also referred to as a pitch axis) of the vehicle-fixed coordinate system, which runs perpendicular to the longitudinal center plane of the vehicle. Preferably, the traction battery is regarding the aforementioned plane - which can also be referred to as a horizontal plane and / or horizontal plane - arranged in a tilted forward and downward inclined position. This means that, for example, a front traction battery area, ie one facing the front of the motor vehicle, can be arranged lower than a rear traction battery area, ie one facing the rear of the motor vehicle. A ceiling and/or floor element of the traction battery is therefore preferably not aligned horizontally or plane-parallel to the horizontal plane. By mounting the traction battery at an angle (e.g. "with the front area submerged") - as will be explained in detail below - the traction battery can be advantageously stored safely, particularly in the event of a frontal collision of the motor vehicle, and possibly a In the event of a crash, parts penetrating the vehicle can be diverted away from the traction battery (e.g. upwards).

According to a first aspect, the traction battery can be arranged at an angle of incidence of between 5° and 40°, preferably between 10° and 20°, with respect to the longitudinal axis of the motor vehicle. The "angle of attack", which can also be referred to as the pitch angle, can preferably be understood as the (usually acute) angle that is assumed by the traction battery (e.g. its longitudinal axis) to the longitudinal direction of the vehicle (cf. also 1 ). In other words, the traction battery can be inclined at an angle of between 5° and 40°, preferably between 10° and 20°, relative to the horizontal plane of the motor vehicle.

According to a further aspect, the traction battery can have a floor element (eg a floor plate). In this case, a “floor element” can preferably be understood as a traction battery area oriented downwards and/or in the direction of the roadway. The floor element can be arranged rising (e.g. rising in a straight line) counter to a forward direction of travel of the motor vehicle. In other words, the floor element can be arranged sloping (eg sloping in a straight line) along the forward direction of travel of the motor vehicle. Additionally or alternatively, the floor element can have a front floor area and a rear floor area, wherein the front floor area can be arranged lower than the rear floor area with respect to a vertical axis of the motor vehicle. For example, the front floor area can be arranged below the rear floor area with respect to the vertical axis of the motor vehicle. The vertical axis can preferably be understood as an axis (also referred to as a yaw axis) of the vehicle-fixed coordinate system, which runs perpendicular to the longitudinal axis and lies in the longitudinal center plane of the vehicle. As a rule, this axis can be oriented counter to the direction of gravity.

According to a further aspect, the traction battery can have a cover element (eg a cover plate). In this case, a “ceiling element” can preferably be understood as a traction battery area oriented upwards and/or in the direction of the sky. The ceiling element can be arranged rising (e.g. rising in a straight line) counter to a forward direction of travel of the motor vehicle. In other words, the ceiling element can be arranged sloping (e.g. sloping in a straight line) along the forward direction of travel of the motor vehicle. Additionally or alternatively, the ceiling element can have a front ceiling area and a rear ceiling area, wherein the front ceiling area can be arranged lower than the rear ceiling area with respect to a vertical axis of the motor vehicle. For example, the front ceiling area can be arranged below the rear ceiling area with respect to the vertical axis of the motor vehicle.

According to a further aspect, a longitudinal axis of the traction battery can be arranged at an angle to a longitudinal axis of the motor vehicle. For example, the longitudinal axis of the traction battery can be arranged at an angle of between 5° and 40°, preferably between 10° and 20°, at an angle to the longitudinal axis of the motor vehicle. The “longitudinal axis of the traction battery” can preferably be understood as an axis, preferably an axis of symmetry, of a coordinate system fixed to the traction battery, which corresponds to the direction of the greatest expansion of the traction battery. The longitudinal axis of the traction battery is preferably perpendicular to its front element, i. H. a side area of the traction battery facing the front of the motor vehicle.

In addition or as an alternative, a vertical axis of the traction battery can be arranged at an angle to a vertical axis of the motor vehicle. Here, too, the vertical axis of the traction battery can be arranged, for example, at an angle between 5° and 40°, preferably between 10° and 20°, at an angle to the vertical axis of the motor vehicle. The "vertical axis of the traction battery" can preferably be understood as an axis, preferably an axis of symmetry, of a coordinate system fixed to the traction battery, which runs perpendicular to the longitudinal axis of the traction battery and lies in the traction battery center plane. The vertical axis of the traction battery is preferably perpendicular to its base element (e.g. base plate).

According to a further aspect, the motor vehicle can have a deformation element (e.g. a crash strut) have. The deformation element is particularly preferably used to protect the traction battery in the event of an impact event (eg a frontal impact) of the motor vehicle. The deformation element (e.g. made of steel or carbon fiber reinforced plastic (CFRP)) (e.g. a hollow profile) can be deformable during a preferably predetermined impact event (e.g. a frontal impact) with the impact forces being reduced . The expression “deformation element” can thus preferably be understood to mean a component whose primary or exclusive purpose is the targeted absorption of impact energy in the event of a crash (e.g. by converting it into deformation work). The deformation element, preferably in the form of a transverse strut, can be arranged in front of, preferably directly in front of, the traction battery with respect to a forward direction of travel of the motor vehicle. In other words, the deformation element can be arranged closer to a vehicle front of the motor vehicle than the traction battery. Furthermore, the deformation element can be arranged at least partially at the level of the traction battery. The deformation element can thus preferably be located at the same height as the traction battery, at least in sections. Reliable protection of the traction battery, in particular in the event of a frontal collision of the motor vehicle, can thereby be made possible in an advantageous manner.

According to a further aspect, the deformation element can have a deformation path which extends along the longitudinal axis of the motor vehicle partially above the traction battery. A “deformation path” can preferably be understood as a path that is available to a deformation element for deflection or deformation, or along which it can deform with the reduction of impact forces. The deformation element preferably has a deformation path that extends along the longitudinal axis of the motor vehicle partially above a front area of the traction battery. Advantageously, in the event of a crash, the deformation element can penetrate into a spatial area that would be occupied by the traction battery if it were installed horizontally or vertically, but which, due to the present forward-submerged arrangement of the traction battery, is required for a deformation movement of the deformation element to reduce impact forces is available.

According to a further aspect, the deformation element can be deformable from a preferably undeformed assembly position into an intrusion position. In the assembly position, the deformation element and the traction battery can be arranged so that they do not overlap with respect to a vertical axis of the motor vehicle. i.e. the deformation element cannot be located above (or below) the traction battery here—relative to the vertical axis of the motor vehicle. In the intrusion position, however, the deformation element and the traction battery can be arranged at least partially overlapping with respect to the vertical axis of the motor vehicle. i.e. the deformation element can here - be arranged at least in sections above the traction battery - with respect to the vertical axis of the motor vehicle. The deformation element can thus preferably be deformable or movable from the assembly position into the intrusion position by an impact load acting during the impact event via the traction battery, in particular its front area. The freedom of movement or deformation required for this can be provided in an advantageous manner by the tilted position of the traction battery.

According to a further aspect, the traction battery can be arranged in such a way that the traction battery is protected from damage by a deformation movement (eg directed along the longitudinal axis of the motor vehicle) of the deformation element. In other words, the traction battery can preferably be arranged in such a way that it enables an unhindered deformation movement of the deformation element. For example, a front traction battery area can be tilted downwards away from the deformation element, in order to enable a deformation movement of the deformation element above the traction battery area tilted downwards in the event of a crash. In this way, damage to the traction battery due to deformation of the deformation element caused by a crash can be avoided in an advantageous manner.

According to a further aspect, the deformation element can be a deformation element for protecting the traction battery in the event of a frontal collision of the motor vehicle with a semi-trailer, preferably a semi-trailer traveling in front. The deformation element can particularly preferably be a deformation element for protecting the traction battery in the event of a head-on collision of the motor vehicle with the rear of a semi-trailer, preferably a semi-trailer traveling in front. This can z. B. can be achieved via the mounting height of the first deformation element, since semi-trailers or their rear area usually have standardized heights (e.g. loading sills typically between 1 and 1.5 m). Accordingly, the deformation element can preferably be arranged at a height of at least 1 m, preferably at least 1.2 m, particularly preferably at least 1.5 m, in the motor vehicle.

According to a further aspect, the motor vehicle can have a first longitudinal frame member and a second longitudinal frame member (eg each in the form of a C-profile member). The first and second longitudinal frame members are preferably oriented along the longitudinal axis of the motor vehicle and/or run parallel in the motor vehicle at a distance from one another. Furthermore, the traction battery can be arranged between the first and second longitudinal frame members (eg below a driver's cab of the motor vehicle). Advantageously, this allows the traction battery to be protected against side impact events on the motor vehicle. Preferably, the traction battery can also have an upper battery area, which can be arranged above the first and/or second longitudinal frame member with respect to a vertical axis of the motor vehicle. In other words, the traction battery can extend at least in regions above the first and/or second longitudinal frame member with respect to the vertical axis of the motor vehicle. The upper battery area is preferably arranged at least in sections at the same height as the deformation element with respect to the vertical axis of the motor vehicle. In this way, reliable protection of the traction battery can be ensured in an advantageous manner, in particular in the event of a frontal collision of the motor vehicle.

According to a further aspect, the deformation element can extend transversely to the first and/or second longitudinal frame member. For example, the deformation element can be oriented perpendicularly or at an angle to the first and/or second longitudinal frame member.

Additionally or alternatively, the deformation element can extend along a transverse axis of the motor vehicle.

In addition or as an alternative, the deformation element can be arranged above the first and/or second longitudinal frame member. The deformation element is thus preferably arranged at a higher installation height than the first and/or second longitudinal frame member with respect to the vertical axis of the motor vehicle.

In addition or as an alternative, the deformation element can connect the first and second longitudinal frame member to one another. A first distal end area of the deformation element can be connected to the first longitudinal frame member and a second distal end area of the deformation element can be connected to the second longitudinal frame member, purely by way of example.

In addition or as an alternative, the deformation element can be connected to the first longitudinal frame member by means of a first receiving element (e.g. in the form of a bracket and/or cassette) and/or by means of a second receiving element (e.g. in the form of a bracket and/or or cassette) to be connected to the second frame side member. i.e. the motor vehicle can comprise two receiving elements, preferably designed as mirror images of one another. The first and/or second receiving element (e.g. in the form of a bracket and/or cassette) can each be fastened to one of the longitudinal frame members. For example, the first receiving element can be connected to the first longitudinal frame member (e.g. screwed, riveted and/or welded) and/or the second receiving element can be connected to the second longitudinal frame member (e.g. screwed, riveted and/or welded). The two receiving elements are thus preferably oriented parallel to one another. Furthermore, a preferably distal end region of the deformation element can be accommodated in the first and/or second accommodation element. i.e. the deformation element can thus z. B. comprise a first end portion that can be received in the first receiving element and a second end portion that can be received in the second receiving element. The deformation element is thus preferably held above and/or transversely to the longitudinal frame members by means of the two receiving elements. In an advantageous manner, reliable protection of the traction battery and/or simple attachment of the deformation element to the vehicle can be achieved by the aforementioned variants.

According to a further aspect, the motor vehicle can have a cooling module. The cooling module can z. B. include one or more coolers (such as an intercooler, water cooler, etc.). For example, the cooling module can include two plane-parallel coolers arranged one behind the other (eg an intercooler and a coolant cooler). Provision can furthermore be made for the cooling module to be mounted on a respective front end of the first and second longitudinal frame member. The cooling module is therefore preferably a front cooling module of the motor vehicle. The cooling module preferably extends transversely to the first and/or second longitudinal frame member (e.g. the cooling module can be oriented essentially perpendicular to the first and/or second longitudinal frame member). Furthermore, the deformation element can be arranged behind, preferably directly behind, the cooling module (eg between the cooling module and the traction battery) with respect to a forward direction of travel of the motor vehicle.

In this connection, the cooling module can—according to a further aspect—be fastened to the first longitudinal frame member and/or to the second longitudinal frame member. Merely by way of example, the cooling module can be articulated by means of a pivot bearing on the first and second longitudinal frame member. As a result, a (pitching) movement of the cooling module can advantageously be made possible in the event of an impact, in order to possibly increase the deformation path of further crash components.

In addition or as an alternative, the cooling module can use the two longitudinal frame members, i. H. the first and second frame rails, connect together. A first lateral end area of the cooling module (e.g. by means of a first radiator support) can be connected to the first longitudinal frame member and/or a second lateral end area of the cooling module (e.g. by means of a second radiator support) to the second one, purely by way of example Frame side members to be connected.

In addition or as an alternative, the cooling module can have an intercooler and/or a coolant cooler. By way of example only, the cooling module can comprise a front radiator in the form of an intercooler and a rear radiator in the form of a coolant radiator, which is preferably arranged plane-parallel behind the front radiator.

In addition or as an alternative, the cooling module can extend at least in sections along the transverse axis of the motor vehicle.

According to a further aspect, the traction battery can comprise a plurality of battery cells (e.g. lithium-ion battery cells) which are preferably electrically connected and/or connectable to one another. The traction battery, which can also be referred to as a traction battery or high-voltage storage device, preferably has a DC voltage of between 60 V and 1.5 kV, preferably between 200 V and 800 V, particularly preferably between 350 V and 400 volts. In addition or as an alternative, the traction battery can also be box-shaped and/or cuboid. In addition or as an alternative, the traction battery can have a preferably closed outer housing. In addition or as an alternative, the motor vehicle can have a driver's cab, in which case the traction battery can be arranged below the driver's cab with respect to a vertical axis of the motor vehicle. According to the usual understanding, the expression “driver's cab” can be understood as preferably a cabin for accommodating a vehicle driver and/or the part of a structure of a commercial vehicle that forms the space for the vehicle driver and possibly accompanying persons. Furthermore, the aforementioned deformation element can also be arranged below and/or in the area of the driver's cab.

• 1: eine schematische Darstellung eines Kraftfahrzeugs gemäß einer ersten Ausführungsform;
• 2: eine schematische Darstellung eines Kraftfahrzeugs gemäß einer weiteren Ausführungsform;
• 3: die in 2 dargestellte Ausführungsform in einer unterschiedlichen Ansicht; und
• 4: eine schematische Schnitt-Darstellung der in 2 bzw. 3 dargestellte Ausführungsform.

The aspects and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

• 1 1: a schematic representation of a motor vehicle according to a first embodiment;
• 2 1: a schematic representation of a motor vehicle according to a further embodiment;
• 3 : in the 2 illustrated embodiment in a different view; and
• 4 : a schematic sectional representation of the in 2 or. 3 illustrated embodiment.

Identical or functionally equivalent elements are described with the same reference symbols in all figures and some of them are not described separately.

1 shows a schematic representation of a motor vehicle 10 (side view) according to a first embodiment of the invention. In the motor vehicle 10 - whose representation was reduced to the most essential components for understanding the disclosure - it can preferably be a commercial vehicle, such as. B. act a bus, a truck or a tractor unit. The corresponding motor vehicle 10 has a preferably cuboid traction battery 1 (eg a lithium-ion traction battery). This can e.g. B. include a plurality of stacked battery cells (z. B. prismatic lithium-ion battery cells), which are surrounded by a preferably closed, outer housing. The traction battery 1 can also z. B. below a (not shown) driver's cab of the motor vehicle 10 may be arranged.

Furthermore, it is provided that the aforementioned traction battery 1 is arranged in an inclined position with respect to a plane that is spanned by a longitudinal axis L of the motor vehicle 10 and a transverse axis Q of the motor vehicle 10 . The traction battery 1 is preferably—as illustrated by way of example—arranged in a tilted forward and downward position with respect to this plane, which can also be referred to as the horizontal plane. In other words, the traction battery 1 can be preferred - in contrast to a horizontal or vertical installation configuration - be mounted in an inclined (z. B. tilted) position in the motor vehicle 10. For example, the traction battery 1 (e.g. its longitudinal axis l) can be arranged at an angle of incidence α of between 5° and 40°, preferably between 10° and 20°, with respect to the longitudinal axis L of the motor vehicle 10 . In addition or alternatively, the traction battery 1 or its housing z. B. have a floor element 1a (z. B. a floor plate), wherein the floor element 1a against a forward direction V of the motor vehicle 10 rising (z. B. rising in a straight line) can be arranged. i.e. The floor element 1a can thus preferably have a front floor area 1a ₁ and a rear floor area 1a 2 which is arranged higher than the front floor area 1a ₁ with respect to a vertical axis H of the motor vehicle ₁₀ . Furthermore, the traction battery 1 or its housing z. B. a ceiling element 1b (z. B. a ceiling panel), wherein the ceiling element 1b against a forward direction of travel V of the motor vehicle 10 rising (z. B. rising in a straight line) can be arranged. i.e. The ceiling element 1b can thus also preferably comprise a front ceiling area 1b ₁ and a rear ceiling area 1b ₂ which is arranged higher than the front ceiling area 1b ₁ with respect to a vertical axis H of the motor vehicle 10 . Additionally or alternatively, a longitudinal axis l of the traction battery 1 can be arranged at an angle to the longitudinal axis L of the motor vehicle 10 and/or a vertical axis h of the traction battery 1 can be arranged at an angle to the vertical axis H of the motor vehicle 10 . All these options advantageously provide a corresponding oblique (e.g. tilted) position of traction battery 1 in motor vehicle 10, which—as will be described below—is particularly advantageous in combination with a deformation element 2 that is preferably present in motor vehicle 10 for Protection of the traction battery 1 is. Although the inclined position of the traction battery 1 is described here as an example primarily for a "forward and downward" tilted position, it is immediately apparent to the person skilled in the art that, in addition or as an alternative, other inclined positions (e.g. one with respect to the transverse axis Q of the motor vehicle 10 tilted position) can be selected, for example, the z. B. side of the motor vehicle 10 mounted to protect traction battery 1 in a side impact. It should also be mentioned that the terms "front" and "rear" can preferably refer to the usual meaning of these terms in a motor vehicle 10, ie that "front" in the forward direction V or in the direction of the front of the motor vehicle 10 and "rear “To denote in reversing view or towards the rear of the motor vehicle 10.

Furthermore, the motor vehicle 10--as shown by way of example--comprise a deformation element 2, the deformation element 2 (e.g. a crash strut) being deformable during a preferably predetermined impact event (e.g. a frontal impact) with the reduction of impact forces can be. The deformation element 2 can, for. B. made of steel or carbon fiber reinforced plastic (CFRP) and / or have an open profile (z. B. a U-profile) or a closed profile. For example, the deformation element 2 can have a tubular profile with a concentric, rectangular, oval or other closed cross section. The deformation element 2 can preferably be a deformation element 2 for protecting the traction battery 1 in the event of a frontal collision of the motor vehicle 10 with a semi-trailer 20 . The deformation element 2 can particularly preferably be a deformation element 2 for protecting the traction battery 1 in the event of a head-on collision of the motor vehicle 10 with a rear end of a semi-trailer 20 . This can e.g. B. can be achieved via the mounting height of the deformation element 2, since semi-trailers 20 or their rear area usually have standardized heights (e.g. loading sills typically between 1 and 1.5 m). For this purpose, the deformation element 2 can be arranged in front of the traction battery 1 with respect to a forward travel direction V of the motor vehicle 10 . The deformation element 2 is preferably arranged directly in front of the traction battery 1, ie preferably no other vehicle components (such as an engine, compressed air system, etc.) are arranged between the deformation element 2 and the traction battery 1. Furthermore, the deformation element 2 can be arranged at least in sections at the same height as the traction battery 1 (eg its rear ceiling area 1b ₂ ) with respect to the vertical axis H. The deformation element 2 preferably has a deformation path D, which extends along the longitudinal axis L of the motor vehicle 10 partially above the traction battery 1 (eg above a front area of the traction battery 1). i.e. in the event of a crash-related movement or deformation of the deformation element 2 (which 1 illustrated by the position of the deformation element 2 shown in dashed lines) the deformation element 2 can have a space available here that would otherwise be occupied by the traction battery 1 if it were mounted horizontally or vertically. In other words, the deformation element 2 can be deformed or moved out of a preferably undeformed assembly position by an impact load acting on the traction battery 1 (e.g. its front area) during the impact event, so that the deformation element 2 is in this (deformed) intrusion position - with respect to the vertical axis H of the motor vehicle 10 - can be arranged at least partially overlapping with the traction battery 1. Advantageously, a sufficient deformation path D of the deformation element 2 can be ensured in this way, in order to enable sufficient absorption of impact energy by deformation of the deformation element 2 in the event of an impact event of the motor vehicle 10, and at the same time damage to the traction battery 1 by deformation caused by a crash of the deformation element 2 are avoided as far as possible.

2 shows a schematic representation of a motor vehicle 10 (obliquely from above) according to a further embodiment, with the representation here also being limited to the components that are most necessary for understanding. While related to 1 Above all, the inclination of the traction battery 1 and its interaction with a deformation element 2 is preferably provided is described in connection with 2 primarily the attachment of the corresponding components to the motor vehicle 10 and details of the structural design are dealt with. However, it is understood that the reference to the 1 described techniques and features with the techniques and features now with reference to 2 are described, can be combined, individually or in any combination.

Also according to the embodiment 2 1 shows the main characteristic of the claimed motor vehicle 10, namely that the motor vehicle 10 comprises a traction battery 1 arranged in an inclined position with respect to the horizontal plane of the motor vehicle 10, preferably tilted forward and downward. In the present case, the motor vehicle 10 also has, for example, two, preferably parallel, longitudinal frame members 3a, 3b (e.g. each in the form of a C-profile member), which are referred to below as the first longitudinal frame member 3a and the second longitudinal frame member for better differentiation 3b can be referred to. The traction battery 1 can preferably be arranged between the first and second longitudinal frame members 3a, 3b (e.g. below a driver's cab of the motor vehicle 10) in order to advantageously enable the traction battery 1 to be protected against side impact events on the motor vehicle 10 . Furthermore, the traction battery 1 can have an upper battery area 1c, which is arranged above the first and/or second longitudinal frame member 3a, 3b with respect to a vertical axis H of the motor vehicle 10. In other words, the traction battery 1 can be located at least in certain areas with respect to the vertical axis H of the motor vehicle 10 above the first and/or second longitudinal frame member 3a, 3b. The upper battery area 1c is preferably arranged at the same height as the deformation element 2 with respect to the vertical axis H of the motor vehicle 10 at least in sections.

The deformation element 2 can be designed - as shown by way of example - in the form of a hollow profile which extends above and transversely to the first and/or second longitudinal frame member 3a, 3b and which is attached to the frame by means of two receiving elements 4a, 4b, which are preferably designed as mirror images of one another - Longitudinal members 3a, 3b can be attached. Merely as an example, the deformation element 2 can be connected to the first longitudinal frame member 3a by means of a first receiving element 4a (e.g. in the form of a bracket and/or cassette) and/or by means of a second receiving element 4b (e.g. in the form of a Console and / or cassette) to be connected to the second frame side member 3b. The first and/or second receiving element 4a, 4b is preferably in the form of a cassette that is open on one side, preferably open to the front, with “cassette” preferably being a box-shaped holding structure (e.g. made of steel) for the deformation element 2 can be understood. The cassettes can also each comprise two plane-parallel side parts, each of which can have an opening. The openings in the side parts of a cassette, which are preferably aligned with one another, can form the passage through which the deformation element 2 can be inserted. For example, a preferably distal end region of the deformation element 2 can be accommodated in the first and second receiving element 4a, 4b or in the respective passages. This advantageously ensures stable mounting of the deformation element 2, while at the same time, in the event of a crash, a compensating movement of the deformation element 2 (e.g. a lateral “dipping” or “pushing through”) is made possible, in order to preferably prevent the deformation element 2 from breaking out from storage or support during an impact event. Furthermore, the first receiving element 4a can be connected to the first longitudinal frame member 3a (e.g. screwed, riveted and/or welded) and/or the second receiving element 4b can be connected to the second longitudinal frame member 3b (e.g. screwed, riveted and/or welded). Merely by way of example, the first and/or second receiving element 4a, 4b can have a carrier plate, preferably a cantilevered one, by means of which the receiving elements 4a, 4b are mounted on the respective longitudinal frame members.

Furthermore, the motor vehicle 10 - as shown by way of example - a cooling module 5 with at least a cooler (such as an intercooler, water cooler, etc.). A preferably gaseous and/or liquid heat transfer medium can flow through the at least one cooler. For example, the at least one cooler z. B. to a cooling and / or refrigerant circuit of the motor vehicle 10 can be connected. The cooling module 5 can be mounted on a respective front end of the first and second longitudinal frame members 3a, 3b. Cooling module 5 is therefore preferably a front cooling module of motor vehicle 10 (e.g. oriented transversely to the first and/or second longitudinal frame member 3a, 3b). preferably behind, preferably immediately behind, the cooling module 5 can be arranged. i.e. The deformation element 2 can preferably be arranged between the cooler module 5 and the traction battery 1 with respect to a longitudinal axis L of the motor vehicle 10 . In this way, the most reliable protection possible for traction battery 1 can be advantageously provided overall, particularly in the event of a head-on collision of motor vehicle 10 with a (e.g. preceding) semi-trailer 20, while at the same time the cooling air flow to cooling module 5 through deformation element 2 and/or whose holding is influenced as little as possible.

In order to emphasize the inclined position of the traction battery 1 again, FIG 3 the embodiment described above again in a different (side) view.

4 shows the embodiment described above again in a schematic sectional view, the section lying in the longitudinal center plane of the vehicle. As is shown here as an example, the traction battery 1 can preferably have a box-shaped and/or cuboid outer housing, which can have several side elements as well as a base element 1a and a cover element 1b. Furthermore, the traction battery 1 or its outer housing can be fastened directly and/or by means of corresponding holding elements to the first and/or second longitudinal frame member 3a, 3b.

Although the invention has been described with reference to specific embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents substituted without departing from the scope of the invention. Accordingly, the invention should not be limited to the disclosed embodiments, but should include all embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to.

Reference List

1

traction battery

1a

floor element

1a1

Front floor area

1a2

Rear floor area

1b

ceiling element

1b1

Front ceiling area

1b2

Rear ceiling area

1c

Upper battery area

2

deformation element

3a

First frame rail

3b

Second frame longitudinal member

4a

First recording element

4b

Second recording element

5

cooling module

10

motor vehicle

20

semi-trailer

D

deformation path

H

Vertical axis of the motor vehicle

L

Longitudinal axis of the motor vehicle

I

Longitudinal axis of the traction battery

Q

transverse axis of the motor vehicle

q

Transverse axis of the traction battery

V

forward driving direction

Claims (15)

Motor vehicle (10), preferably commercial vehicle, having a traction battery (1), characterized in that the traction battery (1) with respect to a plane (E _H ) extending from a longitudinal axis (L) of the motor vehicle (10) and a transverse axis (Q) of the motor vehicle (10), is arranged in an inclined position, preferably tilted forwards and downwards. Motor vehicle (10) after claim 1 , characterized in that the traction battery (1) with respect to the longitudinal axis (L) of the motor vehicle (10) at an angle of attack (α) between 5 ° and 40 °, preferably between 10 ° and 20 °, is arranged. Motor vehicle (10) according to any one of the preceding claims, characterized in that the Traction battery (1) has a base element (1a), a) the base element (1a) being arranged rising, preferably rising in a straight line, counter to a forward travel direction (V) of the motor vehicle (10); and/or b) the floor element (1a) having a front floor area (1a ₁ ) and a rear floor area (1a ₂ ), the front floor area (1a ₁ ) being arranged lower with respect to a vertical axis (H) of the motor vehicle (10). than the rear floor area (1a ₂ ). Motor vehicle (10) according to one of the preceding claims, characterized in that the traction battery (1) has a ceiling element (1b), a) the ceiling element (1b) rising counter to a forward travel direction (V) of the motor vehicle (10), preferably rising in a straight line , is arranged; and/or b) the ceiling element (1b) having a front ceiling area (1b ₁ ) and a rear ceiling area (1b ₂ ), the front ceiling area (1b ₁ ) being arranged lower with respect to a vertical axis (H) of the motor vehicle (10). than the rear ceiling area (1b ₂ ). Motor vehicle (10) according to one of the preceding claims, characterized in that a) that a longitudinal axis (l) of the traction battery (1) is arranged at an angle to a longitudinal axis (L) of the motor vehicle (10); and/or b) that a vertical axis (h) of the traction battery (1) is arranged at an angle to a vertical axis (H) of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, characterized by a deformation element (2), preferably a crash strut, wherein the one deformation element (2) is deformable with reduction of impact forces of the impact event and the one deformation element (2) with respect to a forward driving direction ( V) of the motor vehicle (10) is arranged in front of the traction battery (1). Motor vehicle (10) after claim 6 , characterized in that the deformation element (2) has a deformation path (D) which extends along the longitudinal axis (L) of the motor vehicle (10) partially above the traction battery (1), preferably partially above a front area of the traction battery (1). . Motor vehicle (10) after claim 6 or 7 , characterized in that the deformation element (2) can be deformed from a, preferably undeformed, assembly position into an intrusion position, - wherein in the assembly position the deformation element (2) and the traction battery (1) relative to a vertical axis (H) of the motor vehicle (10) are not arranged overlapping; and - wherein in the intrusion position the deformation element (2) and the traction battery (1) are arranged at least partially overlapping with respect to the vertical axis (H) of the motor vehicle (10). Motor vehicle (10) according to one of Claims 6 until 8th , characterized in that the traction battery (1) is arranged such that the traction battery (1) is protected from damage by a deformation movement of the deformation element (2) directed preferably along the longitudinal axis (L) of the motor vehicle (10). Motor vehicle (10) according to one of Claims 6 until 9 , characterized in that the deformation element (2) is a deformation element for protecting the traction battery (1) in the event of a frontal collision of the motor vehicle (10) with a semi-trailer (20), preferably in the event of a frontal collision of the motor vehicle (10) with the rear of a semi-trailer (20 ), is. Motor vehicle (10) according to one of the preceding claims, characterized by a first longitudinal frame member (3a) and a second longitudinal frame member (3b), the traction battery (1) being arranged between the first and second longitudinal frame members (3a, 3b). and preferably has an upper battery area (1c) which is arranged above the first and second longitudinal frame members (3a, 3b) with respect to a vertical axis (H) of the motor vehicle (10). Motor vehicle (10) after claim 11 , if referring back to one of the Claims 6 until 10 , characterized in that a) that the deformation element (2) extends transversely to the first and second longitudinal frame members (3a, 3b); and/or b) that the deformation element (2) extends along a transverse axis (Q) of the motor vehicle (10); c) that the deformation element (2) is arranged above the first and second longitudinal frame member (3a, 3b); and/or d) that the deformation element (2) connects the first and second longitudinal frame member (3a, 3b) to one another; and/or e) that the deformation element (2) is connected to the first longitudinal frame member (3a) by means of a first receiving element (4a) and to the second longitudinal frame member (3b) by means of a second receiving element (4b), wherein in the first and second receiving element (4a, 4b) each have a, preferably distal, Endbe rich of the deformation element (2) is added. Motor vehicle (10) after claim 12 , characterized by a cooling module (5) which is mounted on a respective front end of the first and second longitudinal frame member (3a, 3b) and which extends transversely to the first and second longitudinal frame member (3a, 3b), the deformation element (2) is arranged behind the cooling module (5) with respect to a forward direction of travel (V) of the motor vehicle (10). Motor vehicle (10) after Claim 13 , characterized in that a) that the cooling module (5) is fastened to the first longitudinal frame member (3a) and to the second longitudinal frame member (3b); and/or b) that the cooling module (5) connects the first and second longitudinal frame member (3a, 3b) to one another; and/or c) that the cooling module (5) has an intercooler and/or a coolant cooler; and/or d) that the cooling module (5) extends at least in sections along the transverse axis (Q) of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, characterized in that a) that the traction battery (1) comprises a plurality of battery cells, preferably lithium-ion battery cells; and/or a) is box-shaped and/or cuboid; and/or b) has a preferably closed outer housing.

Images