High-voltage battery arrangement and vehicle with such a

Abstract

High-voltage battery arrangement, comprising a housing (2) for a high-voltage battery (52), wherein a low-voltage source (11, 53) is arranged in or on the housing (2), wherein the high-voltage battery arrangement further comprises a battery management system (54) which is supplied by the low-voltage source (11, 53) and is arranged in the housing (2).

Description

[0001] The invention relates to a high-voltage battery arrangement and a vehicle, in particular an electrically powered vehicle (electric vehicle) with such a high-voltage battery arrangement.

[0002] Many of the electric vehicles known in the prior art are not developed from scratch, but are based on existing vehicles designed for operation with internal combustion engines. Components that must be accommodated in the vehicle due to the electric drive are usually arranged either in such a way that they take the place of a component that is no longer needed or that they occupy a previously unused space. For example, high-voltage batteries for supplying energy to an electric drive can be located in the vehicle where the fuel tank would be in a combustion engine vehicle. Furthermore, high-voltage batteries can be installed in unused spaces, such as under the seats or in the trunk, as well as in flat floor or roof assemblies.

[0003] Common high-voltage batteries require a separate power supply to activate their battery management system. The battery management system is responsible for recording and monitoring the battery's technical parameters. These parameters can include temperature, voltage, and / or the state of charge of the battery or individual battery cells. If the battery is not installed and connected in the vehicle (for example, during transport or storage), the battery management system can only perform its function if it is powered by an external energy source. Current technologies utilize external DC-DC converters for this purpose.

[0004] For example, German patent application DE 10 2012 000 442 A1 discloses a DC / DC converter in a vehicle that transforms high-voltage electrical power, originating from a high-voltage source in the vehicle, into low-voltage electrical power at a regulated voltage level. The low-voltage electrical power is distributed by a low-voltage bus.

[0005] However, such a high-voltage battery has no monitoring or documentation whatsoever if it is not installed in the vehicle or otherwise connected to a power supply.

[0006] German patent application DE 10 2005 036 227 A1 discloses an arrangement structure of an electrical distribution box comprising a high-voltage battery (45), a battery pack (35) for receiving the battery (45), wherein the battery pack (35) is mounted on a vehicle, and an electrical distribution box (1) arranged in the battery pack (35) and connected to the battery (45), assuming that an impact occurs on the battery pack mounting side of the vehicle, the electrical distribution box (1) is arranged on the side of a wall (35b) of the battery pack (35) opposite the impact side of the vehicle.

[0007] German patent application DE 11 2007 001 145 T5 discloses an energy storage device (1) mounted on a rear section of a vehicle and comprising: a high-voltage connection unit (21, 22) and a low-voltage connection unit (23) with a lower electrical voltage than in the high-voltage connection unit (21, 22), wherein the high-voltage connection unit (21, 22) is arranged on a forward-facing side of the vehicle and the low-voltage connection unit (23) is arranged on a rear-facing side of the vehicle.

[0008] The French patent application FR 2 961 771 A1 discloses a method comprising the assembly of power electronics elements into a single power electronics block (7), wherein the power electronics elements comprise an inverter, a high temperature to body temperature (HT / BT) converter, a slow charge charger on a special sector, a fast charge charger on special sockets and an administration enclosure.

[0009] German patent application DE 195 39 695 A1 discloses a system consisting of a battery management part (10) and a group of sensors (11), which uses an auxiliary battery (8) to monitor the high-voltage battery regardless of whether the vehicle is being driven or parked, without high power consumption.

[0010] The present invention is based on the technical problem of providing a high-voltage battery that is improved compared to the prior art.

[0011] This problem is solved by a high-voltage battery arrangement as defined in claim 1. Advantageous further developments are described in the dependent claims and in the features disclosed below.

[0012] The high-voltage battery arrangement comprises a housing for a high-voltage battery, wherein a low-voltage voltage source is arranged in or on the housing.

[0013] A low-voltage battery and / or a DC / DC converter can be arranged in or on the housing of the high-voltage battery to serve as a low-voltage voltage source.

[0014] The term "low-voltage battery" refers to a battery with a voltage of less than 60 V, preferably 12 V to 48 V, and particularly preferably 14 V. The term "high-voltage battery," on the other hand, refers to a battery with a voltage of more than 60 V, preferably 120 V to 400 V.

[0015] Preferably, the high-voltage battery arrangement includes a battery management system. The battery management system is powered by the low-voltage voltage source. This power supply can be provided by the low-voltage battery or a DC-DC converter. The DC-DC converter transforms the high voltage from the high-voltage battery into a low voltage to power the battery management system.

[0016] Preferably, the battery management system is configured to record at least one parameter of the high-voltage battery. This at least one parameter can be a parameter from the group that includes temperature, voltage, and state of charge of the battery or individual battery cells.

[0017] Preferably, a data storage device connected to the battery management system is provided, wherein the battery management system is configured to store the at least one parameter by means of the data storage device.

[0018] Preferably, the battery management system is activated ("woken up") at periodic intervals and performs the acquisition of at least one parameter and the storage of that parameter using the data storage device.

[0019] This enables regular monitoring of battery parameters, particularly during battery transport or storage, e.g., as a spare part.

[0020] The high-voltage battery arrangement can include either a low-voltage battery or a DC-DC converter as a low-voltage power source. Preferably, in this case, the low-voltage battery is designed such that it is only required to cover peak power demands. Average power levels are then provided by the DC-DC converter. Since the converter does not need to provide peak power, it can be designed to be smaller.

[0021] Preferably, the data stored in the data storage device can be transmitted to an external device via a wired and / or wireless data interface. Examples of wireless interfaces that can be used include Near-Field Communication (NFC), Bluetooth, or WLAN.

[0022] A corresponding method for recording and storing at least one parameter of a high-voltage battery wakes up the battery management system at periodic intervals; records the at least one parameter; and stores the at least one parameter using the data storage device.

[0023] The high-voltage battery arrangement described here, or the battery housing described here, makes it possible to simplify the monitoring of technical parameters.

[0024] The following describes the structural features of the housing of the high-voltage battery assembly.

[0025] The housing structure according to the invention comprises a first housing component, which is designed in particular as a receiving tray and is provided with first crossbeams. The first crossbeams are connected to a base of the receiving tray at an outer surface. They have ends projecting beyond a base edge zone, which are designed for attachment to a vehicle assembly, in particular vehicle longitudinal members, so that the container structure is suitable, in the installed state, to increase the torsional stiffness of a vehicle assembly, in particular about a vehicle longitudinal axis.

[0026] The housing structure is designed for energy storage devices, particularly vehicle energy storage systems. These include battery cells and modules, as well as storage elements for fuel fluids such as gasoline or diesel, hydrogen, LNG, and LPG. The housing structure can also accommodate fuel cell stacks used for energy conversion.

[0027] The connection of these first crossbeams to the base of the first housing component (the receiving tray) at an outer surface creates a robust, stabilizing connection without restricting the interior of the tray, which is intended to serve as a receiving space for energy storage components or other items. If the base is designed as a flat surface, for example, it is reinforced and stabilized by the first crossbeam elements in a rib-like manner.

[0028] Fixing the ends to a vehicle assembly, particularly to the longitudinal beams of a floor assembly, stiffens this structure. This is achieved firstly through the connection via the first crossbeams themselves, and secondly also through the mounting tub coupled to the vehicle assembly via the crossbeams, which can already possess considerable inherent stiffness, further increased by the additional crossbeams.

[0029] According to the invention, the housing has a first housing part or housing component, in particular a receiving tray, which can be connected to the vehicle body, wherein the first housing part, in the state connected to the vehicle body, contributes to at least one mechanical property of the vehicle, e.g. stiffening a vehicle assembly or the vehicle body.

[0030] Preferably, the at least one mechanical property includes in particular a lateral and / or a longitudinal torsional stiffness.

[0031] Preferably, the first housing part forms part of the vehicle floor or part of a vehicle floor structure, in which the first housing part is arranged below the actual vehicle floor.

[0032] Preferably, the first housing part is a base of the housing or of the housing component designed as a receiving tray.

[0033] Preferably, the housing comprises at least one further housing part (second housing part). The second housing part can be designed as a cover, so that the housing formed by the first and second housing parts essentially constitutes an enclosed space. In one embodiment, the cover contributes to at least one mechanical property of the vehicle. Alternatively, the cover does not contribute to any mechanical property of the vehicle.

[0034] Preferably, the first housing part comprises at least one element reinforced in the longitudinal or transverse direction (longitudinal beam, crossbeam). Advantageously, the first housing part has a ribbed structure. Preferably, all or some of the longitudinal beams, crossbeams, and / or ribs project beyond the dimensions of the housing and are designed at the edges to be suitable for attachment to the vehicle body.

[0035] Preferably, the first housing part further comprises at least one edge section, which can be detachably or permanently connected to the first housing part, for fastening the first housing part to the vehicle body. Additionally or alternatively, the at least one edge section contributes to at least one mechanical property.

[0036] Preferably, the first housing part consists essentially of a material suitable for contributing to a mechanical property of the vehicle. Preferably, the first housing part consists essentially of steel and / or aluminum and is further preferably manufactured as a deep-drawn part.

[0037] In the aforementioned embodiment of the second housing part, in which the second housing part contributes to at least one mechanical property of the vehicle, the second housing part is advantageously made of a solid material suitable for contributing to a mechanical property of the vehicle. Preferably, the second housing part consists essentially of steel and / or aluminum.

[0038] In the alternative embodiment of the second housing part, in which the second housing part does not contribute to a mechanical property of the vehicle, the second housing part advantageously consists essentially of a lightweight material that does not need to be suitable for contributing to a mechanical property of the vehicle. Preferably, the second housing part consists essentially of plastic.

[0039] The housing according to the invention is suitable for accommodating energy storage devices, in particular high-voltage batteries consisting of at least one battery cell. Furthermore, the housing is suitable for accommodating gas tanks (e.g., natural gas (LPG or CNG), hydrogen cylinders for a fuel cell vehicle, etc.), which are preferably fixed in a container (rack) that can be accommodated by the housing. The housing according to the invention is also suitable for accommodating energy converters, in particular one or more fuel cells (fuel cell stack).

[0040] The following describes the features of a modular high-voltage battery, which can be advantageously accommodated in the high-voltage battery arrangement.

[0041] It is known that batteries of varying capacities are used to power electric vehicles. (In this context, "capacity" can refer to a capacity measured in watt-hours (WH) or a nominal charge measured in ampere-hours (Ah).) This results in different battery housing dimensions, which must be considered during vehicle design. Furthermore, the operating voltage required for an electric vehicle is not always the same. It can vary for different vehicles and / or applications.

[0042] The exemplary battery arrangement comprises a housing for accommodating a variable number m of modules, wherein at least one module comprises a predetermined number u of battery cells and is configurable such that, depending on the number of modules m accommodated by the housing, a different electrical interconnection of the battery cells in the module results.

[0043] The exemplary battery arrangement or housing is suitable for accommodating one or more modules, with each module designed to hold a number of battery cells. This results in a modular design that allows for a wide variety of combinations of battery cells and modules within the housing.

[0044] Here, "battery" refers to any type of energy storage or energy converter in which storage elements, referred to here as battery cells, are interconnected. This includes conventional battery cells as well as storage elements for fuel fluids such as gasoline or diesel, hydrogen, LNG, and LPG. The housing structure can also accommodate fuel cell stacks intended for energy conversion. Specifically, the battery in this context is a high-voltage battery, for example, a traction battery for an electric or hybrid vehicle.

[0045] Preferably, the battery cells of a module each have a cell voltage U_cell and at least one battery module is configurable such that p strings of s battery cells of the module can be connected in parallel to each other, where p is a divisor of the number u of battery cells in the module, resulting in a module voltage of U_module = U_cell * s = U_cell * u / p.

[0046] Preferably, a module can be configured alternatively such that for at least two alternative dividers p of the number u of battery cells in the module, p strings of s battery cells each are connected in parallel to each other.

[0047] It is particularly preferred that all modules of the battery arrangement can be configured in the manner just described.

[0048] Advantageously, the configuration of a battery module can be adjusted depending on the number of modules. For example, the wiring of the battery cells within the modules can change when another module is added to the battery assembly or a module is removed from the battery assembly.

[0049] As an example, consider the case where u=12 battery cells are used in a module. The voltage of a single battery cell is denoted by U_cell. The voltage across the module's electrical terminals is denoted by U_module. The number u=12 has the possible divisors p = 1, 2, 3, 4, 6, and 12. This results in the following possibilities for arranging the battery cells: • p=1 series connection of s=12 battery cells; U_module = 12 * U_cell • p=2 series circuits of s=6 battery cells each; parallel connection of the 2 series circuits; U_module = 6 * U_cell • p=3 series circuits of s=4 battery cells each; parallel connection of the 3 series circuits; U_module = 4 * U_cell • p=4 series circuits of s=3 battery cells each; parallel connection of the 4 series circuits; U_module = 3 * U_cell • p=6 series circuits of s=2 battery cells each; parallel connection of the 6 series circuits; U_module = 2 * U_cell • p=12 Parallel connection of p=12 battery cells; U_module = U_cell

[0050] If, for example, a battery array contains m=16 modules, each with u=12 battery cells, and these are configured to p=2 according to the example above, the battery array has a total voltage U_battery = m * U_module = 16 * 6 * U_cell = 96 U_cell. If 8 more modules are added to the battery array, resulting in a configuration with m=24, the individual modules are reconfigured to p=3. This results in a total voltage U_battery = m * U_module = 24 * 4 * U_cell = 96 U_cell. Due to the reconfiguration of the individual modules to p=3, the total voltage of the battery array remains unchanged despite the serial connection of further modules. If another 8 modules are added to the battery array, resulting in a configuration with m=32 modules, the individual modules are reconfigured to p=4. In this case, the total voltage is U_Battery = m * U_Module = 32 * 3 * U_Cell = 96 U_Cell.Despite the serial connection of further modules, the total voltage of the battery arrangement remained unchanged after the individual modules were reconfigured to p=4.

[0051] Preferably, the modules of the battery arrangement are electrically connected in series, so that the voltages U_module of the individual modules add up to the total voltage U_battery of the battery arrangement.

[0052] It is not necessary for the modules themselves to be designed as housings. However, this is advantageous, and preferably the module housings are essentially identical in design.

[0053] The battery cells used are advantageously essentially identical in their properties. In particular, they can have essentially the same dimensions, electrical voltages, and capacities.

[0054] Preferably, the modules are essentially identical in terms of the number and electrical interconnection of the battery cells.

[0055] Preferably, the battery cells in the module are connected in series and / or parallel such that the module has only two external electrical connections (anode / cathode, plus / minus).

[0056] Preferably, a number u = s * p of battery cells are used in a battery module, where s denotes a number of battery cells connected in series (string) and p denotes a number of series circuits connected in parallel (number of strings).

[0057] Preferably, the number u of battery cells arranged in the module is a number with as many divisors as possible. This results in particularly high flexibility in the use of the module.

[0058] The housing is ideally suited for accommodating at least two modules. The battery capacity can be varied by selecting or leaving unused the designated module positions. However, the battery voltage remains unchanged due to the parallel connection of the modules.

[0059] A secondary special case exists when only one module is used. In this case, the entire battery is constructed as described above for the construction of a single module.

[0060] In another embodiment, the uniform modules can also consist of non-uniform cells. For example, instead of connecting two uniform cells in series, a single cell with twice the cell voltage and correspondingly larger dimensions can be used.

[0061] A vehicle according to the invention is equipped with a high-voltage battery arrangement as described above. The battery arrangement can, for example, serve as the vehicle's traction battery.

[0062] The invention is further explained with reference to the figures. The exemplary illustration of the figures is not to be understood as limiting. Possible embodiments of the invention can be formed from combinations of individual or all of the illustrated features, as well as additionally or alternatively from features not shown in the figures. Directional terms such as top, bottom, longitudinal, transverse, right, left, rear, and front refer to a vehicle arranged upright in a ready-to-drive position, its longitudinal axis running in the direction of travel, and are given from the driver's perspective.

[0063] Exemplary embodiments of the invention will now be described by way of example and with reference to the accompanying drawing. This shows: Fig. 1 a perspective view of a car body shell with a housing structure according to the invention highlighted; Fig. 2 a view from below of the in Fig. 1 depicted body shell with housing structure; Fig. 3 a perspective view of an embodiment of a housing structure according to the invention without a body; Fig. 4a - 4c the housing structure made of Fig. 3 without lids, with differently filled storage compartments; Fig. 5 a schematic representation of a high-voltage battery arrangement according to an embodiment of the present invention; and Fig. 6 a schematic representation of a method for recording and storing at least one parameter of a high-voltage battery according to an embodiment of the present invention.

[0064] Fig. Figure 1 shows the essential parts of a vehicle 1 according to the invention. The housing according to the invention, consisting of a first housing part 2 and a second housing part 3, is connected to the vehicle body 4. The first housing part 2 forms a housing structure and has a number of first cross members 5 arranged in a rib structure, which project beyond the dimensions of the housing and of which, in this illustration, every second one serves for attachment to the vehicle body 4. The first cross members 5 serve to increase the torsional stiffness of the vehicle and to absorb forces in the y-direction, e.g., in a side impact.

[0065] Also shown are two longitudinally arranged elements 6, which also serve for attachment to the vehicle body 4. These elements, designed here as support brackets 6, can, for example, also be configured as longitudinal beams extending essentially over the entire length of the housing. In this configuration, the elements 6 serve both to attach the housing to the vehicle body and to improve mechanical rigidity. However, the elements can also be configured such that, like the support brackets 6 shown here, they primarily serve only for attachment to the vehicle body. In this case, they do not extend over a significant length of the housing, but are, for example, attached to the corners of the first housing part (e.g., welded on or formed from it).Elements 6 mainly serve to transfer longitudinal forces (in the x-direction) from the battery tray (first housing part 2) into the vehicle structure (e.g. in a frontal crash).

[0066] Furthermore, in Fig. 1 A coupling element, designed as an edge part or profile rail 7 and connected longitudinally to crossbeams 5, is shown, which additionally contributes to the stiffness of the vehicle.

[0067] Elements 5 (every second one, see figures) and 6 serve to attach the battery to the vehicle body. The cross members 5 increase torsional stiffness and dissipate lateral forces in a side impact. Elements 6 primarily dissipate longitudinal forces from the battery tray (housing part 2) into the vehicle structure (e.g., in a frontal impact). Element 7 can be designed as an edge section but does not directly attach the battery to the vehicle body. Part 7 is located inside a longitudinal member of the vehicle body. The first housing part is connected to the vehicle body by means of screw connections between elements 5 and the insert 7 in the longitudinal member. The inventors will provide further sketches illustrating this.

[0068] The longitudinal beam can be made of aluminum, the insert 7 of high-strength steel. This results in improved crash performance.

[0069] Fig. Figure 2 shows a view of the underbody of the vehicle 1 according to the invention. Reference numerals of the same name denote essentially the same parts. Fig. 2 shows the design of the rib-shaped crossbeams 5.

[0070] Fig. Figure 3 shows a housing 8, consisting of the first housing part 2, which forms the housing structure according to the invention, and a second housing part 3. The second housing part 3 is shown transparently, so that the arrangement of battery cells 9 in the housing 8 can be seen. The first housing part 2 has a number of first cross members 5 arranged in a rib structure, the ends of which project beyond the dimensions of the housing 8 and serve for attachment to the vehicle body. Also shown are the longitudinally arranged elements 6, which likewise serve for attachment to the vehicle body.

[0071] The Fig. Figures 4a to 4c show a battery housing according to the invention with a different number of battery cells. Fig. 9a contains m=16 modules 9 arranged, each module consisting of u=12 battery cells. The spaces provided for the arrangement of further modules are shown in Fig. 4a not occupied, in Fig. 4b partially occupied and in Fig. 4c is fully occupied. This includes... Fig. 4b m=24 modules are arranged. This results in a difference compared to the embodiment of Fig. 4a increased capacity by 50%. In Fig. 4c, m=32 modules are arranged. This results in a difference compared to the embodiment of Fig. 4a increased capacity by 100%. The modules are each electrically connected in series, so that the voltages of the modules add up to the total voltage of the battery arrangement.

[0072] Fig. Figure 5 shows a schematic representation of a high-voltage battery arrangement 50 according to an embodiment of the present invention. The high-voltage battery arrangement 50 comprises a housing 2 for a high-voltage battery 52. ​​The high-voltage battery 52 consists of three modules 9 connected in series, so that the voltages of the individual modules 9 are summed. The high-voltage battery has, for example, a voltage of 354 V. The high-voltage battery arrangement 50 further comprises a low-voltage battery 11 attached in or to the housing 2. The low-voltage battery 11 supplies a voltage of 14 V. The high-voltage battery arrangement 50 further comprises a DC-DC converter 53 attached in or to the housing 2. The high-voltage battery 52 includes a battery management system 54.

[0073] The battery management system 54 is powered by the low-voltage battery 11 and / or via the DC-DC converter 53. The DC-DC converter 53 converts the high voltage of the high-voltage battery 52 into a low voltage to power the battery management system 54. The battery management system 54 is configured to monitor parameters of the high-voltage battery 52, such as temperature, voltage, and state of charge.

[0074] The high-voltage battery assembly 50 further comprises a data storage device 55, which is connected to the battery management system 54. The battery management system 54 is configured to store acquired parameters using the data storage device 55. Fig. Figure 5 shows the data storage device 55 as a separate unit, distinct from the battery management system 54. However, the data storage device 55 can also be part of the battery management system 54.

[0075] The high-voltage battery arrangement 50 further includes a wake-up unit 56, which is designed to wake up the battery management 54 at periodic intervals and to perform the acquisition of parameters of the high-voltage battery 52 and the storage by means of the data storage device 55.

[0076] The high-voltage battery assembly 50 further comprises a data communication unit 57, which is configured to transmit the data stored in the data storage device 55 to an external device via a wired and / or wireless data interface. Wireless interfaces can include, for example, a near-field communication (NFC) interface, a Bluetooth interface, or a WLAN interface.

[0077] The high-voltage battery assembly 50 can be removed from a vehicle. Particularly during battery transport or storage, e.g., as a spare part, the described high-voltage battery assembly 50 enables regular monitoring of battery parameters.

[0078] Since the high-voltage battery arrangement 50 includes both a low-voltage battery 11 and a DC-DC converter 53 as a low-voltage voltage source, the low-voltage battery is designed such that it is only needed to cover peak power demands. Average power is then provided by the DC-DC converter 53. Because the DC-DC converter 53 does not have to provide power peaks, it can be made smaller.

[0079] In alternative embodiments, either the low-voltage battery 11 or the DC-DC converter 53 is omitted, so that only the low-voltage battery 11 or only the DC-DC converter 53 is used as a low-voltage voltage source to supply the battery management system 54.

[0080] Fig. Figure 6 shows a schematic representation of a method for acquiring and storing at least one parameter of a high-voltage battery according to an embodiment of the present invention. In a first step 101, the battery management system is activated. This can be done, for example, by an electronic timer. After the battery management system has been activated, at least one parameter of the high-voltage battery is acquired in a second step 102. In a third step 103, the at least one parameter is then stored using the data storage device. These steps can be performed at periodic intervals. Reference symbol list 1 vehicle 2. First housing part (housing structure) 3. Second housing part (lid) 4a Vehicle body 5 first crossbeam 6 longitudinal beams (beam brackets) 7 Edge section (profile rail) 8 cases 9 Battery module 11 Low-voltage battery 50 high-voltage battery arrangement 52 high-voltage battery 53 DC / DC converters 54 Battery Management 55 Data storage device 56 alarm unit 57 Data communication unit

Claims

[1] High-voltage battery arrangement comprising a housing (2) for a high-voltage battery (52), wherein a low-voltage voltage source (11, 53) is arranged in or on the housing (2), wherein the high-voltage battery arrangement further comprises a battery management system (54) which is supplied by the low-voltage voltage source (11, 53) and is arranged in the housing (2). [2] High-voltage battery arrangement according to claim 1, wherein the low-voltage voltage source (11, 53) is a low-voltage battery (11) with a voltage of less than 60 V, preferably 12 V to 48 V, particularly preferably 14 V. [3] High-voltage battery arrangement according to one of the preceding claims, wherein the low-voltage voltage source (11, 53) is a DC / DC converter (53) that converts the high voltage of the high-voltage battery (52) into a low-voltage voltage to supply the battery management system (54). [4] High-voltage battery arrangement according to one of the preceding claims, wherein the battery management (54) is configured to detect at least one parameter of the high-voltage battery (52). [5] High-voltage battery arrangement according to claim 4, wherein the at least one parameter is a parameter from the group comprising a temperature, a voltage and a state of charge of the battery or individual battery cells. [6] High-voltage battery arrangement according to claim 4 or 5, which further comprises a data storage device (55) connected to the battery management (54), wherein the battery management (54) is configured to store the at least one parameter by means of the data storage device (55). [7] High-voltage battery arrangement according to claim 6, further comprising a wake-up unit (56) which wakes up the battery management (54) at periodic intervals and performs the acquisition of the at least one parameter and the storage by means of the data storage device (55). [8] Vehicle with a high-voltage battery arrangement (50) according to any of the preceding claims. [9] Method for detecting and storing at least one parameter of a high-voltage battery according to claim 6, wherein the method comprises: Waking up (101) the battery management system; Acquisition (102) of at least one parameter; and Storing (103) the at least one parameter using the data storage device.

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