CN109478792B - 用于给电驱动的车辆充电的车辆车载电网和方法 - Google Patents

用于给电驱动的车辆充电的车辆车载电网和方法 Download PDF

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CN109478792B
CN109478792B CN201780044799.6A CN201780044799A CN109478792B CN 109478792 B CN109478792 B CN 109478792B CN 201780044799 A CN201780044799 A CN 201780044799A CN 109478792 B CN109478792 B CN 109478792B
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fbn
charging
voltage
vehicle
inverter
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CN109478792A (zh
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F.普法伊尔希夫特
P.布罗克霍夫
M.布吕尔
M.滕斯
E.席尔默
P-M.施魏策-贝尔贝里希
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Vitesco Technologies GmbH
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Continental Automotive GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
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Abstract

本申请涉及一种方法和一种车辆车载电网（FBN），该车辆车载电网具有：‑逆变器（WR）；‑电的蓄能器（ES）；‑电机（EM）；和‑交变电流‑传输接头（AC），其中，所述逆变器（WR）具有第一侧（S1）和第二侧（S2），且所述逆变器被设计用于在这些侧（S1、S2）之间传输功率，其中，在所述逆变器（WR）的第一侧（S1）上，所述逆变器（WR）的两个输出接头（EA1、EA2）与所述蓄能器（ES）连接或可连接，其中，在所述逆变器（WR）的第二侧（S2）上，所述逆变器（WR）的至少两个相电流接头（PS1、PS2、PS3）与所述电机（EM）连接或可连接，其中，通过由控制器（Ctrl）控制的开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW‑盒），所述车辆车载电网（FBN）的至少一个充电输入端（N；AC1、AC2、AC3；DC+、DC‑）可分别接通到所述电机（EM）的一个内部的马达相（U2、V2、W2）上，并且其中，所述车辆车载电网（FBN）被构造（Ctrl；SW‑盒）用于首先用第一电压（U1）给所述电的蓄能器（ES）充电（AC；DC），并且然后用第二电压（U2）给所述电的蓄能器（ES）充电（AC；DC），该第二电压（U2）大于所述第一电压（U1）。

Description

用于给电驱动的车辆充电的车辆车载电网和方法
技术领域
带有电驱动器的机动车、即电动车辆和混合动力车辆包括用于给该电驱动器供电的电的蓄能器。电动车辆和插电式混合动力车辆配备有接头，借助该接头能够以直流电压和/或交变电压将能量由固定的供电网（当地的或公用的）传递给所述蓄能器，以用于给该蓄能器充电。
背景技术
DE102015218416和DE102016209905（其内容就此是本申请公开内容的一部分/援引加入）根据图4和图5涉及用于给机动车的蓄能器充电的车辆车载电网。图3示出了对电动车辆或插电式车辆进行DC充电（DC=直流电压，AC=交变电压）的至少内部已知的变型。
发明内容
本发明的目的是，对用于给电的蓄能器充电的车辆车载电网或方法进行优化。该目的分别通过独立权利要求的主题得以实现。本发明的其他可行的设计由从属权利要求以及该说明书和附图得到，其中，一个或多个实施例的特征的任意的相互组合也可以限定出独立的改进或发明。
本发明的设计的优点可以在于，降低车辆中的和/或基础结构中的充电系统成本（例如节省充电电子器件、开关/接触器和导线束）。本发明的设计的优点也可以在于，通过节省第二级的充电电子器件（DC/DC-变换器），进一步降低了消耗（成本、体积、重量），其方式为，如此选取全部的HV车载电网组件（800V：蓄能器/蓄电池、换流器、电动马达EM）的电压情况，使得其高于经过整流的电网交变电压的水平。因此，根据本发明的设计，AC/DC变换器与车载滤波器和非车载电网电感一起除了可以完成整流外，也可以一同完成电压调整。
附图说明
为了介绍本发明的一些可行的设计，在简化的示意图中：
图1示出了用于机动车的或者在机动车中的车辆车载电网，以便以两种不同的电压和/或相继地首先单相地采用AC并且然后多相地采用AC或DC给蓄能器充电；
图2示出了用于机动车的或者在机动车中的另一车辆车载电网，以便以两种不同的电压和/或相继地首先单相地采用AC并且然后多相地采用AC或DC给蓄能器充电，其带有用于提高电压的附加的升降压型转换器；
图3示出了通过车辆车载电网有选择地利用直流或交变电流对蓄能器进行的至少内部已知的充电；
图4示出了根据DE102015218416通过车辆车载电网有选择地利用直流或交变电流对蓄能器进行的充电；
图5示出了根据DE102016209905通过车辆车载电网有选择地利用直流或交变电流对蓄能器进行的充电；
图6示出了用于CAS（组合充电系统）的充电插头；
图7示出了带有车辆车载电网的机动车。
具体实施方式
作为用于给蓄能器ES（例如插电式混合动力-/电动-机动车Kfz的高压/HV电池）充电的本发明的设计，图1示意性地且简化地示出了车辆车载电网FBN，该车辆车载电网可由充电站Lad通过插头Stk有选择地采用直流DC、单相的交变电流AC或三相的交变电流（三相电流）AC充电，其中，为了首先用第一电压U1充电并且然后用更大的电压U2充电，在用更高的电压U2充电之前，例如通过开关机构SW-盒的开关SW1、SW2、SW3、SW4；SP1、SP2，把待充电的蓄能器ES的电池电压U_蓄电池提高到足够的值（例如一电压值或者例如最大充电量的SOC/荷电状态/充电状态的x/80%）上，特别是如果其至少放电到低于一阈值（例如最大充电量的SOC/荷电状态/充电状态的20%或25%）。所示出的车辆车载电网FBN具有插头Stk（例如根据图1和/或6），用于采用直流DC或（单相的）交变电流AC或（三相的）三相电流AC由充电机构Lad（插头Stk可插到该充电机构上）给蓄能器ES充电。在图1、6中的插头Stk的例子中：例如示出了用于采用直流给蓄能器En充电的车辆车载电网FBN的直流-传输接头DC的两个直流-充电输入端DC+、DC-；以及针对单相的交变电流AC或三相的三相电流AC，例如分别针对比如根据中国或欧洲或德国或日本或美国的电网标准（例如EU/中国：三相400V或EU/中国：单相230V或USA/日本：单相220V）的电压，示出了车辆车载电网FBN的交变电流-传输接头AC的交流-充电输入端AC1、AC2、AC3、N（LV-Gnd）（在图6中被称为L1、L2、L3、N）；以及例如示出了N-导线（或零线或接地地线）N和必要时的控制接头和/或通信接头（P/CP）。多个（在此布置在开关盒SW-盒和/或壳体或模块中的）受控制器Ctrl控制的开关机构SW1-SW4（以及SP1、SP2）例如通过EMV-滤波器EMV-F与插头Stk连接。在这里设置了三个开关机构SW1-SW3，用于（通过Ctrl）有选择地将一个或两个或三个接头（例如AC1或AC2或AC3，或者AC1和AC2和AC3，或者DC+和DC-）分别接通到电机EM的充电输入端U2、V2、W2中的各一个上（其中，例如可以使用两个其他的开关机构SP1、SP2，用于星形三角形连接和/或用于从牵引运行切换到充电运行上）。开关机构SW4可以被设置用来接通N-导线。在图1中，开关机构SW4相比于图1示出的与其串联的电感靠近插头Stk地被连接。在图1中，开关机构SW4相比于用于相AC1的开关机构SW1远离插头Stk地被连接。此外，在图1中，开关机构SW2和SW3相比于电感（在图1中分别位于开关机构SW2、SW3上方）靠近插头Stk地布置在其与电机EM之间。但开关机构SW2和SW3也可以替代地相比于电感（在图1中分别位于所示出的与其串联的电感下方）远离插头Stk地布置，或者布置在电机EM与换流器SW之间。
例如，如下详述，通过电机EM的绕组之一（U2或V2或W2），首先采用单相的交变电流（来自用于交变电流或三相电流的接头AC2）或者采用直流电压DC（来自用于直流的接头DC+、DC-中的至少一个或两个接头）以第一电压U1给蓄能器ES充电，并且然后（当蓄能器ES被预先充分地充电时）以更高的第二电压U2，要么现在以来自AC1和AC2和AC3的三相的交变电流通过U2和V2和W2给所述蓄能器ES充电，要么由用于直流的接头DC+、DC-中的至少一个接头，通过电机EM的（定子的和/或转子的和/或带中间抽头的）绕组U2、V2、W2给所述蓄能器ES充电。
如果如所示的那样通过开关机构可接通地设置插头Stk的N-导线-接头N，则可以在以第一电压U1（采用直流电压或交变电压）充电期间和/或在以第二电压U2（采用直流电压或交变电压）充电期间将该N-导线-接头N从充电站Lad通过插头Stk和开关机构接通到电机EM和/或换流器WR和/或蓄能器ES上。在电机EM的逆变器WR的一侧S2上的三个相电流接头PS1、PS2、PS3与在电机EM的一侧上的（绕组的输出端）连接。
在蓄能器ES的逆变器WR的另一侧S1上的输出接头EA1、EA2与蓄能器ES的充电输入端连接，并且因而在这些充电输入端上为了预充电首先施加第一电压U1，并且（当蓄能器ES的电池电压U_蓄电池和/或充电状态已达到规定的值时）然后为了进一步给蓄能器ES充电而施加（相比于第一电压）更高的电压U2。
比如在本发明的图2中的设计中标有参考标记“升降压型转换器”的DC-升压器，根据本发明的比如图1中的设计并非强制需要（但尽管如此，这例如在图2中作为本发明的设计仍然可行）。电机（例如电动马达）EM可以在单相的或三相的交变电流-（AC）-充电时特别是作为电网扼流圈（Netzdrossel）来工作，对单相的（充电输入端AC2通过开关机构SW2）以及还有（例如然后）三相的（充电输入端AC1、AC2、AC3通过开关机构SW1、SW2、SW3）交变电流AC的整流可以通过换流器（例如牵引换流器）WR来进行。对于车辆车载电网FBN的电压情况，可以例如始终都选取比如800V的高的/较高的值（例如针对HV-车载电网-组件：电机EM（电动马达）、换流器WR和蓄能器ES（蓄电池））。可以（例如代替在图4、5中所述的DC-升压器电压调整）在采用交变电流AC充电时和/或在采用直流DC给蓄能器ES充电时，例如根据本发明的设计采取如下两种措施：
可以在（例如混合动力插电式的/插电式的电动车辆）EV的车辆车载电网FBN中设置蓄能器（例如HV-蓄电池）ES，其SOC-电压带（SOC：荷电状态或比如充电状态）部分地、特别是“绝大部分地”（例如过半）高于在其上施加的电压（经整流的电网交变电压或直流电压）U1和/或U2的水平。
可以有益的是，例如对于在中国或EU或德国的应用来说，蓄能器（例如蓄电池）具有800V的最大电池电压和/或充电电压，并且，从（例如完全或者到最大值的20%）空载直至（例如完全或者到最大值的80%）满载，所述蓄能器允许的和/或规定的和/或SOC和/或通常的电压范围为：500至800V。可以有益的是，例如对于在USA或日本的应用来说，蓄能器（例如蓄电池）具有400V的最大电池电压和/或充电电压，并且，从（例如完全或者到最大值的20%）空载直至（例如完全或者到最大值的80%）满载，所述蓄能器允许的和/或规定的和/或SOC-和或通常的电压范围为：230至450V。当蓄能器ES空载时（即例如SOC和/或充电状态低于比如大约20%的极限值），例如首先进行单相的（通过由开关机构SW2仅接通AC2）缓慢的交变电流-AC-预充电（例如在中国/EU：至少230V*1.42*1.1≈360V），直至达到至少一个经整流的电网交变电压U_电网_AVR的电池电压U_蓄电池（例如400V*1.42*1.1≈600V），其应作为第二电压U2从例如三相的充电（通过开关机构SW1和SW2和SW3接通AC1和AC2和AC3）时起就被施加。根据本发明的设计，充电顺序可以例如为如下：
- 在通过相应地接通开关机构SW1、SW2、SW3、SW4；SP1、SP2；（其中的SW1-SW4在此是AC-电网连接开关）而使得蓄能器ES的充电开始时，为了缓慢的蓄能器ES-预充电，控制器Ctrl选取如下配置，在该配置中，在蓄能器ES（电池）上产生最小的经整流的电网交变电压作为U1。（如果将换流器用于AC-电网，在该AC-电网中，蓄电池-或DC-链-电压低于经整流的电网交变电压，则通过换流器-半导体开关的反向-二极管会产生很高的不可控的充电电流，该充电电流可以等于短路电流，并且会自动地激活保险丝或损害部件）；
- 然后，如果蓄能器ES已充分地预充电，这（例如也利用已知的特性曲线）根据充电电压-和/或充电电流-曲线和/或进入到蓄能器ES中的充电电流和/或电压U_蓄电池等可确定出来，例如因为蓄能器ES已达到小的或者特别是大的经整流的电网交变电压（即例如U2）的电压水平，于是切换至快速充电（例如以U2；和/或：例如在EU/中国：三相地以400V，或者例如在USA/日本：单相地以220V）。这种切换例如通过开关机构SW1-SW5（即电网连接开关）在（比如与充电站Lad连接的例如公用的）电网与电机EM（例如机动车的电动马达）的相接头U2、V2、W2之间进行。根据本发明的设计，例如直流-传输接头DC的两个充电输入端DC+、DC-可向外和/或朝向（至少也）用于直流电压DC的充电站Lad通过开关机构SW2、SW3分别接通到电机EM的（内部的）马达相V2、W2上。如果充电站Lad的接地接头LV-Gnd通过插头Stk和开关机构可接通至或连接至电机EM和/或换流器WR和/或蓄能器ES或接地地线，可能除了接通接地接头LV-Gnd之外（接地接头因而在此有时也可以用作直流-传输接头DC的两个充电输入端之一），接通（SW2或SW3）直流-传输接头DC的充电输入端DC+、DC-之一也会足以充电。
例如根据本发明的设计，其形式为：在USA或日本，充电站Lad与公用电网连接，蓄能器ES可以首先相对缓慢地以例如至少170V（110V*1.42*1.1≈170V）至少预充电至“大的”（即例如D2，其比U1大）经整流的约340V（220V*1.42*1.1≈340V）的电网交变电压的水平（例如利用SW2或SW3）。然后，在电机（电动马达）和（例如与接头AC1和/或AC2和/或AC3连接的）交变电压电网AC之间的充电开关SW1-SW3切换至更加高效的配置（例如，在USA或/日本从U1=110V单相切换至U2=220V单相）。例如根据本发明的其他设计，其形式为：在中国或EU或德国，充电站Lad与公用电网连接，可以由230V单相（用于首先仅以电压U1充电）切换至400V三相（用于然后以比U1更高的电压U2充电）。例如，800V蓄电池的电压范围在此可以相比于400V蓄电池和US/日本电网的情况有比如明显更大的部分高于经整流的电网交变电压（U1和/或U2）的水平。
尽管有本发明的设计的下述特征：直流电压-（DC）-充电电压被给出到真正被设置用于交变电压-（AC）-运行的运行机构（比如电机ES和/或逆变器WR）上，仍可以保证使用安全性。通过充电系统和/或CCS保证在结构上在直流电压-（DC）-充电时遮盖交变电压-（AC）-充电部分或者在交变电压-（AC）-充电时遮盖直流电压-（DC）-充电部分，这可以在一定程度上避免例如也许有可能的电的故障情况，从而可能同时存在的交变电压-（AC）-和直流电压-（DC）-公共设施接头不会同时将电压接入到车辆的车辆车载电网中，而是合理地仅会接通两者之一，但是也可以考虑在车辆车载电网中用于交变电压-（AC）-和直流电压-（DC）-公共设施接头的附加的保护机构、比如自身的断路开关。
根据本发明的设计，为了给蓄能器ES充电，在时间上相继地分两个阶段通过电机EL的绕组提供电压，所述电压通过为此设置的DC-DC变换器（在图1中的参考标记为“DCDC_变换器”）也可以被提供给车辆的另一车载电网、比如12V的另一车载电网（车辆车载电网和/或在HV-电池上的电动马达EM，而它们则可以在行驶时例如以48V来运行）。

Claims (21)

1.一种车辆车载电网（FBN），具有：
- 逆变器（WR）；
- 电的蓄能器（ES）；
- 电机（EM）；和
- 交流-传输接头（AC），
其中，所述逆变器（WR）具有第一侧（S1）和第二侧（S2），且所述逆变器被设计用于在所述第一侧（S1）和所述第二侧（S2）之间传输功率，
其中，在所述逆变器（WR）的第一侧（S1）上，所述逆变器（WR）的两个输出接头（EA1、EA2）与所述蓄能器（ES）连接或能够连接，
其中，在所述逆变器（WR）的第二侧（S2）上，所述逆变器（WR）的至少两个相电流接头（PS1、PS2、PS3）与所述电机（EM）连接或能够连接，
其中，通过由控制器（Ctrl）控制的开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒），所述车辆车载电网（FBN）的充电输入端中的至少一个充电输入端能够分别接通到所述电机（EM）的一个内部的马达相（U2、V2、W2）上，
并且其中，所述车辆车载电网（FBN）被构造用于：首先用第一电压将所述电的蓄能器（ES）充电到至少一个足以用第二电压充电的蓄能器-充电状态（U_蓄电池）上，
并且然后用第二电压给所述电的蓄能器（ES）充电，该第二电压等于或大于所述第一电压，
其中，所述控制器（Ctrl）被构造用于自动地借助于蓄能器-充电状态（U_蓄电池）来决定是应该单相地还是三相地充电。
2.如权利要求1所述的车辆车载电网（FBN），具有：
- 直流-传输接头（DC），
其中，通过受控的开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒），能够把所述交流-传输接头（AC）的交流-充电输入端（AC1、AC2、AC3、N）中的至少一个交流-充电输入端接通到所述电机（EM）的一个内部的马达相（U2、V2、W2）上，用于以所述第一电压充电，
并且然后，能够把直流-充电输入端（DC+、DC-）中的至少一个直流-充电输入端（DC+、DC-）接通到所述电机（EM）的一个内部的马达相（U2、V2、W2）上，用于以所述第二电压充电。
3.如权利要求1或2所述的车辆车载电网（FBN），其中，所述车辆车载电网（FBN）被构造用于：在通过所述车辆车载电网（FBN）的直流-传输接头（DC）的至少一个直流-充电输入端（DC+、DC-）以直流电压给所述蓄能器（ES）充电时，把每个接通的直流-充电输入端（DC+、DC-）各自仅通过所述电机（EM）的一个内部的马达相（U2、V2、W2）接通到所述蓄能器（ES）上。
4.如权利要求1或2所述的车辆车载电网（FBN），
其中，所述车辆车载电网（FBN）被构造用于：首先以所述第一电压给所述电的蓄能器（ES）充电，其方式为，由受控的开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）仅把所述车辆车载电网（FBN）的交流-传输接头（AC）的一个交流-充电输入端（AC1、AC2、AC3、N）通过所述电机（EM）的马达相（U2、V2、W2）中的仅仅一个马达相且通过所述逆变器（WR）接通到所述电的蓄能器（ES）上，
并且其中，所述车辆车载电网（FBN）被构造用于：然后以所述第二电压给所述电的蓄能器（ES）充电，该第二电压大于所述第一电压；把所述车辆车载电网（FBN）的交流-传输接头（AC）的交流-充电输入端（AC1、AC2、AC3、N）通过所述电机（EM）的三个内部的马达相（U2、V2、W2）且通过所述逆变器（WR）接通到所述电的蓄能器（ES）上。
5.如权利要求1或2所述的车辆车载电网（FBN），其中，所述开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）具有开关，该开关用于所述车辆车载电网（FBN）的交流-传输接头（AC）的多个交流-充电输入端（AC1、AC2、AC3、N）。
6.如权利要求1或2所述的车辆车载电网（FBN），其中，所述开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）具有各自用于所述车辆车载电网（FBN）的直流-传输接头（DC）的直流-充电输入端（DC+、DC-）的一个直流-充电输入端的一个或多个开关。
7.如权利要求1或2所述的车辆车载电网（FBN），其中，所述开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）具有与所述电机（EM）连接的开关。
8.如权利要求1或2所述的车辆车载电网（FBN），
其中，所述开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）的全部开关都布置在一个共同的壳体和/或模块中。
9.如权利要求1或2所述的车辆车载电网（FBN），其中，所述车辆车载电网（FBN）的插头（Stk）用来确保仅仅通过交流-充电输入端（AC1、AC2、AC3、N）或者通过直流-充电输入端（DC+、DC-）来充电。
10.如权利要求9所述的车辆车载电网（FBN），其中，用于接通N-导线的开关机构相比于与该开关机构串联的电感布置得靠近所述插头（Stk）或者远离所述插头（Stk）。
11.如权利要求9所述的车辆车载电网（FBN），其中，用于相的开关机构连接在用于接通N-导线的开关机构与所述插头（Stk）之间。
12.如权利要求9所述的车辆车载电网（FBN），其中，各自用于所述交流-传输接头（AC）的交流-充电输入端（AC1、AC2、AC3、N）之一的开关机构连接在与所述开关机构串联的电感和所述插头（Stk）之间。
13.如权利要求9所述的车辆车载电网（FBN），其中，在所述车辆车载电网（FBN）的插头（Stk）中，布置着用于所述车辆车载电网（FBN）的交流-传输接头（AC）的交流-充电输入端（AC1、AC2、AC3、N）和用于所述车辆车载电网（FBN）的直流-传输接头（DC）的直流-充电输入端（DC+、DC-）。
14.如权利要求1或2所述的车辆车载电网（FBN），其中，所述控制器（Ctrl）被构造用于自动地借助于蓄能器-充电状态（U_蓄电池）来决定从单相切换到三相上。
15.如权利要求1或2所述的车辆车载电网（FBN），
其中，所述电的蓄能器（ES）具有用于所述电的蓄能器（ES）的所允许的蓄能器-充电状态（U_蓄电池）的SOC-电压带，
在通过所述车辆车载电网的交流-传输接头（AC）和/或直流-传输接头（DC）充电时，所述蓄能器-充电状态（U_蓄电池）部分地高于较小的或较大的被设置用来充电的经整流的电网交变电压的水平。
16.如权利要求1或2所述的车辆车载电网（FBN），其中，当所述电的蓄能器（ES）放电时，所述电的蓄能器（ES）才以第一电压被充电，和/或单相地通过所述电机（EM）的相被充电，和/或缓慢地被充电。
17.如权利要求1或2所述的车辆车载电网（FBN），
其中，在所述蓄能器（ES）上的第一电压是230V，并且在所述蓄能器（ES）上的第二电压是400V，
或者，在所述蓄能器（ES）上的第一电压是170V，并且在所述蓄能器（ES）上的第二电压是340V。
18.如权利要求1或2所述的车辆车载电网（FBN），其中，用于充电的所述交流-传输接头（AC）是单相的交流-传输接头和/或三相的三相电流-传输接头。
19.如权利要求1或2所述的车辆车载电网（FBN），其中，开关机构（SW1、SW2、SW3、SW4；SP1、SP2；SW-盒）分别是机械的开关，或者是半导体开关，或者是由机械的开关和半导体开关构成的混合开关。
20.如权利要求1或2所述的车辆车载电网（FBN），其中，通过至少一个开关机构既能够接通所述车辆车载电网（FBN）的交流-充电输入端（AC1、AC2、AC3、N），又能够接通直流-充电输入端（DC+、DC-）。
21.一种用于利用根据前述权利要求中任一项所述的车辆车载电网（FBN）给电的蓄能器（ES）充电的方法，该车辆车载电网具有：
- 逆变器（WR）；
- 电的蓄能器（ES）；
- 电机（EM）；和
- 交流-传输接头（AC），
其中，所述逆变器（WR）具有第一侧（S1）和第二侧（S2），且所述逆变器被设计用于在第一侧（S1）和第二侧（S2）之间传输功率，
其中，在所述逆变器（WR）的第一侧（S1）上，所述逆变器（WR）的两个输出接头（EA1、EA2）与所述蓄能器（ES）连接，
其中，在所述逆变器（WR）的第二侧（S2）上，所述逆变器（WR）的至少两个相电流接头（PS1、PS2、PS3）与所述电机（EM）连接，
其中，所述车辆车载电网（FBN）首先用第一电压给所述电的蓄能器（ES）充电，并且然后用第二电压给所述电的蓄能器（ES）充电，该第二电压大于所述第一电压，
并且控制器（Ctrl）自动地借助于蓄能器-充电状态（U_蓄电池）来决定是应单相地还是三相地充电。
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