DE102020132649A1 - Optimized charging infrastructure - Google Patents

Abstract

The invention relates to a system comprising an electrically drivable vehicle and a charging cable, the electrically drivable vehicle comprising an energy supply system with at least a first high-voltage storage DC voltage source, a second high-voltage DC voltage source, a high-voltage high-voltage DC voltage converter and a charging interface, the first high-voltage - DC voltage source provides a first high-voltage DC voltage and the second high-voltage DC voltage source provides a second high-voltage DC voltage, which are different from each other, wherein the charging cable comprises at least one AC-DC converter, and wherein the high-voltage-high-voltage DC-DC converter is set up to use at least one of to convert the first high-voltage direct current voltage and the second high-voltage direct current voltage into the other one and further to this, as a direct current-to-direct current converter stage of the alternating current to direct current converter with this in common m to convert an external mains voltage into the first or second high-voltage direct current.

Description

The invention relates to a system for an optimized charging infrastructure for an electrically powered vehicle.

Electrically powered vehicles require a charging infrastructure for charging the internal voltage sources based on an externally provided mains voltage. However, the mains voltages provided vary widely between AC and DC voltages and in terms of the amplitude provided. The differences are due to the different network providers, external charging systems used and the area-specific standards (e.g. different countries with different mains voltages). Against this background, the adaptability of the internal energy supply system of an electrically driven vehicle is an important aspect, for example in order to shorten charging times and make the best possible use of storage capacities.

Electrically driven vehicles are known from the prior art, which include an AC/DC converter in charging electronics. This is then set up to convert the AC voltage provided by the mains voltage into a DC voltage. Furthermore, the AC/DC converter is assigned a DC/DC converter stage on the output side in order to adapt the DC voltage provided by the AC/DC converter to an internal DC voltage of the vehicle.

From the DE 10 2016 216 565 A1 discloses a charging cable in connection with an electrically drivable vehicle, in which the AC/DC converter and the associated DC/DC converter stage are laid in power electronics of an external charging cable in the housing of at least one plug of the charging cable. This results in a weight saving of the vehicle. However, the installation space in the charging cable is limited, which is why the electrical power that can be transmitted through the charging cable during the charging process is limited. In addition, the cooling concept is complex, since both the heat outputs of the AC/DC converter and the associated DC/DC converter stage must be taken into account, which regularly limits the electrical charging power.

Electrically powered vehicles today increasingly have different internal high-voltage DC vehicle electrical systems due to different high-voltage DC voltage users, which are operated with DC voltages of different amplitudes, and for reasons of improved redundancy and reliability. The redundancy can then be achieved in that an energy supply system of the vehicle includes a high-voltage direct current voltage direct current converter, which makes it possible to convert a first internal high-voltage direct current voltage and a second internal high-voltage direct current voltage of the vehicle into one another. In view of the necessary charging electronics described above, however, this leads to an overall system with a high degree of complexity. In addition, the weight of such a vehicle is high.

The underlying technical task can be seen as providing a system comprising an electrically drivable vehicle and a charging cable, in which the complexity can be reduced compared to the prior art and which enables more efficient operation and charging of the vehicle.

The object is solved by the subject matter of the independent patent claim. Preferred configurations of the invention are specified in the dependent claims and the following description, each of which individually or in combination can represent an aspect of the invention.

Among other things, a system with an electrically drivable vehicle and a charging cable is provided.

The electrically drivable vehicle includes an energy supply system with at least a first high-voltage storage DC voltage source, a second high-voltage DC voltage source, a high-voltage high-voltage DC-DC converter (HV-DCDC) and a charging interface. The first high-voltage DC voltage source provides a first high-voltage DC voltage. The second high-voltage DC voltage source provides a second high-voltage DC voltage. The first high-voltage direct current is different from the second high-voltage direct current.

The charging cable comprises at least one network end with a network interface, power electronics with an AC/DC converter (ACDC) and a vehicle end, with the vehicle end being able to be electrically conductively coupled to the charging interface.

The HV-DCDC is configured to convert at least one of the first high-voltage DC voltage and the second high-voltage DC voltage to the other and is further configured to act as a DC-DC converter stage of the ACDC so that the change Voltage DC converter and the high-voltage high-voltage DC converter together convert an external AC or DC voltage, which is present as mains voltage at the network end of the charging cable, into the first high-voltage DC voltage or the second high-voltage DC voltage.

According to the disclosure, high-voltage direct currents are characterized by a potential difference of at least 60 volts. In the present case, the high-voltage direct currents can amount to several hundred volts, e.g. B. 200 V, 400 V, 450 V, 600 V, 800 V, 1200 V or voltage values between the mentioned. The first and/or the second high-voltage DC voltage source can each be a chargeable traction battery or a fuel cell stack, for example. The redundant supply from two independent high-voltage DC voltage sources improves the availability/failsafety of the energy supply, especially of high-voltage and low-voltage on-board electrical systems.

The first and second high-voltage direct current can each be nominal voltages. The higher rated voltage may preferably be 1.5 to 5 times the lower rated voltage. For example, the first high-voltage direct current can be 800 V and the second high-voltage direct current can be 400 V, ie half.

By providing different high-voltage direct currents, consumers with different load profiles can each be optimally supplied with one of the different high-voltage direct currents.

The multifunctionality of the HV-DCDC arranged in the vehicle allows the DC voltage provided by the ACDC to be adjusted in amplitude during the charging process by the HV-DCDC in order to charge the first and/or second high-voltage DC voltage source. Adjusting the amplitude of the DC voltage provided by the ACDC has a positive effect on the time required to charge a DC voltage source, which is of significant interest to the user of the vehicle.

The multifunctionality of the HV-DCDC arranged in the vehicle also means that the charging cable does not have to include a separate DC-DC converter stage. Since an HV-DCDC acting as a DC-DC converter stage for the typical voltages of several hundred volts is usually bulky and heavy compared to the associated ACDC, avoiding this within the charging cable frees up a large part of the installation space for other uses. In addition, the fact that there is no DC-DC converter stage in the charging cable simplifies the cooling concept within the charging cable, since ACDC and the associated DC-DC converter stage do not have to be taken into account together within one housing with regard to heat generation. First and foremost, the ACDC can therefore be increased so that an increased electrical power can be transmitted with the same cable cross-section of the charging cable. Assuming the vehicle's high-voltage direct current sources have a constant storage capacity, this means that the overall charging process can be further accelerated.

The system can advantageously be set up in such a way that the ACDC does not have a DC-DC converter stage. The functionality of the DC-DC converter stage is taken over by the HV-DCDC. In this respect, a separate converter stage arranged in the charging cable can be omitted. This frees up a large part of the installation space in the charging cable. In addition, the cooling concept is simplified, since only the waste heat from the ACDC has to be taken into account. Assuming that the charging cable has a constant installation space, the ACDC can then be designed for greater electrical power, so that the charging process can be accelerated.

The ACDC can be set up to convert the external mains voltage into a power voltage that can be transmitted using at least one conductor of the charging cable, and the HV-DCDC can be set up to convert the power voltage into at least one of the first and second high-voltage direct currents.

In particular, the ACDC is set up to always convert the external mains voltage into the power voltage if the mains voltage is an AC voltage.

The charging cable can also include a bypass so that the ACDC can be bypassed when a DC voltage is provided as the mains voltage VSUP. The same charging cable can then also be used for direct voltage charging, with the HV-DCDC adapting the amplitude of the externally applied direct voltage as a direct voltage to direct voltage converter stage accordingly.

In other words, the DC voltage provided by the ACDC can not only be adjusted in terms of amplitude using the HV-DCDC, but in particular can be adjusted in such a way that the output voltage of the HV-DCDC corresponds to the nominal voltage of either the first or the second high-voltage DC voltage source. As a result, the first and/or second high-voltage DC voltage source can be charged directly with the corresponding nominal voltage.

In the present case, direct charging means that the respective high-voltage DC voltage source can be charged according to its rated voltage, ie the respective high-voltage DC voltage. As a result, the charging process of the first and/or second high-voltage DC voltage source can be accelerated compared to a charging process in which the amplitude of the charging voltage does not correspond to the nominal voltage of the respective high-voltage DC voltage source.

The HV-DCDC can be a bi-directional DC-DC converter. The first and second high-voltage direct voltage sources can each be part of different high-voltage vehicle electrical systems of the electrically drivable vehicle. The HV-DCDC can represent the interface between these high-voltage vehicle electrical systems. Since the first high-voltage DC voltage of the first high-voltage DC voltage source is different from the second high-voltage DC voltage of the second high-voltage DC voltage source, the HV-DCDC can then be set up by the bidirectionality to convert the high-voltage DC voltages into one another and vice versa. This improves the redundancy of the energy supply system.

The reliability of the system is therefore improved compared to known systems with only one high-voltage DC voltage source. The HV-DCDC can therefore ensure the conversion of the high-voltage direct currents into one another while driving, if this is necessary. This is particularly advantageous if one of the two high-voltage DC voltage sources can no longer provide a supply voltage (e.g. for a corresponding consumer) while driving (non-charging process), for example due to a defect or an insufficient charge level. This supply voltage can then be provided by the other high-voltage direct current source, with the HV-DCDC converting the amplitude accordingly.

The energy supply system can also include at least a first high-voltage/low-voltage DC converter and a second high-voltage/low-voltage DC converter, it being possible for the first high-voltage/low-voltage DC converter to be set up to convert the first high-voltage DC voltage from the first high-voltage DC voltage source into a low-voltage DC voltage to convert, and wherein the second high-voltage low-voltage DC voltage converter can be set up to convert the second high-voltage DC voltage of the second high-voltage DC voltage source into the low-voltage DC voltage.

Electrically powered vehicles usually have a large number of electrical consumers. Some of them are low-voltage consumers. By providing a first and a second high-voltage/low-voltage DC converter, the low-voltage DC voltage can be provided without requiring a separate low-voltage accumulator.

In addition, the redundancy with regard to the provision of the low-voltage direct voltage is improved, since this can be provided both on the basis of the first high-voltage direct voltage source and on the basis of the second high-voltage direct voltage source.

The energy supply system can be set up to supply electrical energy to a low-voltage vehicle electrical system selectively through the first high-voltage/low-voltage direct current converter and/or through the second high-voltage/low-voltage direct current converter. This further improves the reliability with regard to the low-voltage vehicle electrical system. If one of the two high-voltage DC voltage sources is defective or has a low charge level, the low-voltage vehicle electrical system can be selectively supplied with electricity by the other high-voltage DC voltage source. This provides optimized energy management with good efficiency while at the same time increasing the availability of the low-voltage vehicle electrical system.

The energy supply system can be set up in such a way that the first high-voltage/low-voltage direct current converter can be fed with the first high-voltage direct current from the first high-voltage direct current source and/or from the HV-DCDC, and that the second high-voltage/low-voltage direct current converter can be fed with the second high-voltage direct current can be fed from the second high-voltage direct current source and/or from the HV-DCDC. This increases the availability of the low-voltage direct current and opens up new degrees of freedom in energy management.

The energy supply system can include a first high-voltage connector to provide the first high-voltage direct current for supplying energy to a first high-voltage vehicle electrical system, and a second high-voltage connector to provide the second high-voltage direct current for supplying energy to a second high-voltage vehicle electrical system place. The first and the second high-voltage vehicle electrical system can be different traction vehicle electrical systems.

The energy supply system can have activatable safety isolating elements. Safety isolating elements are resilient and reliable safety components in order to de-energize and de-energize the specified parts of the circuit. In the event of a crash, for example, an electric shock can be prevented.

The safety isolating elements can be set up to disconnect the first and/or second high-voltage connector from the electrical circuit in the event of a defined event, without interrupting an energy supply to the low-voltage vehicle electrical system. In other words, in the event of an accident, all high-voltage connections of the energy supply system can be (selectively) de-energized and de-energized by the safety isolating elements, while the voltage supply of the low-voltage vehicle electrical system is maintained. The low-voltage vehicle electrical system typically has consumers that should still be supplied with voltage even in the event of a crash.

The charging cable may include a power factor correction filter that may be electrically connected to an output of the ACDC to cancel or reduce harmonics and irregularities that may occur during rectification. The smoothed high-voltage direct current output by the power factor correction filter can then be provided at the vehicle interface.

In particular, land vehicles, namely off-road and road vehicles such as passenger cars, buses, trucks and other commercial vehicles, rail vehicles (trains), but also watercraft (boats) and aircraft such as helicopters, multicopters, propeller aircraft, jet aircraft should be considered to be electrically powered vehicles, which at least have an electric motor used to propel the vehicle. Vehicles can be manned or unmanned. In addition to pure electric vehicles (BEV), the definition should also include hybrid electric vehicles (HEV), plug-in hybrids (PHEV) and fuel cell vehicles (FCHV).

According to one aspect, the first high-voltage/low-voltage DC voltage converter is set up and arranged within the electrical circuit in order to convert a first high-voltage DC voltage from the first high-voltage DC voltage source into a low-voltage DC voltage. A low-voltage direct current can thus be provided without requiring a separate low-voltage accumulator.

According to a further aspect, the second high-voltage/low-voltage DC voltage converter is set up and arranged within the electrical circuit in order to also convert a second high-voltage DC voltage from the second high-voltage DC voltage source into the low-voltage DC voltage. The resulting redundancy increases the availability of the low-voltage direct current.

According to one advantageous aspect, the energy supply system is set up to provide the first high-voltage direct current at a high-voltage connector to supply energy to a first high-voltage vehicle electrical system. The first high-voltage vehicle electrical system can be a traction vehicle electrical system, which includes at least one traction motor.

According to a further advantageous aspect, the energy supply system is set up to provide the second high-voltage direct current at a high-voltage connector for the energy supply of a second high-voltage vehicle electrical system. The second high-voltage electrical system can also be a traction electrical system.

The first high-voltage DC voltage source, the second high-voltage DC voltage source, the first high-voltage/low-voltage DC voltage converter and the second high-voltage/low-voltage DC voltage converter are advantageously arranged in a common housing.

• - 1 eine vereinfachte schematische Darstellung des Systems umfassend ein Ladekabel und ein elektrisch antreibbares Fahrzeug, und
• - 2 eine vereinfachte schematische Darstellung des Energieversorgungssystems.

Further advantages and features of the invention result from the following descriptions and from the accompanying drawings, to which reference is made. Show it:

• - 1 a simplified schematic representation of the system comprising a charging cable and an electrically drivable vehicle, and
• - 2 a simplified schematic representation of the power supply system.

1 shows a simplified schematic representation of a system 5 with a charging cable 10 and an electrically drivable vehicle 50.

The charging cable 10 includes a network end 12 with a network interface 14. The network interface 14 is set up for coupling to an external charging unit, for example a conventional charging station or another charging standard. An AC/DC converter (ACDC) 16 is arranged at the network end 12 . If the charging cable 10 is electrically connected to an external charging unit, the ACDC 16 is supplied with an external mains voltage VSUP if the mains voltage is an AC voltage. Of the ACDC 16 is set up to convert the external mains voltage VSUP (AC voltage) into a power voltage VPOW designed as a DC voltage and to provide this at an output of the ACDC 16 . The power voltage VPOW is always the same.

The charging cable 10 further includes a vehicle interface 18 and a conductor 20. The power voltage VPOW output by the ACDC 16 is provided at the vehicle interface 18 by means of the at least one conductor 20.

The charging cable 10 can also include a bypass so that the ACDC 16 can be bypassed when a DC voltage is provided as the mains voltage VSUP. Then the same charging cable 10 can also be used for DC charging.

The electrically drivable vehicle 50 includes an energy supply system 52 with a first high-voltage direct voltage source 54, a second high-voltage direct voltage source 56, a high-voltage high-voltage direct current voltage converter (HV-DCDC) 58 and a charging interface 60.

The first high-voltage DC voltage source 54 has a first high-voltage DC voltage HV1 as its nominal voltage. The second high-voltage direct voltage source 56 has a second high-voltage direct voltage HV2 as its nominal voltage. The first and the second high-voltage direct current HV1, HV2 are in particular different from one another.

Two different high-voltage vehicle electrical systems HV-BN1, HV-BN2 can be provided within the energy supply system 52 by the first and the second high-voltage DC voltage source 54, 56.

The charging interface 60 is arranged and set up in such a way that it can be electrically conductively connected to the vehicle interface 18 of the charging cable 10 .

The HV-DCDC 58 is electrically connected to an output of the charging interface 60 on the input side. On the output side, the HV-DCDC 58 is electrically connected to the first and the second high-voltage direct voltage source 54 , 56 . The charging interface 60 can also be integrated in a first or second high-voltage vehicle electrical system HV-BN1, HV-BN2, for example in a parallel circuit with either the first or the second high-voltage direct current source 54, 56.

The HV-DCDC 58 can be set up by the charging interface 60 to convert the power voltage VPOW provided by the ACDC 16 into at least one of the first and second high-voltage direct currents HV1, HV2. In this respect, the amplitude of the power voltage VSUP can be adjusted by the HV-DCDC 58 in such a way that at least one of the two high-voltage DC voltage sources 54, 56 can be charged directly. In this sense, the HV-DCDC 58 can act as the DC-to-DC converter stage of the ACDC 16 . The ACDC 16 and the HV-DCDC 58 can thus jointly convert an external AC or DC voltage, which is present as the mains voltage VSUP at the mains end 12 of the charging cable 10, into the first high-voltage direct voltage HV1 or the second high-voltage direct voltage HV2. Since only the ACDC 16 is arranged in the charging cable 10, more space is available for this. Therefore, the ACDC 16 can be made larger than a configuration in which the DC-DC converter stage is also arranged in the charging cable 10 . A higher electrical power can thus be transmitted via the at least one conductor 20 .

In addition, the HV-DCDC 58 can have multiple functions. This is because when the electrically drivable vehicle 50 is not being charged, the HV-DCDC 58 can convert the first and second high-voltage direct current into one another. So if a high-voltage DC voltage source 54, 56 is defective or has a low state of charge, the consumers of the respective high-voltage vehicle electrical system HV-BN1, HV-BN2 can be supplied using the other high-voltage DC voltage source 54, 56 using the HV-DCDC 58 .

In 2 A simplified schematic overview of the power supply system 52 of the electrified vehicle 50 is shown. The individual components are usually designated according to their function and, if necessary, grouped together. Electrical couplings of the respective components in the electrical circuit are shown via direct or indirect connections. An electrical connection shown schematically can be unipolar, ie z. B. with separate (not shown) mass, be two-pole or multi-pole. For example, the body or the frame of the vehicle can have the ground potential and serve as a return conductor for the vehicle electrical system. Accordingly, the switches and safety disconnecting elements can only switch/disconnect one pole of the electrical connection or all poles.

The energy supply system 52 comprises an electrical circuit with a first high-voltage DC voltage source 54, a second high-voltage DC voltage source 56, a first high-voltage/low-voltage DC voltage converter 62 and a second high-voltage/low-voltage DC voltage converter 64.

The first high-voltage/low-voltage DC converter 62 converts a first high-voltage DC voltage HV1 from the first high-voltage DC voltage source 54 into a low-voltage DC voltage LV.

The second high-voltage/low-voltage DC converter 64 also converts a second high-voltage DC voltage HV2 from the second high-voltage DC voltage source 56 into the low-voltage DC voltage LV.

A low-voltage vehicle electrical system LV-BN can be supplied with electrical energy selectively by the first high-voltage/low-voltage direct current converter 62 and/or by the second high-voltage/low-voltage direct current converter 64 .

The first and the second high-voltage direct current HV1, HV2 are different. For example, the nominal voltages are 800 V and 400 V.

The energy supply system 52 also includes a high-voltage-high-voltage DC converter 58. The high-voltage-high-voltage DC converter 58 at least temporarily converts the first high-voltage DC voltage HV1 into the second high-voltage DC voltage HV2.

The second high-voltage/low-voltage DC voltage converter 64 is supplied with the second high-voltage DC voltage HV2 from the second high-voltage DC voltage source 56 and/or from the high-voltage/high-voltage DC voltage converter 58 .

The high-voltage-high-voltage DC converter 58 is a bidirectional DC converter. The bidirectional DC-DC converter can be constructed, for example, with a DAB structure (dual active bridge topology), which, in addition to bidirectionality, also combines galvanic potential isolation and good parallelizability. The high-voltage-high-voltage DC converter 58 converts the second high-voltage DC voltage HV2 into the first high-voltage DC voltage HV1 at least temporarily.

The first high-voltage/low-voltage DC voltage converter 62 can accordingly be supplied with the first high-voltage DC voltage HV1 from the first high-voltage DC voltage source 54 and/or from the high-voltage/high-voltage DC voltage converter 58 .

The first high-voltage DC voltage HV1 for supplying energy to a first high-voltage vehicle electrical system HV1-BN is provided at a high-voltage connector 66 .

The second high-voltage direct voltage HV2 for supplying energy to a second high-voltage vehicle electrical system HV2-BN is provided at a high-voltage connector 68 .

The first and the second high-voltage vehicle electrical system HV1-BN, HV2-BN are traction vehicle electrical systems each with two traction motors (70 and 72 as well as 74 and 76).

In an alternative embodiment, however, only one traction motor (70 and 74) can be present for each traction on-board network. Also, only one of the high-voltage vehicle electrical systems HV1-BN or HV2-BN can supply one or more drives with electrical energy. The motors can be part of an integrated drive unit. The integrated drive unit can, for example, each include an inverter (inverter) and an electric motor. The inverter can preferably be a four-quadrant controller.

The first high-voltage DC voltage source 54, the second high-voltage DC voltage source 56, the first high-voltage/low-voltage DC voltage converter 62 and the second high-voltage/low-voltage DC voltage converter 64 can be arranged in a common housing 178.

The energy supply system 52 has activatable safety isolating elements P1, P2. The safety isolating elements P1, P2 are set up to disconnect the high-voltage connectors 66, 168 from the electrical circuit in the event of a defined event, for example an accident, without interrupting the power supply to the low-voltage vehicle electrical system (NV-BN). For example, the safety isolating elements P1, P2 are so-called pyroswitches.

The energy supply system 52 has further individually activatable safety isolating elements P3, P4. The individually activatable safety isolating elements P3, P4 are arranged and set up in such a way that, in the event of a defined event, for example damage to one of the high-voltage voltage sources, only one high-voltage voltage source 54, 56 (namely the high-voltage voltage source 54, 56 identified as defective) is disconnected from the electrical circuit separate, but without interrupting the power supply of the electrical circuit by the other high-voltage voltage source 54, 56. For example, the safety isolating elements P3, P4 are so-called pyroswitches.

A controller 80 controls/regulates the components of the energy supply system 52. The controller 80 can be implemented redundantly, that is to say have two independent control and regulation systems. The controller 80 can be connected to a network/bus system (eg CAN-BUS) via a connector 82 .

The high-voltage voltage sources 54, 56 are accumulators, for example, and can be charged via a charging interface 60.

The first and second high-voltage DC voltage sources 54, 56 can be charged based on the high-voltage DC-DC converter 58 and the AC-DC converter 16 of an external charging cable 10 with a DC charging voltage and alternatively with an AC charging voltage. The charging interface 60 can be coupled to the first or the second side of the advantageously bidirectional high-voltage-high-voltage DC-DC converter 58 via a switching element S11. In this way, the first or the second high-voltage DC voltage source 54, 56 can be charged via the high-voltage-high-voltage DC voltage converter 58 with an adapted charging voltage.

The charging voltage rectified by the ACDC 16 can preferably correspond to the first high-voltage direct current HV1 or the second high-voltage direct current HV2. In this case, one high-voltage DC voltage source 54, 56 can be charged with the corresponding nominal voltage directly, i.e. without going through the high-voltage-high-voltage DC-DC converter 58, while the other high-voltage DC voltage source 54, 56 is charged via the high-voltage-high-voltage DC-DC converter 58 is loaded.

The components, in particular the high-voltage DC voltage sources 54, 56, the DC-DC converters 58, 62, 64, the optional low-voltage emergency power supply 84 and/or the electrical loads or vehicle electrical systems, of the energy supply system 52 can be switched by switching elements S1-S12 Switch controller 80 on and off individually, and in this way ensure very high availability of the energy supply.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102016216565 A1 [0004]

Claims (9)

System (5) with a charging cable (10) and an electrically drivable vehicle (50), wherein the electrically drivable vehicle (50) comprises an energy supply system (52) with at least a first high-voltage storage DC voltage source (54), a second high-voltage DC voltage source (56), a high-voltage high-voltage DC voltage converter (58) and a charging interface (60), wherein the first high-voltage DC voltage source (54) provides a first high-voltage DC voltage (HV1), the second high-voltage DC voltage source (56) provides a second high-voltage DC voltage (HV2), the first high-voltage DC voltage (HV1) being derived from the second high-voltage direct current (HV2) is different, wherein the charging cable (10) comprises at least one network end (12) with a network interface (14), power electronics with an AC/DC converter (16) and a vehicle interface (18), with the vehicle interface (18) being electrically connected to the charging interface (60). can be conductively coupled, and wherein the high-voltage-high-voltage direct-current converter (58) is set up to convert at least one of the first high-voltage direct current (HV1) and the second high-voltage direct current (HV2) into the respective other and is also set up as a direct-current direct-current voltage - Converter stage of the AC/DC converter (16), so that the AC/DC converter (16) and the high-voltage/high-voltage DC/DC converter (58) together generate an external AC or DC voltage, which is used as the mains voltage (VSUP) at the mains end (12) of the Charging cable (10) applied, convert into the first high-voltage direct current (HV1) or the second high-voltage direct current (HV2). system (5) after claim 1 , characterized in that the AC-DC converter (16) has no DC-DC converter stage. system (5) after claim 1 or 2 , characterized in that the AC/DC converter (58) is set up to convert the external mains voltage (VSUP) into a power voltage (VPOW) which can be transmitted by means of at least one conductor (20) of the charging cable (10), and that the high-voltage - high-voltage DC converter (58) is set up to convert the power voltage (VPOW) into at least one of the first and second high-voltage DC voltages (HV1, HV2). System (5) according to one of the preceding claims, characterized in that the high-voltage-high-voltage DC converter (58) is a bidirectional DC converter. System (5) according to any one of the preceding claims, characterized in that the energy supply system (52) further comprises at least a first high-voltage-low-voltage DC converter (62) and a second high-voltage-low-voltage DC converter (64), the first high-voltage low-voltage - DC-DC converter (62) is set up to convert the first high-voltage DC voltage (HV1) of the first high-voltage DC voltage source (54) into a low-voltage DC voltage (LV), and wherein the second high-voltage-low-voltage DC voltage converter (64) is set up to convert the second high-voltage direct current (HV2) of the second high-voltage direct current source (56) into the low-voltage direct current (LV). system (5) after claim 5 , characterized in that the energy supply system (52) is set up to a low-voltage vehicle electrical system (LV-BN) selectively by the first high-voltage-low-voltage DC-DC converter (62) and / or by the second high-voltage-low-voltage DC-DC converter (64). to supply electrical energy. system (5) after claim 6 , characterized in that the energy supply system (52) is set up such that the first high-voltage low-voltage DC converter (62) with the first high-voltage DC voltage (HV1) from the first high-voltage DC voltage source (54) and / or from the high-voltage High-voltage DC converter (58) can be fed, and that the second high-voltage-low-voltage DC converter (64) with the second high-voltage DC voltage (HV2) from the second high-voltage DC voltage source (56) and/or from the high-voltage-high-voltage DC converter (58) can be fed. System (5) according to one of the preceding claims, characterized in that the energy supply system (52) comprises a first high-voltage connector (66) in order to use the first high-voltage direct current (HV1) to supply energy to a first high-voltage vehicle electrical system (HV1-BN) provide, and a second high-voltage connector (68) to provide the second high-voltage direct current (HV2) to supply energy to a second high-voltage vehicle electrical system (HV2-BN). System (5) according to one of the preceding claims, characterized in that the energy supply system (52) has activatable safety isolating elements (P1, P2), in particular wherein the safety disconnecting elements (P1, P2) are set up to disconnect the first and/or second high-voltage connector (66, 68) from the electrical circuit in the event of a defined event, without an energy supply to the low-voltage vehicle electrical system (LV-BN). interrupt.

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