FR3014611A1 - CHARGING DEVICE FOR AN ELECTRIC VEHICLE WITH A SWITCHED RELUCTANCE MACHINE TRACTION CHAIN - Google Patents

Abstract

Device (1) for charging a battery (2) of an electric traction motor vehicle comprises a first rectifier stage (6) intended to be connected to a power source (3), a second stage (7), ) inverter intended to be connected to the battery (2) and means (8) for controlling the average current flowing between the first stage (6) and the second stage (7). The device (1) is intended to be mounted in a motor vehicle equipped with an electric traction system comprising a switched reluctance electrical machine, and the second inverter stage (7) comprises the control inverter (70) of the control system. traction of the motor vehicle and at least one filtering inductor (14) coupled between the first stage (6) rectifier and the control inverter (70) of the traction system.

Description

The invention relates to the charging of a battery of an electric vehicle from a single-phase or three-phase power supply network, and more particularly to a charging device. load, integrated into an electric traction vehicle equipped with a switched reluctance machine. A reluctance machine is a type of electric motor that implements non-permanent magnetic poles on the ferromagnetic rotor. The torque is generated by the magnetic reluctance phenomenon. Reluctance is analogous to the electrical resistance of a circuit, but quantifies the stored magnetic energy. More precisely, the reluctance makes it possible to quantify the ability of a magnetic circuit to oppose its penetration by a magnetic field. It corresponds to the ratio between the magnetomotive force applied to a magnetic circuit and the induction flux produced. Reluctance machines, and in particular commutated switched reluctance machines, have the major advantage of being able to deliver high power densities at a low energy cost, and at the best level. This performance makes these reluctance machines an advantageous solution for electric vehicle traction chains. A commutated reluctance machine with double saliency is indeed an economically attractive alternative to the usual technologies for electric traction. One of the major drawbacks of the electric vehicle, whatever the type of electric machine used, concerns its availability. Indeed, when its battery is discharged, the electric vehicle remains unavailable for the entire charging period, which can reach several hours. In order to reduce the charging time of the battery, it is known to increase the charging power by increasing the current taken from the network, for example by taking the current on a three-phase network rather than a single-phase network, the power of load being higher when the current is taken from a three-phase supply network. Given the specific inverter topology required by electrical reluctance machines, the integrated charging device used for a sinusoidal excitation electric machine as described in document FR 2 943 188 is not directly exploitable in the state . Indeed, to control an electrical machine with n-phase reluctance, each phase is connected between a voltage-boosting chopper arm and a voltage-reducing arm of a control inverter, each arm comprising a bipolar transistor insulated gate, noted IGBT , and a diode. The main differences with a sinusoidal excitation machine are that, on the one hand, the stator coils of each phase are independent, so there is no neutral point of exit, and, on the other hand, the impedance of the winding of a phase is extremely dependent on the position of the rotor due to saliency. The ratio between the maximum inductance, obtained when a rotor tooth is in conjunction with a stator tooth, and the minimum inductance, obtained when a rotor tooth is in opposition to the stator tooth is conventionally 10. Another difference is since a three-phase reluctance machine comprises six electrical connection terminals, two per phase as for any machine with open stator windings. Therefore, it is not realistic to use the stator winding of a reluctance electric machine as the filtering inductance. It is known, in particular in document WO 2012/143642, vehicles incorporating electrical machines with open stator winding similar to that of a reluctance machine. In these vehicles, the electrical machines are used as filtering means and therefore do not allow to have the necessary saliency at the rotor to have a switched reluctance machine.

In other documents, in particular in EP 0 603 778, US 5,099,186 and JP 2007/062642, the neutral point of the machine is used. As a result, the stators of these machines are not compatible with those of a switched reluctance machine, or they reconfigure the traction chain by means of contactors for both a load configuration and a traction configuration. This represents a significant cost item in addition to significant implementation constraints. This makes the solution's competitiveness obsolete. The object of the invention is therefore to solve the drawbacks mentioned above, and in particular to propose an integrated charging device making it possible to charge a vehicle battery directly from a power source without using a contactor. automobile equipped with a traction chain comprising a commutated reluctance machine with double saliency. The object of the invention is therefore, according to a first aspect, an on-board charging device for a battery of a motor vehicle with electric or hybrid traction, the device comprising a first rectifier stage intended to be connected directly to a source of power. power supply, a second inverter stage intended to be connected to the battery and means for controlling the average current flowing between the first stage and the second stage. According to a general characteristic of the invention, the device is intended to be mounted in a motor vehicle equipped with an electric traction system comprising a switched reluctance electrical machine, and the second inverter stage comprises the inverter stage of the traction system. of the vehicle and at least one filtering inductor coupled between the first rectifier stage and the inverter of the traction system of the vehicle. The filtering inductance coupled between the first rectifier stage and the control inverter can be used as a buffer energy filter during the charging of the battery.

Even if at first glance, such a configuration is more restrictive for the additional filtering inductance because the stator winding of the motor is not used, it is freed from the influence of the common mode capacitance of the stator winding of the motor. which would impose an important common mode filtering to limit the currents generated in the ground circuit during the recharge phase. Thus, the global common mode capacity is very small while it is much larger in the case where the stator is a filtering element. In fact, if the intermediate filtering inductance is larger, this makes it possible to avoid a common mode filtering which would be larger. The use of a dedicated inductor, in this case the filter inductance, makes it possible to control its impedance even for switching frequencies higher than that used in traction mode. In fact, the iron and joules losses are more controlled and a rise in switching frequency in the recharging phase is not disturbed by the stator impedance of the machine as well as its variability. Preferably, the device comprises connection means able to directly connect the first rectifier stage to the power source without using a contactor, the power source possibly being a three-phase supply network or a single-phase supply network or still a source of continuous power.

Advantageously, the second inverter stage may comprise a number of filtering inductances corresponding to the number of phases of the switched reluctance machine of the traction system, each filtering inductance being connected to a separate phase of the switched reluctance electrical machine. Each inductor filter is connected to a parallel circuit of the control inverter which controls a phase of the switched reluctance electrical machine during the driving phase of the motor vehicle.

The filtering inductances are preferably of identical values. The output current of the rectifier stage is thus shared equally between each of the phases while allowing each control circuit to be applied to a control circuit of the same frequency and of the same duty cycle but phase-shifted by 27c of a circuit parallel to the other, n being the number of inductances or parallel circuits used during the charging of the battery. Such a configuration comprising a second inverter stage comprising a phase filtering inductance makes it possible to limit the overall volume of each filtering inductor and to reduce the switching frequency of the parallel circuits of the control inverter relative to that of the first rectifier stage. in a report n. This makes it possible to use transistor technology with low saturation voltage and to improve the efficiency of the assembly both in load and in rolling. Alternatively, the device may be further for generating electrical power from the battery to the power source and include battery polarity reversal means coupled between the second inverter stage and the battery.

The battery polarity reversal means enables the bi-directional device to be viewed from the power source, i.e., the device is capable of charging the battery from the power source or from the power source. discharge the battery into the power source.

The polarity inversion means of the battery may comprise a crossed arrangement of two diodes and two transistors. Advantageously, the first stage may comprise at least one freewheeling diode. The freewheeling diode, if it can be functionally eliminated in favor of a short circuit of an arm of the first rectifier stage, has the advantage of reducing conduction losses, especially during freewheeling phases.

Indeed, the dissipation in a diode is much less than when the current must flow in two diodes and two transistors in series. It also has an advantage in terms of operational safety in case of drift or loss of control. Indeed, the procedure is limited to ordering a blocking of all the transistors and the current of the stator coils can then continue to flow through this diode. In another alternative, the device may be further intended for the generation of electrical energy by the battery to the power source, the first rectifier stage comprising for this first controlled rectification means adapted to rectify the current in a first direction and second controlled rectification means adapted to rectify the current in a second direction passing opposite the first direction.

The first rectifier stage thus makes it possible to make the bidirectional device seen from the power source, that is to say that the device is capable of charging the battery from the power source or discharging the battery into the battery. power supply.

In this embodiment, the first rectifier stage comprises a freewheel circuit coupled in parallel with the output of the first controlled rectification means and the second controlled rectification means, the freewheel circuit comprising two branches connected in parallel, each branch comprising a diode and a transistor coupled in series, the diode of one branch being mounted in a direction of flow of the current opposite to the diode of the other branch. The freewheel circuit reduces losses during freewheeling phases.

Advantageously, the control means may comprise regulating means adapted to regulate the average current flowing between the first stage and the second stage around a current value produced from the maximum current supplied by the power source and according to a coefficient at least equal to a ratio between the maximum voltage rectified by the first stage and the voltage of the battery. The regulating means make it possible to continuously adjust the minimum average output current of the first rectifier stage, as a function of the voltage of the battery, that is to say according to its charge level, rather than to leave this continuously running at its highest value. The efficiency of the first rectifier stage is thus improved by reducing the switching losses of the first stage transistors which switch a lower current.

An average voltage at the output of the first rectifier stage is thus obtained which is lower than the voltage of the battery. The second inverter stage, consisting of the traction inverter of the motor vehicle, then makes it possible to control the current injected into the battery. The device may also comprise filtering means integrated into the vehicle capable of filtering the current of the power source absorbed by the device during charging of the battery. The current drawn from the three-phase supply network can be essentially filtered by input capacitors, as well as by an electromagnetic compatibility (EMC) filter so that this current satisfies the harmonic mask of the network connection constraints. The filtering means incorporated in the vehicle may advantageously comprise protection means able to protect the circuit from excessive inrush currents when connecting the device to the power source. The protection means may comprise a triac for each phase of the supply network, or an assembly equivalent to a triac, such as an antiparallel arrangement of two thyristors.

The invention also relates, in a second aspect, to a motor vehicle equipped with an electric traction system comprising a commutated reluctance machine with double salience comprising an onboard load device as defined above.

Other advantages and characteristics of the invention will appear on examining the detailed description of embodiments of a charging device and an implementation mode according to the invention, in no way limiting, and the accompanying drawings. , in which: Figure 1 shows, schematically, a charging device of a battery of an electric vehicle equipped with a traction system comprising a switched double-seated electrical reluctance machine according to one embodiment; Figure 2 illustrates, in more detail, a first embodiment of a charging device of a battery of Figure 1; Figure 3 shows an example of control means for the charging device of Figure 1 connected to a power source; Figure 4 shows, in more detail, a second embodiment of a charging device of a battery of Figure 1; Figure 5 shows, in more detail, a third embodiment of a charging device of a battery of Figure 1; Figure 6 shows, in more detail, a fourth embodiment of a charging device of a battery of Figure 1; FIG. 7 presents a flowchart of a charging method according to an embodiment of the invention. FIG. 1 diagrammatically shows a device 1 for charging a battery 2 of an electric motor vehicle equipped with a traction system comprising a switched double-seated switched reluctance electrical machine. The device 1 is also coupled to a power source 3.

This charging device 1 is an integrated device, that is to say which some components are used for the load and traction function. This is a way to reduce the volume of the charging function, and, in fact, to board the vehicle a powerful charger.

It is intended to ensure the charge of the battery 2 to provide the energy necessary for propulsion. It is further intended to ensure the charging of the battery 2 from a single-phase power supply network, or from a three-phase power supply network, or from a DC power source such as a photovoltaic panel or a landed battery. The charging device 1 comprises connection means 4 making it possible to connect the charging device 1 to the supply network 3. It also comprises filtering means 5 coupled directly at the output of the connection means 4 and making it possible to filter the charging current. the power source 3, and in particular the supply network, taken by the device 1. The device 1 furthermore comprises a rectifier input stage 6 coupled to the output of the filtering means 5 and making it possible to straighten the current from the power source 3 in the case where the current is alternating, and an inverter output stage 7 connected to the battery 2. The input stage 6 and the output stage 7 are controlled by first and second respective control means 8 and 9 which may be independent. The first control means 8 of the input stage 6 receive as input a signal coming from a module 10 for measuring the output current of the input stage 6. In FIG. DETAILED DESCRIPTION A first embodiment of a device 1 for charging a battery 2. The device 1 comprises three available phases. The three phases can be coupled to a three-phase power supply network, or a single-phase power supply network, or to a DC power source. In the latter two cases, only two available phases are used, and the third available phase is not used.

As can be seen in FIG. 2, the filtering means 5 comprise an electromagnetic compatibility (EMC) filter 5a, as well as filtering capacitors 5b. The EMC filter 5a is, for example, an inductance filter with common-mode capacitors for filtering the current pulses generated by the transistors of the input and output stages 7 of the device 1. The filtering means 5 filtering, via a differential filter circuit, the current thus absorbed so that the current satisfies in particular the network connection constraints imposed by network operators in terms of harmonics. Instead of a disposition of the so-called "star" capacitors, it is also possible to arrange the capacitors 5b in a so-called "triangle" arrangement (not shown), that is to say by arranging the capacitors between each phase. and the neutral at the output of the filtering means 5a CEM. This decreases the current value passing through them. The input stage 6 rectifier comprises a rectifying circuit comprising diodes 11 coupled in series with transistors 12. The rectifying circuit comprises three branches coupled parallel to each other. Each of the branches comprises a series circuit successively comprising a diode 11, two transistors 12, and a diode 11. The two diodes 11 are mounted in the same direction. Each branch is also coupled to a phase, the coupling occurring between the two transistors 12. The input stage 6 rectifier further comprises a freewheeling diode 13 coupled in parallel with the output of the rectifying circuit. In the case where the device 1 is connected to a three-phase network, it is possible to provide the addition of a coupling for the neutral wire of the three-phase supply network. In this case, a second freewheeling diode is added to the input stage 6 rectifier, and a neutral filtering capacitor arranged between the neutral wire and the common point C of the filtering capacitors 5b. This last capacity makes it possible to filter between the neutral wire and the phases. This second freewheeling diode is coupled in series before the first freewheeling diode 13 in the forward direction. The neutral wire is coupled to the branch thus formed by the first freewheeling diode 13 and the second freewheeling diode connected in series, the coupling being formed between the two freewheeling diodes. In a case where the filtering capacitors 5b are mounted in a so-called "triangle" arrangement, it is not useful to provide the filtering capacity of the neutral.

As illustrated in FIG. 2, the rectifier input stage 6 is coupled at the output to a module 10 for measuring the current coming from the input stage 6, such as a current sensor, in order to regulate this current. current by the control 8 of the input stage 6 rectifier. The inverter output stage 7 comprises a filtering coil 14 whose input is coupled to the output of the measurement module 10 and whose output is coupled to a control inverter 70 of a switched double-seated reluctance machine. The control inverter 70 of the output stage 7 is coupled at the output to the battery 2. The output stage 7 inverter therefore comprises elements dedicated to the traction of the electric vehicle. The current from the load inductor 14 is then divided into control circuits 71 of the control inverter 70 coupled in parallel. In FIG. 2, a control circuit 71 has been shown in solid lines, and another in thin line connected by dashes to the rest of the device 1 to indicate that a plurality of control circuits 71 can be integrated into the inverter The number of control circuits 71 depends on the number of phases of the switched double-seated reluctance machine. Each control circuit 71 of the control inverter 70 comprises a phase, represented by an inductance L in FIG. 2, of the switched double-seated reluctance machine, a voltage-boosting chopper arm 72 and a voltage-lowering arm 73. , each arm comprising a diode 15 and a bipolar transistor insulated gate 16, denoted IGBT in English, coupled in series. The phase L of a control circuit 71 is connected between the lift arm 72 and the lowering arm 73, the connection being made between the diode 15 and the IGBT transistor 16 of each arm. The diodes 15 of the lift arm 72 and the lowering arm 73 are mounted in the same direction. The diode 15 of an arm 72 or 73 is coupled at one of its terminals to the IGBT transistor 16 of the same arm 72 or 73 and at the other of its terminals to the IGBT transistor 16 of the other arm 73 or 72 of the circuit. 71. The optimization of the device 1 consists in continuously adjusting the minimum average output current of the input stage 6 rectifier, depending on the voltage of the battery 2 rather than leaving this current permanently at its value the highest. The efficiency of the rectifier input stage 6 is thus improved by reducing the switching losses of the transistors 12 which switch a lower current.

Under these conditions, an average voltage is obtained at the output of the input stage 6 rectifier, that is to say at the terminals of the freewheeling diode 13, lower than the voltage of the battery 2. The stage output 7 inverter, consisting of the traction inverter, and the filter inductance 14 to control the current delivered to the battery 2.

The use of a filtering inductor 14 makes it possible to control its impedance even for switching frequencies higher than that used in traction mode. In fact, the iron and Joule losses are better controlled by design for a switching frequency increase in the recharging phase and are not disturbed by the stator impedance of the machine as well as its variability. More particularly, the low average voltage is due to the freewheeling phase, that is to say the conduction, of the freewheeling diode 13, during which the voltage at its terminals is almost zero, at the voltage drop of the junction of diode 13 near. It is thus possible to sequentially control each transistor 12 of the input stage 6 rectifier with freewheel phases, thanks to the first control means 8 of the input stage. The input stage 6 rectifier can therefore be controlled directly by adjusting a duty cycle of a transistor switching signal 12, or by using a control loop and by adjusting the duty cycle of the switching signal. It is possible, for example, to optimize the spectrum of the voltage across the freewheeling diode 13. This voltage is then better filtered by the filtering inductor 14 of the device 1. It is also possible to minimize the number switching and therefore the losses generated by the input stage 6 rectifier. On the other hand, the voltage produced in this case contains harmonics at lower frequencies which will therefore be less filtered by the charging coil 14. The first control means 8 of the input stage control the current drawn on the network of three-phase supply by cyclic ratios of the current pulses which are applied to the control electrodes of the transistors 12 of the input stage 6 rectifier. The function of the output stage 7 is to supply a defined load current in the battery, necessarily lower than the average current coming from the input stage 6, from the regulated current coming from the input stage 6 rectifier In order to limit the harmonic spectrum of the currents flowing in the battery, each control circuit 71 of the output stage may also be controlled by second control means 9 which may be independent of the control means 8 of the stage input. The phase of the pulse of each control circuit 72 of the output stage 7 is, for example, shifted by a third of a period. Each control circuit 71 of the output stage 7 can be controlled individually with a regulation loop of its own, or collectively, that is to say that the same duty cycle is applied to the control of each branch. FIG. 3 shows an example of regulation means 20 included in the first control means 8 of the input stage 6 of the rectifier.

The regulation means 20 receive as input the IDC output current of the input stage 6 rectifier, measured by the measurement module 10. Comparison means 21 then determine the difference between the output current ICC of the input stage 6 thus measured and a reference current value ICC ref at which it is desired to regulate the current C. The value of the reference current IDC ref may be a constant value or may be modified as a function of the voltage of the battery. The difference thus calculated by the comparison means 21 is delivered to a regulation module 22 which then applies a correction, such as an integral proportional type correction which makes it possible to output the desired amplitude of the network current. power supply, image of the power of the power supply network. The amplitude of the current thus delivered by the regulation module 22 is multiplied, by means of calculation means 23, with the voltage of the supply network previously synchronized by synchronization means 24. The calculation means 23 then deliver as output a current setpoint of the supply network to control means 25 adapted to develop a strategy for controlling the transistors 12 of the input stage 6 rectifier. FIG. 4 is a detailed representation of a second embodiment of a device 1 for charging a battery 2. In this figure, the elements identical to those described above bear the same reference numeral. The general operating principle remains identical to that of the first embodiment of the device 1 shown in FIG. 2. The device 1 differs from the first embodiment in that the inverter output stage 7 comprises a filtering inductance 14 per phase. L of the switched double-seated reluctance machine instead of a single filtering inductor 14. Each filtering inductor is coupled between the diode 15 and the IGBT transistor 16 of a voltage booster arm 72 of a control circuit 71 of the control inverter 70 of the switched double-seated reluctance machine. The filtering inductances 14 have identical values so that the current entering the output stage 7 is shared equally between each of the filtering inductors 14 while allowing each output control circuit 71 to be applied to the output stage. 7 inverter a command of the same frequency and the same duty cycle but phase-shifted from -27c of a control circuit 70 to the other, n being the number of control circuits 70 used during the charging of the battery 2. The configuration of this second embodiment makes it possible to limit the overall volume of each filtering inductor 14 and to reduce the switching frequency of the control circuits 70 of the inverter output stage 7 with respect to that of the input stage 6 rectifier in a report n. This makes it possible to use transistor technology with low saturation voltage and to improve the efficiency of the assembly both in load and in rolling. FIG. 5 shows a third embodiment of a device 1 for charging a battery 2. In this figure, the elements identical to those described above bear the same reference numeral. In this embodiment, the device 1 is further intended for the generation of electrical energy by the battery 2 to the power source 3. For this, the device 1 differs from the first embodiment illustrated in FIG. the inverter output stage 7 further comprises a battery polarity reversal circuit 30 connected between the control inverter 70 of the double-glow switched reluctance machine and the battery 2. The circuit 30 The polarity reversal comprises a cross-mounting of two diodes 31 and two IGBT transistors 32. The battery polarity reversal circuit 30 makes it possible to make the bi-directional charging device 1 seen from the power source 3, FIG. that is, the device 1 is capable of charging the battery 2 from the power source 3 or of discharging the battery 2 into the power source 3. In FIG. mode of realization n of a device 1 for charging a battery 2 of FIG.

In this figure, the elements identical to those described above bear the same reference numeral. In this embodiment also, the device 1 is further intended for the generation of electrical energy by the battery 2 to the power source 3. For this, the device 1 differs from the first embodiment illustrated in FIG. 2 in that the input stage 6 rectifier comprises a controlled rectifying circuit adapted to rectify the current in a first direction and a second controlled rectifying circuit adapted to rectify the current in a second direction passing opposite the first direction.

The first rectifying circuit 61 comprises three identical branches coupled in parallel. Each of the branches comprises a series circuit successively comprising a diode 11a, two transistors 12a, and a diode 11a, the diodes 1a of the three branches passing in a first direction of current flow. Each branch is also coupled to a separate phase, the coupling being effected between the two transistors 12a. The second rectifying circuit 62 also comprises three identical branches coupled in parallel. Each of the branches comprises a series circuit successively comprising a diode 11b, two transistors 12b, and a diode 11b, the diodes 11b of the three branches passing in a second direction of current flow opposite the first direction. Each branch is also coupled to a distinct phase, the coupling being effected between the two transistors 12b. The first and second rectifying circuits 61 and 62 are coupled together to form a single circuit comprising six rectifying branches and two freewheel legs. The first rectifier stage 6 thus makes it possible to make the bidirectional device 1 seen from the power source.

As illustrated in FIG. 6, the rectifier input stage 6 of the device 1 may comprise a freewheel circuit 130 coupled in parallel with the output of the first and second rectifying circuits. The freewheel circuit 130, which is optional, represents a controlled four-quadrant switch, which must be controlled in the direction of the current in the inductor. It comprises two branches connected in parallel, each branch comprising a diode 131 and a transistor 132 coupled in series, the diode 131 of a branch being mounted in a flow direction of the current opposite to the diode 131 of the other branch. The freewheel circuit 130 thus makes it possible to reduce the losses during freewheeling phases. FIG. 7 shows a flowchart of a method for charging a battery of an electric vehicle.

In a first step 701, the rectifier input stage 6 of the charging device 1 of a battery 2 is connected to a supply source 3 via the filtering means 5 and the connection means 4. No contactor is necessary for the connection.

In a following step 702, the current of the absorbed supply network is filtered by means of filtering means 5 comprising a CEM filter 5a and capacitors 51) so that the current satisfies the harmonic mask of the network connection constraints. feeding.

In a following step 703, the ICC current is measured at the output of the input stage 6 rectifier. From this measurement, in a next step 704, the output current ICC of the input stage is regulated by controlling the transistors 12 of the input stage 6. Finally, in a step 705, one stops the charge of the battery 2 of the electric vehicle once the charging voltage of the battery 2 is maximum. The on-board charging device 1 thus makes it possible to charge a battery of a motor vehicle equipped with an electric traction system comprising a reluctance machine, and in particular a switched double-seated reluctance machine. Furthermore, the device 1 can feed a load from a motor vehicle, three-phase or single-phase, without the need for contactors that configure the circuit load or rolling. The device 1 also makes it possible to send electrical energy generated by the device 1 to a power source 3 connected thereto insofar as a polarity inversion means as described with reference to FIGS. 5 and 6 is implanted. The charging device 1 thus described makes it possible to overcome the constraint that requires that the battery voltage be permanently higher than the maximum voltage of the supply network. It also offers the possibility of allowing the device 1 to operate in the charging mode or in the traction mode without having to use contactors for switching the operating modes. It finally allows a faster charge of the battery 2 thanks to a charging power close to the traction power.

Claims (11)

REVENDICATIONS1. Device (1) for the on-board charging of a battery (2) of a motor vehicle with electric traction, the device comprising a first stage (6) rectifier intended to be connected to a power source (3), a second stage (7) Inverter intended to be connected to the battery (2) and means (8) for controlling the average current flowing between the first stage (6) and the second stage (7), characterized in that the device (1) is intended to be mounted in a motor vehicle equipped with an electric traction system comprising a switched reluctance electric machine, and in that the second inverter stage (7) comprises the control inverter (70) of the traction system of the motor vehicle and at least one filtering inductor (14) coupled between the first stage (6) rectifier and the control inverter (70) of the traction system. 2. Device according to claim 1, characterized in that it comprises connecting means (4) adapted to connect the first stage (6) rectifier to the power source (3), the power source (3) being a three - phase power supply network or a single - phase power supply network or a continuous power supply source. 3. Device according to one of claims 1 or 2, characterized in that the second stage (7) inverter comprises a number of filtering inductances (14) corresponding to the number of phases (L) of the switched reluctance machine of the traction system, each filtering inductance (14) being connected to a phase (L) distinct from the switched reluctance electric machine. 4. Device according to one of claims 1 or 2 further for the generation of electrical energy from the battery (2) to the power source (3), characterized in that it comprises a means (30) reverse polarity of the battery coupled between the second stage (7) inverter and the battery (2). 5. Device according to any one of claims 1 to 4, characterized in that the first stage (6) rectifier comprises at least one freewheeling diode (13). 6. Device according to one of claims 1 or 2 further for the generation of electrical energy from the battery (2) to the power source (3), characterized in that the first stage (6) rectifier comprises first controlled rectifying means (61) adapted to rectify the current in a first direction and second controlled rectifying means (62) adapted to rectify the current in a second direction passing opposite the first direction. 7. Device according to claim 6, characterized in that the first stage (6) rectifier comprises a freewheel circuit (130) coupled in parallel to the output of the first means (61) controlled rectification and second means (62). controlled rectifier circuit, the freewheel circuit comprising two branches connected in parallel, each branch (130) comprising a diode (131) and a transistor (132) coupled in series, the diode (131) of a branch being mounted in a current flow direction opposite to the diode (131) of the other branch. 8. Device according to any one of claims 1 to 7, wherein the control means (8) comprise regulating means adapted to regulate the average current flowing between the first stage (6) and the second stage (7) around a current value developed from the maximum current supplied by the power source (3) and as a function of a coefficient at least equal to a ratio between the maximum voltage rectified by the first stage (6) and the voltage battery (2). 9. Device according to any one of claims 1 to 8, characterized in that it comprises filtering means (5) integrated in the vehicle capable of filtering the current of the power source (3) absorbed by the device ( 1) while charging the battery (2). Device according to Claim 9, characterized in that the filtering means (5) integrated in the vehicle comprise protection means able to protect the current peak circuit when the device (1) is connected to the power supply ( 3). 11. Motor vehicle equipped with an electric traction system comprising a commutated reluctance machine with double saliency, characterized in that it comprises an onboard load device (1) according to one of claims 1 to 10.