FR3134631A1 - MONITORING THE MEASURED VOLTAGE OF A VEHICLE'S MAIN BATTERY DURING CHARGING IN MODE 2 OR 3 - Google Patents

Abstract

A monitoring method is implemented in a vehicle comprising a main battery having a first voltage measured and rechargeable during a recharging phase in mode 2 or 3 by a converter temporarily powered by an external power source. This method comprises a step (10-30) in which it is determined during the recharging phase whether the first voltage measured is included in a first interval, and if not, this recharging phase is temporarily interrupted. Figure 3

Description

MONITORING THE MEASURED VOLTAGE OF A VEHICLE'S MAIN BATTERY DURING CHARGING IN MODE 2 OR 3 Technical field of the invention

The invention relates to vehicles comprising a rechargeable main battery at least in mode 2 or 3, and more precisely the monitoring within such vehicles of the voltage measured at the terminals of this main battery during the charging phases in mode 2 or 3 .

State of the art

Certain vehicles, possibly of the automobile type, include a main (or traction) battery which is rechargeable during a recharging phase in mode 2 or 3 by a converter temporarily powered by an external power source.

Here we mean “main (or traction) battery” a battery responsible for supplying electric current, on the one hand, to an on-board network and a service battery of its vehicle via a converter, and, on the other hand, , an electric motive machine forming part of the powertrain (or GMP) of its vehicle.

Furthermore, the term “on-board network” is understood here as an electrical supply network to which electrical (or electronic) equipment (or components) which consume electrical energy are coupled.

In addition, the term "service battery" means here a battery rechargeable at least by the converter and responsible for supplying electrical energy to the on-board network, in addition to that supplied by the converter, and sometimes in place of this converter.

Please note that mode 2 charging is done by coupling a vehicle charging connector to a conventional wall electrical outlet via a charging cable comprising a power supply connector, with a current which is generally between 8 A and 13 A, under an alternating voltage of 220 V AC, and that charging in mode 3 is done by coupling this charging connector to a specific wall box (or “wallbox”) via a charging cable comprising a connector. electrical supply, with a current generally between 16 A and 32 A, under an alternating voltage of 220 V AC, single-phase or three-phase. In addition, in mode 2 or 3 charging, it is the vehicle converter which supplies the main battery to be recharged with direct current, after AC/DC conversion (for example from 220 V to 450 V).

In the aforementioned vehicles, during a charging phase in mode 2 or 3 the converter is supposed to provide on its output coupled to the main battery a (electrical) charging current converted to a voltage which is greater than the voltage at the terminals of the battery main. This rule is necessary so that the charging current converted by the converter flows naturally towards the main battery, and thus prevents the current from leaving the main battery to flow towards the converter.

The calculator which is associated with the converter therefore receives, generally periodically, information on the voltage across the main battery in order to define the voltage under which the converter must deliver its converted charging current. If the computer associated with the converter receives a voltage value which does not correspond precisely to the actual voltage at the terminals of the main battery, there is a risk of damage to the converter or the main battery, which can prove dangerous both for the passengers of the vehicle as well as for the latter. Indeed, if the voltage value received is lower than the real voltage at the terminals of the main battery, the converted charging current can be delivered at a voltage which is lower than this real voltage, and therefore the converter will receive current coming from of the main battery instead of supplying it with charging current, which can damage some of its electrical components. If the voltage value received is greater than the actual voltage across the main battery, the converted charging current can be delivered at a voltage which is greater than the maximum voltage that the main battery can withstand, and therefore the latter can be damaged.

Currently, there is no known solution allowing action in the vehicle to prevent during a recharging phase in mode 2 or 3 the computer associated with the converter determining a voltage which is potentially unsuitable for the actual voltage at the terminals of the main battery. Consequently, the invention aims in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a monitoring method intended to be implemented in a vehicle comprising a main battery having a first voltage measured and rechargeable during a recharging phase according to a mode 2 or 3 by a converter of the vehicle temporarily powered by a external power source.

This monitoring method is characterized by the fact that it comprises a step in which it is determined during the recharging phase whether the first voltage measured is included in a first interval, and if not, this recharging phase is temporarily interrupted.

Thanks to the invention, there is no longer any risk of damaging the converter and the main battery when the first measured voltage is not included in the first interval, because the converter no longer supplies converted charging current to the main battery.

The monitoring method according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

- in its step, the recharging phase can be temporarily interrupted when the first voltage is outside the first interval for a duration which is greater than a first chosen duration;

- in the presence of the first option, in its step we can use a first duration which is between 10 ms and 100 ms;

- in its step, we can use a first interval which is defined by a first minimum voltage strictly greater than a second minimum voltage and a first maximum voltage strictly less than a second maximum voltage and strictly greater than a theoretical voltage at full load of the main battery. In this case, the second minimum and maximum voltages define a second interval which is used to detect when the main battery is not within a normal operating range;

- in its stage, the recharging phase can be temporarily interrupted after the expiration of a period of a second duration;

- in the presence of the last option, in its step we can use a second duration which is between 20 ms and 100 ms;

- in its stage, when the first voltage is outside the first interval, it is possible, if necessary, to supply an on-board network of the vehicle with electrical energy which results from a conversion by the converter of stored electrical energy in the main battery;

- in its step, when the first voltage is outside the first interval, at least one complementary action can be carried out in the vehicle which is chosen from generating an alert from a user of the vehicle of the interruption of the phase recharge and a recording of at least one fault code representative of a voltage problem outside the first interval;

- in its step, we can re-authorize the recharge phase when the first voltage is again contained in the first interval for a duration which is greater than a third chosen duration.

The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a monitoring method of the type of that presented above to monitor a first voltage measured from a main battery of a vehicle during a recharging phase according to a mode 2 or 3 of this main battery by a converter of the vehicle temporarily powered by an external power source.

The invention also proposes a monitoring device intended to equip a vehicle comprising a main battery having a first voltage measured and rechargeable during a recharging phase in mode 2 or 3 by a converter temporarily powered by an external power source.

This monitoring device is characterized in that it comprises at least one processor and at least one memory arranged to perform the operations consisting of determining during a recharging phase whether the first measured voltage is included in a first interval, and in the negative to trigger a temporary interruption of this charging phase.

The invention also proposes a vehicle, possibly of the automobile type, and comprising, on the one hand, a main battery having a first voltage measured and rechargeable during a recharging phase in mode 2 or 3 by a converter temporarily powered by a source external power supply, and, on the other hand, a monitoring device of the type presented above.

Brief description of the figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and the appended drawings, in which:

schematically and functionally illustrates an exemplary embodiment of a vehicle comprising a GMP, with an electric motor powered by a main battery rechargeable by a converter, and a monitoring device according to the invention,

schematically and functionally illustrates an exemplary embodiment of a vehicle charger comprising a converter and a charging calculator comprising part of an exemplary embodiment of a monitoring device according to the invention, and

schematically illustrates an example of an algorithm implementing a monitoring method according to the invention.

Detailed description of the invention

The invention aims in particular to propose a monitoring method, and an associated monitoring device DS, intended to allow monitoring of the first voltage u1 measured at the terminals of a main battery BP of a vehicle V during a phase of recharge in mode 2 or 3 of this main battery BP by a CV converter of the vehicle V temporarily powered by an external power source SA.

In what follows, we consider, by way of non-limiting example, that the vehicle V is of the automobile type. This is for example a car, as illustrated in the . But the invention is not limited to this type of vehicle. It concerns any type of vehicle comprising a rechargeable main battery (in mode 2 or 3, as well as possibly in mode 4) and a rechargeable utility battery, coupled to a converter. Thus, it concerns, for example, land vehicles (utility vehicles, motorhomes, minibuses, coaches, trucks, motorcycles, road machinery, construction machinery, agricultural machinery, leisure machinery (snowmobile, kart), and road machinery. caterpillar(s), for example), boats and aircraft.

Furthermore, we consider in what follows, by way of non-limiting example, that the vehicle V comprises a powertrain (or GMP) of all-electric type (and therefore whose traction is ensured exclusively by at least one electric driving machine MRS). But the GMP could be of hybrid type (thermal and electric).

We have schematically represented on the a vehicle V comprising an electric GMP transmission chain, an on-board network RB, a utility battery BS, a main (or traction) battery BP, a CV converter, and a monitoring device DS according to the invention.

The RB on-board network is an electrical supply network to which electrical (or electronic) equipment (or components) are coupled which consume electrical energy.

The utility battery BS is responsible for supplying electrical energy to the on-board network RB, in addition to that supplied by the CV converter powered by the main battery BP, and sometimes in place of this CV converter. For example, this BS utility battery can be arranged in the form of a very low voltage type battery (typically 12 V, 24 V or 48 V). It is rechargeable at least via the CV (current) converter. We consider in the following, by way of non-limiting example, that the BS utility battery is of the 12 V Lithium-ion type.

The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric driving machine MME, an AM motor shaft, and an AT transmission shaft. Here we mean “electric driving machine” an electric machine arranged so as to provide torque to move the vehicle V, as well as possibly to recover torque in regenerative braking.

The operation of the GMP is supervised by a CS supervision computer.

The electric driving machine MME (here an electric motor) is coupled to the main battery BP, in order to be supplied with electrical energy, as well as possibly to supply this main battery BP with electrical energy, in particular during regenerative braking .

Furthermore, this electric motor machine MME is coupled to the motor shaft AM, to provide it with torque by rotational drive. This motor shaft AM is here coupled to a reduction gear RD which is also coupled to the transmission shaft AT, itself coupled to a first train T1 (here of wheels), preferably via a differential D1.

This first train T1 is here located in the front part PVV of the vehicle V. But in a variant this first train T1 could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

The CV converter is also responsible, during the driving phases of the vehicle V, for converting part of the electric current stored in the main battery BP to supply converted electric current, via an SC output which it includes, to the on-board network RB and the BS service battery (to recharge it).

Note, as illustrated non-limitatively in the , that the CV converter can be part of a CH charger also comprising a CC recharge calculator responsible, at least, for controlling the recharge of the main battery BP, whatever the mode (2, 3 or 4). This CC recharge calculator is in particular responsible, during each recharge phase according to mode 2 or 3 of the main battery BP, of determining a second voltage u2 under which the CV converter must deliver its converted recharge current for the main battery BP. This second voltage u2 must be greater than the first voltage u1 measured at the terminals of the main battery BP so that the charging current converted by the CV converter circulates naturally towards the main battery BP, and thus prevent the current from leaving the main battery BP to flow to the CV converter. To do this, the DC charging calculator receives, generally periodically, information on the first voltage u1 measured. For example, the period can be equal to 10 ms.

It will also be noted that in the example illustrated non-limitingly on the the main battery BP can be recharged in mode 2 or 3 as well as in mode 4. Consequently, the vehicle V comprises a double LR recharge line (or circuit) connected, on the one hand, to its CN charging connector, and, on the other hand, to its CV converter (for charging in mode 2 or 3) and to the main battery BP (for charging in mode 4).

In an alternative embodiment, the main BP battery could only be suitable for recharging in mode 2 or 3.

It is recalled that charging in mode 2 is done by coupling the CN charging connector of the vehicle V to an external power source SA in the form of a conventional wall electrical outlet via a CR charging cable comprising a connector AC power supply, with a current which is generally between 8 A and 13 A, under an alternating voltage of 220 V AC, and that charging in mode 3 is done by coupling the CN charging connector of the vehicle V to a external power source SA in the form of a specific wall box (or “wallbox”) via a CR charging cable comprising an AC electrical power connector, with a current generally between 16 A and 32 A, under an alternating voltage of 220 V AC, single-phase or three-phase. Furthermore, in mode 2 or 3 charging it is the CV converter of vehicle V, which is temporarily coupled to the external power source SA via the charging line LR of vehicle V, which supplies the main battery BP at recharge with direct current, after AC/DC conversion (for example from 220 V to 450 V).

It is also recalled that charging in mode 4 is done by coupling the charging connector CN of the vehicle V to an external power source SA in the form of a specific charging station via a charging cable CR comprising a AC power connector, with a direct current which is generally between 40 A and 250 A, at a low input voltage (typically 450 V). Furthermore, in mode 4 charging, the charging connector CN of vehicle V is connected to the main battery BP to be recharged via the charging line LR of vehicle V, and therefore this main battery BP is supplied directly with direct current without conversion by the vehicle's CV converter V.

The main (or traction) battery BP can, for example, include electrical energy storage cells, possibly electrochemical (for example of the lithium-ion (or Li-ion) or Ni-Mh or Ni-Cd type). Also for example, the main BP battery can be of the low voltage type (typically 450 V for illustration purposes). But it could be medium voltage or high voltage.

It will also be noted that the main battery BP is associated with a battery box BB which includes in particular a battery calculator CB, an isolation device DI, and voltage/current measuring means (not illustrated), in particular responsible for measuring the first voltage u1 across the main battery BP (generally periodically, for example every 10 ms). This main battery BP and its battery box BB constitute a battery pack.

The DI isolation device is arranged so as to isolate, if necessary, the main battery BP from the CV converter and/or the electric motor MME and/or the CN charging connector. For example, this DI isolation device may include contactors (or switches), possibly based on MOSFET(s) and each capable of taking an open (or non-conducting) state and a closed (or conducting) state. It is therefore inserted between the main battery BP and the CV converter, between the main battery BP and the electric driving machine MME, between the CV converter and the electric driving machine MME, between the charging connector CN and the electric driving machine MME, and between the CN charging connector and the main battery BP (when charging in mode 4 is possible).

It will also be noted that in the example illustrated non-limitingly on the the vehicle V also includes a distribution box BD to which the utility battery BS, the CV converter and the on-board network RB are coupled. This distribution box BD is responsible for distributing in the on-board network RB the electrical energy stored in the utility battery BS or produced by the converter CV, for powering the electrical components (or equipment) coupled to the on-board network RB depending on power requests received (in particular from the GMP CS supervision computer).

As mentioned above, the invention proposes in particular a monitoring method intended to allow monitoring, during each recharging phase according to mode 2 or 3 of the main battery BP by the CV converter, of the first voltage u1 (measured at the terminals of the main battery BP), in order to prevent the CC recharge calculator (associated with the CV converter) from determining a second voltage u2 which is potentially unsuitable for the actual voltage at the terminals of the main battery BP.

This (monitoring) method can be implemented at least partially by the monitoring device DS (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal (or DSP (“Digital Signal Processor”)), and at least one MD memory. This DS monitoring device can therefore be produced in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”). For example, it can be a microcontroller.

The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring process. The processor PR1 may include integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or non-wired connections. By integrated (or printed) circuit we mean any type of device capable of performing at least one electrical or electronic operation.

In the example illustrated non-limitingly in Figures 1 and 2, the monitoring device DS is at least partially part (PR1 and MD) of the CC charging calculator (and therefore of the CH charger). But this is not obligatory. Indeed, the DS monitoring device could include its own dedicated computer, which is then coupled to the CC charging computer, or could be part of another on-board computer (for example the CB battery computer).

As illustrated without limitation on the , the (monitoring) method, according to the invention, comprises a step 10-30 which is implemented during each charging phase of the vehicle V.

Step 10-30 of the method comprises a sub-step 10 in which (the monitoring device DS) determines during the recharging phase whether the first voltage u1 (which has just been measured) is included in a first interval I1 , defined by a first minimum voltage u1min and a first maximum voltage u1max (i.e. I1 = [u1min ; u1max]).

If so (and therefore if u1 belongs to I1), we (the monitoring device DS) estimate that there is no problem with the first voltage u1, and therefore we return to carry out substep 10.

On the other hand, in the negative (and therefore if u1 does not belong to I1), we temporarily interrupt (the monitoring device DS triggers a temporary interruption of) the recharging phase, in a sub-step 20.

This prevents the CV converter from continuing to supply converted recharge current to the main battery BP, which avoids any damage to the CV converter and the main battery BP since the CC recharge calculator no longer temporarily determines a second voltage u2 capable of be unsuitable for the actual voltage at the terminals of the main battery BP. This makes it possible to avoid putting the passengers of vehicle V or the latter (V) at risk.

The choice of the first minimum u1min and maximum u1max terminals of the first interval I1 can, for example, be made according to the theoretical voltage at full charge of the main battery BP (here 450 V) and second minimum terminals (or voltages) u2min and maximum u2max of a second interval I2 (I2 = [u2min ; u2max]). Indeed, the battery calculator CB can also for its part be arranged so as to ensure monitoring of the first voltage u1 in order to detect when the main battery BP is not in a normal operating range, which would potentially make it dangerous for the vehicle V as well as for its passengers. More precisely, the battery calculator CB determines whether the first voltage u1 (which has just been measured) is included in the second interval I2, and if not, isolates the main battery BP from the rest of the vehicle V by controlling the DI isolation. Generally, the second minimum terminal (or voltage) u2min is equal to 270 V and the second maximum terminal (or voltage) u2max is equal to 452.6 V.

Preferably, the first minimum voltage u1min is strictly greater than the second minimum terminal (or voltage) u2min, and the first maximum voltage u1max is strictly less than the second maximum terminal (or voltage) u2max and strictly greater than the theoretical voltage at full charging the main BP battery. In this case, when the second terminals (or voltages) minimum u2min and maximum u2max have the aforementioned values, the first minimum voltage u1min can be between 290 V and 310 V, and the first maximum voltage u1max can be between 450.5 V and 451.5 V. As an illustrative example, the first minimum voltage u1min can be equal to 300 V, and the first maximum voltage u1max can be equal to 451 V. But other values of first minimum voltages u1min and maximum u1max can be used. For example, the values of the first minimum u1min and maximum u1max voltages can be chosen during the vehicle development phase V.

Note that in sub-step 20 of step 10-30 it is possible to temporarily interrupt (the monitoring device DS can trigger the temporary interruption of) the recharging phase when the first voltage u1 is outside the first interval I1 for a duration which is greater than a first chosen duration dc1. This option makes it possible to avoid taking into account a single erroneous measurement of the first voltage u1 causing the immediate completion of a main action (i.e. the interruption of the charging in progress).

For example, the first duration dc1 can be between 10 ms and 100 ms. As an illustrative example, the first duration dc1 can be equal to 20 ms. But other values of first duration dc1 can be used. For example, the value of the first duration dc1 can be chosen during the development phase of the vehicle V.

In order to determine the duration of a problem on the first voltage u1, we (the monitoring device DS) can trigger in substep 10 a first time delay having the first duration dc1 as soon as the first voltage u1 becomes for the first time outside the first interval I1, and when this first time delay expires (and we still have u1 outside I1, without interruption), we decide in substep 20 to at least interrupt the current recharge.

It will also be noted that in sub-step 20 of step 10-30 it is possible to temporarily interrupt (the monitoring device DS can trigger the temporary interruption of) the recharging phase after the expiration of a delay having a second chosen dc2 duration. It will be understood that this delay begins once the DS monitoring device has decided to trigger a temporary interruption of the recharging phase. This option makes it possible to cancel the decision to interrupt charging (before it becomes effective) when the problem encountered on the first voltage u1 is only very temporary (for example of a strictly less than the sum of dc1 and dc2).

For example, the second duration dc2 can be between 20 ms and 100 ms. As an illustrative example, the second duration dc2 can be equal to 60 ms. But other values of second duration dc2 can be used. For example, the value of the second duration dc2 can be chosen during the development phase of the vehicle V.

In order to take into account the aforementioned delay, we (the monitoring device DS) can trigger in substep 20 a second time delay having the second duration dc2 as soon as the decision to interrupt the recharge has been taken, and when this second timer expires (and we still have u1 outside of I1), we decide in substep 20 to at least effectively interrupt the recharging in progress.

It will also be noted that in sub-step 20 of step 10-30, when the first voltage u1 is outside the first interval I1, if necessary we can also power or continue to power the (the monitoring device DS can trigger or continue to authorize the supply of the on-board network RB with electrical energy resulting from a conversion by the converter CV of electrical energy stored in the main battery BP. In other words, we do not prevent the CV converter from performing all its functions (it can in fact continue to supply the on-board network RB with converted current as well as possibly the service battery BS (to recharge it )).

It will also be noted that in sub-step 20 of step 10-30, when the first voltage u1 is outside the first interval I1, it is also possible to carry out (the monitoring device DS can trigger the carrying out) in the vehicle V at least one complementary action which is chosen from a generation of an alert from a user (or passenger) of the vehicle V of this interruption of the recharging phase and a recording of at least one representative fault code of a voltage problem outside the first interval I1.

The user of the vehicle V can be alerted, for example, by means of a lit indicator light (for example on the dashboard or the charging plate which includes the CN charging connector) and/or a message displayed on at least one screen of the vehicle V (for example on the dashboard or a central instrument panel) or on the screen of a smart phone (or “smartphone”) of the user, and/or broadcast by at least one speaker of the vehicle V or this smartphone.

The recording of at least one fault code representative of a voltage problem outside the first interval I1 is intended to facilitate the search for the origin of a recharging interruption by an after-sales service technician, and to allow this technician to inform the user of vehicle V of the origin of a charging interruption.

It will also be noted that step 10-30 can also include a sub-step 30 in which it is considered that a problem on the first voltage u1 previously detected is no longer present when the first voltage u1 is again contained in the first interval I1 for a duration which is greater than a third chosen duration d3. In this case, we (the DS monitoring device) re-authorizes the recharge phase (interrupted until then), and therefore the normal and complete operation of the CV converter. Preferably, we also stop generating an (the DS monitoring device stops triggering the generation of a) alert for the user (when this additional action is planned).

Also for example, in substep 30 of step 10-30, the third duration d3 can be between 200 ms and 1000 ms. As an illustrative example, the third duration d3 can be equal to 500 ms. But other values of third duration d3 can be used. For example, the value of the third duration d3 can be chosen during the development phase of the vehicle V.

Note also, as illustrated non-limitatively in the , that the CC recharge calculator (or the dedicated calculator of the DS monitoring device) can also include a mass memory MM1, in particular for the temporary storage of each first measured voltage u1 and any intermediate data involved in all its calculations and treatments. Furthermore, this DC recharge calculator (or the dedicated calculator of the DS monitoring device) can also include an IE input interface for receiving at least the first measured voltage u1, to use it in calculations or processing , possibly after having shaped and/or demodulated and/or amplified it, in a manner known per se, by means of a digital signal processor PR2. In addition, this CC recharge calculator (or the dedicated calculator of the DS monitoring device) can also include an IS output interface, in particular to deliver orders for temporary interruption of the recharge phase, or alert messages for the user, or messages containing a fault code.

It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the monitoring method described above to monitor the first voltage u1 measured at the terminals of the main battery BP of the vehicle V during each recharging phase according to mode 2 or 3 of the latter ( BP) by the CV converter.

Claims (10)

Monitoring method for a vehicle (V) comprising a main battery (BP) having a first voltage measured and rechargeable during a recharging phase in mode 2 or 3 by a converter (CV) of said vehicle (V) temporarily powered by a source external power supply (SA), characterized in that it comprises a step (10-30) in which it is determined during said recharging phase whether said first measured voltage is included in a first interval, and if not, we temporarily interrupt said recharge phase. Method according to claim 1, characterized in that in said step (10-30) said recharging phase is temporarily interrupted when said first voltage is outside said first interval for a duration greater than a first chosen duration. Method according to claim 1 or 2, characterized in that in said step (10-30) a first interval defined by a first minimum voltage strictly greater than a second minimum voltage and a first maximum voltage strictly less than a second maximum voltage is used. and strictly greater than a theoretical voltage at full charge of said main battery (BP), said second minimum and maximum voltages defining a second interval used to detect when said main battery (BP) is not in a normal operating range. Method according to one of claims 1 to 3, characterized in that in said step (10-30), said recharging phase is temporarily interrupted after the expiration of a period of a second duration. Method according to one of claims 1 to 4, characterized in that in said step (10-30), when said first voltage is outside said first interval, an on-board network (RB) of said vehicle is supplied if necessary. (V) with electrical energy resulting from a conversion by said converter (CV) of electrical energy stored in said main battery (BP). Method according to one of claims 1 to 5, characterized in that in said step (10-30), when said first voltage is outside said first interval, at least one complementary action chosen from among said vehicle (V) is carried out in said vehicle (V). generating an alert from a user of said vehicle (V) of said interruption of the charging phase and recording at least one fault code representative of a voltage problem outside of said first interval. Method according to one of claims 1 to 6, characterized in that in said step (10-30) said recharging phase is re-authorized when said first voltage is again contained in said first interval for a duration greater than a third chosen duration. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the monitoring method according to one of claims 1 to 7 to monitor a first measured voltage d 'a main battery (BP) of a vehicle (V) during a recharging phase according to mode 2 or 3 of the latter (BP) by a converter (CV) of said vehicle (V) temporarily supplied by a power source (SA) external. Monitoring device (DS) for a vehicle (V) comprising a main battery (BP) having a first measured voltage and rechargeable during a recharging phase in mode 2 or 3 by a converter (CV) temporarily powered by a power source external power supply (SA), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting of determining during said recharging phase whether said first measured voltage is included in a first interval, and if not, to trigger a temporary interruption of said recharging phase. Vehicle (V) comprising a main battery (BP) having a first voltage measured and rechargeable during a recharging phase in mode 2 or 3 by a converter (CV) temporarily powered by an external power source (SA), characterized in which it further comprises a monitoring device (DS) according to claim 9.