For vehicles with guaranteed safety due to risk of loss of service battery

Abstract

The invention relates to a vehicle comprising: a current converter (C1), a monitoring computer (CS) for monitoring the vehicle, a first electrical network and a second electrical network, the first and second electrical networks being connected to each other via the current converter (C1), the second electrical network comprising a service battery (BR2), a converter control device (OBCDC) being arranged to send an alarm to the monitoring computer (CS) regarding a malfunction in recharging the service battery, the monitoring computer (CS) being configured to verify the persistence of the alarm after a predetermined time, a determination box (BECB) for determining the state of charge of the service battery (BR2), the monitoring computer (CS) being configured to command the vehicle (V) to be immobilized when the state of charge of the service battery (BR2) is less than a predetermined threshold value and when the persistence of the alarm is verified.

Description

Technical Field

[0001] The present invention claims priority from French application No. 2008662, filed on August 25, 2020, the content (text, drawings and claims) of which is incorporated herein by reference.

[0002] The invention relates to a vehicle comprising a monitoring device for monitoring the recharging of an on-board network battery of an electric or hybrid propulsion vehicle. Background Art

[0003] The vehicle includes, for example:

[0004] - electricity network,

[0005] - a main battery for power, which supplies power to the electricity network,

[0006] - a drive motor supplied with electric power from the electricity network,

[0007] a first on-board charger (OBC) electrically connected to the electricity network and capable of recharging the main battery from the land current distribution network, for example via a common recharging terminal, when the vehicle is connected to the land current distribution network,

[0008] -In-vehicle network,

[0009] - a secondary battery (called service battery) which supplies the vehicle electrical system with a DC voltage which is usually lower than the voltage of the main battery,

[0010] a second on-board charger (OBCDC, acronym for “on board charger direct current”) which electrically couples the electricity network to the on-board network in order to recharge the secondary battery by drawing current from the main battery,

[0011] - A supervisory computer coupled to each of these devices.

[0012] The second charger includes a DC-DC current converter to manage the difference in voltage levels between the two batteries and to recharge the second battery.

[0013] The onboard network powers the vehicle's safety devices. For example, it powers computers including the monitoring computer, the vehicle's wheel anti-skid system, the vehicle's electric power steering system, and the electric braking system. These safety systems consume current, so the secondary battery must always have sufficient energy reserves to implement these safety functions and must be recharged regularly. Therefore, the secondary charger and secondary battery are routinely checked for proper operation.

[0014] Patent document FR3009869A1, for example, discloses a detection method for detecting a connection fault between a battery and a DC-DC converter used to recharge the battery by transmitting a signal having a specific voltage, which passes through the battery and originates from the converter. If a connection fault is detected for a duration greater than a threshold, a warning message is emitted and safety measures are taken. The warning message may be an illuminated indicator light on the instrument panel or an audible warning, which may or may not be considered by the driver.

[0015] There is therefore a safety risk for the driver and his passengers, in particular when the charge state of the service battery is no longer sufficient to ensure power supply for the aforementioned safety devices and when the driver ignores the warning or takes it too late. Summary of the Invention

[0016] The main object of the present invention is to provide the safety improvement that is just required in order to allow driving without recharging the battery, when this safety improvement is technically feasible.

[0017] In order to achieve this main object, the present invention is intended to provide a motor vehicle comprising:

[0018] - a current converter comprising a converter control device,

[0019] a monitoring computer for monitoring the vehicle, the monitoring computer being connected to the converter control device,

[0020] a first electrical network and a second electrical network, said first electrical network and said second electrical network being connected to one another via said current converter,

[0021] The second electrical network comprises a service battery recharged by the current converter, the converter control device being arranged to send an alarm to the monitoring computer in the event of a malfunction in the recharging of the service battery by the current converter, the monitoring computer being configured to verify the persistence of the alarm after a predetermined time, the vehicle further comprising a determination box for determining the state of charge of the service battery, the determination box being coupled to the monitoring computer, the monitoring computer being configured to command the vehicle to be immobilized when the state of charge of the service battery is less than a predetermined threshold and when the persistence of the alarm is verified.

[0022] Thus, since concerns about false or short warnings are avoided, the driver's attention is no longer required to avoid dangerous situations that could lead to a car accident, while making it possible for the driver to continue his journey when the charge state of the service battery still allows this.

[0023] According to an embodiment of the invention, the monitoring computer is configured to transmit an alarm signal to the dashboard when persistence of the alarm is verified, regardless of the charge state of the service battery.

[0024] Thus, if the driver takes the warning signal into account from the time it appears, he can personally stop the vehicle in a safe area before the vehicle is immobilized by the monitoring computer.

[0025] According to an embodiment of the invention, the monitoring computer comprises a memory configured to permanently and cumulatively store a fault code each time the persistence of the alarm is verified.

[0026] According to an embodiment of the invention, the monitoring computer is configured to activate a degraded operating mode of the vehicle when the persistence of the alarm is verified.

[0027] According to an embodiment of the present invention, the vehicle comprises non-safety electrical equipment, and the monitoring computer is configured such that the degraded mode comprises deactivation of the non-safety electrical equipment.

[0028] This measure can limit the drop in the state of charge of the service battery, so that, for example, the predetermined threshold value is exceeded later.

[0029] According to an embodiment of the invention, the vehicle comprises a drive motor powered by the first electrical network, the monitoring computer being configured such that the degraded mode comprises a limitation on the power consumed by the drive motor when the state of charge of the service battery is strictly greater than the predetermined threshold, the limitation being non-zero.

[0030] This measure has at least two advantages:

[0031] This measure can have an influence on the vehicle's behavior, which is necessarily perceived by the driver, who thereby asks himself whether there is a possible problem and prompts himself to look at the instrument panel, on which the "stop" indicator light is illuminated.

[0032] - This measure reduces the speed of the vehicle, which improves the situation and makes it less serious if the vehicle's braking system (or other safety systems, such as the power supply to the computer) malfunctions due to a too low state of charge of the service battery.

[0033] According to an embodiment of the present invention, the vehicle is purely electric.

[0034] According to an embodiment of the present invention, the drive motor is the only drive machine.

[0035] According to an embodiment of the invention, the monitoring computer is configured such that the limitation of the power consumed by the drive motor depends on the state of charge of the service battery.

[0036] According to an embodiment of the present invention, the monitoring computer is configured to set a limit on the power consumed by the drive motor between 4 kW and 8 kW.

[0037] The invention also aims to provide a safety assurance method for ensuring vehicle safety as described above, implemented by a monitoring computer CS, a converter control device OBCDC and a determination box BECB for determining the state of charge of the service battery BR2.

[0038] The method comprises, for example, the following successive executions:

[0039] a first step for detecting a malfunction in the recharging of the service battery by the current converter,

[0040] - a second step of checking the persistence of said dysfunction after a predetermined time and, in the affirmative:

[0041] - a third step of transmitting a warning signal to said dashboard,

[0042] - a fourth step for determining the state of charge of the service battery,

[0043] - a fifth step for immobilizing the vehicle when the state of charge of the service battery is less than the predetermined threshold,

[0044] A sixth step for activating a degraded operating mode of the vehicle comprising a limitation of the electric power consumed by the drive motor when the state of charge of the service battery is strictly greater than the predetermined threshold, said limitation being non-zero. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Other features and advantages of the present invention will become more apparent by reading the detailed description of specific embodiments of the present invention below and the accompanying drawings, in which:

[0046] Figure 1 The sole FIGURE shows a schematic diagram of a vehicle according to the invention. DETAILED DESCRIPTION

[0047] Figure 1 An example of a vehicle V according to the present invention is shown. The vehicle V comprises:

[0048] a current converter C1 comprising a converter control device OBCDC,

[0049] -Communication network CAN,

[0050] - a monitoring computer CS for monitoring the vehicle, which is connected to the converter control device OBCDC via a communication network CAN,

[0051] a first electrical network and a second electrical network, the first and second electrical networks being interconnected by a current converter C1 , the second electrical network comprising a service battery BR2 recharged by the current converter C1 ,

[0052] - the vehicle's safety device E1, which is powered by the service battery (BR2),

[0053] A determination box BECB for determining the state of charge of the service battery BR2, which is connected to the monitoring computer CS via the communication network CAN.

[0054] The converter control device OBCDC is arranged to send an alarm to the monitoring computer CS in the event of a malfunction in the recharging of the service battery BR2 by the current converter C1, the monitoring computer CS being arranged to verify the persistence of the alarm after a predetermined time and to command the vehicle V to be immobilized when the state of charge of the service battery is less than a predetermined threshold value and when the persistence of the alarm is verified.

[0055] The vehicle also includes:

[0056] - Rechargeable traction battery BR1,

[0057] A drive train comprising at least one drive motor MM providing a torque for driving at least one axle T1 based on the energy stored in a rechargeable traction battery BR1 .

[0058] The first electrical network and the second electrical network are two networks operating at a first voltage and a second voltage, respectively, these voltages being different, for example, and the current converter C1, in the case of a reversible converter C1, adapts the voltage of one network to the voltage of the other network according to the desired current direction, so that the current is transferred from the service battery BR2 to the traction battery BR1 and vice versa. The current converter C1 is, for example, a DC / DC current converter, but this is not required. Figure 1 In the figure, the converter C1 is shown outside the traction battery BR1 and the service battery BR2, but this is not necessary; the converter may for example be integrated in the traction battery BR1 at the location of a module of the traction battery (or even a unit of the module).

[0059] In the following, by way of non-limiting example, a vehicle V is considered to be of the motor type. This vehicle is, for example, an automobile. However, the present invention is not limited to this type of vehicle. In fact, the present invention relates to any type of vehicle including a drive train with at least one drive motor that generates torque to drive at least one axle (e.g., a wheel axle). Therefore, the present invention relates at least to land vehicles.

[0060] Throughout the text of this document, a "drive motor" is understood to be an electric motor (or electric motor) which is configured to provide or recover torque in order to move the vehicle either on its own or in addition to at least one other possible drive motor or heat engine, such as an internal combustion engine (reactor, turbine engine or chemical engine).

[0061] Throughout this document, "electrical equipment" is understood to mean electrical equipment powered by the service battery BR2 without a current converter C1, requiring more or less intense electrical energy for operation, and optionally ensuring a safety function and therefore including a safety device E1. Examples of such safety devices E1 include optical panels, wipers, computers (e.g., a monitoring computer CS, a converter control device OBCDC, a determination box BECB for determining the state of charge of the service battery BR2), electric power steering, an electric (particularly parking) brake system, or an electric brake assist system. This list is not exhaustive; these safety devices E1 can of course be combined or even used together.

[0062] Furthermore, the monitoring computer CS may include in its memory a table distinguishing safety equipment from non-safety equipment, the state of which table being dynamic, that is to say dependent on characteristics evolving over time.

[0063] To illustrate this dynamic, let's take an air conditioning system as an example of electrical equipment: this system includes multiple functions, at least two of which are cooling or heating the passenger compartment and defogging the windshield (to ensure good visibility for the driver). For example, the cooling or heating function is indicated as non-safety in the table, while the defogger function is indicated as safety. Thus, when the electrical equipment of the air conditioning system is configured for cooling or heating, it is non-safety, and when it is configured for defogger, it is safety.

[0064] Figure 1 Only electrical equipment is shown (in particular the safety device E1), but the vehicle V includes other non-safety electrical equipment not shown (for example, an air conditioning system when it is configured for a passenger compartment cooling or heating function, a radio assembly, a seat heating system, a defrost system (more generally, equipment including at least one resistive element), this list not being exhaustive). However, it is noted that the air conditioning system is an electrical equipment that consumes a significant amount of current when it is activated, whether using heat pump technology or a compressor.

[0065] In the non-limiting example shown in the only figure, the drive train is of a purely electric type (and comprises only a single drive motor MM). However, the present invention is not limited to this type of drive train. In fact, the drive train can be of hybrid type and also include a thermal drive machine associated with at least one axle (for example, the second axle T2).

[0066] The drive train here comprises a coupling element MC and a transmission shaft AT in addition to the drive motor MM. The control of at least the drive motor MM and the coupling element MC is ensured by a monitoring computer CS via a communication network CAN.

[0067] The coupling component MC is responsible for coupling / decoupling the drive motor MM to / from the transmission shaft AT under the control of the monitoring computer CS, so that the torque generated by the drive motor MM and defined by a setpoint (torque or speed) is transmitted to the transmission shaft AT via the electrical energy stored in the traction battery BR1. The transmission shaft AT is coupled to the first axle T1 (here, the wheel axle).

[0068] For example, the first axle T1 is located at the front of the vehicle V, preferably coupled to the propeller shaft AT via a differential (here front differential) D1 as shown. In a variant, however, this first axle T1 could be located at the rear of the vehicle V.

[0069] The coupling component MC may be, for example, a claw mechanism, a clutch, a hydraulic torque converter, or a brake. The coupling component can adopt at least two coupling states: a first state (coupled state), in which the coupling component secures the coupling between the drive motor MM and the transmission shaft AT; and a second state (decoupled state), in which the coupling component decouples the drive motor MM from the transmission shaft AT. Note that the coupling component may also optionally adopt at least one intermediate state (e.g., clutch slippage).

[0070] The traction battery BR1 is configured to store electrical energy at a first voltage and can be recharged in particular via a charger (not shown) for connection to an external current supply source (eg a recharging terminal or a mains socket) via a dedicated charging cable.

[0071] The drive motor MM provides torque (here to drive the first axle T1 ) by consuming energy stored at a first voltage in the traction battery BR1 .

[0072] For example, the first voltage may be between 200 V and 600 V. As an illustrative example, the first voltage may be equal to 400 V.

[0073] The second battery BR2 is provided for storing electrical energy at a second voltage which is lower than the first voltage and can be recharged in particular via a current converter C1.

[0074] For example, the second voltage may be between 11 V and 24 V. As an illustrative example, the second voltage may be equal to 12 V.

[0075] The electrical equipment of the vehicle V consumes the energy stored in the second battery BR2 at the second voltage (minimum voltage) because the electrical equipment consumes almost no electrical energy. Therefore, the electrical equipment is connected to the second battery BR2 via the second network.

[0076] The current converter C1 is coupled to the traction battery BR1 and to the service battery BR2 and is responsible for converting a first voltage into a second voltage, in order in particular to recharge the service battery BR2 .

[0077] The vehicle may comprise a further converter (not shown) coupled to the traction battery BR1 , which further converter can be coupled to other batteries or to other electrical equipment and is used to convert the first voltage (of the traction battery BR1 ) into a third voltage, said third voltage being between the first voltage and the second voltage.

[0078] For example, the third voltage may be between 40 V and 70 V. As illustrative examples, the third voltage may be equal to 48 V or 60 V.

[0079] Note that, as shown in the single figure, the vehicle V may also include a first electrical distribution box BD1 connected to the traction battery BR1, the current converter C1, and the drive motor MM. The connection between the first electrical distribution box BD1 and the traction battery BR1 is implemented via a first electrical wiring harness F1. The connection between the first electrical distribution box BD1 and the converter C1 is implemented via a second electrical wiring harness F2. The connection between the first electrical distribution box BD1 and the drive motor MM is implemented via a third electrical wiring harness F3. The first electrical network (referred to as the power network) includes, for example, the traction battery BR1, the first electrical wiring harness F1, the second electrical wiring harness F2, the third electrical wiring harness F3, and the first electrical distribution box BD1.

[0080] Note also that, as shown non-limitingly in the sole accompanying drawing, vehicle V includes a second electrical distribution box BD2, which is connected to a service battery BR2 and to converter C1. The connection between the second electrical distribution box BD2 and the service battery BR2 is implemented via a fourth electrical wiring harness F4. The connection between the second electrical distribution box BD2 and the first converter C1 is implemented via a fifth electrical wiring harness F5. The second network (referred to as the on-board network) includes, for example, the service battery BR1, the fourth electrical wiring harness F4, the fifth electrical wiring harness F5, and the second electrical distribution box BD2.

[0081] These electrical distribution boxes BD1, BD2 are controlled by a monitoring computer CS, for example, even if Figure 1 The communication network associated with the electrical distribution box is not shown above.

[0082] For example, each electrical distribution box can ensure a protective function, in particular depending on the operational requirements, by means of fuses associated with the voltages involved and optionally by means of power switching elements such as relays.

[0083] In this electrical architecture, the determination box BECB for determining the state of charge of the service battery BR2 is a diagnostic component capable of continuously carrying out diagnostics on the service battery BR2 and permanently calculating its state of charge based on measured values ​​(of current, voltage, and temperature at the battery's terminals). Note that the vehicle includes a second determination box (not shown) for determining the state of charge of the traction battery BR1.

[0084] This box BECB is through initialization during its manufacture.Usually, when service battery BR2 is in standby for many hours, this box BECB is recalibrated.

[0085] The communication network CAN (Controller Area Network) is represented by a thin line with an arrow. Information exchanged via this communication network CAN between the monitoring computer CS and the determination block BECB and converter control unit OBCDC for determining the state of charge is perfectly bidirectional. The communication network CAN is, for example, a multiplexed data bus that connects a large number of computers communicating sequentially to the same bus, but this is not essential.

[0086] The alarm is a code sent by converter control unit OBCDC via the communication network CAN to the monitoring computer CS.

[0087] A malfunction in the recharging of the service battery BR2 by the current converter C1 is detected, for example, by the converter control device OBCDC, which implements a detection method such as that described in the aforementioned patent document FR 3 009 869 A1. This detection method consists, for example, in adding a predefined voltage signal comprising one or more periodic signals to a set of DC voltages (transmitted by the current converter C1 to the second electrical network including the service battery BR2), and measuring the current through the service battery BR2 while searching therefor for a current intensity signal comprising one or more periodic signals corresponding to the added voltage signal, in order to verify whether the service battery BR2 is properly connected to the second network.

[0088] However, this malfunction of the recharging may also result from an internal fault of converter C1 , for example due to an overtemperature of the electrical part of the converter, which fault is always transmitted directly from converter control unit OBCDC to monitoring computer CS via communication network CAN.

[0089] When the alarm occurs, the monitoring computer (CS) checks the persistence of the alarm after a predetermined time, for example after a parameterizable delay of, for example, between 10 and 60 seconds, in particular 30 seconds, from the first appearance of the alarm. This check is carried out continuously by the computer CS during the predetermined time or, in a variant, occasionally at the end of the predetermined time.

[0090] A predetermined state of charge threshold of the service battery BR2 is also parameterizable, for example corresponding to a state of charge of the service battery BR2 between 20% and 50%, in particular 50%.

[0091] In order to immobilize the vehicle V, the monitoring computer, for example, prioritizes the deceleration setpoints for the vehicle V to a standstill, overriding any contrary requests from the driver. To this end, the monitoring computer CS acts on the vehicle's braking system, or commands the drive motor MM to operate in generator mode, or engages the clutch of the vehicle's internal combustion engine in order to apply the engine brake of the internal combustion engine, or simultaneously closes both clutches of a dual-clutch transmission, this list not being exhaustive.

[0092] Throughout the text of this document, a service battery BR2 is understood to be a battery belonging to the second electrical network, that is to say operated at a second voltage (in particular 12 V) which is lower than the first voltage.

[0093] Throughout this document, traction battery BR1 is understood to be a battery belonging to the first electrical network, that is to say operated at a first voltage greater than a second voltage, and which supplies current to the drive motor MM. This traction battery BR1 has an energy storage capacity that is generally much greater than that of the service battery BR2.

[0094] Throughout this document, a battery BR1 is understood to include a combination of at least one battery module, each comprising at least one electrochemical cell. The battery optionally includes electrical or electronic components for managing the electrical energy of the at least one module (e.g., a state-of-charge determination box BECB for determining the state of charge). When multiple modules are present, they are assembled in a tray or housing to form a battery pack, often referred to as a "packbatteries" in English. The housing typically includes an assembly interface and connection terminals.

[0095] In addition, throughout the text of this document, an electrochemical cell is understood to be a cell that generates electric current through a chemical reaction (for example, a lithium ion (or Li-ion) type cell, a Ni-Mh type cell, a Ni-Cd type cell, or a plomb type cell).

[0096] The vehicle comprises an instrument panel to which a monitoring computer CS is configured to transmit an alarm signal (for example lighting up the indicator light “Stop”) when the persistence of said alarm is verified by the monitoring computer CS, regardless of the state of charge of the service battery BR2 .

[0097] The monitoring computer CS comprises a memory configured to permanently and cumulatively store a fault code each time the persistence of the alarm is verified. The fault code can thus be read by a workshop diagnostic device, for example, during after-sales service.

[0098] The monitoring computer CS is also configured to activate a degraded operating mode of the vehicle when the persistence of the alarm is verified.

[0099] The monitoring computer CS activates the degraded mode, for example, upon confirmation of the persistence of the alarm. However, this is not essential; activation can be influenced, for example, by exceeding a second predetermined state of charge threshold for the service battery BR2 (the second threshold being greater than the predetermined threshold). Thus, the degraded mode is not activated when the state of charge of the service battery BR2 is strictly greater than the second predetermined threshold, but is activated when the state of charge of the service battery BR2 is between the predetermined threshold and the second predetermined threshold. This second predetermined state of charge threshold for the service battery BR2 can also be parameterized, for example, corresponding to a state of charge of the service battery BR2 between 80% and 100%, in particular 90%. Another variant, for example, includes activating the degraded mode after a second delay initiated after confirmation of the persistence of the alarm; this second delay can be parameterized, for example, from 30 seconds to 10 minutes.

[0100] This degraded mode includes, for example, the deactivation of non-safety electrical equipment (e.g., an air conditioning system configured for passenger compartment cooling or heating functions, a seat heating system, a defrost system (more generally, equipment including at least one resistive element), this list is not exhaustive). Note that when the configuration of the air conditioning system is changed to implement the defogger function, the air conditioning system becomes safety equipment E1, and the monitoring computer thus reactivates the air conditioning system for this defogger function.

[0101] Furthermore, the monitoring computer CS is configured so that said degraded mode comprises a limitation of the electric power consumed by the drive motor MM when the state of charge of the service battery BR2 is strictly greater than said predetermined threshold, said limitation being non-zero.

[0102] The vehicle is, for example, purely electric, and the electric drive motor is the sole drive machine MM of the vehicle.

[0103] The limit on the power consumed by the drive motor MM depends, for example, on the state of charge of the service battery BR2: the closer the state of charge of the battery BR2 is to the predetermined threshold, the greater the limit and the less power is available to the drive motor MM.

[0104] The limit on the power consumed by the drive motor MM is, for example, between 4 kW and 8 kW. Thus, the power available to the drive motor MM is reduced to a value between 4 kW and 8 kW.

[0105] The invention proposes in particular the implementation in a vehicle V of a safety method for ensuring the safety of the vehicle V in the event of a malfunction in the recharging of the service battery BR2 of the vehicle V.

[0106] This can be done with the aid of a monitoring computer CS, a converter control device OBCDC and a determination box BECB for determining the state of charge of the service battery BR2, such as Figure 1 The various devices are shown as non-limiting. However, this is not essential; all (or some) of these devices may be integrated into a dedicated computer that receives the necessary data from various sensors located in the vehicle via, for example, a CAN network. The dedicated computer, monitoring computer CS, converter control device OBCDC, and determination box BECB for determining the state of charge of service battery BR2 may, for example, include dedicated programs. Therefore, according to the present invention, the computer, control device, or box BECB may be implemented as a software module (or computer (also "software")), as an electronic circuit (or "hardware"), or as a combination of electronic circuits and software modules.

[0107] Therefore, the present invention also relates to a safety assurance method for ensuring the safety of a vehicle V as described above, according to Figure 1 In the example shown above, the method is implemented by a monitoring computer CS, a converter control device OBCDC and a determination box BECB for determining the state of charge of the service battery BR2.

[0108] The method comprises, for example, the following successive executions:

[0109] a first step for detecting a malfunction in the recharging of the service battery BR2 by the current converter C1 ,

[0110] - a second step of checking the persistence of said dysfunction after a predetermined time and, in the affirmative:

[0111] - a third step of transmitting a warning signal to said dashboard,

[0112] - a fourth step for determining the state of charge of the service battery BR2,

[0113] a fifth step for immobilizing the vehicle V when the state of charge of the service battery BR2 is less than said predetermined threshold,

[0114] A sixth step for activating a degraded operating mode of the vehicle comprising a limitation of the electric power consumed by the drive motor when the state of charge of the service battery is strictly greater than the predetermined threshold, said limitation being non-zero.

[0115] The monitoring computer CS, the converter control device OBCDC and the determination box BECB or a dedicated computer for determining the state of charge of the service battery BR2 comprise acquisition and processing means by software instructions stored in a memory and the command means required for implementing the method as described above.

Claims

1. A vehicle, comprising: - a current converter (C1), said current converter comprising a converter control device (OBCDC), a monitoring computer (CS) for monitoring the vehicle, the monitoring computer being connected to the converter control device (OBCDC), a first electrical network and a second electrical network, said first electrical network and said second electrical network being connected to each other via said current converter (C1), The second electrical network comprises a service battery (BR2) recharged by the current converter (C1), the converter control device (OBCDC) being arranged to send an alarm to the monitoring computer (CS) when a malfunction occurs in the recharging of the service battery by the current converter (C1), the monitoring computer (CS) being configured to verify the persistence of the alarm after a predetermined time, characterised in that the vehicle (V) comprises a determination box (BECB) for determining the state of charge of the service battery (BR2), the determination box being connected to the monitoring computer (CS), the monitoring computer (CS) being configured to command the vehicle (V) to be immobilised when the state of charge of the service battery (BR2) is less than a predetermined threshold value and when the persistence of the alarm is verified.

2. The vehicle according to claim 1, comprising an instrument panel, characterized in that The monitoring computer (CS) is configured to transmit an alarm signal to the instrument panel when persistence of the alarm is verified, regardless of the charge state of the service battery.

3. The vehicle according to any one of the preceding claims, characterized in that The monitoring computer (CS) comprises a memory configured to permanently and cumulatively store a fault code each time the persistence of the alarm is verified.

4. The vehicle according to claim 1 or 2, characterized in that The monitoring computer (CS) is configured to initiate a degraded operating mode of the vehicle (V) when the persistence of the alarm is verified.

5. The vehicle according to claim 4, comprising non-safety electrical equipment, characterized in that The supervisory computer (CS) is configured such that the degraded operating mode includes deactivation of the non-safety electrical equipment.

6. The vehicle according to claim 4, comprising a drive motor (MM) powered by the first electrical network, characterized in that The monitoring computer (CS) is configured so that the degraded operating mode includes a limitation on the power consumed by the drive motor (MM) when the state of charge of the service battery (BR2) is strictly greater than the predetermined threshold, the limitation being non-zero.

7. The vehicle according to claim 6, characterized in that The vehicle is purely electric.

8. The vehicle according to claim 7, characterized in that The driving motor (MM) is the only driving machine.

9. The vehicle according to claim 8, characterized in that The monitoring computer (CS) is configured to make the limitation of the power consumed by the drive motor (MM) dependent on the state of charge of the service battery (BR2).

10. The vehicle according to claim 8 or 9, characterized in that The monitoring computer (CS) is configured to limit the power consumed by the drive motor (MM) to between 4 kW and 8 kW.

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