FR3160653A1 - MONITORING THE CHARGING CONNECTOR OF A LAND VEHICLE TO DETECT AN ABNORMAL CONNECTION - Google Patents

Abstract

A monitoring method is implemented in a land vehicle, on the one hand, comprising a charging connector coupled to a rechargeable battery coupled to a GMP having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and, on the other hand, having a procedure prohibiting its movement in the event of detection of a coupling connector connected to the charging connector. This method comprises a step (10-50) in which, in the presence of this detection, it is determined whether at least one condition of use or current location of the vehicle is satisfied, and, if so and if the GMP is in its second state, the driver of the vehicle is asked if he wishes the latter to move, and, if so, this procedure is deactivated. Figure 3

Description

MONITORING THE CHARGING CONNECTOR OF A LAND VEHICLE TO DETECT AN ABNORMAL CONNECTION Technical field of the invention

The invention relates to land vehicles comprising a charging connector coupled to a rechargeable battery, and more specifically to the monitoring within such vehicles of the charging connector.

State of the art

Some land vehicles, possibly of the automobile type, include a rechargeable battery coupled to a charging connector allowing it to be recharged when a coupling connector, coupled to an external power source (such as a charging station), is temporarily connected to it.

Generally, this rechargeable battery is in particular responsible for powering an electric motor of the powertrain (or GMP) of the (land) vehicle, and therefore constitutes a main (or "traction" or "power" battery). It should be noted that the invention relates to both all-electric GMP vehicles and hybrid (thermal and electric) GMP vehicles, provided that they include a battery rechargeable by an external power source.

For safety reasons, the vehicles presented above have an immobilization procedure that is designed to prohibit their movement in the event of detection of a coupling connector connected to the charging connector. It will be understood that a vehicle, whose charging connector is temporarily coupled to an external power source via a charging cable, must not be able to move, as this could cause potentially dangerous and/or penalizing damage when it prevents the next recharges of the rechargeable battery.

Some malicious people who are familiar with this immobilization procedure equip themselves with a coupling connector (usually separate from its charging cable), and open the hatch giving access to the charging connector of a vehicle that is stationary with its driver at the wheel (for example at a traffic light or a stop sign) in order to connect their coupling connector to this charging connector to immobilize the vehicle. The objective is to make the driver leave the passenger compartment so that he can go and check what is happening at the charging connector, then take possession of the vehicle without breaking in and/or assault the driver, possibly to steal it. This is therefore a new form of road piracy (or "car-jacking") made possible by the vehicle immobilization procedure, which is otherwise very useful.

The invention therefore aims in particular to improve the situation by detecting an abnormal connection of a coupling connector to the charging connector of a vehicle.

Presentation of the invention

For this purpose, it proposes in particular a monitoring method intended to be implemented in a land vehicle, on the one hand, comprising a charging connector coupled to a rechargeable battery coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and, on the other hand, having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to the charging connector.

This monitoring method is characterized by the fact that it comprises a step in which, in the presence of this detection, it is determined whether at least one condition of use or current location of the vehicle is satisfied, and, if so and if the powertrain is in its second state, a driver of the vehicle is asked if he wishes the latter to move, and, if so, the procedure is deactivated.

Thanks to the invention, in the presence of an abnormal connection, the driver can continue or start his journey without having to get out of his vehicle to remove the DC coupling connector, which greatly reduces the probability of carjacking.

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

- in its step, each condition of use or current location of the vehicle can be chosen from a movement of a distance greater than a first threshold since the powertrain is in its second state, a central locking of the vehicle doors activated for at least a first predefined duration, at least one seat belt locked for at least a second predefined duration, and a distance separating the vehicle from an electric charging station greater than a second threshold;

- in its stage, when the driver wants the vehicle to move and a central locking of the vehicle doors is deactivated, the central locking of the doors can be activated;

- in its stage, when the driver wants the vehicle to move, it is also possible to trigger the operation of at least one sound or light warning device of the vehicle;

- in the presence of the last option, in its step, each sound or light warning device can be chosen from a light danger warning device, a sound alarm device against theft and/or intrusion, and a sound horn;

- also in the presence of the last option, in its step, it is possible to trigger a stoppage of the operation of each sound or light alert device put into operation after disconnection of the coupling connector from the charging connector;

- in its stage, in the event of the driver refusing to move the vehicle, the driver may be provided with an audible message and/or a text message intended to draw his attention to the current connection of the coupling connector to the charging connector, and the procedure may be kept active as long as the coupling connector has not been disconnected from the charging connector.

The invention also provides 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 presented above, in a land vehicle, on the one hand, comprising a charging connector coupled to a rechargeable battery coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and, on the other hand, having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to the charging connector, to detect an abnormal connection of a coupling connector to the charging connector.

The invention also proposes a monitoring device intended to equip a land vehicle, on the one hand, comprising a charging connector coupled to a rechargeable battery coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and, on the other hand, having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to the charging connector.

This monitoring device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the presence of this detection, in determining whether at least one condition of use or current location of the vehicle is satisfied, and, if so and if the powertrain is in its second state, in triggering a request intended to determine whether a driver of the vehicle wishes to move the latter, and, if so, in triggering a deactivation of the procedure.

The invention also proposes a land vehicle, possibly of the automobile type, and, on the one hand, comprising a monitoring device of the type presented above and a charging connector coupled to a rechargeable battery coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and, on the other hand, having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to the charging connector.

Brief description of the figures

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

FIG. 1 schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a GMP transmission chain with an electric motor associated with a rechargeable main battery and associated with a supervision computer, and a monitoring device according to the invention,

FIG. 2 schematically and functionally illustrates an exemplary embodiment of a supervision calculator comprising an exemplary embodiment of a monitoring device according to the invention, and

FIG. 3 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 enable monitoring of a CN charging connector coupled to a rechargeable battery BP coupled to a powertrain (or GMP) of a land vehicle V, to detect an abnormal connection of a CC coupling connector to this CN charging connector.

In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. This is for example a car, as illustrated in the FIG. 1 . But the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising a GMP transmission chain with an electric motor coupled to a battery which is rechargeable by an external power source via a CR charging connector. Thus, it relates to utility vehicles, camper vans, minibuses, coaches, trucks, road machinery, construction machinery, agricultural machinery, and tracked machinery, for example.

Furthermore, it is considered in the following, by way of non-limiting example, that the (land) vehicle V comprises a transmission chain with a powertrain (or GMP) of the all-electric type (and therefore whose drive is provided exclusively by at least one electric motor MME). But the GMP could be of the hybrid type (thermal and electric), provided that it comprises a battery rechargeable by an external power source.

We have schematically represented on the FIG. 1 a (land) vehicle V comprising an electric GMP transmission chain (and therefore an electric motor MME), a supervision computer CS, an on-board network RB, a service battery BS, a rechargeable battery BP, a main electrical circuit CEP connected to a charging connector CN, a charger CH, a converter CV, and a monitoring device DS according to the invention.

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

The service 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 rechargeable battery BP via the main electrical circuit CEP, and sometimes instead of this CV converter. For example, this service battery BS can be arranged in the form of a very low voltage battery (typically 12 V, 24 V or 48 V). It is rechargeable at least by the CV converter. In the following, as a non-limiting example, it is considered that the service battery BS is of the 12 V Lithium-ion type.

The main electrical circuit (or "high voltage") CEP is connected, on the one hand, to the rechargeable battery BP via an interface device not shown, and, on the other hand, to electronic equipment, such as for example the converter CV and the electric motor MME. It also allows the rechargeable battery BP to be recharged by an external power source and temporarily coupled to the charging connector CR of the vehicle V via a charging cable with a coupling connector. This main electrical circuit CEP therefore comprises at least one power supply circuit P1 ensuring the coupling between the rechargeable battery BP and at least the electric motor MME and converter CV, and a charging circuit P2 connected to the charging connector CR and allowing the rechargeable battery BP to be recharged via an external power source and temporarily coupled to the charging connector CR via a charging cable with a coupling connector.

In the example illustrated without limitation on the FIG. 1 the charging circuit P2 allows the rechargeable battery BP to be recharged not only in direct current (for example mode 4), but also in alternating current (for example mode 2 or 3), under the control of the charger calculator (equipping the charger CH) and the battery calculator CB (associated with the rechargeable battery BP). But in embodiment variants not illustrated, the charging circuit P2 could only allow charging in direct current or only charging in alternating current.

The transmission chain has a GMP which is, here, purely electric and therefore which includes, in particular, an electric motor MME, a motor shaft, and a transmission shaft. Here, the term “electric motor” means an electric machine arranged so as to provide torque to move the vehicle V when it is supplied with electrical energy, as well as possibly to recover torque in the transmission chain.

The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

The electric motor MME (here an electric motor) is here coupled to the rechargeable battery BP via the power supply circuit P1 of the main electrical circuit CEP, in order to be supplied with electrical energy, as well as possibly to supply this rechargeable battery BP with electrical energy, for example during a regenerative braking phase.

Furthermore, this electric motor MME is coupled to the motor shaft, to provide it with torque by rotating it. This motor shaft is here coupled to a reducer RD which is also coupled to the transmission shaft, itself coupled to a first train T1 (here of wheels), preferably via a differential DF.

This first train T1 is here located in the front part PVV of 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 vehicle V.

It should be noted that the GMP has a first state in which it is inactive (i.e. with its electric motor MME stopped) and a second state in which it is active (i.e. with its electric motor MME in operation). The state in which the GMP is placed is known at all times by a machine computer CM which controls the electric motor MME under the supervision of the supervision computer CS. This state is transmitted by the machine computer CM to the supervision computer CS.

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

It will be noted, as illustrated without limitation on the FIG. 1 , that the CV converter can be part of the CH charger responsible, at least, for controlling the recharges of the BP rechargeable battery.

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

Furthermore, the rechargeable battery BP is (here) associated with a battery box BB which notably comprises an interface device (not shown), voltage/current measuring means (not shown), and the battery calculator CB. For example, the rechargeable battery BP and the battery box BB can be part of a battery assembly (or “pack”).

It should also be noted that the vehicle V has an immobilization procedure which is capable of prohibiting its movement in the event of detection of a CC coupling connector connected to the CN charging connector. For example, the detection of the connection of a CC coupling connector to the CN charging connector can be done at the level of a resistance measured on a line called “proximity pilot” (or PP) forming part of the CN charging connector. For example, it is the CS supervision computer which can be responsible for implementing the immobilization procedure, because it is this computer which decides whether or not to operate the powertrain.

As illustrated without limitation on the FIG. 1 , the CN charging connector may be part of a BC connection box fixed to the body of the vehicle V and accessible by a user via a rotating access hatch TA. It will be understood that once the TA access hatch is open, it is possible to connect a DC coupling connector to the CN charging connector.

It should also be noted that in the example illustrated without limitation on the FIG. 1 the vehicle V also includes a distribution box BD to which the service battery BS, the converter CV 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 service battery BS or produced by the converter CV, for the supply of the electrical components (or equipment) coupled to the on-board network RB according to power supply requests received (in particular from the CS supervision calculator of the GMP).

As mentioned above, the invention notably proposes a monitoring method intended to enable monitoring of the CN charging connector, in order to detect an abnormal connection of a DC coupling connector to this CN charging connector.

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 processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This monitoring device DS can therefore be implemented 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 MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the monitoring method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

In the example illustrated non-limitingly in figures 1 and 2, the monitoring device DS is part of the supervision computer CS. But this is not obligatory. Indeed, the monitoring device DS could include its own dedicated computer, which is then coupled to the supervision computer CS, or could be part of another on-board computer, such as for example the charger computer.

As illustrated without limitation on the FIG. 3 , the (monitoring) method, according to the invention, comprises a step 10-50 which is implemented each time the vehicle V is woken up and it has been detected that a DC coupling connector is connected to the CN charging connector.

Step 10-50 of the method comprises a sub-step 10 in which, in the presence of the aforementioned detection, it is determined (for example the monitoring device DS) whether at least one condition of current use or location of the vehicle V is satisfied.

If at least one current use or location condition of the vehicle V is not satisfied (and therefore in the negative) and/or if the GMP is in its first state (inactive), we (for example the monitoring device DS) consider that the CC-CN connection is normal. Consequently, we return to perform sub-step 10 in order to check again each current use or location condition and the state of the GMP.

On the other hand, if at least one (each) condition of current use or location of the vehicle V is satisfied (and therefore in the affirmative), and if in addition the GMP is in its second state (active), the driver of the vehicle V is asked, in a sub-step 20 of step 10-50, if he wishes the vehicle V to be able to move. For example, the monitoring device DS can trigger a request intended to determine whether the driver wishes to move the vehicle V.

It will be understood that in this situation the connection of the DC coupling connector to the CN charging connector is abnormal, because it should not be present. Therefore, it is almost certain that a malicious person has opened the TA access hatch and connected its DC coupling connector to the CN charging connector, as illustrated in the FIG. 1 , with the aim of causing the immobilization of vehicle V by its immobilization procedure. The probability of an attempted carjacking is therefore very high.

The request intended for the driver may be a text message displayed on at least one EA screen of the vehicle V (for example on the dashboard or a central instrument panel) or on the screen of a smartphone of the driver and/or an audio message broadcast by at least one loudspeaker of the vehicle V or of this smartphone. Similarly, the driver may provide his response by pressing a dedicated area of the EA display screen (if it is digital) and/or vocally (if the vehicle V includes a microphone coupled to a voice synthesis device).

If the connection of the DC coupling connector to the CN charging connector is abnormal (and therefore in the affirmative), step 10-50 of the method also comprises a sub-step 30 in which the immobilization procedure is deactivated (for example the monitoring device DS triggers the deactivation of) in order to allow the vehicle V to move although a DC coupling connector is connected to its CN charging connector.

Thus, if the driver wishes, he can continue or start his journey without having to get out of his vehicle V to remove the DC coupling connector, which could prove dangerous for him as well as for his vehicle V. This results in a very significant reduction in the probability of carjacking.

For example, and as illustrated without limitation on the FIG. 3 , step 10-50 may comprise a sub-step 50 in which, in the event of the driver refusing to move the vehicle V, it may be possible to provide (for example the monitoring device DS may trigger the provision of) the driver with an audible message and/or a text message intended to draw his attention to the current connection of a coupling connector CC to the charging connector CN. Furthermore, in this sub-step 50 it may be possible to keep active (for example the monitoring device DS may trigger the maintenance in the active state of) the procedure as long as the coupling connector CC has not been disconnected from the charging connector CN.

Thus, if the driver wishes, he can remain on site with his vehicle V immobilized by the immobilization procedure, with full knowledge of the facts (thanks to each message provided). He can notably decide to get out of his vehicle V to disconnect the DC coupling connector, or stay in the passenger compartment of the vehicle V and, for example, call an emergency service (such as the police) by telephone.

The text message may be displayed on at least one EA screen of the vehicle V (e.g., the dashboard or the central instrument cluster) or on the driver's smartphone screen. The audio message may be played through at least one loudspeaker of the vehicle V or of that smartphone.

Also for example, in sub-step 10 of step 10-50 each current condition of use or location of the vehicle V can be chosen from:

- c1: a movement of a distance greater than a first threshold s1 since the GMP is in its second state (active),

- c2: central locking of the doors of vehicle V activated for at least a first predefined duration d1,

- c3: at least one seat belt locked for at least one second predefined duration d2, and

- c4: a distance separating the vehicle V from an electric charging station greater than a second threshold s2.

Condition c1 is a usage condition intended to determine whether vehicle V is currently making a journey by considering the distance traveled since its powertrain was activated. It will be understood that if vehicle V has traveled a certain distance, it means that its journey has begun and therefore there is no reason for a DC coupling connector to be connected to the CN charging connector. For example, the first threshold s1 can be between 50 meters and 150 meters. As an illustrative example, the first threshold s1 can be equal to 100 meters. But other values of the first threshold s1 can be used.

Condition c2 is a usage condition intended to determine whether vehicle V is currently making a journey by considering the time elapsed since the central door locking was activated. It will be understood that if the doors have been locked for a certain period of time, it means that the journey of vehicle V began substantially after this period of time and therefore there is no reason for a DC coupling connector to be connected to the CN charging connector. For example, the first duration d1 can be between 40 seconds and 80 seconds. As an illustrative example, the first duration d1 can be equal to 60 seconds. But other values of the first duration d1 can be used.

Condition c3 is a usage condition intended to determine whether the vehicle V is making a journey by considering the time elapsed since at least one seat belt (and in particular the driver's) was locked. It will be understood that if the seat belts have been locked for a certain period of time, it is because the journey of the vehicle V began substantially after this period of time and therefore there is no reason for a DC coupling connector to be connected to the CN charging connector. For example, the second duration d2 can be between 40 seconds and 80 seconds. As an illustrative example, the second duration d2 can be equal to 60 seconds. But other values of the second duration d2 can be used.

Condition c4 is a location condition whose purpose is to determine whether vehicle V is making a journey by considering the distance separating it from the nearest charging station with a known geographical position in a database. It will be understood that if vehicle V is far from a charging station, there is no reason for a DC coupling connector to be connected to the CN charging connector. For example, the second threshold s2 can be between 50 meters and 150 meters. As an illustrative example, the second threshold s2 can be equal to 100 meters. But other values of second threshold s2 can be used.

Preferably, all four conditions c1 to c4 are used. However, this is not mandatory. In fact, only one of the four conditions c1 to c4 can be used, or at least two of these four conditions c1 to c4 can be used. Furthermore, the list of conditions for the current use or location of vehicle V given above is not exhaustive.

Of course, the CS supervision calculator or the DS monitoring device has access to all the information relating to each condition of use or location used in order to be able to determine whether the latter is satisfied.

Also for example, in sub-step 20 of step 10-50, when the driver wants the vehicle V to move and the central locking of the doors of the vehicle V is deactivated, it is also possible to activate the (for example the monitoring device DS can also trigger the activation of the) central locking of the doors. This option is intended to increase the safety of the vehicle V and its passengers, in particular when the vehicle V does not have an automated procedure for activating the central locking of its doors after a predefined time has elapsed following the placement of the GMP in its second state (activated) or after the vehicle V has traveled a predefined distance.

Also for example, in sub-step 30 of step 10-50, when the driver wants the vehicle V to move, it is also possible (for example the monitoring device DS can also) to trigger the operation of at least one sound or light alert device of the vehicle V. This option is also intended to reinforce the safety of the vehicle V and its passengers, because it makes it possible to alert people located in the environment of the vehicle V.

Also for example, in sub-step 30 of step 10-50, each sound or light warning device can be chosen from a light danger warning device (or "warning"), a sound alarm device (or system) against theft and/or intrusion, and a sound horn (or "horn").

Preferably, at least two sound or light warning devices are used, and even more preferably at least one sound and at least one light warning device, because this provides complementarity, particularly when the light intensity level is very low (or even zero). However, this is not mandatory. In fact, only one sound or light warning device can be used. Furthermore, the list of sound or light warning devices given above is not exhaustive.

Also for example, and as illustrated without limitation on the FIG. 3 , step 10-50 may also comprise a sub-step 40 in which it is possible (for example the monitoring device DS may) to trigger the stopping of the operation of each audible or luminous alert device put into operation after the disconnection of the coupling connector CC from the charging connector CN. It will be understood in fact that if this disconnection is effective, there is, a priori, no longer any risk of car-jacking, and therefore there is no longer any reason to alert the people located in the environment of the vehicle V.

It will also be noted, as illustrated without limitation on the FIG. 2 , that the supervision computer CS (or the computer of the monitoring device DS) may also comprise a mass memory MM1, in particular for storing the current state of the GMP and the connection state of the charging connector CN, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS (or the computer of the monitoring device DS) may also comprise an input interface IE for receiving at least the current state of the GMP, the connection state of the charging connector CN, the information relating to each condition of use or location used and the response of the driver, to use them in calculations or processing, possibly after having formatted and/or demodulated and/or amplified them, in a manner known per se, by means of a digital signal processor PR2. In addition, this supervision computer CS (or the computer of the monitoring device DS) can also comprise an output interface IS, in particular to deliver a message asking the driver if he wishes to move the vehicle V (or a message triggering such a request), a message (or order) to deactivate (or reactivate) the immobilization procedure (or a message triggering such deactivation or reactivation), a message (or order) to trigger the central locking of the doors, or a message (or order) to trigger (or stop) the operation of an audible or luminous warning device.

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 detect in the land vehicle V an abnormal connection of a coupling connector to its charging connector CN.

Claims (10)

Monitoring method for a land vehicle (V) i) comprising a charging connector (CN) coupled to a rechargeable battery (BP) coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and ii) having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to said charging connector (CN), characterized in that it comprises a step (10-50) in which, in the presence of said detection, it is determined whether at least one condition of use or current location of said vehicle (V) is satisfied, and, if so and if said powertrain is in its second state, a driver of said vehicle (V) is asked if he wishes the latter (V) to move, and, if so, said procedure is deactivated. Method according to claim 1, characterized in that in said step (10-50) each condition of use or current location of said vehicle (V) is chosen from a movement of a distance greater than a first threshold since said powertrain is in its second state, a centralized locking of doors of said vehicle (V) activated for at least a first predefined duration, at least one seat belt locked for at least a second predefined duration, and a distance separating said vehicle (V) from an electric charging station greater than a second threshold. Method according to claim 1 or 2, characterized in that in said step (10-50), when said driver wishes the vehicle (V) to move and a central door locking system of said vehicle (V) is deactivated, said central door locking system is activated. Method according to one of claims 1 to 3, characterized in that in said step (10-50), when said driver wants the vehicle (V) to move, operation of at least one sound or light warning device of said vehicle (V) is triggered. Method according to claim 4, characterized in that in said step (10-50) each sound or light warning device is chosen from a light danger warning device, a sound alarm device against theft and/or intrusion, and a sound horn. Method according to claim 4 or 5, characterized in that in said step (10-50) a stoppage of the operation of each sound or light alert device put into operation after disconnection of said coupling connector from said charging connector (CN) is triggered. Method according to one of claims 1 to 6, characterized in that in said step (10-50), in the event of refusal of said driver to move said vehicle (V), said driver is provided with an audible message and/or a text message intended to draw his attention to said current connection of said coupling connector to said charging connector (CN), and said procedure is kept active as long as said coupling connector has not been disconnected from said charging connector (CN). 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, in a land vehicle (V) i) comprising a charging connector (CN) coupled to a rechargeable battery (BP) coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and ii) having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to said charging connector (CN), to detect an abnormal connection of a coupling connector to said charging connector (CN). Monitoring device (DS) for a land vehicle (V) i) comprising a charging connector (CN) coupled to a rechargeable battery (BP) coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and ii) having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to said charging connector (CN), characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the presence of said detection, in determining whether at least one condition of use or current location of said vehicle (V) is satisfied, and, if so and if said powertrain is in its second state, in triggering a request intended to determine whether a driver of said vehicle (V) wishes to move the latter (V), and, if so, in triggering a deactivation of said procedure. Land vehicle (V) comprising a charging connector (CN) coupled to a rechargeable battery (BP) coupled to a powertrain having first and second states in which it is respectively inactive and active, and to which a coupling connector is capable of being connected, and having a procedure capable of prohibiting its movement in the event of detection of a coupling connector connected to said charging connector (CN), characterized in that it further comprises a monitoring device (DS) according to claim 9.