Method for managing the start-up phase of a hybrid vehicle

Abstract

A method for synchronizing an internal combustion engine in a hybrid vehicle with an electric motor is proposed, comprising the following steps: applying an initial rotational speed setpoint to the electric motor (typically 2500 rpm), then synchronizing the internal combustion engine using the rotational signals from the camshaft and crankshaft. In the event of a camshaft signal failure, an initial position assumption for the internal combustion engine is selected from several possibilities, and injection tests are performed by adjusting the rotational speed setpoints. Once the idle speed setpoint is reached, the rotational speed setpoint of the electric motor is reduced to a new value (typically 2000 rpm). If the assumption is validated, the speed setpoint process is stopped; otherwise, another assumption is tested until a validation is achieved.

Description

Title of the invention: Method for managing the start-up phase of a hybrid vehicle. Field of the invention

[0001] This disclosure relates to a method of managing a start-up phase of a thermal engine equipping a vehicle also comprising an electric motor, each of the motors being controllable separately in speed by a vehicle control unit.

[0002] The technical field of the present invention is thus the field of engine control for an internal combustion engine (ICE). This disclosure is intended in particular for a motor vehicle or similar vehicle (motorcycle, truck, etc.). It can also be used for other types of vehicles (boat or other). Previous art

[0003] In an internal combustion engine, pistons move within cylinders and, via a connecting rod and crankshaft system, drive a flywheel (or flywheel) in rotation. This rotation is then transmitted to the vehicle's wheels to propel it. In a four-stroke engine, a complete combustion cycle takes place over two revolutions (of the flywheel), or 720° (called crankshaft degrees or °CRK). To control the intake and exhaust of air into and out of the cylinders, at least one camshaft operates valves. The average rotational speed of a camshaft is exactly half the rotational speed of the flywheel (or crankshaft).

[0004] The synchronization of an engine (a four-stroke internal combustion engine) is generally achieved using two pieces of information: information on the angular position of a camshaft and information on the angular position of the crankshaft. The camshaft is associated with a target. The crankshaft is associated with a toothed wheel, also called the crankshaft target. Teeth are regularly spaced around the periphery of the crankshaft target. A singularity, generally one or two consecutive missing teeth, provides a position reference for the crankshaft target. A sensor, called the crankshaft sensor, detects the passage of each tooth of the crankshaft target and transmits the information to an electronic control unit for calculating the engine position.

[0005] As soon as the singularity is detected, the control unit is able to know the angular position of the crankshaft.

[0006] Similarly, a sensor, called a camshaft sensor, is associated with the target, which is in the form of a toothed wheel, to know the position of the corresponding camshaft.

[0007] Given the difference in rotational speed of the camshaft relative to the crankshaft, it is possible for an electronic management system to determine the engine position modulo 720°CRK using the camshaft sensor.

[0008] This disclosure relates more specifically to the case where a problem occurs and the signal providing the camshaft position is no longer available. In this case, the angular position of the engine is known modulo 360° (and no longer 720°). The engine must then operate in a degraded mode.

[0009] In this degraded mode, it is known to make an assumption about the combustion phase in progress in the cylinders: when a piston reaches top dead center, for example, its position is known, but the electronic management system, without the camshaft position signal, cannot determine whether this piston has just compressed air (or an air / fuel mixture) or whether it has just expelled burnt gases from the cylinder. The management system assumes that the crankshaft is either in its first or second revolution of the engine cycle, and fuel injections are performed. The management system then analyzes the engine's behavior: if the engine generates acceleration, this means that combustion is occurring at the correct time in the cycle and therefore that the assumption was correct; otherwise, the computer modifies the assumption and restarts the fuel injections to validate the alternative assumption.

[0010] It is then assumed, for example, that top dead center corresponds to top dead center at the end of the compression stroke in the cylinder in question, and the engine management system takes the necessary steps to initiate combustion in that cylinder. If the engine accelerates, the assumption was correct; otherwise, it was incorrect. This test then allows the engine position to be determined again, modulo 720°CRK. The engine is reset and can operate normally until the next timing adjustment.

[0011] Typically, this injection test strategy is suitable when implemented with a conventional internal combustion engine equipped with a normal starter whose rotational speed setpoint is approximately 200 to 250 revolutions per minute.

[0012] In the case of a plug-in hybrid electric vehicle (PHEV) equipped with a new generation starter, for example a high-voltage starter-generator, the starter is activated with a higher speed gradient, up to an idle speed setpoint between 1200 and 2500 rpm. Thus, the injection test strategy no longer allows the engine to start in the event of an incorrect assumption about the combustion phase in progress in the cylinders. Indeed, the inertia of such an engine is very high, and the gradient tests of the crankshaft rotation speeds are not precise enough to verify correct synchronization.

[0013] For a hybrid vehicle comprising an internal combustion engine, there is therefore a need to provide a method for managing an engine start-up phase in degraded mode resulting from the absence of a signal representing the angular positioning of the camshaft. Description of the invention

[0014] According to a first aspect of the invention, a method for synchronizing a heat engine intended to equip a vehicle fitted with an electric motor and said heat engine is proposed, the heat engine comprising a crankshaft and at least one camshaft, each of the engines being controllable separately in speed by a vehicle control unit, said method comprising the following steps: • / a / apply a rotational speed command to the electric motor electric motor, with a so-called predetermined initial value, • / b / apply a synchronization strategy for the internal combustion engine, starting from signals representing the rotational speeds of the camshaft on one hand and the crankshaft on the other, • / c / in case of detection of a camshaft signal failure, • / i / select a so-called current assumption of the motor position thermal between several possible hypotheses then • / ii / perform injection tests based on the selected current hypothesis, applying to the internal combustion engine a setpoint for the rotational speed of the internal combustion engine whose value is said predetermined initial value, • / iii / Once the set speed of the internal combustion engine is reached, apply a modified set speed to the electric motor at a later value, while maintaining the set speed of the internal combustion engine at its initial value, then • / iv / process a data signal whose variations are representative of the rotational speed of the internal combustion engine to validate or invalidate the current hypothesis on the position of the internal combustion engine, • / v / in case the current hypothesis on the position is invalidated of the internal combustion engine, select another position hypothesis from among the possible hypotheses and then repeat steps / ii / to / v / , and, if the hypothesis on the position of the internal combustion engine is validated, cease applying a rotation speed setting to the electric motor.

[0015] Advantageously, the processing of the data signal whose variations are representative of the rotational speed of the internal combustion engine comprises: • a determination of the time elapsed between the moment the modified rotational speed setpoint of the electric motor is applied and a moment of convergence on average of the motor's rotational speed, • a comparison of the slope of change in the rotational speed of the electric motor between the predetermined initial speed and the predetermined subsequent speed, • The hypothesis on the position of the heat engine is validated if the determined slope of variation is greater than a predetermined slope threshold, and if the rotational speed exhibits oscillations of amplitude greater than a predetermined amplitude threshold; otherwise, the hypothesis on the position of the heat engine is invalidated.

[0016] Preferably, the predetermined amplitude threshold is between 50 revolutions per minute and 150 revolutions per minute, preferably 100 revolutions per minute.

[0017] The value of the rotation setpoint of the modified speed of the electric motor can decrease by a predetermined amount at each selection of a position hypothesis of the heat engine between several possible hypotheses.

[0018] The data signal whose variations are representative of the rotational speed of the internal combustion engine can be a signal generated by a crankshaft target rotation sensor and / or a voltage signal from a battery powering the electric motor.

[0019] The method may include a step of initializing a test counter to a zero value in the event of detection of a failure of the camshaft signal, a step of incrementing the test counter at each invalidation of the current assumption on the position of the internal combustion engine, the steps / ii / to / v / being repeated only on the additional condition that the current value of the test counter is less than a predetermined number.

[0020] The predetermined initial value can be between 2200 and 2800 revolutions per minute, preferably 2500 revolutions per minute.

[0021] The subsequent value may be between 1700 and 2300 revolutions per minute, preferably 2000 revolutions per minute.

[0022] According to another aspect of the invention, a synchronization module for a heat engine is proposed, intended to equip a vehicle fitted with an electric motor and said heat engine, the heat engine comprising a crankshaft and at least a camshaft, each engine being independently controllable in terms of speed by a vehicle control unit, said module being configured for: • / a / apply a rotational speed command to the electric motor electric motor, with a so-called predetermined initial value, • / b / apply a synchronization strategy for the internal combustion engine, starting from signals representing the rotational speeds of the camshaft on one hand and the crankshaft on the other, • / c / in case of detection of a camshaft signal failure, • / i / select a so-called current assumption of the motor position thermal between several possible hypotheses then • / ii / perform injection tests based on the selected current hypothesis, applying to the internal combustion engine a setpoint for the rotational speed of the internal combustion engine whose value is said predetermined initial value, • / iii / Once the set speed of the internal combustion engine is reached, apply a modified set speed to the electric motor at a later value, while maintaining the set speed of the internal combustion engine at its initial value, then • / iv / process a data signal whose variations are representative of the rotational speed of the internal combustion engine to validate or invalidate the current hypothesis on the position of the internal combustion engine, • / v / in case the current hypothesis on the position is invalidated of the internal combustion engine, select another position hypothesis from among the possible hypotheses and then repeat steps / ii / to / v / , and, if the hypothesis on the position of the internal combustion engine is validated, cease applying a rotation speed command to the electric motor.

[0023] According to a third aspect of the invention, a vehicle equipped with a module according to the second aspect of the invention is proposed. Brief description of the figures

[0024] Other features and advantages of the invention will become apparent upon reading the detailed description that follows, for an understanding of which reference should be made to the accompanying drawings, in which: • [Fig. 1] is a schematic view of a vehicle equipped with a module according to the invention, • [Fig. 2] a diagram illustrating a method according to the invention, • [Fig.3] is a diagram illustrating the evolution of a torque generated by a electric motor and that generated by a combustion engine, and • [Fig.4] is a curve illustrating the time evolution of a motorization to which a process according to the invention is applied. Detailed description of the invention

[0025] With reference to figures 1 and 2, a hybrid vehicle V equipped with wheels R driven by a motor M mounted on said vehicle at the same time as a method P according to the invention is described.

[0026] The motorization comprises on the one hand an internal combustion thermal engine, for example a four-stroke engine, and on the other hand an electric motor ME, each of the motors being controllable separately in speed by an ECU control unit of the vehicle.

[0027] In a known manner, the MT internal combustion engine comprises a crankshaft and at least one camshaft driven in rotation by the crankshaft.

[0028] During the start-up phase, the thermal engine MT is driven by the electric motor ME, that is to say that the output shaft of the electric motor is mechanically coupled to the output shaft of the thermal engine, that is to say to the crankshaft.

[0029] A clutch E is disposed between the output shaft of the internal combustion engine, also called the output shaft of the motorization, and a gearbox Vi, the output of which is mechanically coupled to the drive shaft of the wheels.

[0030] The ECU control unit is fitted to vehicle V and is configured to control the engine, and in particular to apply a rotation speed command to each of the engines.

[0031] In the embodiment shown, the vehicle is equipped with a module D according to the invention, configured to acquire information from the ECU and to control it. According to yet another possibility, the ECU control unit can be modified to understand instructions implementing the method P according to the invention.

[0032] The electronic module D can be implemented in the form of a computer program product, comprising program code instructions recorded on a medium readable by a computer such as a processor, a controller or a microcontroller for the implementation of the steps of the process P when said program is implemented by said computer such as a processor, a controller or a microcontroller.

[0033] Figure 3 is a torque diagram showing motor torque on the ordinate and motor rotation speed on the abscissa, for two motors, one electric illustrated by the Ce curve in solid line and the other thermal illustrated by the Ct curve in dotted line.

[0034] It is noted that the torque of the electric motor ME decreases when the rotation speed increases, going from a torque of the order of 250 Nm from the first revolutions of the motor to a torque almost zero when the rotation speed of the motor reaches 6000 revolutions per minute.

[0035] It is noted that the torque of the thermal engine MT is zero below a minimum rotational speed, and subsequently increases until it reaches a value corresponding to a particular speed at which the torque of the thermal engine is equal to that of the torque of the electric motor, then continues to increase up to a maximum value before suddenly becoming zero again.

[0036] It is observed that below a particular value Vt of a rotational speed, the torque of a heat engine is much lower than the torque of an electric motor.

[0037] Also, at low speeds, the torque produced by the electric motor ME is greater than that which can be supplied by the internal combustion engine MT. Low speed can be defined as the range of rotational speeds between 0 and the value Vt. The motor is generally considered to be at low speed when the rotational speed is less than 3000 revolutions per minute.

[0038] When the respective output shafts of the thermal engine MT and the electric motor ME are mechanically coupled (which is the case in the start-up phase), and when the rotation speed commands of each of the motors are each on the order of 2500 revolutions per minute, it is understood that the torque supplied by the electric motor ME quickly brings the output shaft of the thermal engine MT to a rotation speed of 2500 revolutions per minute.

[0039] This is why it is not possible to implement the already known injection test strategy.

[0040] When a degraded mode resulting from the absence of a signal representing the angular positioning of the camshaft is detected, an idea which is at the basis of the invention is to choose one or the other of the assumptions of the position of the crankshaft (position in the first or second revolution and more generally one of the possible positions), to proceed with fuel injections accordingly, to wait a predetermined time from the moment of choice of the assumption, then to modify the setpoint value of the rotation speed of the electric motor and to perform a processing on a signal whose variations are representative of the evolution of the instantaneous rotation speed of the crankshaft.

[0041] According to the invention, a method for synchronizing a heat engine, implemented by module D, is proposed, comprising the following steps: • / a / apply a setpoint value for the motor's rotational speed Te electrical ME of a predetermined value called initial N_SP_IS_ini, typically 2500 revolutions per minute, • / b / apply a motor synchronization strategy from signals representative of rotations of the camshaft on one side and of the crankshaft on the other.

[0042] The implementation of steps / a / and / b / is well known to a person skilled in the art.

[0043] The method according to the invention advantageously comprises a detection step / c / of a camshaft signal failure. The implementation of this detection is also known to those skilled in the art.

[0044] In the event of detection of a camshaft signal failure, the method may include a step of initializing a test counter to a zero value.

[0045] When such a failure is detected, the method includes a step / i / of selecting a hypothetical position of the internal combustion engine MT from among the possible hypotheses. There are as many possible hypotheses as there are singularities on the crankshaft target. Again, this step is known to those skilled in the art.

[0046] The process then includes a step / ii / of carrying out the injection tests from the selected hypothesis, by applying to the heat engine Mt a rotation speed setpoint Tt, the value of which is said predetermined initial value N_SP_IS_ini.

[0047] The process then includes a step / iii / of applying a modified rotation speed setpoint Te of the electric motor ME whose value has a so-called later value N_SP_IS_ult, while maintaining the rotation speed setpoint of the thermal engine MT, once the rotation speed setpoint of the thermal engine has been reached.

[0048] The rotational speed of the electric motor ME can, for example, be acquired from the ECU control unit of the internal combustion engine MT. It can, for example, be determined by analyzing a signal representative of the rotation of the crankshaft target.

[0049] Since the electric motor has a higher rotational torque than the thermal engine, the rotational speed of the thermal engine varies to tend on average towards the later value.

[0050] If the selected assumption is correct, combustion is efficient. Also, in this case, the torque of the MT heat engine is greater than if the selected assumption is incorrect.

[0051] In the case where the selected hypothesis is incorrect, the torque of the MT heat engine is purely resistive.

[0052] Also, if the selected hypothesis is incorrect, the time elapsed between the moment of application of the subsequent speed setpoint value and the moment of convergence on average towards the subsequent setpoint value is less important than when the selected hypothesis is correct.

[0053] The instant of convergence on average is the instant from which the rotational speed converges on average, that is to say the instant from which the average of the rotational speed converges.

[0054] Furthermore, when the selected hypothesis is correct, significant variations in the rotational speed of the internal combustion engine MT are observed around the subsequent value. These variations result from the difference between the rotational speed setpoint of the electric motor ME, which is the subsequent speed, and that of the internal combustion engine, which remains the initial speed.

[0055] These variations also cause resistance in the electric motor and therefore variations in voltage across the battery terminals.

[0056] Also, the method includes a step / v / of processing a data signal whose variations are representative of the rotation speed of the MT thermal engine to validate or invalidate the hypothesis on the position of the thermal engine.

[0057] For example, it is possible to determine the slope of change in the rotational speed of the heat engine between the initial value and the subsequent value. By comparing the slope with a predetermined slope threshold, typically 250 revolutions per minute per second, it is thus possible to validate or invalidate the hypothesis about the engine's position.

[0058] To this end, the method may include a determination of the time required to reach the idle speed setpoint of the internal combustion engine.

[0059] It is also possible to validate or invalidate the hypothesis on the position of the engine by analyzing the data signal whose variations are representative of the rotational speed of the heat engine to determine the presence or absence of oscillation of amplitude greater than a predetermined amplitude threshold, typically 100 revolutions per minute.

[0060] It is preferable to conclude that the hypothesis on the position of the MT motor is validated when the slope is greater than a predetermined slope and in the presence of strong variation of the data signal whose variations are representative of the rotation speed of the thermal engine.

[0061] For the reasons explained above, the voltage signal from a battery B to which the electric motor ME is electrically connected is also a signal representative of the rotational speed of the internal combustion engine. The battery signal can be used alternatively to, or in addition to, the crankshaft rotational speed signal.

[0062] If the hypothesis on the position of the heat engine is validated, the method includes a step of stopping the application of a rotation speed setpoint on the electric motor.

[0063] When a test counter C exists, the method includes a step of incrementing the counter at each invalidation of the current assumption on the position of the heat engine.

[0064] According to a first embodiment, if the assumption on the position of the heat engine is invalidated, the process is restarted by selecting another position assumption from among the possible assumptions, with the possible additional condition that the value of the test counter is less than a predetermined number when the test counter exists.

[0065] According to one variant, in the event of invalidation of the hypothesis on the position of the heat engine, the method includes a step of selecting another position hypothesis from among the possible hypotheses, then a repetition of the previously described steps which follow the step of selecting the initial hypothesis, with the possible additional condition that the value of the test counter is less than a predetermined number when the test counter exists.

[0066] According to this variant, the rotation speed setpoint of the electric motor is constant before the hypothesis is validated.

[0067] For each selection of a position hypothesis of the heat engine between several possible hypotheses, it is possible to alternate the setpoint value of the rotation speed of the heat engine between the initial value and the subsequent value.

[0068] According to one possibility, the setpoint value for the rotational speed of the heat engine is decreased by a predetermined amount, for example by 500 revolutions per minute, each time a position hypothesis for the heat engine is selected from among several possible hypotheses. This possibility is advantageous because, in the case of a correct hypothesis regarding the position of the heat engine, the variations in the rotational speed of the heat engine around the subsequent value are greater and therefore more easily detectable, since the difference between the initial value and the subsequent value increases with each hypothesis.

[0069] Other evolutions of the rotational speed setpoint of the heat engine are envisaged, such as a regular increase in it or an alternation between increase and decrease.

[0070] Figure 4 is a graph of the evolution of the rotational speed œ of the output shaft of the motorization M as a function of time {when a method according to the invention is applied.

[0071] As previously described, a speed setpoint for the rotation speed of the electric motor, with a predetermined initial value called N_SP_IS_ini, is applied to the electric motor ME at time t — 0.

[0072] In the event of detection of a failure of the camshaft signal, at a time ^l, a so-called current hypothesis of the position of the internal combustion engine is made among several possible hypotheses is selected, then injection tests are carried out from the selected current hypothesis, by applying to the internal combustion engine MT a setpoint of rotational speed of the internal combustion engine whose value is the predetermined initial value.

[0073] Once the rotation speed setpoint N_SP_IS_ini of the thermal engine is reached, at the instant an electric motor ME is applied a rotation speed setpoint modified to a later value called N_SP_IS_ult, while maintaining the rotation speed setpoint of the thermal engine MT at the initial value.

[0074] Two curves Cf, Cs illustrate a possible evolution of the time evolution of the motor's rotational speed, depending on whether the selected current hypothesis is correct (curve Cs) or not (curve Cf). The curves Cf and Cs are represented by dashes and dots, respectively.

[0075] It is observed that in both cases, the rotational speed of the motor converges on average towards the subsequent value N_SP_IS_ult. As already explained, this is due to the torque of the electric motor being greater than that of the internal combustion engine.

[0076] When the selected hypothesis is incorrect, the time evolution of the motor's rotation speed follows the curve Cf, comprising a first part of rapid decrease in the rotation speed up to an instant tf, followed by slight oscillations of the motor's rotation speed around the value N_SP_IS_ult.

[0077] Indeed, the selected hypothesis being incorrect, the torque of the heat engine is purely resistive and therefore has little influence on the rotational speed of the motorization.

[0078] When the selected hypothesis is correct, the time evolution of the motor's rotation speed follows the curve Cs, comprising a first part of slow decrease in the rotation speed up to an instant ts, followed by marked oscillations of the motor's rotation speed around the value N_SP_IS_ult.

[0079] Indeed, the selected hypothesis being correct, the torque of the heat engine is greater and therefore has more influence on the rotational speed of the motorization.

[0080] A good discrimination of the two curves according to one or more criteria then makes it possible to conclude on the correctness of the selected hypothesis, and if necessary, to formulate another hypothesis before reapplying injection tests.

Claims

1. Demands Method (P) for synchronizing a heat engine (MT) intended to equip a vehicle (V) having an electric motor (ME) and said heat engine, the heat engine (MT) comprising a crankshaft and at least one camshaft, each of the engines being separately controllable in speed by a control unit (ECU) of the vehicle, said method (P) comprising the following steps: a. apply to the electric motor (ME) a ​​rotational speed setpoint (Te) of the electric motor, with a so-called predetermined initial value (N_SP_IS_ini), b. apply a synchronization strategy for the internal combustion engine (ICE), based on signals representing the rotational speeds of the camshaft on one hand and the crankshaft on the other, c. in the event of detection of a camshaft signal failure, i. Select a so-called current assumption for the position of the heat engine from among several possible assumptions, then ii. perform injection tests based on the selected current hypothesis, applying to the internal combustion engine a rotational speed setpoint (Tt) of the internal combustion engine whose value is said predetermined initial value (N_SP_IS_ini), iii. Once the setpoint for the rotational speed of the internal combustion engine is reached, apply a modified setpoint for the rotational speed of the electric motor to a so-called later value (N_SP_IS_ult), while maintaining the setpoint for the rotational speed of the internal combustion engine (MT) at the initial value (N_SP_IS_ini), then iv. process a data signal whose variations are representative of the rotational speed of the internal combustion engine in order to validate or invalidate the current hypothesis on the position of the internal combustion engine, v. If the current assumption on the position of the heat engine is invalidated (I), select another position assumption from among the possible assumptions and then repeat steps / ii / to / v / , and, if the assumption on the position of the heat engine is validated (S), cease applying a rotation speed command to the electric motor.

2. A method according to claim 1, wherein the processing of the data signal whose variations are representative of the rotational speed of the internal combustion engine (MT) comprises: a determination of a time elapsed between the instant of application of the modified setpoint (Te) of the rotational speed of the electric motor (ME) and an instant (Ts, Tf) of convergence on average of the rotational speed of the motor, a comparison of a slope of variation of the rotational speed of the electric motor between the predetermined initial speed (N_SP_IS_ini) and the predetermined subsequent speed (N_SP_IS_ult), the assumption on the position of the internal combustion engine being validated if the determined slope of variation is greater than a predetermined slope threshold, and if the rotational speed exhibits oscillations of amplitude greater than a predetermined amplitude threshold, the assumption on the position of the internal combustion engine being invalidated otherwise.

3. A method according to the preceding claim, wherein the predetermined amplitude threshold is between 50 revolutions per minute and 150 revolutions per minute, preferably 100 revolutions per minute.

4. A method according to any one of the preceding claims, wherein the value of the modified speed rotation setpoint (Te) of the electric motor (ME) decreases by a predetermined amount at each selection of a position hypothesis of the heat engine among several possible hypotheses.

5. A method according to any one of the preceding claims, wherein the data signal whose variations are representative of the rotational speed of the internal combustion engine (MT) is a signal generated by a crankshaft target rotation sensor and / or a voltage signal from a battery (B) powering the electric motor (ME).

6. A method according to any one of the preceding claims, comprising a step of initializing a test counter to a zero value in the event of detection of a camshaft signal failure, a step of incrementing the test counter at each invalidation of the current assumption on the position of the internal combustion engine, steps / ii / to / v / being repeated only on the additional condition that the current value of the test counter is less than a predetermined number.

7. A method according to any one of the preceding claims, wherein the predetermined initial value (N_SP_IS_ini) is between 2200 and 2800 revolutions per minute, preferably 2500 revolutions per minute.

8. A method according to any one of the preceding claims, wherein the subsequent value (N_SP_IS_ult) is between 1700 and 2300 revolutions per minute, preferably 2000 revolutions per minute.

9. Internal combustion engine (IC) synchronization module (D) intended to equip a vehicle (V) having an electric motor (EM) and said internal combustion engine (IC), the internal combustion engine (IC) comprising a crankshaft and at least one camshaft, each of the engines being separately controllable in speed by a control unit (ECU) of the vehicle, said module (P) being configured to: a. apply to the electric motor (EM) a rotational speed setpoint (Te) of the electric motor, of a so-called predetermined initial value (N_SP_IS_ini), b. apply a synchronization strategy of the internal combustion engine (IC), from signals representing the rotational speeds of the camshaft and the crankshaft, c. in case of detection of a failure of the camshaft signal, i. select a so-called current assumption of the position of the internal combustion engine from several possible assumptions, then ii.to perform injection tests based on the selected current hypothesis, applying a rotation speed setpoint to the internal combustion engine.

10. (Tt) of the internal combustion engine, the value of which is said predetermined initial value (N_SP_IS_ini), iii. once the setpoint for the rotational speed of the internal combustion engine is reached, apply to the electric motor (ME) a ​​modified setpoint (Tt) for the rotational speed of the electric motor (ME) at a so-called later value (N_SP_IS_ult), while maintaining the setpoint for the rotational speed of the internal combustion engine (MT) at the initial value (N_SP_IS_ini), then iv. process a data signal whose variations are representative of the rotational speed of the internal combustion engine in order to validate or invalidate the current hypothesis on the position of the internal combustion engine, v. If the current assumption on the position of the heat engine is invalidated (I), select another position assumption from among the possible assumptions and then repeat steps / ii / to / v / , and, if the assumption on the position of the heat engine is validated (S), cease applying a rotation speed command to the electric motor. Vehicle (V) equipped with a module (M) according to the preceding claim.

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