WO2024165370A1 - Power management method for a hybrid motor vehicle - Google Patents

Abstract

The invention relates to a power management method (E100) for a hybrid motor vehicle comprising a powertrain provided with an electric machine supplied with power by a battery and an internal combustion engine coupled to a multi-speed gearbox, the method comprising the following steps: E2) acquiring a profile (P11) of a portion of a road that the vehicle is liable to take; E4) calculating an available thermomechanical power (Pdisp) that the internal combustion engine can provide according to the gear ratio engaged in the gearbox; E6) calculating a required mechanical power (Pnec) that the powertrain has to provide for the vehicle to travel the portion of a road; E8) determining control instructions for the powertrain; E10) controlling the powertrain. The invention also relates to a hybrid motor vehicle comprising a computer programmed to implement such a power management method.

Description

TITLE OF THE INVENTION: ENERGY MANAGEMENT METHOD FOR A MOTOR VEHICLE

HYBRID

TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates generally to the control of a hybrid vehicle powertrain.

[0002] It relates more particularly to an energy management method for a hybrid motor vehicle comprising a powertrain comprising an electric machine powered by a storage battery and an internal combustion engine coupled to a multi-speed gearbox.

[0003] The invention finds a particularly advantageous application in the energy management of a hybrid motor vehicle having insufficient maximum thermomechanical power to respond on its own to all the driving situations encountered.

[0004] It also relates to a hybrid motor vehicle comprising:

- a powertrain comprising an electric machine powered by a storage battery and an internal combustion engine coupled to a multi-speed gearbox, and

- a calculator programmed to implement an energy management process.

STATE OF THE ART

[0005] Today, a hybrid vehicle manages the energy available to the vehicle using a pre-programmed Energy Management Law (EML), which is based mainly on the current state of the vehicle.

[0006] Depending on the sizing of the powertrain components of the hybrid vehicle, the latter may encounter situations (for example climbing slopes at high speed) during which the mechanical power required by the vehicle to maintain its speed is greater than the power that the thermal engine can provide with an acceptable engine speed.

[0007] In these situations, the LGE traditionally provides two solutions. The first possibility is to leave the thermal engine at a low speed and to compensate with the electric machine. The disadvantage is that, if the energy reserve available to the electric machine is emptied, the vehicle will experience either a sudden increase in engine speed or a sudden drop in speed during the climb. Both of these actions cause driving discomfort.

[0008] The second solution is to shift down from the start of the slope to obtain a higher engine speed. This solution may be ineffective in some cases; in fact, there is no way of knowing whether the high engine speed will allow the user to climb the entire slope without having to change gear again, causing driving discomfort for the user.

[0009] In order to improve the user's driving experience, it is therefore necessary for LGEs to make it possible to avoid these situations.

[0010] Document US6, 487, 477 B1 describes a method of using a navigation system to optimize energy management in an electric or hybrid vehicle. However, its sole criterion is energy consumption and does not take into account exceptional driving situations, such as that explained above, which can significantly harm driving pleasure or even safety, particularly in vehicles with limited power.

PRESENTATION OF THE INVENTION

[0011] In order to remedy the aforementioned drawbacks of the state of the art, the present invention proposes an energy management method using the profile of the portion of road that the vehicle will follow in order to optimize the driving pleasure of the user.

[0012] More particularly, the invention proposes an energy management method as defined in the introduction, comprising the following steps:

E2) acquisition of a profile of a portion of road that the motor vehicle is likely to use,

E4) calculation of an available thermomechanical power that the internal combustion engine can supply to the drive wheels of the hybrid motor vehicle depending on the gear engaged on the gearbox,

E6) calculation of a necessary mechanical power that the powertrain (20) should provide to the drive wheels for the hybrid motor vehicle to travel the road portion, depending on the profile of the road portion,

E8) determination of control instructions for the powertrain, said control instructions being, in the case where the mechanical power required is greater than the thermomechanical power available, optimal instructions, involving a change in the gear ratio of the gearbox and/or a change in the electromechanical power delivered by the electric machine to enable the hybrid motor vehicle to travel the entire section of road, and, E10) control of the powertrain according to the control instructions.

[0013] Thus, thanks to the invention, the powertrain can be controlled according to the profile of the upcoming road portion, and thus better anticipate the energy requirements of the vehicle on the road portion. This makes it possible in particular to avoid changes in rough vehicle behavior.

[0014] In the case where the mechanical power required is less than or equal to the available thermomechanical power, the control instructions are so-called normal instructions. These normal instructions do not require changing the gear ratio of the gearbox and changing the electromechanical power delivered by the electric machine to allow the hybrid motor vehicle to travel the R12 road portion in its entirety. Typically, these normal instructions can keep the electric machine deactivated, the internal combustion engine taking sole responsibility for the traction of the vehicle.

[0015] Other advantageous and non-limiting characteristics of the energy management method according to the invention, taken individually or in all technically possible combinations, are as follows:

[0016] - the optimal instructions aim to limit any driving inconvenience on the portion of road, in particular to limit the number of gearbox gear changes and/or to limit the variation in the electromechanical power delivered by the electric machine;

[0017] - the hybrid motor vehicle having an initial speed at the time of its arrival on said portion of road, the optimal instructions include the longest gear allowing the entire portion of road to be covered at the initial speed, taking into account the electrical energy available in the storage battery;

[0018] - the hybrid motor vehicle having an initial speed at the time of its arrival on said portion of road, the optimal instructions include the activation of the electric machine to enable the entire portion of road to be traveled at the initial speed; [0019] - the hybrid motor vehicle having an initial speed at the time of its arrival on said portion of road, if it is not possible to travel the entire portion of road at the initial speed with the maximum power deliverable by the powertrain, the electric machine is configured to operate at a limited power over at least part of the portion of road in order to maintain a constant speed of the hybrid motor vehicle over the entire portion of road;

[0020] - the profile of the road portion includes the length and the slope of said road portion;

[0021] - the profile of the road portion includes the maximum authorized driving speed;

[0022] - the calculation of the necessary mechanical power is carried out as a function of the initial speed of the vehicle, a mass of the vehicle and friction forces applied to the vehicle; and

[0023] - friction forces and/or mass are estimated in real time. [0024] The invention also provides a hybrid motor vehicle comprising: [0025] - a powertrain comprising an electric machine powered by a storage battery and an internal combustion engine coupled to a multi-speed gearbox, and

[0026] - a calculator programmed to implement an energy management method as mentioned above.

[0027] Of course, the various features, variants and embodiments of the invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive.

DETAILED DESCRIPTION OF THE INVENTION

[0028] The description which follows with reference to the attached drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be implemented.

[0029] In the attached drawings:

[0030] [Fig. 1] is a schematic perspective view of a hybrid motor vehicle comprising a powertrain and a computer capable of implementing an energy management method in accordance with the invention;

[0031] [Fig. 2] is a flowchart illustrating the operation of an energy management method in the hybrid motor vehicle of FIG. 1,

[0032] [Fig. 3] is a flowchart of the steps of the energy management method illustrated in Figure 2;

[0033] [Fig.4A], [Fig.4B], [Fig.4C] and [Fig.4D] illustrate the variations of parameters relating to the energy management method according to the invention as a function of the distance on the portion of road comprising a 4% slope, [Fig.4A] illustrates the speed of the vehicle and the slope of the portion of road as a function of the distance on the portion of road, [Fig.4B] illustrates the thermomechanical and electromechanical powers that the vehicle can provide and the power required by the vehicle to follow the portion of road as a function of the distance on the portion of road, [Fig.4C] illustrates the gear engaged on the gearbox as a function of the distance on the portion of road, [Fig.4D] illustrates the reserve of electrical energy available in a battery of accumulators of the electric vehicle as a function of the distance on the portion of road; and

[0034] [Fig.5A], [Fig.5B], [Fig.5C] and [Fig.5D] illustrate the variations of parameters relating to the energy management method according to the invention as a function of the distance on the portion of road comprising a 7% slope, [Fig.5A] illustrates the speed of the vehicle and the slope of the portion of road as a function of the distance on the portion of road, [Fig.5B] illustrates the thermomechanical and electromechanical powers that the vehicle can provide and the power required by the vehicle to follow the road portion as a function of the distance on the road portion, [Fig.5C] illustrates the gear engaged on the gearbox as a function of the distance on the road portion, [Fig.5D] illustrates the electrical energy reserve available in a battery of accumulators of the electric vehicle as a function of the distance on the road portion.

[0035] In Figure 1, a four-wheeled hybrid motor vehicle 1 is shown.

[0036] Conventionally, such a motor vehicle comprises a chassis which supports in particular a powertrain 20, bodywork elements and passenger compartment elements, and which is carried by wheels, at least two of which are driven. [0037] The powertrain 20 comprises a thermal drive train and an electric drive train.

[0038] The thermal powertrain comprises in particular a fuel tank, a fuel supply circuit which originates in the tank, an internal combustion engine 25 supplied with fuel by the supply circuit and a gearbox 26 with several ratios which makes it possible to regulate the thermomechanical power supplied to the drive wheels by the internal combustion engine 25.

[0039] The gearbox 26 may be of any type, for example mechanical or automatic. Here, the gearbox 26 is automatic.

[0040] The electric drive train comprises a storage battery 22 and at least one electric machine 21 which is supplied with current by the storage battery 22 and which is adapted to regulate the electromechanical power which it supplies to the drive wheels.

[0041] The hybrid motor vehicle 1 is capable of being towed by its thermal drivetrain alone (in thermal mode), or simultaneously by its two electric and thermal drivetrains (in hybrid mode). In thermal mode, the electric machine is not used. In hybrid mode, the electric machine is used discontinuously to participate in the traction of the vehicle.

[0042] The motor vehicle also comprises an electronic control unit (or ECU for "Electronic Control Unit"), here called calculator 30, making it possible in particular to control the two aforementioned traction chains (in particular the powers and torques developed by the electric machine 21 and by the internal combustion engine 25).

[0043] The calculator here comprises a processor and a storage unit (hereinafter called memory).

[0044] This memory can record, among other things, data used in the context of the method described below.

[0045] It records in particular a computer application, consisting of computer programs comprising instructions whose execution by the processor allows the implementation by the computer of the method described below.

[0046] The hybrid motor vehicle 1 finally comprises a navigation system 10 which is connected to the computer 30.

[0047] This system comprises, on the one hand, means for geolocating the motor vehicle (for example using GPS or GMS signals - according to the English acronym for "Global System for Mobile communication"), and, on the other hand, a control unit for receiving data defining a profile P11 of a road portion R12 and transmitting them to the computer 30. This control unit can receive this data from outside, or can generate it from the position of the vehicle and a map recorded in its control unit.

[0048] A portion of road R12 can be defined as a part of the route that the vehicle is about to take, which begins for example at the level where the vehicle is located and which extends over a predetermined length. For example, a portion of road R12 can extend over a length of 10 km. This length could be set between 1 km and 100 km for example.

[0049] Alternatively, a portion of road R12 may have a variable length and be defined according to other elements, such as the continuity of its profile.

[0050] A portion of road R12 is characterized by a “profile”. The profile P11 of the portion of road R12 can in particular be defined by a combination of characteristics among:

[0051] - the length of the road portion,

[0052] - the number of traffic lanes,

[0053] - the type of road (motorway, departmental road, etc.),

[0054] - the maximum speed authorized on each traffic lane,

[0055] - the slope of the road,

[0056] - the radius of curvature of the turns,

[0057] - the statistical average speed depending on the day of the week and the time slot,

[0058] - signage (stop signs, give way signs, traffic lights, etc.), [0059] - the position of toll booths, level crossings or speed bumps.

[0060] This list of characteristics is not exhaustive.

[0061] It may also be provided that other “real time” information can be communicated to the navigation system 10, such as the presence of obstacles or the presence of traffic jams for example, this data then forming other characteristics of the portion of road.

[0062] The calculator 30 is adapted to implement an energy management method. E100 based on a control law aimed at making the best use of the electric machine 21 and the internal combustion engine 25, depending on the circumstances, to optimize the user's driving pleasure. Here, the user will be considered to be the driver of the vehicle.

[0063] As illustrated in FIG. 2, the computer receives data from the navigation system 10, and sends control instructions to the powertrain 20.

[0064] The energy required to drive the vehicle can be quantified in terms of power (here at the level of the drive wheels).

[0065] Alternatively, it could of course be otherwise.

[0066] The power supplied by the internal combustion engine 25 to the drive wheels is herein referred to as thermomechanical power. The power supplied by the electric machine 21 to the drive wheels is herein referred to as electromechanical power. The power supplied by the entire powertrain 20, i.e. both by the internal combustion engine 25 and the electric machine 21, is herein referred to as mechanical power.

[0067] The amount of energy available in the storage battery 22 can be defined by a charge level SOC which corresponds to the ratio between the instantaneous capacity of the battery and its nominal capacity. This charge level SOC is expressed as a percentage and is estimated for example as a function of the voltage at the terminals of the storage battery 22 and the amount of current having been delivered and having supplied the storage battery 22 since the vehicle was started.

[0068] The energy management method, which is more precisely the subject of the present invention, then aims to avoid sudden changes in the behavior of the vehicle when the powertrain 20 is controlled according to a control law such as that mentioned above.

[0069] According to a particularly advantageous characteristic of the invention, this E100 energy management method comprises the following main steps:

[0070] E2) acquisition of a profile P11 of a portion of road R12 that the motor vehicle 1 is likely to use,

[0071] E4) calculation of an available thermomechanical power Pdisp that the internal combustion engine 25 can supply to the drive wheels of the hybrid motor vehicle 1 as a function of the gear engaged on the gearbox 26,

[0072] E6) calculation of a necessary mechanical power Pnec that the powertrain 20 should provide to the drive wheels so that the hybrid motor vehicle 1 travels the road portion R12, as a function of the profile P11 of the road portion R12,

[0073] E8) determination of control instructions for the powertrain 20, said control instructions being, in the case where the necessary mechanical power Pnec is greater than the available thermomechanical power Pdisp, instructions optimal CO involving a change in the ratio of the gearbox 26 and/or a change in the electromechanical power delivered by the electric machine 21 to enable the hybrid motor vehicle 1 to travel the portion of road R12 in its entirety, and,

[0074] E10) control of the power unit 20 according to the control instructions.

[0075] This method can be described in more detail as follows, with reference to FIG. 3.

[0076] The energy management method E100 begins at step E2 at which the computer 30 receives from the navigation system 10 the data relating to the profile P11 of the portion of road R12 that the hybrid motor vehicle 1 is likely to take.

[0077] The navigation system 10 here receives data from an external server.

[0078] The navigation system 10 sends data that can be directly used by the computer 30.

[0079] The energy management method E100 then continues to step E4 in which the computer 30 acquires the state of the powertrain 20. The state of the powertrain 20 may comprise, for example, the SOC charge level of the storage battery 22, the gear ratio engaged on the gearbox 26, the speed of the hybrid motor vehicle 1 or even the speed of the internal combustion engine 25.

[0080] Using this information, the computer 30 can calculate the available thermomechanical power Pdisp that the internal combustion engine can provide in the current state (i.e. with the gear ratio engaged and at the speed of the hybrid motor vehicle 1).

[0081] The calculator 30 determines at this stage the maximum power that the electric traction machine can supply to the drive wheels as a function of the speed of the vehicle, and the maximum electromechanical power that the storage battery can supply.

[0082] The calculator 30 also defines the selectable gears, that is to say, the gears which can be engaged as a function of the speed of the hybrid motor vehicle 1 and the profile P11 of the road portion R12.

[0083] The energy management method E100 then continues at step E6 in which the computer 30 calculates the necessary mechanical power Pnec that the powertrain 20 should provide so that the hybrid motor vehicle 1 travels the entire portion of road without changing speed.

[0084] The mechanical power required is calculated using the fundamental principle of dynamics given by the equation:

[0085] [Math

[0086] Pnec

[0087] where A, B and C are coefficients of friction, M is the mass of the vehicle hybrid automobile 1, a is the slope of the road portion P11 and v is the initial speed of the hybrid automobile vehicle 1.

[0088] The initial speed is the speed of the vehicle at the time of calculating the power. [0089] The coefficients A, B and C make it possible to define the friction forces applying to the hybrid motor vehicle 1. The mass of the vehicle is here the initial mass of the vehicle. [0090] Alternatively, the friction forces can be calculated in real time. This makes it possible in particular to take into account the air temperature, the presence of a roof box or that of an external vehicle attached to the hybrid motor vehicle (such as a caravan for example).

[0091] Alternatively, the mass can be calculated in real time using an on-board system allowing it to be measured or estimated.

[0092] The energy management method E100 then proceeds to step E8.

[0093] If the calculated required power Pnec is less than or equal to the available thermomechanical power Pdisp, then the energy management method E100 applies normal energy management instructions. The hybrid motor vehicle 1 then follows the normal instructions requested by the user.

[0094] The normal instructions do not involve, here, a change in the gear ratio of the gearbox or a change in the electromechanical power delivered by the electric machine. For example, here, these normal instructions are such that the hybrid motor vehicle can drive in thermal mode, in the same gear ratio as when entering the portion of road.

[0095] If the calculated necessary mechanical power Pnec is greater than the available thermomechanical power Pdisp, the motor vehicle is facing a so-called severe event and in relation to which its powertrain 20 may be undersized.

[0096] The computer 30 then determines optimal CO setpoints so that the powertrain 20 allows the hybrid motor vehicle 1 to travel the entire portion of road R12. The optimal setpoints aim to optimize driving pleasure. To do this, they are designed so that the hybrid motor vehicle 1 maintains a constant speed along the entire portion of road R12.

[0097] The optimal CO instructions include, for example, an optimal ratio of the gearbox 26 and the optimal electromechanical power that the electric machine 21 must develop to travel the section of road R12.

[0098] The optimum ratio is, for example, the longest ratio among the selectable ratios allowing the entire portion of road to be covered at an initial vehicle speed, taking into account the electrical energy available in the storage battery.

[0099] The initial vehicle speed is the speed of the hybrid motor vehicle 1 when of the process calculation.

[0100] In order to determine the optimal CO instructions, the calculator 30 calculates the duration of the severe event, using the equation:

[0101] [Math. 2\ T _event = Z

[0102] where I is the length of the severe event and v is the average speed expected over the severe event.

[0103] The calculator 30 can then determine the necessary electromechanical power that the electric machine must provide to the hybrid motor vehicle 1 so that it travels the portion of road R12 at a determined speed, as a function of the thermomechanical power that the heat engine 25 can provide in its longest gear among the selected gears.

[0104] If this necessary electromechanical power is available (taking into account for example the SOC charge level of the accumulator battery 22), then the optimal instructions are defined by the longest gear ratio among the selected ratios, generally this is then the ratio already engaged, and the necessary electromechanical power.

[0105] If this necessary electromechanical power is not available, then the computer 30 reproduces the same calculation, while considering the second longest gear ratio among the selected gears, i.e. the one below the current engaged gear.

[0106] The calculator 30 then determines a new necessary electromechanical power and checks whether it is available.

[0107] If this electromechanical power is available, then the computer commands the powertrain 20 to operate in the second longest gear and the electric machine 21 to operate at the necessary electromechanical power. The second longest gear and the necessary electromechanical power then define the optimal CO setpoints.

[0108] This iteration is carried out until reaching the smallest of the gear ratios considered usable on the road portion R12, taking into account the speed of the hybrid motor vehicle 1.

[0109] If no optimal CO setpoint has been determined at this stage, this means that the powertrain 20 is not able to provide enough energy for the hybrid motor vehicle 1 to travel the entire road portion R12 without speed variation. The electric machine is then configured to operate at a limited power over the entire road portion in order to maintain a constant speed. [0110] In order to avoid a sudden change in speed when traveling along the road portion R12 (induced by the exhaustion of the electrical energy stored in the storage battery 22), the computer 30 then determines the maximum speed that the hybrid motor vehicle 1 must follow and the power that the electric machine 21 must provide in order to spread the consumption of electrical energy over the entire road portion R12.

[0111] Spreading the electrical energy over the entire portion of the road makes it possible to avoid driving inconvenience for the user. It is preferably calculated so that the speed of the hybrid motor vehicle 1 remains constant over the entire portion of the road.

[0112] The energy management method E100 then continues at step E10 at which the computer 30 sends the optimal or normal instructions to the powertrain 20. [0113] The hybrid motor vehicle then travels the portion of road by applying the instructions provided by the computer 30.

[0114] The energy management method E100 may be updated at a regular distance interval. For example, here, the energy management method E100 is updated every kilometer.

[0115] Alternatively, the energy management method E100 could be updated at a regular time interval.

[0116] Figures 4A, 4B, 4C and 4D illustrate the application of the energy management method E100 on the hybrid motor vehicle 1 when the road portion R12 includes a slope of 4%.

[0117] Figure 4A shows the limit speed Vmax at 130 km/h, the slope a which is 0% at the start of the road portion and 4% from the middle of the road portion R12, and the speed Vveh of the hybrid motor vehicle 1 as a function of the road portion R12.

[0118] Figure 4B illustrates the mechanical power required Pnec for the powertrain 20 for the hybrid motor vehicle 1 to travel the road portion R12, the thermomechanical power available with the longest gear among the selectable gears Pdis min, and the thermomechanical power available with the shortest gear among the selectable gears Pdis max as a function of the road portion R12.

[0119] Figure 4C illustrates the gear ratio BV engaged on the gearbox 26 as a function of the road portion R12.

[0120] Figure 4D illustrates the SOC charge level of the storage battery 22 as a function of the road portion R12.

[0121] It is noted that in this case, the E100 energy management method has made it possible to establish that the longest gearbox ratio 26 allowing continuity of the speed of the hybrid motor vehicle 1 over the entire stretch of road R12 is the fifth gear. The hybrid motor vehicle 1 can then travel the entire stretch of road R12 at 130 km/h without changing gear and without downshifting in the middle of the stretch of road R12.

[0122] Figures 5A, 5B, 5C and 5D illustrate the application of the energy management method E100 on the hybrid motor vehicle 1 when the road portion R12 comprises a slope of 7%. Figure 5A shows the limit speed Vmax at 130 km/h, the slope a which is 0% at the start of the road portion and 7% from the middle of the road portion R12, and the speed Vveh of the hybrid motor vehicle 1 as a function of the road portion R12. [0123] Figure 5B illustrates the mechanical power required Pnec for the powertrain 20 for the hybrid motor vehicle 1 to travel the road portion R12, the thermomechanical power with the longest ratio among the selectable ratios Pdis min, and the thermomechanical power with the shortest ratio among the selectable ratios Pdis max as a function of the road portion R12.

[0124] Figure 5C illustrates the gear ratio BV engaged on the gearbox 26 as a function of the road portion R12.

[0125] Figure 5D illustrates the SOC charge level of the storage battery 22 as a function of the road portion R12.

[0126] It is noted that in this scenario, the energy management method E100 did not make it possible to establish a gearbox ratio 26 allowing continuity of the speed of the hybrid motor vehicle 1 over the entire portion of road R12. The SOC charge level of the storage battery does not make it possible to provide electromechanical power to maintain the vehicle at 130 km/h over the entire portion of road R12. The hybrid motor vehicle 1 then shifts down to fourth at the start of the slope, and reduces its speed to 115 km/h. The anticipation of this slope allowed the hybrid motor vehicle to travel the entire portion of road R12 at a constant speed without experiencing a sudden change in speed or gearbox ratio.

[0127] The present invention is in no way limited to the embodiment described and shown, but those skilled in the art will be able to provide any variation in accordance with the invention.

Claims

[Claim 1] Energy management method (E100) for a hybrid motor vehicle (1) comprising a powertrain (20) comprising an electric machine (21) powered by a storage battery (22) and an internal combustion engine (25) coupled to a multi-speed gearbox (26), said method comprising the following steps: E2) acquisition of a profile (P11) of a portion of road (R12) that the hybrid motor vehicle (1) is likely to use, E4) calculation of an available thermomechanical power (Pdisp) that the internal combustion engine (25) can supply to the drive wheels of the hybrid motor vehicle (1) as a function of the gear engaged on the gearbox (26), E6) calculation of a necessary mechanical power (Pnec) that the powertrain (20) should supply to the drive wheels so that the hybrid motor vehicle (1) travels the portion of road (R12), as a function of the profile (P11) of the portion of road (R12), E8) determining control instructions for the powertrain (20), said control instructions being, in the case where the necessary mechanical power (Pnec) is greater than the available thermomechanical power (Pdisp), optimal instructions (CO) involving a change in the gear ratio of the gearbox (26) and/or a change in the electromechanical power delivered by the electric machine (21) to enable the hybrid motor vehicle (1) to travel the portion of road (R12) in its entirety, and, E10) control of the powertrain (20) according to the control instructions. [Claim 2] Energy management method (E100) according to claim 1, in which the optimal instructions (CO) aim to limit any driving inconvenience on the portion of road (R12), in particular to limit the number of gearbox gear changes (26) and/or to limit the variation in the electromechanical power delivered by the electric machine (21). [Claim 3] Energy management method (E100) according to one of claims 1 or 2, in which, the hybrid motor vehicle (1) having an initial speed at the time of its arrival on said portion of road (R12), the optimal instructions (CO) comprise the longest gear allowing the entire portion of road (R12) to be covered at the initial speed, taking into account the electrical energy available in the accumulator battery (22). [Claim 4] Energy management method (E100) according to one of claims 1 to 3, in which, the hybrid motor vehicle (1) having an initial speed at the time of its arrival on said portion of road (R12), the optimal instructions (CO) include the activation of the electric machine (21) to allow the entire portion of road (R12) to be traveled at the initial speed. [Claim 5] Energy management method (E100) according to one of claims 1 to 5. 4, in which the hybrid motor vehicle (1) has an initial speed at the time of its arrival on said portion of road (R12), if it is not possible to travel the entire portion of road at the initial speed with the maximum power deliverable by the powertrain (20), the electric machine (21) is configured to operate at a limited power on at least part of the portion of road (R12) in order to maintain a speed of the hybrid motor vehicle (1) constant over the entire portion of road (R12). [Claim 6] Energy management method (E100) according to one of claims 1 to 5, in which the profile (P11) of the road portion (R12) comprises the length and the slope of said road portion (R12). [Claim 7] Energy management method (E100) according to one of claims 1 to 6, in which the profile (P11) of the road portion (R12) includes the maximum permitted driving speed. [Claim 8] Energy management method (E100) according to one of claims 1 to 7, in which the calculation of the necessary mechanical power (Pnec) is carried out as a function of the initial speed of the vehicle, a mass of the vehicle and friction forces applied to the vehicle. [Claim 9] Energy management method (E100) according to claim 8, wherein the friction forces and/or the mass are estimated in real time. [Claim 10] Hybrid motor vehicle (1) comprising: - a powertrain (20) comprising an electric machine (21) powered by a storage battery (22) and an internal combustion engine (25) coupled to a multi-speed gearbox (26), and - a computer (30) programmed to implement an energy management method (E100) in accordance with one of claims 1 to 9.