Method for automatically managing an economy driving mode of a motor vehicle.

Abstract

Method for automatically adapting an economy driving mode of a motor vehicle.Method for automatically adapting an economy driving mode of a motor vehicle comprising a module (11) for constructing an electronic horizon, a module (12) for detecting a predefined set of driving situations, and a module (13) for processing the detected driving situations, the method comprising: - a step of selecting the economy driving mode and automatically applying so-called low dynamic limits, then - a step of automatically detecting by the detection module (12), in data from the construction module (11), a future occurrence of a driving situation from the predefined set of driving situations, - a step of automatically applying, by the processing module (13), so-called high dynamic limits, strictly greater than the low dynamic limits, then - a step of automatically applying, by the processing module (13), the low dynamic limits. Figure for the abstract: 1.

Description

Title of the invention: Method for automatically managing an economical driving mode of a motor vehicle.

[0001] The invention relates to a method for automatically managing an economy driving mode of a motor vehicle. The invention further relates to a device for automatically managing an economy driving mode of a motor vehicle. The invention also relates to a computer program implementing the aforementioned method. Finally, the invention relates to a recording medium on which such a program is recorded.

[0002] In most modern vehicles, an eco-driving mode is offered to minimize the vehicle's energy consumption, thereby reducing travel costs and extending the vehicle's range. This reduces resource consumption. However, the eco-driving mode limits the engine's available power, which can, in certain situations, create an unpleasant or even unsafe feeling of unresponsiveness to acceleration initiated by the driver. This feeling can lead to driver dissatisfaction and potentially result in the rejection of the eco-driving mode, despite its advantages.

[0003] Prior art solutions address this drawback by providing a power boost when the vehicle detects a power shortage, or at the driver's request. However, these solutions respond after the power need has already arisen. They do not anticipate this need.

[0004] The object of the invention is to provide a method for automatically managing an economy driving mode that is simple to implement and that overcomes the drawbacks of existing methods for automatically managing an economy driving mode. In particular, the method according to the invention makes it possible to automatically manage the economy driving mode while taking into account situations in which the driver may want to use more power.

[0005] To this end, the invention relates to a method for automatically adapting an economical driving mode of a motor vehicle, the motor vehicle comprising a module for constructing an electronic horizon, a module for detecting a predefined set of driving situations, and a module for processing the detected driving situations. Furthermore, the process includes: - a step involving the selection of the economy driving mode by a driver of the motor vehicle, and the automatic application by the motor vehicle of so-called low dynamic limits, then - at a first instant, an automatic detection step, by the detection module, in data from the electronic horizon construction module, of a future occurrence, from a second instant, of a driving situation from the predefined set of driving situations, the second instant being strictly subsequent to the first instant, then - during a time interval between the second instant and a third instant strictly subsequent to the second instant, an automatic application step, by the detected situation processing module, of so-called high dynamic limits, strictly higher than the low dynamic limits, then, - from the third instant, an automatic application step, by the detected situation processing module, of the low dynamic limits.

[0006] In one embodiment, so-called maximum dynamic limits of the motor vehicle include a maximum power and / or a maximum torque applicable by the motor vehicle, - the lower dynamic limits being a product of the maximum dynamic limits by a factor strictly less than 1, for example the lower dynamic limits being equal to 80% of the maximum dynamic limits, or even equal to 75%, or even equal to 70% of the maximum dynamic limits, and / or - the upper dynamic limits being less than or equal to the maximum dynamic limits.

[0007] In one embodiment, the second and third instants are determined according to the detected driving situation, the second instant being determined as the instant from which the driver is likely to exceed the low dynamic limits to manage the driving situation, and the third instant being determined as an instant from which the driver no longer needs to exceed the low dynamic limits to manage the driving situation.

[0008] In one embodiment, the predefined set of driving situations includes: - merging onto a highway or motorway, and / or - moving uphill, and / or - crossing a roundabout, and / or - crossing a tollbooth.

[0009] Furthermore, - if the detected driving situation is a roundabout crossing, the second instant is determined to be the instant when the motor vehicle exits the roundabout, and / or - if the detected driving situation is a toll crossing, the second instant is determined to be the instant when the motor vehicle arrives at the toll barrier, or the instant when the motor vehicle crosses the toll barrier, and / or - if the detected driving situation is movement uphill, the second instant is determined to be a few seconds before the arrival of the motor vehicle at the bottom of the hill, and / or - if the detected driving situation is an insertion onto a fast lane or motorway, the second instant is determined to be an instant a few seconds before the insertion of the motor vehicle onto the fast lane or motorway.

[0010] In one embodiment, - if the detected driving situation is a roundabout crossing, the third instant is determined to be the instant when the motor vehicle exits the roundabout, and / or - if the detected driving situation is a tollbooth crossing or merging onto a fast lane or motorway, the third instant is determined to be the instant when the speed of the motor vehicle stabilizes, and / or - if the detected driving situation is a movement uphill, the third instant is determined to be an instant from which the slope of the road is low, or even zero or negative.

[0011] In one embodiment, the step of automatic application of high dynamic limits includes a transmission by the detected driving situation processing module, to a motor vehicle engine management module, of a request to apply high dynamic limits, and the step of automatic application of low dynamic limits includes a transmission by the detected driving situation processing module, to the motor vehicle engine management module, of a request to apply low dynamic limits.

[0012] The invention further relates to a device for automatically adapting an economical driving mode of a motor vehicle, the device comprising hardware and / or software elements implementing the method according to the invention.

[0013] The invention further relates to a computer program product comprising program code instructions recorded on a computer-readable medium to implement the steps of the process according to the invention when said program is running on a computer.

[0014] The invention further relates to a motor vehicle comprising a device according to the invention.

[0015] The accompanying drawings represent, by way of example, an embodiment of an automatic management device for an economical driving mode of a motor vehicle according to the invention and an execution method for an automatic management of an economical driving mode of a motor vehicle according to the invention.

[0016] Fig. 1 schematically represents a motor vehicle equipped with an automatic management device for an economical driving mode of a motor vehicle according to the invention.

[0017] Figure 2 illustrates a first situation of implementation of the device according to the invention.

[0018] Fig. 3 illustrates a second implementation situation of the device according to the invention.

[0019] Figure 4 illustrates a third situation for implementing the device according to the invention.

[0020] Figure 5 illustrates a fourth implementation situation of the device according to the invention.

[0021] Fig. 6 illustrates the process of implementing the invention in the first situation.

[0022] Figure 7 illustrates a variant of the procedure for implementing the invention. in the first situation.

[0023] Fig. 8 illustrates the process of implementing the invention in the second situation.

[0024] Figure 9 illustrates the process of implementing the invention in the third situation.

[0025] Fig. 10 illustrates the process of implementing the invention in the fourth situation.

[0026] Fig. 11 illustrates the process of implementing the invention in a rolling operation that includes the first, second and third situations.

[0027] An example of a motor vehicle 100 equipped with a device 10 for semantic segmentation of an environment of the motor vehicle 100 is described below with reference to [Fig.1].

[0028] The motor vehicle 100 can be a vehicle of any type, for example a passenger vehicle or a utility vehicle.

[0029] The motor vehicle 100 is capable of implementing a so-called economical driving mode in which the dynamics of the motor vehicle are restricted, in particular the vehicle applies so-called low dynamic limits.

[0030] In the remainder of this document, the term "dynamic limits" refers to a maximum value of engine power and / or torque that motor vehicle 100 can apply in a given context.

[0031] The dynamic limits applied by the motor vehicle 100 vary according to the traffic context and according to a choice by the driver to activate or not the economy driving mode.

[0032] In particular, we consider, - so-called maximum dynamic limits of the motor vehicle 100 include a maximum power and / or maximum torque applicable by the motor vehicle, the maximum dynamic limits being defined by the technical characteristics of the vehicle, - so-called lower dynamic limits of the motor vehicle which are applied by default when the driver has selected an economy driving mode, - so-called high dynamic limits of the motor vehicle which are temporarily applied in certain driving situations and then the driver has selected an economy driving mode.

[0033] In one embodiment, - The lower dynamic limits are defined as the product of the maximum dynamic limits and a factor strictly less than 1, for example, the lower dynamic limits being equal to 80% of the maximum dynamic limits, or even equal to 75%, or even equal to 70% of the maximum dynamic limits, and / or - The upper dynamic limits are defined as being less than or equal to the maximum dynamic limits.

[0034] The remainder of the document describes a device and a method according to the invention which implement a temporary application of the upper dynamic limits of the motor vehicle when the driver has selected an economical driving mode.

[0035] Device 10 includes a means for the driver to select the economy driving mode. Device 10 may further include an information means (for example, an indicator light on the dashboard of the motor vehicle) that signals to the driver when high dynamic limits are being implemented while the economy driving mode has been selected.

[0036] Device 10 mainly comprises: - a module 11 for constructing an electronic horizon, - a module 12 for detecting a driving situation located on a route of the motor vehicle, - a module 13 for processing detected driving situations.

[0037] In the described embodiment, the electronic horizon constructor module 11, also called EHR (Electronic Horizon Reconstructor), receives information from a data bus, the data being transmitted over a CAN data bus, for example in a format called ADASIS. The CAN data bus is fed by a system called EHP (Electronic Horizon Provider), which provides mapping information stored on a remote server. The information transmitted from the EHP to the EHR is in the form of geometric details of the road and events on the upcoming route, thus providing an electronic horizon. The data from the EHP is filtered by considering the vehicle's current position and the planned route for the vehicle when the destination is entered by the driver into the navigation system.Alternatively, a short or medium term route called the "most probable route" is calculated by module 11.

[0038] As an alternative to using data from the EHP, mapping information can be recorded in a memory of the motor vehicle.

[0039] From the information from the EHP, module 11 (i.e. the EHR) is able to detect and classify a predefined set of driving situations occurring during the journey of the motor vehicle, and to calculate a distance to the event.

[0040] Module 11 is also suitable - to break down the route of motor vehicle 100 into route segments, - to calculate the distance between motor vehicle 100 and a route segment, - to determine the slope of a route segment, - to determine a speed limit applicable to a segment of the route.

[0041] Module 11 is also capable of providing a confidence index associated with each data point it determines.

[0042] Then, via a data bus, the data defined by module 11 are then transmitted to module 12 for detecting a traffic context of the motor vehicle.

[0043] The context detection module 12 is capable of analyzing the data relating to driving situations detected by module 11.

[0044] In particular, module 12 is capable of verifying that the traffic context of the motor vehicle corresponds to one of the situations in a predefined set of driving situations.

[0045] The set of driving situations includes driving situations in which the limits of the dynamic limit set may be temporarily exceeded even when the economy driving mode has been activated by a driver of the motor vehicle.

[0046] In the embodiment more specifically described in this document, the predefined set of driving situations includes: - the movement of a motor vehicle exiting a roundabout, as illustrated by figures 2, 6 and 7, and / or - the merging of the motor vehicle onto a fast road or motorway as illustrated by Figures 3 and 8, and / or - a movement of the vehicle uphill illustrated by figures 4 and 9, and / or - an insertion of the motor vehicle into surrounding traffic after passing through a tollbooth illustrated by figures 5 and 10.

[0047] In each of these situations, the driver may be prompted to accelerate temporarily, for example to approach an uphill section, or to regain speed when exiting a roundabout, or to merge into traffic, for example when entering a highway or motorway or when exiting a toll plaza.

[0048] Thus, in general, the predefined set of situations describes a set of situations in which the driver may temporarily need to exceed the low dynamic limits applied in the economy driving mode.

[0049] In one embodiment, each driving situation in the set of driving situations is associated with a given time interval during which the dynamic limits can be temporarily exceeded.

[0050] Module 12 is capable of verifying the conditions for applying high dynamic limits, the application conditions being defined for each situation in the predefined set of driving situations. In other words, Module 12 is capable of verifying that a situation is eligible for a temporary application of high dynamic limits.

[0051] In addition, module 12 is capable of transmitting to processing module 13 an indication of a situation said to be eligible for a temporary application of the upper dynamic limits.

[0052] An embodiment of a detection of an application context of the invention is illustrated by figures 2 to 10, through four distinct situations which will be developed later in the document.

[0053] The examples presented are not exhaustive; the invention also applies to other contexts of predictable and mappable acceleration, for example, an acceleration context following a speed bump, a traffic light, a stop sign...

[0054] Module 13 for processing detected driving situations is capable of analyzing each indication of an eligible situation transmitted to it by module 12.

[0055] Module 13 is also capable of arbitrating between several indications of an eligible situation.

[0056] Furthermore, module 13 is capable of evaluating the relevance of a temporary application of the upper dynamic limits.

[0057] The motor vehicle 100, in particular the device 10, and especially the modules 11, 12 and 13 previously described, preferably comprise all the hardware and / or software elements configured so as to implement the method defined in the object of the invention or the method described below.

[0058] An embodiment of the method for automatically adapting an economical driving mode of the motor vehicle is described below with reference to Figures 1 to 11. In the embodiment represented by Figures 1 to 11, the method comprises four steps E1 to E4 which are executed successively.

[0059] As a note, figures 6 to 10 each include a graph Gl, G2, G3, G4, G5.

[0060] Each graph Gl, G2, G3, G4, G5 comprises a first subgraph Gl1, G21, G31, G41, G51 which represents - a first curve Cl corresponding to the temporal evolution of a measured distance between the motor vehicle 100 and a detected situation, - a second curve C2 which represents a time period during which the situation is detected by device 10.

[0061] Each graph Gl, G2, G3, G4, G5 includes a second subgraph G12, G23, G33, G43, G53 which represents a third curve C3 describing the time evolution of the dynamic limits determined by the device 10, the curve indicating the value "1" when the device 10 according to the invention determines high dynamic limits, and the curve indicating the value "0" when the device 10 according to the invention determines low dynamic limits.

[0062] In addition to subgraphs G21 and G23, graph G2 includes a third subgraph G22 representing: - a C4 curve showing the temporal evolution of the speed limit, - a C5 curve, showing the temporal evolution of a predicted speed limit, - a C6 curve of time evolution of a current distance between the motor vehicle 100 and the application of the predicted speed limit.

[0063] In addition to subgraphs G31 and G33, graph G3 includes a third subgraph G32 representing a C4 time evolution curve of a speed of the motor vehicle 100.

[0064] In addition to subgraphs G41 and G43, graph G4 includes a third subgraph G42 representing a curve C4 of the time evolution of a slope of the road on which the motor vehicle 100 is traveling. Furthermore, in subgraph G41, curve C2 is a curve of the time evolution of a predicted value of the slope. The time period during which the situation is detected by device 10 corresponds to a time interval during which the predicted value of the slope is greater than a given threshold of positive slope.

[0065] In addition to subgraphs G51 and G53, graph G5 includes a third subgraph G52 representing a curve C4 of time evolution of the current speed of the motor vehicle 100.

[0066] In the first step El, the driver selects the economy driving mode. The motor vehicle 100 then automatically applies the lower dynamic limits.

[0067] Then, we proceed to step E2 at a first instant T1 of automatic detection, by module 12, in data from module 11, of a future occurrence of a driving situation belonging to the predefined set of driving situations, the driving situation taking place over a given time interval subsequent to the given instant. In other words, step E2 is a step of anticipating a future need for the application of high dynamic limits by the vehicle.

[0068] During the execution of step E2, the motor vehicle 100 continues to automatically apply low dynamic limits until it reaches a given point on the route.

[0069] Step E2 further includes - a determination of a second instant T2 at which the lower dynamic limits are replaced by the upper dynamic limits, and - a determination of a third instant T3 for replacing the upper dynamic limits with the lower dynamic limits, the third instant T3 being subsequent to the second instant T2, and the step E2 taking place between instants T1 and T2.

[0070] The determination of times T2 and T3 varies depending on the detected driving situation.

[0071] For example, in the embodiment described by [Fig.6] illustrating crossing a roundabout, it is determined that the instant T2 of the start of application of the upper dynamic limits corresponds to an instant when the vehicle exits the roundabout, which is reflected in the subgraph G11 by the end of the detection of the roundabout.

[0072] The situation relating to crossing a roundabout does not require anticipating the vehicle's entry into the roundabout. In this case, it is sufficient to determine the moment when the vehicle exits the roundabout. One strategy for this is to use the curve C2 indicating the end of the "roundabout" event.

[0073] Figure 7 illustrates a situation in which the motor vehicle 100 successively crosses two roundabouts that are close to each other. In this case, in step E2, it can be assumed that the dynamics applied by a driver between the two roundabouts are compatible with the lower dynamic limits of the vehicle. Step E2 then extends beyond the first roundabout. However, in step E2, significant acceleration is anticipated upon exiting the second roundabout, requiring the temporary application of high dynamic limits. Graph G23 in [Fig. 7] illustrates a time T2, the start of the application of the high dynamic limits, coinciding with the end of the second roundabout.

[0074] In other words, to avoid switching too frequently between lower and upper dynamic limits, a difference is considered between the speed limits in the middle of the roundabout and at the exit. Generally, the greater this difference, the greater the need for acceleration. Since the speed limits are known in advance, it is possible to apply a condition relating to the difference between the speed limits in the middle of the roundabout and at the exit. For example, the difference can be compared to a threshold DViim, such as 30 km / h, 50 km / h, or 70 km / h.

[0075] Figure 8 illustrates a situation in which, during step E2, the merging of the motor vehicle onto a highway or motorway is anticipated. Subgraphs G31, G32, and G33 of Figure 8 show that the time T2, at which the upper dynamic limits begin to apply, is defined before the motor vehicle reaches the merging lane, specifically as a function of an anticipation distance, which allows the driver to begin accelerating more effectively before merging into the traffic on the highway or motorway.

[0076] Furthermore, [Fig.8] also illustrates a situation in which the instant T3 of replacement of the upper dynamic limits by the lower dynamic limits is determined as being an instant from which the speed of the motor vehicle is substantially stable.

[0077] Figure 9 illustrates a situation in which, during step E2, the motor vehicle 100 is moving in the direction of an incline. Subgraphs G41, G42, and G43 of Figure 8 show that the time T1, at which the upper dynamic limits begin to be applied, is defined before the motor vehicle reaches the start of the incline, thus allowing the driver to begin accelerating more effectively before the start of the incline.

[0078] In the context of an uphill slope, the device 10 receives the predicted slope and the distance to that slope. Thus, as soon as a positive slope is detected above a given slope threshold, and when the distance between the motor vehicle and the start of the slope is less than or equal to a distance threshold, the upper dynamic limits are applied in anticipation of the steep slope. The return to the lower dynamic limits occurs shortly after the end of the slope. Thus, the dynamic limits when the slope is low, the loss of power is then not felt by the driver.

[0079] Furthermore, [Fig.9] also illustrates a situation in which the instant T3 of replacement of the upper dynamic limits by the lower dynamic limits, is determined as being an instant from which the slope of the road is low, or even zero or negative.

[0080] Figure 10 illustrates a situation in which, during step E2, the driver anticipates passing through a motorway tollbooth. Subgraphs G51, G52, and G53 of Figure 8 show that the time T2, when the upper dynamic limits begin to apply, is defined as the moment the motor vehicle reaches the toll barrier, allowing the driver to begin accelerating as soon as possible to merge into the traffic on the highway or motorway. An additional condition, requiring the motor vehicle's speed to fall below a given speed threshold, may apply.

[0081] Furthermore, [Fig. 10] also illustrates a situation in which the instant T3 of replacement of the upper dynamic limits by the lower dynamic limits, is determined as being an instant from which the speed of the motor vehicle 100 is substantially stable, in particular the speed of the motor vehicle 100 is maintained in a range of speeds whose amplitude DV is reduced.

[0082] We have thus determined a time interval, delimited by the instants T2 and T3, on which we will apply high dynamic limits.

[0083] During the execution of step E2, the motor vehicle 100 continues to automatically apply low dynamic limits until it reaches time T2.

[0084] We then proceed to step E3, the automatic application of high dynamic limits by the motor vehicle. In one embodiment, the driver can be informed that the vehicle's dynamic limits have been temporarily increased, which can reassure them that a more responsive driving style is possible while remaining in an economical driving mode. This information can be conveyed to the driver via a dashboard indicator light, for example.

[0085] In one embodiment, step E3 advantageously includes an algorithm for defining a priority between different situations that would take place simultaneously.

[0086] During a transition between low and high dynamic limits, it is important to deliver engine power at the appropriate time so that the driver is not surprised. For example, in the case of a vehicle moving uphill, a specific moment for lifting the accelerator pedal can be chosen. To avoid surprising the driver, and if necessary, to adjust it as precisely as possible, for example, based on the uphill gradient. In one variation, the vehicle's mass can be taken into account to counteract the decrease in speed.

[0087] Alternatively, the motor could be supplied with an additional power that is proportional to the slope. For the same event, for example, several progressive settings can be defined.

[0088] Step E3 includes a transmission by module 13 to an engine management module of the motor vehicle, of a request to apply high dynamic limits.

[0089] Then, at time T3, we proceed to step E4, in which we automatically apply the lower dynamic limits.

[0090] Step E4 includes a transmission by module 13 to the motor vehicle's engine management module, of a request to apply low dynamic limits.

[0091] The invention thus relates to a method enabling a vehicle with an economy mode to detect in advance situations in which an increase in power could be appreciated or even desired by the driver to improve his driving comfort.

[0092] The device 10 according to the invention allows: - receive and interpret mapping information relating to the vehicle's future trajectory (in module 11), - Based on this information, identify driving situations and segments of the vehicle's trajectory in which the economy mode might prove insufficient (in module 12), - transmit a request to an engine management module to allow the driver to use more power on the identified trajectory segments (arbitration and control block).

[0093] The device 10 offers numerous advantages. First, it performs so-called proactive processing, meaning it anticipates situations in which the driver might need more power. Thus, unlike state-of-the-art solutions, which provide a power boost when a power shortage or driver demand is detected, the invention anticipates these events, thereby avoiding discomfort and stress.

[0094] The device 10 according to the invention also helps to greatly increase the attractiveness of the economy mode (by reducing its defects), which can encourage drivers to use it for as long as possible, making more savings and saving natural resources.

[0095] The device 10 according to the invention is also simple and quick to implement, thus improving the cost-effectiveness. The invention does not generate any additional costs that could be associated with physical sensors. The only data source required is the acquisition of information from the electronic horizon (ADASIS).

[0096] Implementing the method according to the invention in a prototype computer embedded in an electric vehicle made it possible to test the feasibility and effectiveness of the method according to the invention. The route taken during a test drive is illustrated in [Fig. 11]. It made it possible to test three distinct situations: merging onto a highway or motorway, driving uphill, and exiting a roundabout.

[0097] The D91 route includes a steep uphill gradient and merging into the traffic of the N12 and A86. A toll plaza situation was also tested on a route not described here. In the various situations described above, automatic changes in engine power were observed.

[0098] The device 10 according to the invention significantly improves driving pleasure compared to a journey on the same route carried out in an economical driving mode without implementation of the invention.

Claims

Demands

1. A method for automatically adapting an economical driving mode of a motor vehicle, the motor vehicle comprising a module (11) for constructing an electronic horizon, a module (12) for detecting a predefined set of driving situations, and a module (13) for processing the detected driving situations, the method being characterized in that it comprises: - a step (E1) of selecting the economical driving mode by a driver of the motor vehicle, and of automatically applying by the motor vehicle so-called low dynamic limits, then - at a first instant (T1), a step (E2) of automatic detection, by the detection module (12), in data from the module (11) for constructing an electronic horizon, of a future occurrence, from a second instant (T2), of a driving situation from the predefined set of driving situations,the second instant (T2) being strictly subsequent to the first instant (T1), then - during a time interval between the second instant (T2) and a third instant (T3) strictly subsequent to the second instant (T2), a step (E3) of automatic application, by the module (13) for processing detected situations, of so-called upper dynamic limits, strictly greater than the lower dynamic limits, then, - from the third instant (T3), a step (E4) of automatic application, by the module (13) for processing detected situations, of the lower dynamic limits.

2. A method according to the preceding claim, characterized in that the so-called maximum dynamic limits of the motor vehicle (100) comprise a maximum power and / or a maximum torque applicable by the motor vehicle, - the lower dynamic limits being a product of the maximum dynamic limits by a factor strictly less than 1, for example the lower dynamic limits being equal to 80% of the maximum dynamic limits, or even equal to 75%, or even equal to 70% of the maximum dynamic limits, and / or - the upper dynamic limits being less than or equal to the maximum dynamic limits.

3. A method according to the preceding claim, characterized in that the second instant (T2) and the third instant (T3) are determined according to the detected driving situation, in that the second instant (T2) is determined as an instant from which the driver is likely to exceed the low dynamic limits to manage the driving situation, and in that the third instant (T3) is determined as an instant from which the driver no longer needs to exceed the low dynamic limits to manage the driving situation.

4. A method according to any one of the preceding claims, characterized in that the predefined set of driving situations includes: - merging onto a highway or motorway, and / or - moving uphill, and / or - crossing a roundabout, and / or - crossing a toll plaza.

5. A method according to the preceding claim, characterized in that, - if the detected driving situation is a roundabout crossing, the second instant (T2) is determined to be an instant when the motor vehicle (100) exits the roundabout, and / or - if the detected driving situation is a toll crossing, the second instant (T2) is determined to be an instant when the motor vehicle (100) arrives at the toll barrier, or an instant when the motor vehicle crosses the toll barrier, and / or - if the detected driving situation is movement uphill, the second instant (T2) is determined to be an instant a few seconds before the arrival of the motor vehicle (100) at the bottom of the hill, and / or - if the detected driving situation is merging onto a highway or motorway,The second instant (T2) is defined as being a moment a few seconds prior to the insertion of the motor vehicle onto the expressway or motorway (100).

6. A method according to claim 4 or 5, characterized in that, - if the detected driving situation is crossing a roundabout, the third instant (T3) is determined to be an instant when the motor vehicle (100) exits the roundabout, and / or - if the detected driving situation is a toll crossing or an insertion onto a fast road or motorway, the third instant (T3) is determined to be an instant when the speed of the motor vehicle (100) stabilizes, and / or - if the detected driving situation is a movement uphill, the third instant (T3) is determined to be an instant from which the slope of the road is low, or even zero or negative.

7. A method according to any one of the preceding claims, characterized in that the step (E3) of automatic application of high dynamic limits includes a transmission by the module (13) of processing detected driving situations, to a motor vehicle engine management module, of a request to apply high dynamic limits, and in that the step (E4) of automatic application of low dynamic limits includes a transmission by the module (13) of processing detected driving situations, to the motor vehicle engine management module, of a request to apply low dynamic limits.

8. Device (10) for automatically adapting an economy driving mode of a motor vehicle (100), the device comprising hardware (11, 12, 13) and / or software implementing the method according to any one of claims 1 to 7

9. 1 d / . Product computer program comprising program code instructions recorded on a computer-readable medium to implement the steps of the process according to any one of claims 1 to 7 when said program is run on a computer.

10. Motor vehicle (100) comprising a device according to claim 8.

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