[0041] The basic driving level of the driver may be manually entered when the driving level of the driver in relation to the fuel-saving driving is unknown in such a first-time driving or when the driver wants to select a particular assist level freely. If the driving level is not entered directly, the basic level is determined, for example, through questions about knowledge on the fuel-saving driving to the driver or questionnaires how often the driver performs the fuel-saving driving in regular use.

[0042] Furthermore, the basic level of the driver may be determined by comparison with the ideal value. For example, when an ideal driving that is calculated as the best fuel-saving driving in a traveling route is given through the speed pattern generation or when the ideal value for the traveling route is stored in a database, an ideal value of the acceleration loss or the deceleration loss is compared with a driving result of the driver (actually measured value of the acceleration loss οτ the deceleration loss), and accordingly the driving level of the driver is determined. Furthermore, the driving level is determined on the basis of the evaluation result of the driving operation (high evaluation value for the acceleration pedal operation, low evaluation value for the brake pedal operation, etc.).

[0043] FIG. 3 is a flowchart that shows one example of the procedure of determination of the driving level. In step SI, when the actually measured value of the deceleration loss is greater than the ideal value A of the deceleration loss, the driving level is determined as 1 because improvement of the deceleration loss is required (S2). In step S3, when the actually measured value of the acceleration loss is greater than the ideal value B of the acceleration loss, the driving level is determined as 2 because improvement of the acceleration loss is required (S4). When the actually measured values of the deceleration loss and the acceleration loss are smaller than the ideal values, the driving level is determined as 3 because the driving level has already been high and the fuel-saving driving for an advanced-level driver such as the anticipatory driving is required (S5).

[0044] The aforementioned comparison between the actually measured values and the ideal values of the deceleration loss and the acceleration loss may be conducted with the difference of absolute amounts or may be conducted with proportions. If there is no ideal value to be compared, the basic level can be determined through specifying of average values of the deceleration loss and the acceleration loss from the characteristics of the vehicle, travel distance, and so on. For example, the ideal values are calculated by roughly specifying unit consumption of the acceleration loss as a (J/km) and unit consumption of the deceleration loss as b (J/km) and by using distance L (km) in which the driver travels.

(0045] In addition, the basic level may be determined through the absolute amounts of the loss from the driving result of the driver without the comparison between the actually measured values and the ideal values of the deceleration loss and the acceleration loss. For example, the level is determined by specifying the symbol A in FIG 3 as the actually measured value of the acceleration loss and the symbol B as a half value of the deceleration loss.

[0046] The basic level of the driver is classified in detail as Table 2 below in order to perform fine driving assist.

[004η

[0048] The driving level in the second and subsequent driving is determined as shown in Table 2, for example, by using the improvement degree of the deceleration loss and the acceleration loss from the previous driving, whether the level is still in the previous level or may be shifted to next level, or whether the determination of the previous level is wrong and lower level is to be determined, and so on. Here, the improvement degree is evaluated, for example, with evaluation maps of Tables 3 through 5 for determining the improvement degree of the acceleration loss and the deceleration loss for each level, and the driving level is modified as follows with respect to the basic level that is determined in advance (an initial value is considered as an intermediate or initial level in the detailed level). In this case, upper and lower limits in the basic level may be specified to restrict the driving level within the limits, or the driving level may be modified to next basic level or lower level. Furthermore, according to the evaluation result of the driving operation, the driving level may be modified by increasing when the accelerator pedal operation or the brake pedal operation is highly evaluated or by decreasing when the steering wheel operation or the gearshift operation is evaluated as a low value, for example. When the evaluation is marked with o: Increase the detailed level by one step. When the evaluation is marked with Δ: Maintain the detailed level. When the evaluation is marked with x: Decrease the detailed level by one step.

[0049] [Map Example Applied to Level 1] .

[Table 3]

[0050] [Map Example Applied to Level 2]

[0051] [Map Example Applied to Level 3]

[0052] (Fuel-saving Driving Assist in accordance with Driving Level) The fuel-saving driving assist is performed in accordance with the driving level of the driver that has been determined as described above. As shown in Table 2, the driving assist is performed by specifying operations that are expected to the driver in accordance with the driving level and, if the driver cannot perform those operations in accordance with the driving level, by teaching the operation as a human machine interface (HMI) such as display, sound, or vibration. By teaching as described above, the embodiment has the advantage that the fuel-saving driving assist can be performed at low cost. However, the need for requiring driver's efforts to perform the corresponding driving arises. Therefore, the fuel-saving driving assist can be more easily performed by directly controlling to change the characteristic of the acceleration or braking and so on. Thus, the assist mode is preferably adapted in response to the concept of the vehicle, the motivation of the driver, or the driver's realization of the driving level.

[0053] Hereinafter, the assist in accordance with the driving level is described. The first priority for the Level 1 driver is to reduce the deceleration loss. In order to reduce the deceleration loss (to reduce the kinetic energy that is wasted through the deceleration), the previous acceleration is required to be minimized as small as possible.

[0054] For the Level 1-1 driver, in order to minimize the acceleration, the assist in releasing the accelerator pedal (including lessening of accelerator pedal operation amount) is performed to improve fuel saving benefit and to have the driver realize the first priority in the fuel-saving driving.

[0055] For a teaching example of Level 1-1, as shown in FIG. 4, when the vehicle reaches a predetermined location on a travelling course (such as a stop with a signal light, 200 m before an intersection, or 100 m before a sharp curve), the accelerator pedal release timing is informed. The accelerator pedal release timing is informed by having an accelerator pedal release location and an approximate speed and by comparing them with the current location and speed. The travel distance is calculated from the deceleration that can achieved by the accelerator pedal release and the regenerative braking and from the target speed at a curve and the like, and the accelerator pedal release timing may be calculated by comparing the calculated travel distance with the distance to the target.

[0056] As an example of the assist control for Level 1-1, the characteristic of the accelerator pedal is changed in accordance with the accelerator pedal release timing. For example, the acceleration increases in response to the accelerator pedal force before the accelerator pedal release timing as shown in FIG. 5A; however, the acceleration with respect to the accelerator pedal operation amount is changed after the accelerator pedal release timing as shown in FIG 5B, and the acceleration is minimized through the control for reducing the acceleration in response to the accelerator pedal force.

[0057] For the Level 1-2 driver, the assist is conducted so that the driver can smoothly decelerate. Even if the driver can perform the accelerator pedal release of Level 1-1, when the driver misses the timing or cannot smoothly operate the brake pedal in the case where the deceleration is required at a location such as a downslope, the smooth deceleration cannot be achieved on the way to the stop location Or the curve. Thus, problems arise such that unnecessary deceleration is conducted by applying not only the regenerative brake but also the hydraulic brake, and additional acceleration is required.

[0058] For the teaching example of Level 1-2, as shown in FIG 6, the brake pedal force is displayed as an arrow (b), and the driver is given where the range within the regenerative braking is and to what extent of the braking force is allowed not to make the hydraulic brake to surpass the regenerative brake. As described above, the driver can realize the brake pedal operation within the regenerative braking range through the display of the brake pedal force. In addition to the instantaneous display, the brake pedal force may be displayed in a time series such as a graph. Furthermore, the display of the value of the deceleration loss by the driver can make the driver realize how much energy is lost through the depressing operation of the brake pedal (how much kinetic energy is wasted through the deceleration).

[0059] The smooth deceleration can be assisted by calculating and displaying how long the vehicle can approximately travel ahead (how far the vehicle can travel on a map) if the driver releases the accelerator pedal at the current vehicle speed. When the vehicle has uniformly accelerated motion with constant deceleration of travel resistance, rough travel distance is calculated by using the following equation (1). Travel Distance = 0.5 x (Current Vehicle Speed)² / Deceleration (1)

[0060] As an example of the assist control for Level 1-2, the deceleration in response to the brake pedal force is changed. For example, as shown in FIG. 7, the braking characteristic is changed near the regenerative braking limit. By changing the braking characteristic as described above, the deceleration is limited within the regenerative braking range as much as possible and unnecessary deceleration such as the application of the hydraulic brake is restricted.

[0061] For the Level 1-3 driver, the assist is conducted so that the driver can smoothly accelerate. Since the Level 1-3 driver can reduce the deceleration loss, reduction of the acceleration loss is required for the next step.

[0062] For the teaching example of Level 1-3, as shown in FIG. 6, the accelerator pedal force is indicated as an arrow (a), and the driver is given where the range within eco-driving is and to what extent of the range of the accelerator pedal is allowed to be depressed to prevent the eco-driving from being replaced with the high-output driving. Accordingly, the driver can realize the accelerator pedal operation within the eco-driving. In addition to the instantaneous display, the accelerator pedal force may be displayed in a time series such as a graph. Furthermore, the display of the value of the acceleration loss by the driver can make the driver realize how much energy is lost through the depressing operation of the accelerator pedal. Whether the current acceleration is conducted with the battery (EV) or the engine may be displayed to assist the driver's understanding.

[0063] As an example of the assist control for Level 1-3, the acceleration in response to the accelerator pedal force may be changed. For example, it is preferable that, as shown in FIG 8A, optimum efficiency be derived from the relation between the acceleration and the efficiency in order to obtain more efficient acceleration as much as possible, and as shown in FIG 8B, the acceleration characteristic be changed near the high efficiency acceleration. In the vehicle that has a characteristic in which the efficiency is uniquely determined in accordance with the acceleration, the acceleration characteristic may be changed near the high efficiency acceleration. When the efficiency is not fixed in accordance with the acceleration, the characteristic may be changed so as to achieve the nigh efficiency acceleration through a change of gearshift.

[0064] Next, because the Level 2 driver is considered that the driver can reduce the deceleration loss as small as possible and perform the smooth acceleration, the assist for reducing the acceleration loss is conducted.

[0065] For the Level 2-1 driver, the assist how the driver depresses the accelerator pedal for the high efficiency acceleration is conducted.

[0066] For the teaching example of Level 2-1, current acceleration efficiency and the value of the acceleration loss are displayed. Specifically, thermal efficiency of the engine may be displayed on a chart. As shown in FIG 9, correspondence relation between the accelerator pedal operation amount by the driver and the optimum efficiency may be displayed to provide a guideline of the extent to which the driver depresses the accelerator pedal to achieve high efficiency. [0067] As an example of the assist control for Level 2-1, in a similar way of the Level 1-3, the acceleration characteristic is preferably changed near the high efficiency acceleration in order to obtain more efficient acceleration as much as possible.

[0068] For the Level 2-2 driver, the assist for performing proper accelerator pedal release while perfonning the high efficiency acceleration (mmirnizing the deceleration loss while reducing the acceleration loss) is conducted. Even if the driver can perform the high efficiency acceleration, when the acceleration proves fruitless, the fuel efficiency can be deteriorated on the contrary.

[0069] For the teaching example of Level 2-2, the teaching example of Level 2-1 (display of the acceleration efficiency or the value of the acceleration loss) and the teaching of Level 1-1 or Level 1-2 for reducing the deceleration loss (displaying of the accelerator pedal release timing or displaying of the brake pedal force) are combined.

[0070] As an example of the assist control for Level 2-2, the assist of Level 2-1 (change of the acceleration characteristic near the high efficiency acceleration) and the assist of Level 1-1 or Level 1-2 for reducing the deceleration loss (change of the characteristic of the accelerator pedal in accordance with the accelerator pedal release timing or change of the braking characteristic near the regenerative braking limit) are combined,

[0071] Although the Level 2-3 driver can perform the high efficiency acceleration and deceleration up to Level 2-2, the driver needs the assist for consciously anticipating the driving course information and for being able to drive with images of to where the acceleration is continued and at where the deceleration is performed. Accordingly, the driver can accomplish the high efficiency acceleration as well as minimum acceleration and minimization of the deceleration loss, and therefore the fuel efficiency improves. Here, the assist for the anticipatory driving and the sharp driving by the driver is conducted.

[0072] For the teaching example of Level 2-3, the driving course information (information about stops, intersections, and curves) is provided. In addition, the driver can select the teaching details up to the Level 2-2 as appropriate. [0073] As an example of the assist control for Level 2-3, the assist is conducted so that the driver can select the assist up to the Level 2-2 as appropriate, perform the fuel-saving driving, and concentrate on the anticipatory driving.

[0074] Because the Level 3 driver can perform the high efficiency acceleration as well as. reduce the deceleration loss as small as possible to drive, the assist is conducted to have the driver perform the advanced driving such as the sharp driving, the fine and proper use of the acceleration and the deceleration through use of powertrain characteristic, the driving through use of anticipatory information, and the driving in response to the dynamic factors. Accordingly, the fuel efficiency is improved. Also, the assist is conducted to have the driver perform the techniques up to the Level 2 repeatedly and learn the skills so that the driver can perform the fuel-saving driving continuously.

[0075] For the Level 3-1 driver, anticipation in response to the static environment first, and the assist for sharp driving is conducted.

[0076] For the teaching example of Level 3-1, an accelerating zone and a decelerating zone are suggested corresponding to the course information. A sound may be generated at the time of change of the driving zone.

[0077] As an example of the assist control for Level 3-1, the assist for Level 1-2 or Level 2-2 (change of the acceleration characteristic near the high efficiency acceleration, change of the characteristic of the accelerator pedal in accordance with the accelerator pedal release timing, or change of the braking characteristic near the regenerative braking limit) may be changed for each of the accelerating zone and the decelerating zone. The zone can be divided into the accelerating zone where the acceleration is positive and the decelerating (free-run) zone where the acceleration is negative in the system that can generate a target fuel-saving speed pattern. Even if the system does not have the target speed pattern, the driver can imagine the sharp driving by only receiving information about the high efficient accelerating zone before releasing the accelerator pedal and the decelerating zone after releasing the accelerator pedal at the accelerator pedal release timing as Level 1-1 which is calculated with the radius of a curve or a stop. This assist is different from that of Level 1-1 in terms of proper use of the acceleration and the deceleration that is made by the driver purposefully.

[0078] Because the Level 3-2 driver can roughly recognize the accelerating zone and the decelerating zone and can perform the sharp driving, the assist in consideration of fine powertrain characteristic is conducted to improve the fuel efficiency.

[0079] For the teaching example of Level 3-2, the information about the accelerating zone is provided by dividing into zones of the acceleration by the battery (EV) and the engine, and the information about the decelerating zone is provided by dividing into zones of the deceleration by free run, the regenerative brake, and the hydraulic brake.

[0080] Examples of the assist control for Level 3-2 include a battery (EV) acceleration restriction assist in a battery (EV) driving zone, an accelerating assist with high thermal efficiency in an engine accelerating zone, a regenerative braking assist in a regenerative braking zone (Level 1-2), and a free-run assist in a free-run zone (achievement of the free run instead of engine braking during the accelerator pedal release).

[0081] FIG 10 is a flowchart that shows a classification procedure of the driving zone (accelerating zone and decelerating zone). In FIG 10, symbols LI through L4 denote as follows. LI is the distance in which the vehicle can travel to the state of the minimum speed at a target curve during the accelerator pedal release (for example, free run or engine braking) that is calculated in Level 1-2 or the state of zero speed at a stop. L2 is the distance to the curve or the stop. L3 is a threshold value for separating between the engine drive and the battery (EV) drive. L4 is a threshold value for separating between the regenerative braking and the hydraulic braking.

[0082] The classification of the driving zone is done by obtaining the anticipatory information first in step Sll. If LI < L2 + L3 in next step S12, it is considered that strong acceleration is required, and thus the zone is classified as the accelerating zone by the engine (S13). If LI < L2 in step S14, it is considered that slight acceleration is required, and thus the zone is classified as the accelerating zone by the battery (EV) (S15). If LI— L2 in step S16, it is considered that the acceleration is not required and the vehicle can coast, and thus the zone is classified as the decelerating zone through free run (S17). If LI > L2 and L2 > L4 in step S18, it is considered that the deceleration through the regenerative braking is required in a downslope or the like, and thus the zone is classified as me decelerating zone through the regenerative braking (S19). Furthermore, as in step S20, when the deceleration is absolutely necessary because the speed is too fast, the zone is classified as the decelerating zone including the hydraulic braking.

[0083] Because the Level 3-3 driver can perform the ideal fuel-saving driving in response to the static environment, the assist for advanced fuel-saving driving is conducted in consideration of dynamic environment, condition of the vehicle, driving comfort other than fuel efficiency (such as lateral acceleration or jerk (time variation rate of the deceleration)) to improve the fuel efficiency.

[0084] For the teaching example of Level 3-3, the teaching details up to Level 3-2 may be selected by the driver as appropriate. Besides, the teaching is provided to the driver by displaying battery condition for SOC management and by giving warning of exhaustion or overcharging of the battery (EV). In addition, the teaching is provided with the detecting result of neighboring vehicles by using millimeter wave as the dynamic environment and with estimated result of the behavior of the neighboring vehicles. The value of the lateral acceleration in driving or the value of the jerk in accelerating or decelerating may be displayed.

[0085] As an example of the assist control for Level 3-3, the driver selects the assists up to Level 3-2 as appropriate, performs the basic fuel-saving driving, and aims at a higher level of the fuel-saving driving. For example, when the SOC is likely to exceed the limit, the accelerating zone by the battery (EV) is increased, and when the SOC is likely to be exhausted, the assist as Level 1-2 is conducted in which the SOC is saved by the regenerative braking as much as possible.

[0086] (Analysis of Energy Loss) The energy loss is classified as shown in Table 6, for example.

[0087]

[0088] As shown in Table 6, the value of the loss is calculated as acceleration energy loss in consideration of the thermal efficiency or the efficiency of the motor or the battery during the acceleration and as the loss in the motor or the battery in the recovery of energy at regenerative braking and the loss where the energy that cannot be recovered from hydraulic braking during the deceleration. In addition to the instantaneous efficiency, the loss can be calculated by dividing into driving spans such as subtotal value of the loss in operating zone by the driver and total value of the loss in total driving.

[0089] At that time, in order to calculate the energy loss in detail, information about driving force and decelerating force in which the vehicle outputs is ideally obtained from CAN information and the like. Furthermore, a detailed analysis is available if the energy can be identified in terms of the actuator whether the acceleration energy is determined to be output from either EV or the engine as the actuator.

[0090] Although the value of the loss that is calculated here is provided to the evaluation of the driving operation in the fourth step, the value can be used for the determination of the driving level of the driver in the first step, and also the value can be reflected in the display and the assist in the fuel-saving driving assist in accordance with - the driving level in the second step.

[0091] (Evaluation of Driving Operation) The . driving operation is evaluated whether the target operation such as the brake pedal operation, the accelerator pedal operation, the steering operation, and the gearshift operation at the driving by the driver of the vehicle with the aforementioned driving assist is the operation for Improving the fuel efficiency or the operation resulting in the deterioration of the fuel efficiency, by also using the value of the loss that is calculated in the above. When the target operation is determined as the operation for improving the fuel efficiency, the operation is evaluated as an appropriate operation. When the target operation is determined as the operation resulting in the deterioration of the fuel efficiency, the operation is low-rated.

[0092] The evaluation of the brake pedal operation can be conducted by acquiring the state of the brake pedal operation (brake pedal force, number of operations of the brake pedal, operation amount of the brake pedal, etc.) from a brake sensor 3 and by evaluating whether the brake pedal operation amount is proper or not from the relation with a vehicle speed value that is obtained from the vehicle speed sensor 7 or the value of the deceleration loss. At this time, the state of subsequent accelerator pedal operation is also evaluated. For example, when the driver strongly depresses the brake pedal and rapidly decelerates the vehicle, and then depresses the accelerator pedal and accelerates the vehicle immediately after the deceleration, the operation is evaluated as a poor operation with unnecessary deceleration. Even if the driver depresses the brake pedal during high-speed driving, in the case where the driver performs the steering operation after that, the operation is deemed to be passing of slower vehicle ahead and evaluated as the appropriate operation.

[0093] The evaluation of the accelerator pedal operation can be conducted by acquiring the state of the accelerator pedal operation (accelerator pedal force, number of operations of the accelerator pedal, operation amount of the accelerator pedal, etc.) from an accelerator sensor 4 and by evaluating whether the accelerator pedal operation amount is proper or not from the relation with a vehicle speed value that is obtained from the vehicle speed sensor 7 or the value of the acceleration loss. At this time, the state of subsequent brake pedal operation is also evaluated. For example, when the accelerator pedal release state is kept, instant evaluation where the driver does not depress the accelerator pedal properly is not made, and if the brake pedal is not depressed after that, the operation is deemed that the driver drives to a stop location while reliably decelerating with the free run or the engine braking and evaluated as the appropriate operation. [0094] The driving operation evaluation apparatus as described above evaluates the accelerator pedal operation on the basis of the region of the fuel efficiency where the accelerator pedal operation is performed. By evaluating the accelerator pedal operation based on the determination whether the operation is performed in the region of high fuel efficiency or not, the accelerator pedal operation can be evaluated properly. For example, when the accelerator pedal operation is performed in the region of high fuel efficiency, it contributes to the improvement of the fuel efficiency, and therefore such the accelerator pedal operation is highly appreciated. On the other hand, if the driver strongly depresses the accelerator pedal in high efficiency region to accelerate , in the case where the driver depresses the brake pedal to decelerate after that, the operation is low-rated with unnecessary acceleration.

[0095] The steering operation is evaluated on the basis of the steering angle of the steering wheel that is acquired from the steering sensor 5. For example, when the driver turns the steering wheel largely while the vehicle travels at fast speed, the state of a subsequent brake pedal operation is also evaluated, and when the brake pedal is largely depressed, the operation is deemed to be a danger avoidance action for avoiding an obstacle such as a parking vehicle in a traffic lane and evaluated as the appropriate operation.

[0096] The gearshift operation is evaluated on the basis of the position of the gearshift lever that is acquired from the gearshift sensor 6. For example, when the driver largely downshifts while the vehicle travels at fast speed, the state of a subsequent brake pedal operation is also evaluated, and when the brake pedal is largely depressed, the operation is deemed to be the danger avoidance action for avoiding an obstacle such as a parking vehicle in a traffic lane and evaluated as the appropriate operation.

[0097] The evaluation result is provided to the driving level determination section 11, used for the driving level determination, and therefore reflected to the driving assist for improving the fuel efficiency.

[0098] As described above, the driving operation evaluation apparatus according to the present embodiment evaluates the first driving operation of the driver on the basis of not only the state of the first driving operation but also the state of a subsequent second driving operation. Therefore, the operation that has been evaluated as an improper operation in view of the state of the first driving operation only can be evaluated as a proper operation on the basis of the state of the subsequent second driving operation in a comprehensive manner.

[0099] Furthermore, because the evaluation is conducted on the basis of not only the state of the brake pedal operation as the first driving operation but also the state of the accelerator pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the brake pedal operation only is evaluated on the basis of the state of the subsequent accelerator pedal operation. Accordingly, the brake pedal operation as the first driving operation can be evaluated more properly. In addition, because the evaluation is conducted on the basis of not only the state of the accelerator pedal operation as the first driving operation but also the state of the brake pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the; accelerator pedal operation only is evaluated on the basis of the state of the subsequent brake pedal operation. Accordingly, the accelerator pedal operation as the first driving operation can be evaluated more properly.

[0100] The driving operation evaluation apparatus according to the present embodiment evaluates the accelerator pedal operation based on the determination whether the operation is performed in the region of high fuel efficiency or not, and accordingly, the accelerator pedal operation can be evaluated properly.

[0101] Here, the foregoing description is about the embodiments according to the present invention, and it is to be understood that the apparatus according to the present invention is not limited to the embodiments, and the various modifications may be made within the scope of the invention. For example, the driving operation evaluation apparatus according to the embodiments may not include the driving assist functions as the aforementioned embodiments. The object of the present invention can be accomplished even with a simple structure that includes only the driving evaluation function.

[0102] The present embodiment is mainly described for a hybrid vehicle in mind; however, the driving level can be similarly segmented by the skills of the driver that include the deceleration and the acceleration for a non-hybrid vehicle such as a vehicle with an engine only, and the assist can be conducted. But, in the case of such the engine vehicle, the operation such as EV driving, free run, or regenerative braking cannot be performed or is hardly performed, and therefore the problems can be simplified. For example, the free run or the regenerative braking can be replaced by the deceleration through the engine braking in consideration of fuel cut, and since the EV driving cannot be performed during the acceleration in the first place, the acceleration with high engine efficiency as needed and the driving in a low engine speed and high torque state as much as possible are required. By taking the aforementioned operation into consideration, the present invention can adequately applied to the engine vehicle.

[0103] Furthermore, in an electric vehicle where the acceleration efficiency corresponds to the acceleration and thus there is no large fluctuation or a small car with relatively small engine power that is easy to control and where high efficiency acceleration is weak and the loss is small when the driver misses the acceleration, high efficiency acceleration assist as Level 2 may not be required. In this case, when the driver can perform the some extent of the driving operation for Level 2, the level applied to the driver may be increased, and the assist for the fuel-saving drive may be conducted.

[0104] Although the driving operation evaluation apparatus according to the embodiments has a navigation system, when the assists for Level 1-1 through Level 2-2 are conducted, the driving operation evaluation apparatus may not have the navigation system.

[0105] Although the driving level of the driver can be classified as shown in Table 2, the driving level may be classified in more detail, or some driving level may be omitted.

Claims

CLAIMS:

1. A driving operation evaluation apparatus comprising

a driving operation evaluation section that evaluates driving operation of a driver of a vehicle, wherein

the driving operation evaluation section evaluates a first driving operation of the driver on the basis of a state of the first driving operation and a state of a second driving operation that is subsequently performed.

2. The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is brake pedal operation, and the second driving operation is accelerator pedal operation.

3. The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is accelerator pedal operation, and the second driving operation is brake pedal operation.

4. The driving operation evaluation apparatus according to claim 2 or 3, further comprising:

a brake sensor that detects a state of the brake pedal operation; and

a vehicle speed sensor that detects vehicle speed of the vehicle,

wherein

the brake pedal operation is evaluated from a relation between the state of the brake pedal operation that is detected by the brake sensor and the vehicle speed that is detected by the vehicle speed sensor.

5. The driving operation evaluation apparatus according to claim 2 or 3, further comprising:

an accelerator sensor that detects a state of the accelerator pedal operation; and a vehicle speed sensor that detects vehicle speed of the vehicle, wherein

the accelerator pedal operation is evaluated from a relation between the state of the accelerator pedal operation that is detected by the accelerator sensor and the vehicle speed that is detected by the vehicle speed sensor.

6. The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is steering operation, and the second driving operation is brake pedal operation.

7. The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is gearshift operation, and the second driving operation is brake pedal operation.

8. A driving operation evaluation apparatus comprising

the driving operation evaluation section evaluates the accelerator pedal operation on the basis of a region of fuel efficiency where accelerator pedal operation is performed.

9. A driving operation evaluation method comprising:

detecting a state of first driving operation of a driver of a vehicle;

detecting a state of second driving operation that is performed after the first driving operation; and

evaluating the first driving operation on the basis of the state of the first driving operation and the state of the second driving operation.

10. A driving operation evaluation method comprising:

detecting a state of accelerator pedal operation of a driver of a vehicle; and

. . evaluating the accelerator, pedal operation on the basis of a region of fuel efficiency where the accelerator pedal operation is performed.