Driving evaluation devices, driving evaluation methods, procedures and media

Abstract

The problem to be solved by the present invention is to provide a driving evaluation device that can evaluate driving performance and be used in situations such as shortening travel time during loop driving. To solve the above problem, the driving evaluation device of the present invention includes: an evaluation interval extraction unit (24) that detects deceleration intervals and acceleration intervals during turning; a tire friction circle and load rate calculation unit (27) that calculates the tire friction circle and tire load rate in the aforementioned deceleration interval and acceleration interval based on front-to-back acceleration and lateral acceleration; and a skill deficiency evaluation unit (28) that evaluates driving performance based on the tire friction circle and tire load rate in the aforementioned deceleration interval and acceleration interval.

Description

TECHNICAL FIELD

[0001] The present application relates to a driving evaluation device, a driving evaluation method, a program, and a medium that evaluate driving skills of a driver with respect to a vehicle. BACKGROUND

[0002] In Patent Literature 1, a driving evaluation device that evaluates driving skills of a driver with respect to a vehicle in real time is shown. In the driving evaluation device of Patent Literature 1, driving skills of the driver with respect to the vehicle are evaluated in real time based on a comparison between a synthesized acceleration that synthesizes front-rear acceleration and lateral acceleration of the vehicle and a threshold value that is set based on a vehicle speed.

[0003] In the past, in a data logger system, data such as a vehicle speed, front-rear acceleration, lateral acceleration, and the like during travel are recorded. If the data recorded like this are analyzed, driving can be evaluated in detail, and effective use can be made in a situation where a lap time or the like is shortened in a circuit or the like.

[0004] [Prior Art Documents]

[0005] (Patent Literature)

[0006] Patent Literature 1: Japanese Patent Application Publication No. 2014-80087 SUMMARY

[0007] [Problems to be Solved by the Invention]

[0008] However, general users sometimes travel in a circuit and desire to shorten a lap time. Thus, in this case, it is desirable to evaluate driving so that the lap time can be shortened.

[0009] However, it is difficult for general users to analyze data recorded by the data logger system, and furthermore, in many cases, it is also difficult to understand what kind of information can be acquired by the data logger system. Thus, the data logger system has a problem that is not sufficient in practical use.

[0010] An object of the present application is to provide a driving evaluation device, a driving evaluation method, a program, and a medium that can evaluate driving in a situation where a travel time or the like is shortened in a circuit, and the like can be utilized.

[0011] [Technical Means to Solve the Problems]

[0012] (1) The driving evaluation device (for example, the driving evaluation device 1 described later) of the present application, which evaluates the driving skill of a driver for a vehicle, is characterized by comprising: an interval detection section (for example, the evaluation interval extraction section 24) that detects a deceleration interval and an acceleration interval in a turn; a tire friction circle and tire load rate calculation section (for example, the tire friction circle and load rate calculation section 27) that calculates a tire friction circle and a tire load rate in the deceleration interval and the acceleration interval based on a front-rear acceleration and a lateral acceleration; and an evaluation section (for example, the insufficient skill evaluation section 28) that evaluates driving based on the tire friction circle and the tire load rate in the deceleration interval and the acceleration interval.

[0013] (2) At this time, it is preferable that the tire friction circle and tire load rate calculation section combine a tire front-rear force, a tire lateral force, and calculate the tire load rate based on a ratio with the tire friction circle.

[0014] (3) At this time, it is preferable that the evaluation section evaluate a rotation, an acceleration, and a deceleration operation required for the driver in the turn in the deceleration interval and the acceleration interval, respectively.

[0015] (4) The driving evaluation method of the present application is executed by the driving evaluation device according to (1), and is characterized by comprising: an interval detection step in which the interval detection section detects a deceleration interval and an acceleration interval in a turn; a tire friction circle and tire load rate calculation step in which the tire friction circle and tire load rate calculation section calculates a tire friction circle and a tire load rate in the deceleration interval and the acceleration interval based on a front-rear acceleration and a lateral acceleration; and an evaluation step in which the evaluation section evaluates driving based on the tire friction circle and the tire load rate in the deceleration interval and the acceleration interval.

[0016] (5) The program of the present application is characterized by causing a computer (for example, the arithmetic processing circuit 2 described later) to execute each step of the driving evaluation method according to (4).

[0017] (6) The medium of the present application is characterized by storing the program according to (5).

[0018] (EFFECTS OF THE INVENTION)

[0019] (1) In a turn, the driver first decelerates the vehicle by stepping on the brake pedal, rotates the vehicle by starting the steering operation, and accelerates the vehicle by starting to step on the accelerator pedal. The series of operations related to the turn are different between a veteran driver with high driving skills and a general driver with low driving skills, and the tire friction circle and / or the tire load rate in the turn is maintained at a larger value in the veteran driver than in the general driver. Therefore, in the driving evaluation device of the present application, the tire friction circle and tire load rate in the deceleration section and the acceleration section are calculated from the front-rear acceleration and the lateral acceleration by the tire friction circle and tire load rate calculation section, and the driving is evaluated based on the tire friction circle and tire load rate in the deceleration section and the acceleration section by the evaluation section. Thus, the driving can be evaluated to be usable in the case of shortening the travel time in a ring track travel or the like.

[0020] (2) In the driving evaluation device of the present application, the tire front-rear force and the tire lateral force are synthesized, and the tire load rate is calculated from the ratio to the tire friction circle. Thus, according to the present application, the tire load rate can be calculated from the front-rear acceleration and the lateral acceleration, the driving skills related to the curve can be reliably judged, and thus the driving can be evaluated to be usable in the case of shortening the travel time in a ring track travel or the like.

[0021] (3) In the driving evaluation device of the present application, in the deceleration section and the acceleration section, the rotation, acceleration, and deceleration operations required by the driver in the turn are respectively evaluated. Thus, according to the present application, the operations of the driver in the turn can be evaluated in detail. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a diagram illustrating a driving evaluation device of an embodiment of the present application.

[0023] Figure 2 is a diagram for explaining the evaluation section, the deceleration section, and the acceleration section.

[0024] Figure 3 is a diagram illustrating a detection result of the average value of the acceleration norm in the deceleration section.

[0025] Figure 4 is a diagram illustrating a detection result of the average value of the acceleration norm in the acceleration section.

[0026] Figure 5 is a diagram for explaining the evaluation of the acceleration norm.

[0027] Figure 6 is a diagram for explaining the tire friction circle and the tire load rate.

[0028] Figure 7is a graph for explaining evaluation based on a tire load rate in a deceleration section.

[0029] Figure 8 is a graph for explaining evaluation based on a tire load rate in an acceleration section.

[0030] Figure 9 is a graph for explaining evaluation based on a tire friction circle in a deceleration section.

[0031] Figure 10 is a graph for explaining evaluation based on a tire friction circle in an acceleration section.

[0032] Figure 11 is a graph illustrating a display example of an evaluation result. DETAILED DESCRIPTION

[0033] Hereinafter, an embodiment of the present application will be described with reference to the drawings.

[0034] Figure 1 is a block diagram illustrating a configuration of a driving evaluation device 1 of the present embodiment.

[0035] The driving evaluation device 1 acquires vehicle information D1 from a vehicle by a Controller Area Network (CAN) or the like, and evaluates driving using the vehicle information D1.

[0036] Here, the vehicle information D1 is time information indicating a current time, accelerator opening degree information, acceleration information in a traveling direction of the vehicle, i.e., front-rear acceleration information (front-rear G), acceleration information in a vehicle width direction of the vehicle, i.e., lateral acceleration information (lateral G), and the like. Further, regarding the front-rear acceleration information and the lateral acceleration information, an acceleration sensor can be provided on the driving evaluation device 1 to acquire. In addition, regarding the time information, it can be acquired by a built-in timer.

[0037] The driving evaluation device 1 includes an arithmetic processing circuit 2, a display section 3, and the like.

[0038] Here, the display section 3 is an image display device such as a liquid crystal display device, and notifies a user of a driving evaluation result.

[0039] The arithmetic processing circuit 2 executes each processing flow related to driving evaluation by executing a driving evaluation program stored in a storage section not shown, and forms each functional block corresponding to the processing flow. The driving evaluation program is provided in advance in the driving evaluation device 1, but can be provided in a recording medium such as a Universal Serial Bus (USB) memory, and can be provided by downloading via a network.

[0040] The input data processing unit 21 performs data processing on the sequentially acquired vehicle information by performing noise removal and other processes so that it can be used in the driving evaluation device 1.

[0041] The single-lap time calculation unit 22 calculates the single-lap time when driving on the loop based on the time information processed by the input data processing unit 21.

[0042] The lap time evaluation unit 23 determines the lap time calculated by the lap time calculation unit 22 based on the lap time set as a judgment benchmark for the driving loop, and evaluates the lap time accordingly. The driving evaluation device 1 displays this evaluation result on the display unit 3. Thus, the driving evaluation device 1 can evaluate the driving of the entire loop based on the lap time.

[0043] Here, in order to shorten the lap time, it is necessary to drive at high speed in the curves, so it is necessary to evaluate the driving while turning.

[0044] In turning, specifically, the range of deceleration to a speed sufficient to navigate the curve, the range from deceleration to rotation, the range of vehicle rotation to change direction, the range from rotation to acceleration, and the acceleration range are continuous. However, from the driver's perspective, in turning, the deceleration range and the acceleration range are continuous. By utilizing these deceleration and acceleration ranges, the travel time in the curve can be shortened.

[0045] Therefore, the evaluation interval extraction unit 24 detects the deceleration interval and acceleration interval during the turn based on the accelerator opening, and outputs the forward and backward acceleration and lateral acceleration as deceleration interval and acceleration interval respectively.

[0046] That is, such as Figure 2 As shown, the evaluation interval extraction unit 24 detects the interval (evaluation interval) after the accelerator opening (Thr Pedal) drops below the first judgment benchmark value TH1 and exceeds the first judgment benchmark value TH1 and before it becomes the second judgment benchmark value TH2.

[0047] In addition, the forward and backward acceleration (Long G) in the evaluation interval is determined based on the judgment benchmark value TH3, and the evaluation interval is divided into a deceleration interval TA and an acceleration interval TB.

[0048] In this embodiment, in the straightaway section, acceleration running determined by engine performance at full throttle, in the curve and the like where full throttle running is difficult, acceleration running determined by tire performance, whereby the first and second determination reference values THl and TH2 are set to 75% and 83% with respect to 100% of the accelerator opening degree at full throttle. Further, the first and second determination reference values THl and TH2 can be variously set as needed.

[0049] Further, the third determination reference value TH3 is set to 0G, whereby in the evaluation section, the section in which the front-rear acceleration changes from deceleration to acceleration side is set as the acceleration section.

[0050] Further, in this Figure 2 embodiment, Entry / Exit is the identification information of the deceleration section TA and the acceleration section TB.

[0051] The section average classification section 25 performs arithmetic processing on the front-rear acceleration and the lateral acceleration after classified by the evaluation section extraction section 24 using the following equation (1), and calculates the acceleration norm Gnorm. Further, in the following equation (1), LongG and LatG are the front-rear acceleration and the lateral acceleration, respectively.

[0052] [Equation 1]

[0053]

[0054] Further, the section average classification section 25 averages the calculated acceleration norm Gnorm in the deceleration section and the acceleration section in each evaluation section, respectively, and calculates the acceleration norm average value, and outputs the calculation result to the driving style evaluation section 26 and the deficient skill evaluation section 28.

[0055] That is, the acceleration norm average value on the one-lap course has high correlation with the single lap time, and it can be said that the larger the acceleration norm average value on the one-lap course, the shorter the single lap time, and the higher the driving skill. Further, in the case where the acceleration norm average value calculated by the section average classification section 25 is large, it can be evaluated that the acceleration and deceleration in the deceleration section and the acceleration section are large, and the driving technique in the curve is high.

[0056] The driving style evaluation section 26 determines the driving style based on the acceleration norm average value calculated by the section average classification section 25.

[0057] Here, Figure 3 is a graph illustrating the acceleration norm average value (average G) in the deceleration section for the drivers A, B, C, and D. Further, Figure 4Likewise, a graph showing the average value of the acceleration norm in the acceleration section is drawn. In Figure 3 In Figure 4 , the evaluation reference value considered as a target is indicated by a broken line. Here, with respect to the driver B, the average value of the acceleration norm in the acceleration section is substantially sufficient, in contrast to which, as indicated by an arrow, the average value of the acceleration norm in the deceleration section is low, and thus it can be determined that the driving style is a so-called rotation acceleration type in which the curve is entered after sufficient deceleration. Further, with respect to the drivers C and D, the average value of the acceleration norm in the deceleration section is almost the reference value, in contrast to which, as indicated by an arrow, the average value of the acceleration norm in the acceleration section is low, and thus it can be determined that the driving style is a so-called rush-in type in which the curve is entered without sufficient deceleration.

[0058] To this end, as shown in Figure 5 , the average value of the acceleration norm in the deceleration section (Entry average G) and the average value of the acceleration norm in the acceleration section (Exit average G) are respectively set as the horizontal axis and the vertical axis, and the average values of the acceleration norm with respect to the drivers A, B, C, and D are plotted. This coordinate plane is divided by a reference straight line LTH corresponding to the running characteristics of the vehicle, and is divided into a region in which the average value of the acceleration norm in the acceleration section is large with respect to the average value of the acceleration norm in the deceleration section, and a region in which the average value of the acceleration norm in the acceleration section is small. When the plotted distribution of the average values of the acceleration norm with respect to the drivers A, B, C, and D is distributed in the region in which the average value of the acceleration norm in the acceleration section is large, it can be determined to be a so-called rush-in type, and when it is distributed in the region in which the average value of the acceleration norm in the acceleration section is small, it can be determined to be a so-called acceleration type in which acceleration is emphasized.

[0059] Thus, the driving style evaluation section 26 determines and aggregates the average values of the acceleration norm calculated by the section average classification section 25 with respect to the determination reference values of the deceleration section and the acceleration section set in each curve of the circuit during running. Further, the driving style evaluation section 26 determines and aggregates the average values of the acceleration norm in the acceleration section with respect to the average values of the acceleration norm in the deceleration section. The driving style evaluation section 26 determines the driving style based on the aggregated results of these, and displays the determination result on the display section 3.

[0060] The tire friction circle and load rate calculation section 27 calculates the tire friction circle and the tire load rate in the acceleration section and the deceleration section of each evaluation section.

[0061] Here, as mentioned above, increasing the average acceleration norm in both acceleration and deceleration intervals allows for faster cornering and improved lap times. This necessitates efficient tire usage. Since the average acceleration norm is ≥ the sum of the forces of all four tires, and tire force = tire friction circle × load factor, increasing the tire friction circle and load factor increases the average acceleration norm. Furthermore, the tire friction circle and load factor vary depending on driving skill, and can therefore be used to evaluate driving technique.

[0062] Furthermore, the tire friction circle represents the maximum force (both tire force and grip force) that the tire can generate, expressed as a circle. The tire load ratio is the ratio of the applied tire force to the tire force at the tire friction circle.

[0063] like Figure 6 As shown, in a coordinate space where the tire friction circle (friction circle) and load rate are set as the vertical and horizontal axes respectively, as indicated by symbol P1, drivers who are new to lap driving almost always drive in a state where both the friction circle and load rate are low. If the goal is to shorten lap time from this state, beginners tend to drive in a state where only the load rate increases, as indicated by arrow X1, or in a state where the friction circle is small and only the load rate is high, as indicated by symbol P2. If this state is adopted, not only will the vehicle's potential not be fully utilized, but the lap time will also reach its limit, resulting in slow progress for most drivers.

[0064] In addition, the reasons for high load rates include ignoring the forward and backward load movement and making sudden decelerations, ignoring the left and right load movement and making sudden turns, activating the accelerator in an emergency during rotation, and ignoring the relationship between forward and backward acceleration and lateral acceleration and making emergency load movements.

[0065] Conversely, as shown by symbol P3, under conditions of appropriate load shifting, low load factor, and large friction circle, the G-equivalence line rises even with a low load factor. Furthermore, the rise of the G-equivalence line signifies a reduction in lap time and implies efficient time reduction. Here, the G-equivalence line is the line connecting points where the product of the friction circle and the load factor is equivalent. Therefore, as shown by arrow X2, to shorten lap time while increasing the load factor, as shown by symbol P4, both the tire friction circle and the load factor increase, further reducing lap time.

[0066] Here, with respect to the tire friction circle F of each tire, the front left and front right tires and the rear left and rear right tires can be indicated by subscripts FL, FR, RL, and RR, respectively, and are indicated by the following equations (2-1) to (2-4). Here, h is the height of the center of gravity, 1 is the wheel base, ax is the front-rear acceleration, ay is the lateral acceleration, df is the front tire face, dr is the rear tire face, and R is the mechanical equilibrium (front-rear distribution rate of load movement). In addition, M is the mass of the vehicle associated with each tire, and g is the acceleration due to gravity.

[0067] [Equation 2]

[0068]

[0069]

[0070]

[0071]

[0072]

[0073] The tire friction circle F and the load rate calculation section 27 calculates the tire friction circle F of each tire by performing arithmetic processing using these arithmetic expressions.

[0074] The tire load rate LF can be synthesized from the tire front-rear force (tire force in the front-rear direction) Fx and the tire lateral force (tire force in the lateral direction) Fy, and can be indicated by the ratio to the tire friction circle F, as shown in the following equations (3-1) to (3-4).

[0075] [Equation 3]

[0076]

[0077]

[0078]

[0079]

[0080] The tire front-rear force Fx can be indicated by the following equations (4-1) to (4-4) in the case where F x_total

[0081] [Equation 4]

[0082]

[0083]

[0084] ​

[0085]

[0086] Further, the tire front-rear force Fx in the case of F x_total <0> can be represented by the following equations (5-1) to (5-2).

[0087] [Equation 5]

[0088]

[0089]

[0090] The tire lateral force Fy in the case of ay>0 can be represented by the following equations (6-1) to (6-4).

[0091] [Equation 6]

[0092]

[0093]

[0094]

[0095]

[0096] Further, the tire lateral force Fy in the case of ay<0 can be represented by the following equations (7-1) to (7-4).

[0097] [Equation 7]

[0098]

[0099]

[0100]

[0101]

[0102] Further, F x_total The resistance K A is represented by the following equation (8).

[0103] [Equation 8]

[0104] F x_total = M · a x + K A · V 2 (8)

[0105] Thus, the tire friction circle and load rate calculating section 27 calculates the tire load rate LF of each tire by performing calculation processing using these calculation formulas. Furthermore, the tire friction circle F and tire load rate LF of each tire calculated are averaged in the acceleration interval and deceleration interval in each evaluation interval.

[0106] The deficient skill evaluating section 28 evaluates the driving skill based on the acceleration norm average value detected by the interval average classifying section 25 and the tire friction circle and tire load rate calculated by the tire friction circle and load rate calculating section 27, and detects the deficient skill.

[0107] More specifically, the deficient skill evaluating section 28 respectively judges the acceleration norm average value of the deceleration interval and acceleration interval detected by the interval average classifying section 25 according to the judgment reference value, and totals the judgment results to make a judgment. Thus, the deficient skill evaluating section 28 evaluates the driving skill in the deceleration interval and acceleration interval, and judges whether the acceleration norm average value needs to be increased to shorten the lap time. In addition, in the case where it is judged that the acceleration norm average value needs to be increased, it is judged in which of the acceleration interval and deceleration interval the acceleration norm average value needs to be increased.

[0108] The deficient skill evaluating section 28 further evaluates the driving skill in more detail based on the evaluation result based on the acceleration norm average value and based on the tire friction circle and tire load rate, and detects the deficient skill for shortening the lap time. Thus, the deficient skill evaluating section 28 respectively evaluates the rotation, acceleration, and deceleration operation required by the driver in the turn in the deceleration interval and acceleration interval.

[0109] Here, Figure 7 and Figure 8 are examples of the tire load rate calculated by the tire friction circle and load rate calculating section 27, respectively plotted on a coordinate plane in which the tire load rates of the front tire and rear tire are respectively set as the horizontal axis and vertical axis, by comparison with Figure 5 Figure 7 is the deceleration interval, Figure 8 is the acceleration interval. The evaluation based on these Figure 7 and Figure 8 is applied when it is judged that the acceleration norm average value of the deceleration interval and acceleration interval needs to be respectively increased by comparison of the acceleration norm average value of the deceleration interval and the acceleration norm average value in the deceleration interval.

[0110] In the coordinate plane in Figure 7 , the distribution is biased toward the right lower corner side, which is overuse of the front side tire force, and as a cause thereof, it is considered that the steering is excessive, the speed is excessive, or the load is not applied to the front tire. In addition, the distribution is biased toward the left upper side, which is a reservation of the front side tire force, and in this case, the steering can be further performed, and the entry speed can be increased. ​

[0111] On the contrary, in the coordinate plane in Figure 8 , the case where the distribution is biased toward the right lower corner side is that the front side tire force is excessively used, and as a cause thereof, it is considered that the steering wheel is not returned and the accelerator is excessively depressed. In addition, the case where the distribution is biased toward the left upper side is that the front side tire force is reserved, and the accelerator can be further depressed, and the exit speed can be increased.

[0112] In addition, Figure 9 and Figure 10 are examples in which the tire friction circles calculated by the load rate calculation section 27 are plotted on a coordinate plane in which the tire friction circles of the front tire and the rear tire are respectively set as a horizontal axis and a vertical axis. Figure 9 is a deceleration section, Figure 10 is an acceleration section. Based on these Figure 9 and Figure 10 evaluations are applied when it is determined that the average values of the acceleration norms of the deceleration section and the acceleration section need to be increased, respectively, by comparing the average value of the acceleration norm in the deceleration section with the average value of the acceleration norm in the acceleration section.

[0113] In the coordinate plane in Figure 9 , the case where the distribution is biased toward the right lower corner side is that the front side tire force is excessively used, and it is considered that the steering is excessively performed and the load is not applied to the front tire. In addition, the case where the distribution is biased toward the left upper side is that the front side tire force is reserved, and in this case, the steering can be further performed.

[0114] On the contrary, in the coordinate plane in Figure 10 , the case where the distribution is biased toward the right lower corner side is that the front side tire force is excessively used, and it is considered that the steering wheel is not returned and the accelerator is excessively depressed. In addition, the case where the distribution is biased toward the left upper side is that the orientation of the vehicle cannot be changed.

[0115] Thus, the deficient skill evaluation section 28 compares the average values of the acceleration norms of the deceleration section and the acceleration section, and detects the section in which the average value of the acceleration norm is determined to need to be increased. In addition, based on the detection result, the tire friction circle and the tire load rate are compared, and thus the deficient skill is detected, as described with respect to Figures 8-10 . The deficient skill evaluation section 28 compares the average values of the acceleration norms of the deceleration section and the acceleration section, and detects the section in which the average value of the acceleration norm is determined to need to be increased. In addition, based on the detection result, the tire friction circle and the tire load rate are compared, and thus the deficient skill is detected, as described with respect to

[0116] Figure 11 is a drawing illustrating an example of a display of the driving style and the deficient skill by comparison with Figure 3 and Figure 4 . In this example, the driving style (classification) detected by the driving style evaluation section 26 is displayed with respect to the drivers A, B, C, and D. In addition, the deficient skill detected by the deficient skill evaluation section 28 is displayed by a comment.

[0117] The above describes an embodiment of the present application, but the present application is not limited to this.

[0118] Reference Signs

[0119] 1: driving evaluation device

[0120] 2: arithmetic processing circuit

[0121] 3: display section

[0122] 21: input data processing section

[0123] 22: single lap time calculation section

[0124] 23: single lap time evaluation section

[0125] 24: evaluation interval extraction section

[0126] 25: interval average classification section

[0127] 26: driving style evaluation section

[0128] 27: tire friction circle and load rate calculation section

[0129] 28: insufficient skill evaluation section

Claims

1. A driving evaluation device for evaluating a driver's driving skills, characterized in that, including: an interval detection section that detects a deceleration interval and an acceleration interval in a turn; a tire friction circle and tire load rate calculation section that calculates a tire friction circle and a tire load rate of each of front and rear tires of the vehicle in each of the deceleration interval and the acceleration interval based on front-rear acceleration and lateral acceleration; and an evaluation section that evaluates driving based on the tire friction circle and the tire load rate in the deceleration interval and the acceleration interval, the evaluation section evaluates driving based on a coordinate plane having the tire load rate of the front tire and the tire load rate of the rear tire in the deceleration interval as axes and a coordinate plane having the tire load rate of the front tire and the tire load rate of the rear tire in the acceleration interval as axes.

2. The driving evaluation apparatus according to claim 1, wherein the tire friction circle and tire load rate calculation section synthesizes tire front-rear force and tire lateral force and calculates the tire load rate based on a ratio to the tire friction circle.

3. The driving evaluation apparatus according to claim 1 or 2, wherein the evaluation section evaluates a rotation, an acceleration, and a deceleration operation required by a driver in the deceleration interval and the acceleration interval, respectively.

4. A driving evaluation method executed by the driving evaluation device according to claim 1, the driving evaluation method characterized by, including: an interval detection step in which the interval detection section detects a deceleration interval and an acceleration interval in a turn; a tire friction circle and tire load rate calculation step in which the tire friction circle and tire load rate calculation section calculates a tire friction circle and a tire load rate of each of front and rear tires of the vehicle in each of the deceleration interval and the acceleration interval based on front-rear acceleration and lateral acceleration; and an evaluation step in which the evaluation section evaluates driving based on the tire friction circle and the tire load rate in the deceleration interval and the acceleration interval, in the evaluation step, driving is evaluated based on a coordinate plane having the tire load rate of the front tire and the tire load rate of the rear tire in the deceleration interval as axes and a coordinate plane having the tire load rate of the front tire and the tire load rate of the rear tire in the acceleration interval as axes.

5. A medium storing a program for causing a computer to execute each step of the driving evaluation method according to claim 4.

Images