Patent Publication Number: US-11030831-B2

Title: Fuel efficiency estimation system, fuel efficiency estimation method, and computer readable medium

Description:
TECHNICAL FIELD 
     The present invention relates to fuel efficiency estimation systems, fuel efficiency estimation methods, and fuel efficiency estimation programs, which estimate traveling fuel efficiency of a motor vehicle. In particular, the present invention relates to technology of estimating traveling fuel efficiency of a motor vehicle with high accuracy by estimating with a high accuracy a velocity profile indicating a change in actual traveling velocity when the motor vehicle travels a specific traveling route. 
     BACKGROUND ART 
     In recent years, EVs (Electric Vehicles), HEVs (Hybrid Electric Vehicles), and PHEVs (plug-in Hybrid Electric Vehicles) have become increasingly widespread. With these becoming widespread, for the purpose of an increase in distance that can be traveled by motor vehicles and an improvement in fuel efficiency, technical developments have been made for optimization of a traveling plan with low fuel efficiency, such as switching between electric driving and gasoline driving. 
     In making this traveling plan with low fuel efficiency, it is required to estimate motor-vehicle traveling fuel efficiency when traveling a specific traveling route. 
     A technique regarding technology for estimating motor-vehicle traveling fuel efficiency is disclosed in Patent Literature 1. A scheme is disclosed in Patent Literature 1, the scheme calculating a total predicted fuel efficiency for respective searched routes by using support map information such as arrangement of links configuring roads, road traffic information such as a predicted traveling time for each link in every time zone, and a fuel efficiency matrix representing a relation between fuel efficiency and vehicle information, meteorological information, traveling time zone, and traveling links as fuel efficiency factors influencing fuel efficiency. 
     CITATION LIST 
     Patent Literature 
     Patent Literature 1: JP 2010-054385 
     SUMMARY OF INVENTION 
     Technical Problem 
     In the scheme by Patent Literature 1, in consideration of geographic features of the roads, conditions are fragmented to perform fuel efficiency calculation process. This poses problems in which the process load regarding fuel efficiency calculation is extremely high and predictions on fuel efficiency on a real-time basis are difficult to make. 
     An object of the present invention is to estimate traveling fuel efficiency with high accuracy by appropriately reflecting an influence of disturbance in motor-vehicle traveling. 
     Solution to Problem 
     A fuel efficiency estimation system according to the present invention includes: 
     a velocity profile calculation unit to calculate a velocity profile indicating a change in velocity of a motor vehicle traveling a traveling route; 
     a velocity disturbance calculation unit to calculate, based on disturbance information indicating a disturbance event occurring on the traveling route and traveling history information collected from the motor vehicle traveling the traveling route, an attenuation factor, which is a ratio of attenuation of the velocity of the motor vehicle traveling the traveling route, as a velocity disturbance correction coefficient; and 
     a fuel efficiency calculation unit to calculate fuel efficiency of the motor vehicle traveling the traveling route by using the velocity profile and the velocity disturbance correction coefficient. 
     Advantageous Effects of Invention 
     According to the fuel efficiency estimation system of the present invention, the velocity profile generation unit generates a velocity profile indicating a change in velocity of the motor vehicle traveling the traveling route. Also, the velocity disturbance calculation unit calculates an attenuation factor, which is a ratio of attenuation of the velocity of the motor vehicle traveling the traveling route, as a velocity disturbance correction coefficient, based on the disturbance information indicating a disturbance event occurring on the traveling route and the traveling history information collected from the motor vehicle traveling the traveling route. Also, the fuel efficiency calculation unit calculates fuel efficiency of a motor vehicle traveling the traveling route by using the velocity profile and the velocity disturbance correction coefficient. As described above, according to the present invention, the influence of disturbance on the traveling route can be represented by the ratio, and therefore it is possible to make highly-accurate estimation of traveling fuel efficiency appropriately reflecting the influence of disturbance. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  illustrates an entire structure of a fuel efficiency estimation system  500  according to Embodiment 1. 
         FIG. 2  illustrates a structure of a motor vehicle device  100  mounted on a motor vehicle  1  according to Embodiment 1. 
         FIG. 3  illustrates a structure of a fuel efficiency estimation device  200  according to Embodiment 1. 
         FIG. 4  is a flowchart of a disturbance information generation process S 110  by a disturbance information generation unit  23  of the fuel efficiency estimation device  200  according to Embodiment 1. 
         FIG. 5  is a flowchart of a traveling history accumulation unit  231  according to Embodiment 1. 
         FIG. 6  is a flowchart of a velocity disturbance calculation unit  232  according to Embodiment 1. 
         FIG. 7  is a flowchart of a fuel efficiency disturbance calculation unit  233  according to Embodiment 1. 
         FIG. 8  is a flowchart of a velocity profile calculation process S 120  by a velocity profile calculation unit  24  of the fuel efficiency estimation device  200  according to Embodiment 1. 
         FIG. 9  is a flowchart of a traveling velocity extraction unit  242  according to Embodiment 1. 
         FIG. 10  is a flowchart of a stop judgment unit  243  according to Embodiment 1. 
         FIG. 11  is a flowchart of a velocity profile generation unit  244  according to Embodiment 1. 
         FIG. 12  is a flowchart of a velocity correction unit  245  according to Embodiment 1. 
         FIG. 13  is a flowchart of a traveling fuel efficiency estimation process S 130  by a traveling fuel efficiency estimation unit  26  of the fuel efficiency estimation device  200  according to Embodiment 1. 
         FIG. 14  illustrates a structure of the motor vehicle device  100  according to a modification example of Embodiment 1. 
         FIG. 15  illustrates a structure of a fuel efficiency estimation device  200  according to a modification example of Embodiment 1. 
         FIG. 16  illustrates a functional structure of a fuel efficiency estimation system  500   a  according to Embodiment 2. 
         FIG. 17  illustrates a hardware structure of the fuel efficiency estimation system  500   a  according to Embodiment 2. 
         FIG. 18  illustrates a system structure of a fuel efficiency estimation system  500   b  according to Embodiment 3. 
         FIG. 19  illustrates a functional structure of a motor vehicle device  100   b  according to Embodiment 3. 
         FIG. 20  illustrates a functional structure of a traveling history accumulation server  210  according to Embodiment 3. 
         FIG. 21  illustrates a functional structure of a disturbance information generation server  220  according to Embodiment 3. 
         FIG. 22  illustrates a functional structure of a fuel efficiency calculation server  230  according to Embodiment 3. 
         FIG. 23  is a flowchart of the traveling history accumulation server  210  according to Embodiment 3. 
         FIG. 24  is a flowchart of a correction coefficient calculation process of the disturbance information generation server  220  according to Embodiment 3. 
         FIG. 25  is a flowchart of a correction coefficient extraction process of the disturbance information generation server  220  according to Embodiment 3. 
         FIG. 26  is a flowchart of a velocity profile calculation process S 120  of the fuel efficiency calculation server  230  according to Embodiment 3. 
         FIG. 27  is a flowchart of a traveling fuel efficiency estimation process of the fuel efficiency calculation server  230  according to Embodiment 3. 
         FIG. 28  illustrates a system structure of a fuel efficiency estimation system  500   c  according to Embodiment 4. 
         FIG. 29  illustrates a functional structure of a motor vehicle device  100   c  according to Embodiment 4. 
         FIG. 30  illustrates a functional structure of an information generation calculator  250  according to Embodiment 4. 
         FIG. 31  illustrates a functional structure of an information accumulation server  260  according to Embodiment 4. 
         FIG. 32  is a flowchart of an individual disturbance generation process of an information generation calculator  250  according to Embodiment 4. 
         FIG. 33  is a flowchart of a correction coefficient accumulation process of the information accumulation server  260  according to Embodiment 4. 
         FIG. 34  is a flowchart of a correction coefficient extraction process of the information accumulation server  260  according to Embodiment 4. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     In the following, embodiments of the present invention are described by using the drawings. In each drawing, identical or equivalent portions are provided with a same reference character. In the description of the embodiments, description of identical or equivalent portions is omitted or simplified as appropriate. 
     Embodiment 1 
     ***Description of Structure*** 
       FIG. 1  illustrates an entire structure of a fuel efficiency estimation system  500  according to the present embodiment.  FIG. 2  illustrates a structure of a motor vehicle device  100  mounted on a motor vehicle  1  according to the present embodiment.  FIG. 3  illustrates a structure of a fuel efficiency estimation device  200  according to the present embodiment.  FIG. 1  also illustrates a hardware structure of each device configuring the fuel efficiency estimation system  500 . 
     As illustrated in  FIG. 1 , the fuel efficiency estimation system  500  includes the motor vehicle device  100  mounted on the motor vehicle  1  as a fuel efficiency estimation target and the fuel efficiency estimation device  200  which communicates with the motor vehicle device  100  via a network  300 . 
     The motor vehicle device  100  is a computer mounted on the motor vehicle  1 . The motor vehicle  1  is a vehicle traveling a traveling route  411  by using fuel. 
     The fuel efficiency estimation device  200  is a computer. The fuel efficiency estimation device  200  estimates motor-vehicle traveling fuel efficiency of the motor vehicle  1  on a specific traveling route. In the following, the motor-vehicle traveling fuel efficiency is also referred to as traveling fuel efficiency or fuel efficiency. The fuel efficiency estimation device  200  is also referred to as a central server. The fuel efficiency estimation device  200  may be a substantial data server or may be configured in the cloud. 
     As illustrated in  FIG. 2 , the motor vehicle device  100  includes a processor  810  and other hardware such as a storage device  820 , an input interface  830 , an output interface  840 , a communication device  850 , and a sensor  860 . The storage device  820  has a memory and an auxiliary storage device. 
     As illustrated in  FIG. 2 , the motor vehicle device  100  includes, as functional structures, a traveling history collection unit  11 , a position information collection unit  12 , an information display unit  13 , an information transmission unit  14 , an information reception unit  15 , and a storage unit  16 . 
     In the following description, the functions of the traveling history collection unit  11 , the position information collection unit  12 , the information display unit  13 , the information transmission unit  14 , and the information reception unit  15  of the motor vehicle device  100  are referred to as functions of “units” of the motor vehicle device  100 . 
     The functions of the “units” of the motor vehicle device  100  are implemented by software. 
     The storage unit  16  is implemented by the storage device  820 . Various types of information to be displayed via the output interface  840  on a display, position information  121  received from the input device via the input interface  830 , the process results by the processor  810 , and so forth are stored in the storage unit  16 . 
     The sensor  860  collects traveling history information  111  such as a traveling position, traveling velocity, and traveling direction of the motor vehicle  1 . 
     Also as illustrated in  FIG. 3 , the fuel efficiency estimation device  200  includes a processor  910  and other hardware such as a storage device  920  and a communication device  950 . Note that the fuel efficiency estimation device  200  may include hardware such as an input interface or an output interface. 
     As illustrated in  FIG. 3 , the fuel efficiency estimation device  200  includes, as functional structures, an information reception unit  21 , an information transmission unit  22 , a disturbance information generation unit  23 , a velocity profile calculation unit  24 , a traveling fuel efficiency estimation unit  26 , and a storage unit  25 . 
     The disturbance information generation unit  23  includes a traveling history accumulation unit  231 , a velocity disturbance calculation unit  232 , and a fuel efficiency disturbance calculation unit  233 . 
     The velocity profile calculation unit  24  includes a traveling route calculation unit  241 , a traveling velocity extraction unit  242 , a stop judgment unit  243 , a velocity profile generation unit  244 , and a velocity correction unit  245 . 
     The traveling fuel efficiency estimation unit  26  includes a velocity correction determination unit  261 , a fuel efficiency correction determination unit  262 , and a fuel efficiency calculation unit  263 . 
     A traveling history DB (database)  251 , a correction coefficient DB  252 , a traveling velocity DB  253 , a connection DB  254 , and a stop probability DB  255  are stored in the storage unit  25 . Also values and results of the respective arithmetic operation processes at the fuel efficiency estimation device  200  are stored in the storage unit  25 . The traveling history DB  251  is an example of a traveling history storage unit  2510 . The correction coefficient DB  252  is an example of a correction coefficient storage unit  2520 . The traveling velocity DB  253  is an example of a traveling velocity storage unit  2530 . The connection DB  254  is an example of a connection storage unit  2540 . The stop probability DB  255  is an example of a stop probability storage unit  2550 . 
     In the following description, the functions of the information reception unit  21 , the information transmission unit  22 , the disturbance information generation unit  23 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26  of the fuel efficiency estimation device  200  are referred to as functions of “units” of the fuel efficiency estimation device  200 . 
     The functions of the “units” of the fuel efficiency estimation device  200  are implemented by software. 
     The storage unit  25  is implemented by the storage device  920 . 
     In the following, a specific example of hardware of each of the motor vehicle device  100  and the fuel efficiency estimation device  200  is described. 
     The processor  810 ,  910  is connected to other hardware via a signal line to control the other hardware. 
     The processor  810 ,  910  is an IC (Integrated Circuit) for processing. The processor  810 ,  910  is specifically a CPU (Central Processing Unit) or the like. 
     The input interface  830  is a port connected to an input device such as a mouse, keyboard, or touch panel. The input interface  830  is specifically a USB (Universal Serial Bus) terminal. Note that the input interface  830  may be a port connected to a LAN (Local Area Network). 
     The output interface  840  is a port to which a cable of a display device such as a display is connected. The output interface  840  is, for example, a USB terminal or HDMI (registered trademark) (High Definition Multimedia Interface) terminal. The display is specifically an LCD (Liquid Crystal Display). In the motor vehicle device  100 , the information display unit  13  causes information to be displayed on the display device such as a display of the motor vehicle  1  via the output interface  840 . The information display unit  13  causes various types of information such as the traveling route  411  and a fuel efficiency estimation result  461  to be displayed on the display device via the output interface  840  for display and transmission to a driver. 
     The communication device  850 ,  950  includes a receiver and a transmitter. Specifically, the communication device  850 ,  950  is a communication chip or NIC (Network Interface Card). The communication device  850 ,  950  functions as a communication unit which communicates data. The receiver functions as a reception unit which receives data, and the transmitter functions as a transmission unit which transmits data. The communication device  850 ,  950  transmits and receives various types of information such as the traveling history information  111 , the position information  121 , cartographic information  450 , congestion information  472 , event information  473 , weather information  474 , warning alert information  475 , the traveling route  411 , and the fuel efficiency estimation result  461 . 
     The storage devices  820  and  920  each have a main storage device and an external storage device. 
     The external storage device is specifically a ROM (Read Only Memory), flash memory, or HDD (Hard Disk Drive). The main storage device is specifically a RAM (Random Access Memory). The storage unit  16 ,  25  may be implemented by the external storage device, may be implemented by the main storage device, or may be implemented by both of the main storage device and the external storage device. Any method of implementing the storage unit  16 ,  25  can be taken. 
     In the external storage device, a program for achieving the functions of the “units” of each device is stored. This program is loaded onto the main storage device, is read to the processor  810 ,  910 , and is executed by the processor  810 ,  910 . In the external storage device, an OS (Operating System) is also stored. At least part of the OS is loaded onto the main storage device, and the processor  910 ,  810  executes the program for achieving the functions of the “units” of each device while executing the OS. 
     Each device may include a plurality of processors replacing the processor  810 ,  910 . The plurality of these processors share execution of the program for achieving the functions of the “units”. Each of these processors is an IC for processing, like the processor  810 ,  910 . 
     Information, data, a signal value, and a variable value indicating the result of the process by the functions of the “units” of each device is stored in the main storage device, the external storage device, or a register or cache memory of the processor  810 ,  910 . In each of  FIG. 2  and  FIG. 3 , arrows connecting each unit and the respective storage units represent that each unit stores the process result in the storage unit or each unit reads information from the storage unit. Also, arrows connecting the respective units represent flows of control. 
     The program for achieving the functions of the “units” of each device may be stored in a portable recording medium such as a magnetic disc, flexible disc, optical disc, compact disc, Blu-ray (registered trademark) disc, or DVD (Digital Versatile Disc). 
     Note that a program for achieving the functions of the “units” of the fuel efficiency estimation system  500  is also referred to as a fuel efficiency estimation program  520 . Also, a thing called a fuel efficiency estimation program product is a storage medium and storage device having the fuel efficiency estimation program  520  recorded thereon, and has loaded thereon a computer-readable program, irrespective of what visual format it takes. 
     ***Description of Functional Structures*** 
     First, the functional structure of the motor vehicle device  100  is described. 
     The traveling history collection unit  11  collects the traveling history information  111  indicating traveling history of the motor vehicle  1  by using the sensor  860 . 
     The position information collection unit  12  receives, from the driver, information about an origin and a destination in the traveling of the motor vehicle  1  as the position information  121 . The position information collection unit  12  accepts the position information  121  from the driver via the input interface  830 . 
     The information display unit  13  causes the traveling route  411  calculated by the fuel efficiency estimation device  200  from the position information  121  and the fuel efficiency estimation result  461  of the motor vehicle  1  on the traveling route  411  to be displayed on the display device via the output interface  840 . 
     The information transmission unit  14  transmits the position information  121  including the origin and the destination and the traveling history information  111  indicating the traveling history of the motor vehicle  1  via the communication device  850  to the fuel efficiency estimation device  200 . 
     The information reception unit  15  receives the traveling route  411  and the fuel efficiency estimation result  461  via the communication device  850 . 
     Next, the functional structure of the fuel efficiency estimation device  200  is described. 
     The information reception unit  21  receives the traveling history information  111  and the position information  121  transmitted from the motor vehicle device  100  via the communication device  950 . Also, the information reception unit  21  receives the cartographic information  450 , the congestion information  472 , the event information  473 , the weather information  474 , and the warning alert information  475 , which are infrastructure information  470 , via the communication device  950 . The cartographic information  450  is specifically a digital road map. The warning alert information  475  is specifically information such as warning and alert information. The congestion information  472  is road congestion information. 
     The information transmission unit  22  transmits the traveling route  411  and the fuel efficiency estimation result  461  in the traveling route  411  via the communication device  950  to the motor vehicle device  100 . 
     The disturbance information generation unit  23  calculates a velocity disturbance correction coefficient  321  and a fuel efficiency disturbance correction coefficient  331  based on the traveling history information  111 , the cartographic information  450 , the congestion information  472 , the event information  473 , the weather information  474 , and the warning alert information  475 , which are received by the information reception unit  21 , and stores the velocity disturbance correction coefficient  321  and the fuel efficiency disturbance correction coefficient  331  in the storage unit  25 . 
     Here, the velocity disturbance correction coefficient  321  is an attenuation factor of the traveling velocity in consideration of at least any of road congestion and event disturbance for each link, which is a road section between nodes on the digital road map. The velocity disturbance correction coefficient  321  is also referred to as road congestion and event disturbance. 
     Also, the fuel efficiency disturbance correction coefficient  331  is a deterioration ratio of fuel efficiency for each link in consideration of weather disturbance. The fuel efficiency disturbance correction coefficient  331  is also referred to as weather disturbance. The velocity disturbance correction coefficient  321  and the fuel efficiency disturbance correction coefficient  331  are also collectively referred to as a disturbance correction coefficient. 
     Note that a link indicates a road section between nodes on the digital road map. Also, a node on the digital road map indicates an intersection, another node in road network representation, or the like. The link is one example of each of a plurality of road sections configuring a road. 
     The velocity profile calculation unit  24  calculates a velocity profile indicating a change in velocity of the motor vehicle traveling the traveling route  411 . The velocity profile calculation unit  24  calculates the traveling route  411  based on the position information  121  and the cartographic information  450  received by the information reception unit  21 . Then, by using a traveling velocity at normal time for a link included in the traveling route  411 , a stop probability at an intersection included in the traveling route  411 , and connection information about traffic signals included in the traveling route  411 , the velocity profile calculation unit  24  calculates a velocity profile for traveling of the motor vehicle on the traveling route  411 . 
     By using the velocity profile for the traveling route  411  calculated by the velocity profile calculation unit  24 , the velocity disturbance correction coefficient  321 , and the fuel efficiency disturbance correction coefficient  331 , the traveling fuel efficiency estimation unit  26  calculates traveling fuel efficiency of the motor vehicle on the traveling route  411  as the fuel efficiency estimation result  461 . 
     Each functional structure of the disturbance information generation unit  23  is described. 
     The traveling history accumulation unit  231  accumulates the traveling history information  111  in the traveling history DB  251  of the storage unit  25 . 
     The velocity disturbance calculation unit  232  calculates an attenuation factor, which is a ratio of attenuation of the velocity of the motor vehicle traveling the traveling route  411 , as the velocity disturbance correction coefficient  321 , based on disturbance information indicating a disturbance event occurring on the traveling route  411  and the traveling history information  111  collected from the motor vehicle traveling the traveling route  411 . The velocity disturbance calculation unit  232  calculates the velocity disturbance correction coefficient  321  based on at least the congestion information indicating a congestion situation of the traveling route  411  as the disturbance information. In the present embodiment, the velocity disturbance calculation unit  232  calculates the velocity disturbance correction coefficient  321  based on at least the congestion information and the event information indicating an event occurring on the traveling route  411  as the disturbance information. Specifically, the velocity disturbance calculation unit  232  calculates an attenuation factor of the traveling velocity from traveling at normal time for each link by road congestion situation and by event occurrence situation, based on the traveling history information  111  accumulated in the traveling history DB  251 . The velocity disturbance calculation unit  232  stores, as the velocity disturbance correction coefficient  321 , the calculated attenuation factor of the traveling velocity from traveling at normal times for each link in the correction coefficient DB  252  of the storage unit  25 . 
     The fuel efficiency disturbance calculation unit  233  calculates a deterioration ratio, which is a ratio of deterioration of fuel efficiency of the motor vehicle traveling on the traveling route  411  as the fuel efficiency disturbance correction coefficient  331 , based on the disturbance information and the traveling history information  111 . The fuel efficiency disturbance calculation unit  233  calculates the fuel efficiency disturbance correction coefficient  331  based on at least the weather information indicating weather on the traveling route  411  as the disturbance information. In the present embodiment, the fuel efficiency disturbance calculation unit  233  calculates the fuel efficiency disturbance correction coefficient  331  based on at least the weather information and the warning alert information indicating a warning or an alert for the traveling route  411  as the disturbance information. Specifically, the fuel efficiency disturbance calculation unit  233  calculates a fuel efficiency deterioration ratio from traveling at normal time for each link by weather information and by warning or alert information, based on the traveling history information  111  accumulated in the traveling history DB  251 . The fuel efficiency disturbance calculation unit  233  stores, as the fuel efficiency disturbance correction coefficient  331 , the calculated fuel efficiency deterioration ratio from traveling at normal time for each link in the correction coefficient DB  252  of the storage unit  25 . 
     The disturbance event is an event which influences the velocity and fuel efficiency of the motor vehicle traveling the traveling route  411 , such as congestion, an event, weather, warning, or alert occurring on the traveling route  411 . The disturbance information indicating the disturbance event is specifically information such as congestion information, event information, weather information, or warning alert information. 
     Each functional structure of the velocity profile calculation unit  24  is described. 
     The traveling route calculation unit  241  acquires the position information  121  received by the information reception unit  21 . The position information  121  includes the origin and the destination. The position information  121  and the cartographic information  450  are examples of traveling route information indicating a traveling route. Also, the information reception unit  21  is an example of an acquisition unit  109  which acquires the position information  121  as traveling route information. The traveling route calculation unit  241  calculates the traveling route  411  in movement from the origin to the destination based on the position information  121  and the cartographic information  450 . The traveling route calculation unit  241  outputs the traveling route  411  to the traveling velocity extraction unit  242 . 
     The traveling velocity extraction unit  242  extracts, from the traveling velocity DB  253 , a link traveling velocity indicating a traveling velocity at normal time for a link on the digital road map. Here, a link indicates a road section between nodes on the digital road map. Also, a node on the digital road map indicates an intersection, another node in road network representation, or the like. The link is one example of each of a plurality of road sections configuring a road. In the traveling velocity DB  253 , link traveling velocities calculated in advance are stored. 
     The stop judgment unit  243  acquires a stop probability at an intersection that is present on the traveling route  411  where the motor vehicle may stop and connection information indicating connected/disconnected operation between a traffic signal installed at the intersection and a traffic signal installed at an intersection adjacent thereto. The stop judgment unit  243  judges intersection stop/nonstop for all intersections on the traveling route  411  based on the connection information stored in the connection DB  254  and the stop probability stored in the stop probability DB  255 . The stop judgment unit  243  is also referred to as an intersection stop judgment unit. 
     In the connection DB  254 , connection information about traffic signals at the respective intersections on the roads nationwide is stored. In the stop probability DB  255 , stop probabilities at the respective intersections on the road nationwide are stored. 
     The velocity profile generation unit  244  generates a velocity profile  441  indicating a change in velocity of the motor vehicle traveling the traveling route  411 . The velocity profile  441  is a velocity profile with intersection nonstop. Based on an acquisition date and time when the information reception unit  21  as the acquisition unit  109  acquires the position information  121  and the traveling velocity for each of road sections (links) configuring the traveling route  411 , the velocity profile generation unit  244  generates the velocity profile  441  when the traveling route  411  is traveled with date and time attributes of the acquisition date and time. The velocity profile generation unit  244  couples all link traveling velocities on the traveling route  411  together in the order of passing by traveling, thereby generating the velocity profile  441  with intersection nonstop. 
     The velocity correction unit  245  corrects the velocity profile  441  based on stop/nonstop at the intersection that is present on the traveling route  411 . The velocity correction unit  245  corrects the velocity profile  441  with intersection nonstop calculated by the velocity profile generation unit  244  to generate a velocity profile  451  in consideration of intersection stop. The velocity correction unit  245  adds an acceleration/deceleration change due to intersection stop based on the stop judgment result at all intersections on the traveling route  411  calculated by the stop judgment unit  243  to generate the velocity profile  451  in consideration of intersection stop. The velocity correction unit  245  is also referred to as an intersection velocity correction unit. 
     Each functional structure of the traveling fuel efficiency estimation unit  26  is described. 
     The velocity correction determination unit  261  determines a velocity disturbance correction coefficient for use in traveling fuel efficiency estimation at the velocity profile  451  calculated at the velocity profile calculation unit  24 . The velocity correction determination unit  261  extracts the velocity disturbance correction coefficient  321  at the estimation date and time from the correction coefficient DB  252 , and determines it as a velocity disturbance correction coefficient. The velocity disturbance correction coefficient is used to optimally correct the traveling velocity in the velocity profile  451  in accordance with at least a road congestion situation or an event occurrence situation on the traveling route  411  at the estimation date and time. 
     The fuel efficiency correction determination unit  262  determines a fuel efficiency disturbance correction coefficient  612  for use in traveling fuel efficiency estimation at the velocity profile  451  calculated at the velocity profile calculation unit  24 . The fuel efficiency correction determination unit  262  extracts the fuel efficiency disturbance correction coefficient  331  at the estimation date and time from the correction coefficient DB  252 , and determines it as a fuel efficiency disturbance correction coefficient. The fuel efficiency disturbance correction coefficient is used to make an optimum fuel efficiency disturbance correction at the estimation date and time in accordance with weather conditions at the estimation date and time for the traveling route  411 . 
     By using the velocity profile  451 , the velocity disturbance correction coefficient, and the fuel efficiency disturbance correction coefficient, the fuel efficiency calculation unit  263  estimates fuel efficiency of the motor vehicle traveling the traveling route  411 . Note that the fuel efficiency calculation unit  263  may calculate fuel efficiency of the motor vehicle traveling the traveling route  411  by using only the velocity profile  451  and the velocity disturbance correction coefficient. Specifically, the fuel efficiency calculation unit  263  calculates fuel efficiency of the motor vehicle traveling the traveling route  411  based on the velocity profile  451  in consideration of intersection stop corrected by the velocity correction unit  245 . The fuel efficiency calculation unit  263  is also referred to as an estimation fuel efficiency calculation unit. Based on the velocity profile  451  in consideration of intersection stop calculated at the velocity correction unit  245 , by using the velocity disturbance correction coefficient and the fuel efficiency disturbance correction coefficient, the fuel efficiency calculation unit  263  calculates fuel efficiency in motor-vehicle traveling on the traveling route  411 , and outputs it as the fuel efficiency estimation result  461  to the information transmission unit  22 . 
     ***Description of Operation*** 
     Next, operations of a fuel efficiency estimation method  510  and the fuel efficiency estimation program  520  of the fuel efficiency estimation system  500  according to the present embodiment are described. 
     &lt;Disturbance Information Generation Process S 110  by Fuel Efficiency Estimation Device  200 &gt; 
       FIG. 4  is a flowchart of a disturbance information generation process S 110  by the disturbance information generation unit  23  of the fuel efficiency estimation device  200  according to the present embodiment. The disturbance information generation process S 110  is performed entirely at the fuel efficiency estimation device  200  as a central server. The disturbance information generation process S 110  is sequentially performed when the information reception unit  21  receives the traveling history information  111  from the motor vehicle device  100  at step S 11 . 
     At step S 11 , the information reception unit  21  receives the traveling history information  111  from the motor vehicle device  100  mounted on the motor vehicle  1 . 
     At step S 12 , the traveling history accumulation unit  231  classifies the traveling history information  111  received from the motor vehicle device  100  in accordance with road congestion information, event information, weather information, and warning alert information for accumulation in the traveling history DB  251 . 
     At step S 13 , the velocity disturbance calculation unit  232  calculates the velocity disturbance correction coefficient  321  based on the traveling history information  111  accumulated in the traveling history DB  251  and the congestion information  472  and the event information  473  acquired from the infrastructure information  470 . The velocity disturbance calculation unit  232  accumulates the calculated velocity disturbance correction coefficient  321  in the correction coefficient DB  252 . 
     At step S 14 , the fuel efficiency disturbance calculation unit  233  calculates the fuel efficiency disturbance correction coefficient  331  based on the traveling history information  111  accumulated in the traveling history DB  251  and the weather information  474  and the warning alert information  475  acquired from the infrastructure information  470 . The fuel efficiency disturbance calculation unit  233  accumulates the calculated fuel efficiency disturbance correction coefficient  331  in the correction coefficient DB  252 . The warning alert information  475  includes information such as warning and alert information. 
     Also, in the disturbance information generation process S 110 , each of the processes at step S 12 , step S 13 , and step S 14  may be in a mode of being each processed independently. Here, the process at step S 14  is assumed to be performed after at least the process at step S 12  is performed once or more. On the other hand, the processes at step S 12  and step S 13  are assumed to be able to be performed even if other processes are not performed once. 
     Also, when the respective processes in the disturbance information generation process S 110  are performed independently, the respective processes at step S 12 , step S 13 , and step S 14  may be offline processes. In the offline processes, for example, the process at step S 12  is performed once a day, the process at step S 13  is performed once a month, the process at step S 14  is performed once a month. In this manner, a process execution interval is required to be appropriately set in consideration of the process load to be applied to the fuel efficiency estimation device  200 . 
       FIG. 5  is a flowchart of the traveling history accumulation unit  231  according to the present embodiment.  FIG. 5  illustrates details of the process at step S 12  of  FIG. 4 . 
     At step S 21 , the traveling history accumulation unit  231  acquires the traveling history information  111  from the information reception unit  21 . Here, the traveling history information  111  includes at least a traveling position, traveling velocity, traveling direction, and traveling date and time information. Also, the traveling history information  111  can be information-divided by link and by date and time. Here, the traveling history information  111  may have a link, acceleration, gradient, and so forth. Furthermore, the traveling history information  111  may include congestion information, event information, weather information, and warning alert information at the same time. Alternatively, simultaneously with reception of the traveling history information  111 , the traveling history accumulation unit  231  may acquire the congestion information  472 , the event information  473 , the weather information  474 , and the warning alert information  475  from the infrastructure information  470 . 
     Note that “by date and time” specifically refers to classification by date and time attribute such as time, day of the week, or season. Classification by time specifically refers to classification at thirty-minute intervals, one-hour intervals, or the like. Classification by season specifically refers to “by month”. A division interval of time and season can improve estimation accuracy of traveling fuel efficiency of the motor vehicle as fragmentation proceeds. On the other hand, the division interval of date and time may be increased in accordance with the process load on the fuel efficiency estimation device  200  and the number of motor vehicles capable of transmitting the traveling history information  111 . 
     At step S 22 , the traveling history accumulation unit  231  classifies the traveling history information  111  by link. By classifying the traveling history information  111  by link, it is possible to more accurately represent a degree of influence on a traveling velocity or traveling fuel efficiency varied for each link. However, the present process can be omitted in consideration of the load situation of the fuel efficiency estimation device  200 . Even in that case, the tendency of the degree of influence on the traveling velocity or traveling fuel efficiency is basically the same for each external situation at the time of traveling, and therefore the degree of influence can be represented while certain accuracy is ensured. 
     At step S 23 , the traveling history accumulation unit  231  classifies the traveling history information  111  classified by link, by road congestion information. Specifically, as classification of the congestion information, classification is made at three stages of smooth/congested/heavily congested, which are used in VICS (registered trademark, Vehicle Information and Communication System: road traffic information communication system) and so forth. 
     At step S 24 , the traveling history accumulation unit  231  classifies the traveling history information  111  classified by link, by event information. Specifically, as classification by event information, classification is made by using the presence or absence of a sporadic event considered to influence road congestion, such as information about whether a road regulation is present and information about whether an event is held. 
     At step S 25 , the traveling history accumulation unit  231  classifies the traveling history information  111  classified by link, by weather information. Specifically, as classification by weather information, classification is made based on information about a weather forecast published by the meteorological agency, that is, information about sunny/cloudy/rainy/snowy. 
     At step S 26 , the traveling history accumulation unit  231  classifies the traveling history information  111  classified by link, by waring alert information. Specifically, as classification by warning alert information, classification is made based on information about a warning and an alert published by the meteorological agency, that is, information about lightning/storm/dense fog. 
     At step S 27 , the traveling history accumulation unit  231  accumulates the traveling history information  111  by link classified by road congestion information, by event information, by weather information, and by warning alert information in the traveling history DB  251 . Here, the traveling history accumulation unit  231  may simultaneously accumulate statistical information such as the number of pieces of data accumulated. 
     As described above, in the traveling history DB  251 , the traveling history information  111  is stored as being classified by disturbance event. That is, the traveling history accumulation unit  231  classifies the traveling history information  111  for each link as a road section, and then classifies it for each disturbance event and accumulates it in the traveling history DB  251 . 
       FIG. 6  is a flowchart of a velocity disturbance calculation process S 301  by the velocity disturbance calculation unit  232  according to the present embodiment.  FIG. 6  illustrates details of the process of step S 13  of  FIG. 4 . Here, the case is described in which the velocity disturbance correction coefficient  321  for the link L is calculated. 
     At step S 31 , the velocity disturbance calculation unit  232  acquires the traveling history information  111  for the link L stored in the traveling history DB  251  and the road congestion information and the event information as disturbance information at the same time as this traveling history information  111 . Here, the traveling history information  111  has at least a traveling velocity and traveling date and time information. Also, the traveling history information  111  may include congestion information and event information. In that case, the velocity disturbance calculation unit  232  acquires only the traveling history information  111 . 
     At step S 32 , the velocity disturbance calculation unit  232  calculates, from the extracted traveling history information  111  for the link L, a traveling velocity attenuation factor P t-attenuation  when compared with traveling at normal time, by congestion information and by event information. Here, as traveling at normal time, for example, an average link traveling velocity when the congestion information indicates smooth and the event information indicates none is used. When the average link traveling velocity at normal time in traveling this link L is taken as V normal (L) and when the congestion information is b and the event information is c, a link traveling velocity for the link L in an n-th traveling history information  111  is taken as V t-attenuation (L, b, c, n). When the road congestion information is b and the event information is c, the traveling velocity attenuation factor P t-attenuation (L, b, c, n) is as in an expression (1). 
     
       
         
           
             
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                         t 
                         - 
                         attenuation 
                       
                     
                     ⁡ 
                     
                       ( 
                       
                         L 
                         , 
                         b 
                         , 
                         c 
                         , 
                         n 
                       
                       ) 
                     
                   
                   = 
                   
                     
                       
                         V 
                         
                           t 
                           - 
                           attenuation 
                         
                       
                       ⁡ 
                       
                         ( 
                         
                           L 
                           , 
                           b 
                           , 
                           c 
                           , 
                           n 
                         
                         ) 
                       
                     
                     
                       
                         V 
                         normal 
                       
                       ⁡ 
                       
                         ( 
                         L 
                         ) 
                       
                     
                   
                 
               
               
                 
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                   1 
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     At step S 33 , by using the calculated traveling velocity attenuation factor P t-attenuation (L, b, c, n), the velocity disturbance calculation unit  232  calculates a velocity disturbance correction coefficient e traffic (L, b, c) for the link L by road congestion information and by event information. Here, when N bc  pieces of traveling history information for the link L are present and when the road congestion information is b and the event information is c, the velocity disturbance correction coefficient e traffic (L, b, c) is as in an expression (2). 
     
       
         
           
             
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                       e 
                       traffic 
                     
                     ⁡ 
                     
                       ( 
                       
                         L 
                         , 
                         b 
                         , 
                         c 
                       
                       ) 
                     
                   
                   = 
                   
                     
                       1 
                       
                         N 
                         bc 
                       
                     
                     ⁢ 
                     
                       
                         ∑ 
                         n 
                         
                           N 
                           bc 
                         
                       
                       ⁢ 
                       
                         
                           P 
                           
                             t 
                             - 
                             attenuation 
                           
                         
                         ⁡ 
                         
                           ( 
                           
                             L 
                             , 
                             b 
                             , 
                             c 
                             , 
                             n 
                           
                           ) 
                         
                       
                     
                   
                 
               
               
                 
                   ( 
                   2 
                   ) 
                 
               
             
           
         
       
     
     Lastly at step S 34 , the velocity disturbance calculation unit  232  accumulates the calculated velocity disturbance correction coefficient e traffic  for the link L in the correction coefficient DB  252 . 
     By the above process, representation by the attenuation factor can absorb variations and differences of the disturbance influence on the traveling velocity of the motor vehicle depending on different drivers and different road shapes and motor-vehicle types, leading to collection, accumulation, and calculation as single statistical information. 
     To more improve estimation accuracy for the velocity disturbance correction coefficient e traffic , cartographic information such as the length of each link (narrowness between intersections) and road gradients may be added to the road congestion information b and the event information c for calculation and consideration for each case. This consideration for each case is determined in consideration of the load and the processing speed of a processing server. 
     As described above, the velocity disturbance calculation unit  232  calculates the velocity disturbance correction coefficient based on the traveling history information  111  classified by disturbance event and stored in the traveling history DB  251  and the disturbance information. 
       FIG. 7  is a flowchart of a fuel efficiency disturbance calculation process S 302  by the fuel efficiency disturbance calculation unit  233  according to the present embodiment. The present process illustrates details of the process at step S 14  of  FIG. 4 . Here, the case is described in which the fuel efficiency disturbance correction coefficient  331  for the link L is calculated. 
     At step S 41 , the fuel efficiency disturbance calculation unit  233  acquires the traveling history information  111  for the link L stored in the traveling history DB  251  and the weather information and the warning alert information as disturbance information at the same time as this traveling history information  111 . Here, the traveling history information  111  has at least a traveling velocity, actual fuel efficiency, traveling date and time information. Also, the weather information and the warning alert information may be included in the traveling history information  111 . In that case, the fuel efficiency disturbance calculation unit  233  acquires only the traveling history information  111 . 
     At step S 42 , the fuel efficiency disturbance calculation unit  233  calculates, from the extracted traveling history information  111  for the link L, a traveling fuel efficiency deterioration ratio P w-attenuation  when compared with traveling at normal time, by weather information and by waring alert information at the time of traveling. Here, as traveling at normal time, for example, average traveling fuel efficiency when the weather is sunny and there is no warning alert information is taken as F normal (L). Also, average traveling fuel efficiency for the link L in an n-th piece of the traveling history information  111  when the weather information is d and the warning alert information is g is taken as F w-attenuation (L, d, g, n). Here, when the weather information is d and the warning alert information is g, a traveling fuel efficiency deterioration ratio P w-attenuation (L, d, g, n) is as in an expression (3). 
     
       
         
           
             
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                         - 
                         attenuation 
                       
                     
                     ⁡ 
                     
                       ( 
                       
                         L 
                         , 
                         d 
                         , 
                         g 
                         , 
                         n 
                       
                       ) 
                     
                   
                   = 
                   
                     
                       
                         F 
                         
                           w 
                           - 
                           attenuation 
                         
                       
                       ⁡ 
                       
                         ( 
                         
                           L 
                           , 
                           d 
                           , 
                           g 
                           , 
                           n 
                         
                         ) 
                       
                     
                     
                       
                         F 
                         normal 
                       
                       ⁡ 
                       
                         ( 
                         L 
                         ) 
                       
                     
                   
                 
               
               
                 
                   ( 
                   3 
                   ) 
                 
               
             
           
         
       
     
     At step S 43 , by using the calculated traveling fuel efficiency deterioration ratio P w-attenuation (L, d, g, n), the fuel efficiency disturbance calculation unit  233  calculates a fuel efficiency disturbance correction coefficient e weather (L, d, g) for the link L, by weather information and by warning alert information at the time of traveling. Here, when N dg  pieces of the traveling history information  111  for the link L are present and when the weather information is d and the warning alert information is g at the time of traveling, the fuel efficiency disturbance correction coefficient e weather (L, d, g) is as in an expression (4). 
     
       
         
           
             
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                       e 
                       weather 
                     
                     ⁡ 
                     
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                         L 
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                         d 
                         , 
                         g 
                       
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                         dg 
                       
                     
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                           dg 
                         
                       
                       ⁢ 
                       
                         
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                         ⁡ 
                         
                           ( 
                           
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                             , 
                             n 
                           
                           ) 
                         
                       
                     
                   
                 
               
               
                 
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                   4 
                   ) 
                 
               
             
           
         
       
     
     Lastly at step S 44 , the fuel efficiency disturbance calculation unit  233  accumulates the calculated fuel efficiency disturbance correction coefficient e weather  for the link L in the correction coefficient DB  252 . 
     Representation by the fuel efficiency deterioration ratio can absorb variations and differences of the disturbance influence on the traveling fuel efficiency of the motor vehicle depending on different drivers and different road shapes and motor-vehicle types, leading to collection, accumulation, and calculation as single statistical information. 
     To more improve estimation accuracy for the fuel efficiency disturbance correction coefficient e weather , road information such as curvature of traveling links and road surface situation, that is, on-road or off-road, may be added to the weather information d and the warning alert information g at the time of traveling for calculation and consideration for each case. This consideration for each case is determined in consideration of the load and the processing speed of a processing server. 
     As described above, the fuel efficiency disturbance calculation unit  233  calculates the fuel efficiency disturbance correction coefficient based on the traveling history information  111  classified by disturbance event and stored in the traveling history DB  251  and the disturbance information. 
     &lt;Velocity Profile Calculation Process S 120  by Fuel Efficiency Estimation Device  200 &gt; 
       FIG. 8  is a flowchart of a velocity profile calculation process S 120  by the velocity profile calculation unit  24  of the fuel efficiency estimation device  200  according to the present embodiment. The velocity profile calculation process S 120  is performed at the fuel efficiency estimation device  200  as a central server. The velocity profile calculation process S 120  is sequentially performed when the information reception unit  21  receives the position information  121  including the origin and the destination from the motor vehicle  1  (step S 51 ). Note that, in the following, description is exemplarily made to the case in which an acquisition date and time (time t 0 , day of the week w 0 , season s 0 ) when the information reception unit  21  as the acquisition unit  109  acquires the position information  121  as traveling route information is taken as an estimation date and time for estimation of traveling fuel efficiency of the motor vehicle  1 . 
     At step S 52 , the traveling route calculation unit  241  calculates a traveling route X of the motor vehicle based on the position information  121  including the origin and the destination received from the motor vehicle  1 . 
     At step S 53 , the traveling velocity extraction unit  242  extracts, from the traveling velocity DB  253 , a link traveling velocity V(L k , t k , w k , s k ) (1≤k≤n+1) for all passage links on the traveling route X. 
     At step S 54 , the stop judgment unit  243  judges intersection stop/nonstop S(i 1 ) to S(i m ) for all intersections i 1  to i m  on the traveling route X. The process at step S 54  is an example of a stop judgment process S 121  in which, based on a stop probability P at an intersection i that is present on the traveling route X where the motor vehicle may stop and connected/disconnected operation between a traffic signal installed at the intersection i and a traffic signal installed at an intersection adjacent to the intersection i, stop/nonstop of the motor vehicle at the intersection i is judged. 
     At step S 55 , by using the link traveling velocity V(L k , t k , w k , s k ) (1≤k≤n) extracted by the traveling velocity extraction unit  242 , the velocity profile generation unit  244  calculates an intersection-nonstop velocity profile V profile-nonstop (X) in traveling the traveling route X. That is, based on the acquisition date and time (time t 0 , day of the week w 0 , season s 0 ) and the link traveling velocity V(L k , t k , w k , s k ) (1≤k≤n) for all passage links on the traveling route X, the velocity profile generation unit  244  generates a velocity profile when the traveling route X is traveled at the date and time with the same date and time attributes as those of the acquisition date and time. The process at step S 55  is an example of a velocity profile generation process S 122  of generating the intersection-nonstop velocity profile V profile-nonstop (X) indicating a change in velocity of the motor vehicle traveling on the traveling route X. 
     At step S 56 , the velocity correction unit  245  reproduces, on the intersection-nonstop velocity profile V profile-nonstop (X) calculated by the velocity profile generation unit  244 , an acceleration/deceleration occurring due to intersection stop by the intersection stop/nonstop S(i 1 ) to S(i m ) judged at the stop judgment unit  243 , and calculates the velocity profile V profile (X) in consideration of intersection stop. The process at step S 56  is an example of a velocity correction process S 123  of correcting the intersection-nonstop velocity profile V profile-nonstop (X) to velocity profile V profile (X) in consideration of intersection stop based on stop/nonstop at the intersections judged in the stop judgment process S 121 . 
     Here, as a scheme for use in calculation of the traveling route X in the process at step S 52 , a scheme such as Dijkstra method for use in current car navigation or the like may be used. Also, when a plurality of traveling routes can be thought from the origin to the destination, the process of  FIG. 8  is repeatedly performed as many as the number of traveling routes. 
       FIG. 9  is a flowchart of the traveling velocity extraction unit  242  according to the present embodiment.  FIG. 9  illustrates details of the process at step S 53  of  FIG. 8 . 
     At step S 61 , the traveling velocity extraction unit  242  calculates all links (L 1  to L m+1 ) on the traveling route X calculated by the traveling route calculation unit  241 . Here, in calculating all links on the traveling route, the traveling velocity extraction unit  242  performs extraction based on the cartographic information  450 , and takes the links as L 1 , L 2 , . . . , L m+1  in the order of passing. 
     At step S 62 , the traveling velocity extraction unit  242  determines a time t 1 , day of the week w 1 , and season s 1 , as a departure date and time in traveling the traveling route X, that is, a date and time of inflow to the link L 1  to be first traveled on the traveling route X. Here, when a date and time when the position information  121  is received (time t 0 , day of the week w 0 , season s 0 ) is taken as a date and time for estimation of traveling fuel efficiency of the motor vehicle, t 1 =t 0 , w 1 =w 0 , and s 1 =s 0  hold. Also, any time and date (t ϕ , w ϕ , s ϕ ) other than the date and time when the position information  121  is received is taken as a date and time for estimation of traveling fuel efficiency of the motor vehicle, t 1 =t ϕ , w 1 =w ϕ , and s 1 =s ϕ  hold. 
     Next at step S 63 , the traveling velocity extraction unit  242  extracts, from the traveling velocity DB  253 , a link traveling velocity V(L 1 , t 1 , w 1 , s 1 ) for the link L 1  at the time t 1 , the day of the week w 1 , and the season s 1 . 
     At step S 64 , the traveling velocity extraction unit  242  calculates a traveling time T 1  in traveling on the link L 1 . Here, when the link length of the link L 1  is taken as X 1 , the traveling time T 1  for the link L 1  is calculated from the product of the link traveling velocity V(L 1 , t 1 , w 1 , s 1 ) and the link length X 1 . 
     At step S 65 , the traveling velocity extraction unit  242  judges whether extraction of the link traveling velocity has been completed for all links. If extraction of the link traveling velocity has been completed for all links, the process ends. If there is a link for which extraction of the link traveling velocity has not been completed, the process proceeds to step S 66 . 
     At step S 66 , for a link L k  (2≤k≤m+1) for which extraction of the link traveling velocity has not been completed, the traveling velocity extraction unit  242  determines a time t k , day of the week w k , and season s k  as a date and time of inflow to the link L k . Here, calculation is performed based on the traveling time T k−1  for the link L k−1  calculated in the process at step S 64  or step S 68 . The time t k , the day of the week w k , and the season s k  are determined by taking a date and time passing from a time t k−1 , day of the week w k−1 , and season s k−1 , which are a date and time of inflow to the link L k−1 , by T k−1  as a date and time of inflow to the link L k . 
     Next at step S 67 , the traveling velocity extraction unit  242  extracts the link traveling velocity V(L k , t k , w k , s k ) for the link L k  at the time t k , the day of the week w k , and the season s k  from the traveling velocity DB  253 . 
     At step S 68 , the traveling velocity extraction unit  242  calculates a traveling time T k  in traveling on the link L k . Here, when the link length of the link L k  is X k , the traveling time T k  for the link L k  is calculated from the product of the link traveling velocity V(L k , t k , w k , s k ) and the link length X k . After the process at step S 68  ends, the process returns to the process at step S 65 . 
       FIG. 10  is a flowchart of the stop judgment unit  243  according to the present embodiment.  FIG. 10  illustrates details of the process of step S 54  of  FIG. 8 . 
     At step S 71 , the stop judgment unit  243  calculates all intersections (i 1  to i m ) on the traveling route X calculated by the traveling route calculation unit  241 . Here, in calculating all intersections on the traveling route, the stop judgment unit  243  performs extraction based on the cartographic information  450 , and takes the intersections as i 2 , . . . , i m  in the order of passing. 
     At step S 72 , the stop judgment unit  243  extracts a stop probability P 1  at the intersection i 1  to be passed first on the traveling route X from the stop probability DB  255 . Here, the stop judgment unit  243  extracts, as the stop probability P 1 , a stop probability at a passage date and time of passing the intersection i 1  from the stop probability DB  255 . Here, as for the date and time of passing the intersection i 1 , a time of inflow to the link L 2  calculated at the traveling velocity extraction unit  242  (time t 2 , day of the week w 2 , season s 2 ) is the date and time of passing the intersection i 1 . That is, when the date and time of passing the intersection i 1  is a time t′ 1 , day of the week w′ 1 , and season s′ 1 , (t′ 1 =t 2 , w′ 1 =w 2 , s′ 1 =s 2 ) holds. 
     At step S 73 , the stop judgment unit  243  extracts a stop probability P(i 1 , t′ 1 , w′ 1 , s′ 1 ) from the stop probability DB  255  as a stop probability at the intersection i 1 , and determines it as a stop probability P 1  at the intersection i 1 . 
     At step S 74 , the stop judgment unit  243  judges a stop/nonstop S(i 1 ) of the intersection i 1 . For the stop/nonstop S(i 1 ) of the intersection i 1 , a judgment is made by using P 1  as in the following expression (5). 
     
       
         
           
             
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     At step S 75 , the stop judgment unit  243  judges whether stop judgments have been completed for all intersections. If stop judgments have been completed for all intersections, that is, when k=m, the process ends. On the other hand, if stop judgments have not been completed for all intersections, that is, when k&lt;m, the process proceeds to step S 76 . 
     At step S 76 , the stop judgment unit  243  extracts connection information A k  for an intersection i k  (2≤k≤m) from the connection DB  254 , and extracts a stop probability P k  at the intersection i k  (2≤k≤m) from the stop probability DB  255 . The stop judgment unit  243  extracts the connection information and the stop probability at a passage date and time of passing the intersection i k  from the storage unit  25 , and takes them as the connection information A k  and the stop probability P k . The passage date and time of passing the intersection i k  is a time of inflow to the link L k+1  (time t k+1 , day of the week w k+1 , season s k+1 ) calculated by the traveling velocity extraction unit  242 . Therefore, when the passage date and time of the intersection i k  is taken as time t′ k , day of the week w′ k , and season s′ k , (t′ k =t k+1 , w′ k =w k+1 , s′ k =s k+1 ) holds. 
     At step S 76 , the stop judgment unit  243  extracts, as connection information for the intersection i k , connection information A(i k , t′ k , w′ k , s′ k ) from the connection DB  254 , and takes it as connection information A k  for the intersection i k . Also, the stop judgment unit  243  extracts, as a stop probability at the intersection i k , a stop probability P(i k , t′ k , w′ k , s′ k ) from the stop probability DB  255 , and takes it as a stop probability P k  at the intersection i k . 
     At step S 77 , the stop judgment unit  243  determines the stop probability P k  at the intersection i k  (2≤k≤m). First, the stop judgment unit  243  calculates a stop probability P′(i k ) in consideration of the connection information for the intersection i k  and an intersection i k−1 . Here, to calculate the stop probability P′(i k ) in consideration of the connection information for the intersection i k  and the intersection i k−1 , the connection information A(i k , t′ k , w′ k , s′ k ) for the intersection i k  and the stop probability P(i k , t′ k , w′ k , s′ k ) at the intersection i k  extracted at step S 76  and a stop probability P k−1  at the intersection i k−1  calculated in a previous process are used to perform calculation as in an expression (6). 
     
       
         
           
             
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     In the expression (6), if the intersection i k  and the intersection are connectively operated, the stop probability P k  is a sum of P k−1  and P(i k , t′ k , w′ k , s′ k ) in consideration of connection with the intersection i k−1 . If the intersection i k  and the intersection i k−1  are not connectively operated, the result is acquired such that the stop probability P k  is still P(i k , t′ k , w′ k , s′ k ). 
     At step S 78 , the stop judgment unit  243  judges a stop/nonstop S(i k ) for the intersection i k . The stop judgment unit  243  uses the stop probability P k  in consideration of the connection information calculated by the expression (6) to judge the stop/nonstop S(i k ) for the intersection i k  as in the expression (7). 
     
       
         
           
             
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     After the process at step S 78  ends, the process returns to step S 75 . 
       FIG. 11  is a flowchart of the velocity profile generation unit  244  according to the present embodiment.  FIG. 11  illustrates details of the process at step S 55  of  FIG. 8 . 
     At step S 81 , the velocity profile generation unit  244  substitutes the link traveling velocity V(L 1 , t 1 , w 1 , s 1 ) for the link L 1  into the velocity profile V profile-nonstop (X) corresponding to 0≤X&lt;x 1 . Here, x 1  indicates a cumulative value of the traveling distance to the link L 1 , that is, x 1 =X 1 . 
     Next at step S 82 , the velocity profile generation unit  244  substitutes the link traveling velocity V(L k , t k , w k , s k ) for the link L k  (2≤k≤m+1) into the velocity profile V profile-nonstop (X) corresponding to x k−1 ≤X&lt;x k . Here, x k  indicates a cumulative value of the traveling distance to the link L k , that is, x k =X 1 +X 2 + . . . +X k . 
     Next at step S 83 , the velocity profile generation unit  244  performs process of levelling off a velocity difference between the link traveling velocity V(L k−1 , t k−1 , w k−1 , s k−1 ) and the link traveling velocity V(L k , t k , w k , s k ) occurring at a position x k−1  from the starting position of the traveling route X, that is, V profile-nonstop (x k−1 ), by an acceleration α. Here, the acceleration α is set in advance by an administrator of the fuel efficiency estimation device  200 . In setting the acceleration α, setting is appropriately performed in consideration of a general change in acceleration/deceleration at the time of motor-vehicle traveling. 
     Next at step S 84 , the velocity profile generation unit  244  judges whether substitutions of the link traveling velocity into the velocity profile V profile-nonstop (X) have been completed for all links. If the processes for all links have been completed, the process proceeds to step S 85 . If the processes for all links have not been completed, the process returns to step S 82 . 
     When judging that the processes for all links have been completed in the process at step S 84 , the velocity profile generation unit  244  determines the velocity profile V profile-nonstop (X) as an intersection-nonstop velocity profile at step S 85 . 
     The processes from step S 81  to step S 85  are organized as in an expression (8). 
     
       
         
           
             
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       FIG. 12  is a flowchart of the velocity correction unit  245  according to the present embodiment.  FIG. 12  illustrates details of the process at step S 56  of  FIG. 8 . 
     First at step S 91 , the velocity correction unit  245  determines an acceleration β for stopping and an acceleration γ for starting moving at intersection stop. Here, in determining the acceleration β and the acceleration γ, they are appropriately set in consideration of a change in acceleration/deceleration for a general stop and start at the time of motor-vehicle traveling. 
     Next at step S 92 , the velocity correction unit  245  extracts a stop/nonstop S(i k ) at the intersection i k  (1≤k≤m). 
     Next at step S 93 , in traveling the traveling route X, the velocity correction unit  245  judges whether the motor vehicle stops at the intersection i k  based on the stop/nonstop S(i k ). When a stop is made at the intersection i k  (S(i k )=Stop), the process proceeds to step S 94 . On the other hand, when a stop is not made at the intersection i k  (S(i k )=Pass), the process proceeds to step S 95 . 
     At step S 94 , when a stop is made at the intersection i k , the velocity correction unit  245  reproduces acceleration/deceleration regarding a temporary stop before and after the intersection i k  with the intersection-nonstop velocity profile V profile-nonstop (X). As reproduction of acceleration/deceleration, the velocity correction unit  245  calculates a change in velocity based on the stop acceleration β and the start acceleration γ determined at step S 91  so that the velocity becomes 0 at a position of the intersection i k . V profile-nonstop (X) is overwritten with the calculation result. 
     Next at step S 95 , the velocity correction unit  245  judges whether judgments regarding intersection stop/nonstop and acceleration/deceleration reproduction regarding intersection stop have been completed for all intersections. If the processes for all intersections have been completed, the process proceeds to step S 96 . If the processes for all intersections have not been completed, the process returns to step S 92 . 
     If the processes for all intersections have been completed, at step S 96 , the velocity correction unit  245  determines V profile-nonstop (X) overwritten with the result of acceleration/deceleration reproduction based on intersection stop/nonstop as the velocity profile V profile (X) in consideration of intersection stop. 
       FIG. 13  is a flowchart of a traveling fuel efficiency estimation process S 130  by the traveling fuel efficiency estimation unit  26  of the fuel efficiency estimation device  200  according to the present embodiment. 
     At step S 101 , the velocity correction determination unit  261  determines a velocity disturbance correction coefficient e v (X) in traveling the traveling route X. The velocity disturbance correction coefficient is determined by a velocity e traffic  determined by the road congestion information b and the event information c for each link. When the road congestion information is b k  and the event information is c k  for the link L k  (1≤k≤n) at the time of traveling the traveling route X, the velocity disturbance correction coefficient e v (X) is as in an expression (9). 
     
       
         
           
             
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     Next at step S 102 , the fuel efficiency correction determination unit  262  determines a fuel efficiency disturbance correction coefficient e f (X) in traveling the traveling route X. The fuel efficiency disturbance correction coefficient is determined by a fuel efficiency disturbance correction coefficient e weather  determined by the weather information d and the warning alert information g at the calculation date and time for each link. When the weather information is d k  and the warning alert information is g k  for the link L k  (1≤k≤n) at the time of traveling the traveling route X, the fuel efficiency disturbance correction coefficient e f (X) is as in an expression (10). 
     
       
         
           
             
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     Lastly at step S 103 , the fuel efficiency calculation unit  263  estimates a traveling fuel efficiency F fuel  of the motor vehicle in traveling the traveling route X based on the velocity profile V profile (X) in consideration of intersection stop, the velocity disturbance correction coefficient e v (X), and the fuel efficiency disturbance correction coefficient e f (X). Here, when a relational expression of the traveling fuel efficiency F fuel  of the motor vehicle and the traveling velocity (velocity profile V profile ) is represented by f fuel (V), the fuel efficiency F fuel  can be found as in an expression (11). 
     
       
         
           
             
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     The fuel efficiency calculation unit  263  outputs the calculated fuel efficiency F fuel  as the fuel efficiency estimation result  461  to the information transmission unit  22 . The information transmission unit  22  transmits the fuel efficiency estimation result  461  to the motor vehicle device  100  mounted on the motor vehicle  1 . 
     By performing the above processes, regarding estimation of motor-vehicle traveling fuel efficiency, motor-vehicle traveling fuel efficiency estimation with high accuracy can be achieved also in consideration of disturbance influences such as road congestion and weather. 
     ***Other Structures*** 
     Also in the present embodiment, each function of the motor vehicle device  100  and the fuel efficiency estimation device  200  is implemented by software. As a modification example, each function of the motor vehicle device  100  and the fuel efficiency estimation device  200  may be implemented by hardware. 
       FIG. 14  illustrates a structure of the motor vehicle device  100  according to a modification example of the present embodiment. Also,  FIG. 15  illustrates a structure of the fuel efficiency estimation device  200  according to a modification example of the present embodiment. 
     As illustrated in  FIG. 14  and  FIG. 15 , each of the motor vehicle device  100  and the fuel efficiency estimation device  200  includes hardware such as processing circuit  809 ,  909 , the input interface  830 , the output interface  840 , and the communication device  850 ,  950 . 
     The processing circuit  809 ,  909  is a dedicated electronic circuit for achieving the functions of the “units” and the storage unit described above. The processing circuit  809 ,  909  is specifically a single circuit, composite circuit, programmed processor, parallel programmed processor, logic IC, GA (Gate Array), ASIC (Application Specific Integrated Circuit), or FPGA (Field-Programmable Gate Array). 
     Each of the motor vehicle device  100  and the fuel efficiency estimation device  200  may include a plurality of processing circuits replacing the processing circuit  809 ,  909 . The plurality of these processing circuits achieve the functions of the “units” as a whole. Each of these processing circuits is a dedicated electronic circuit, like the processing circuit  809 ,  909 . 
     As another modification example, each function of the motor vehicle device  100  and the fuel efficiency estimation device  200  may be implemented by a combination of software and hardware. That is, part of the functions of each of the motor vehicle device  100  and the fuel efficiency estimation device  200  may be implemented by dedicated hardware, and the remaining functions may be implemented by software. 
     The processor  810 ,  910 , the storage device  820 ,  920 , and the processing circuit  809 ,  909  are collectively referred to as “processing circuitry”. That is, if the structure of each of the motor vehicle device  100  and the fuel efficiency estimation device  200  is any of those illustrated in  FIGS. 2, 3, 14, and 15 , the functions of the “units” and the storage unit are achieved by the processing circuitry. 
     The “units” may be read as “steps”, “procedures”, or “processes”. Also, the functions of the “units” may be achieved by firmware. 
     Description of Effects of Present Embodiment 
     As described above, the fuel efficiency estimation system  500  according to the present embodiment includes the disturbance information generation unit which calculates a disturbance influence derived from road congestion, event, weather, and warning and alert for each road link as a correction coefficient. Also, the fuel efficiency estimation system  500  includes the traveling fuel efficiency estimation unit which calculates a velocity profile indicating a situation of a change in velocity at the time of traveling in consideration of intersection stop for a specific traveling route and then estimates traveling fuel efficiency corrected in consideration of the disturbance influence. 
     Also, as for calculation of disturbance correction coefficients, the fuel efficiency estimation system  500  according to the present embodiment takes s statistical value of s traveling velocity attenuation factor calculated based on the traveling history information, the congestion information, and the event information as road congestion and event disturbance, and uses them for disturbance correction of a velocity profile for use in calculation of traveling fuel efficiency. This allows an improvement in fuel efficiency estimation accuracy. 
     Furthermore, the fuel efficiency estimation system  500  according to the present embodiment takes s statistical value of traveling fuel efficiency deterioration ratio calculated based on the traveling history information, the weather information, and the warning alert information as weather disturbance, and uses this for disturbance correction of a relational expression between the traveling velocity and traveling fuel efficiency, thereby allowing an improvement in fuel efficiency estimation accuracy. 
     Still further, the fuel efficiency estimation system  500  according to the present embodiment divides the traveling history information by type of each piece of disturbance information for statistical process, thereby allowing an improvement in fuel efficiency estimation accuracy appropriately in consideration of the disturbance influence in accordance with the condition at the time of traveling of the motor vehicle. 
     Still further, the fuel efficiency estimation system  500  according to the present embodiment divides processes for velocity profile generation and fuel efficiency estimation and performs disturbance correction only in fuel efficiency estimation, thereby allowing an improvement in fuel efficiency estimation accuracy without influencing velocity profile generation process. 
     As described above, the fuel efficiency estimation system  500  according to the present embodiment can represent a disturbance influence on the traveling route by a ratio such as a traveling velocity attenuation factor or a fuel efficiency deterioration ratio. Thus, differences in the degree of disturbance influence due to the vehicle type and a detailed geographic influence can be absorbed, and information collected from all motor vehicles traveling the traveling route can be similarly handled for statistical process. 
     By performing the above processes, regarding estimation of motor-vehicle traveling fuel efficiency, the estimation of motor-vehicle traveling fuel efficiency with high accuracy can be achieved also in consideration of disturbance influences such as road congestion and weather. Also, the fuel efficiency estimation system  500  reflects the geographic features of the road onto statistical information to reduce the process load regarding fuel efficiency calculation. Furthermore, by correcting fuel efficiency calculation by statistical information based on previous traveling history, the estimation of the motor-vehicle traveling fuel efficiency is achieved with high accuracy. 
     Embodiment 2 
     In the present embodiment, differences from Embodiment 1 are mainly described. 
     In the present embodiment, a structure similar to the structure described in Embodiment 1 is provided with a same reference character, and its description is omitted. 
     ***Description of Structure*** 
     The fuel efficiency estimation system  500  according to Embodiment 1 includes the motor vehicle device  100  mounted on the motor vehicle  1  and the fuel efficiency estimation device  200  implemented by a central server in the cloud or the like. The motor vehicle device  100  collects the traveling history information  111 , and requests the fuel efficiency estimation device  200  to calculate traveling fuel efficiency in a traveling route of the motor vehicle  1 . The fuel efficiency estimation device  200  calculates a disturbance correction coefficient, generates a velocity profile for the traveling route, and calculates traveling fuel efficiency of the motor vehicle  1  on the traveling route in consideration of the disturbance correction coefficient. 
     In the present embodiment, a fuel efficiency estimation system  500   a  is described which generates a velocity profile of the traveling route for each motor vehicle and estimates traveling fuel efficiency of the motor vehicle  1   a  in the traveling route in consideration of the velocity disturbance correction coefficient and the fuel efficiency disturbance correction coefficient. 
       FIG. 16  illustrates a functional structure of the fuel efficiency estimation system  500   a  according to the present embodiment. Also,  FIG. 17  illustrates a hardware structure of the fuel efficiency estimation system  500   a  according to the present embodiment. 
     In the present embodiment, the functional structure diagram and the hardware structure diagram of the fuel efficiency estimation system  500   a  are described as separate diagrams. However, a structure similar to the structure described in Embodiment 1 is provided with a same reference character and its description may be omitted. 
     The fuel efficiency estimation system  500   a  according to the present embodiment is configured only of a motor vehicle device  100   a  mounted on a motor vehicle  1   a.    
     The motor vehicle device  100   a  of the motor vehicle  1   a  includes, as functional structures, the traveling history collection unit  11 , the position information collection unit  12 , the information display unit  13 , the information transmission unit  14 , the information reception unit  15 , the disturbance information generation unit  23 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26 . 
     The functional structure of each of the traveling history collection unit  11 , the position information collection unit  12 , the information display unit  13 , the information transmission unit  14 , and the information reception unit  15  is similar to the functional structure of the motor vehicle device  100  of Embodiment 1. 
     Also, the functional structure of each of the disturbance information generation unit  23 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26  is similar to the functional structure of the fuel efficiency estimation device  200  described in Embodiment 1. 
     ***Description of Functional Structure*** 
     Next, in the respective functional structures of the motor vehicle device  100   a  of the motor vehicle  1   a , differences from Embodiment 1 are described. 
     The traveling history collection unit  11  outputs the traveling history information  111  collected by using the sensor  860  directly to the traveling history accumulation unit  231 , the velocity disturbance calculation unit  232 , and the fuel efficiency disturbance calculation unit  233 . The traveling history accumulation unit  231 , the velocity disturbance calculation unit  232 , and the fuel efficiency disturbance calculation unit  233  each directly acquire the traveling history information  111  from the traveling history collection unit  11 . 
     The position information collection unit  12  outputs the position information  121  inputted via the input interface  830  directly to the traveling route calculation unit  241  of the velocity profile calculation unit  24 . The traveling route calculation unit  241  directly acquires the position information  121  from the position information collection unit  12 . 
     As described above, the motor vehicle  1   a  has the functional structure of the motor vehicle device  100  and the functional structure of the fuel efficiency estimation device  200  described in Embodiment 1. The traveling history collection unit  11 , the position information collection unit  12 , the information display unit  13 , the information transmission unit  14 , and the information reception unit  15  correspond to the functions of the motor vehicle device  100 . Also, the disturbance information generation unit  23 , the velocity profile calculation unit  24 , the traveling fuel efficiency estimation unit  26 , and the storage unit  25  correspond to the functional structure of the fuel efficiency estimation device  200 . 
     Note that the functions of the information reception unit  21  and the information transmission unit  22  of the fuel efficiency estimation device  200  described in Embodiment 1 are assumed to be included in the functions of the information transmission unit  14  and the information reception unit  15  of the motor vehicle device  100   a  described above. Also, the function of the storage unit  16  of the motor vehicle device  100  described in Embodiment 1 is assumed to be included in the function of the storage unit  25  of the motor vehicle device  100   a  described above. 
     Next, as for the hardware structure of the motor vehicle device  100   a  of the motor vehicle  1   a  configuring the fuel efficiency estimation system  500   a , differences from Embodiment 1 are described. 
     The processor  810  performs processes of the motor vehicle device  100   a , such as an instruction for displaying various types of information to be displayed on the display, a process of collecting the traveling history information  111  and the position information  121 , a process of accumulating the traveling history information  111 , a process of calculating a velocity disturbance correction coefficient and a fuel efficiency disturbance correction coefficient, a process of calculating a velocity profile, and a process of estimating traveling fuel efficiency. 
     Also, the storage device  820  achieves the functions of the storage unit  16  and the storage unit  25  described in Embodiment 1. 
     Furthermore, the communication device  850  achieves the functions of the information transmission unit  14  and the information reception unit  15  and the functions of the information transmission unit  22  and the information reception unit  21  described in Embodiment 1. 
     Next, operation is described. 
     Embodiment 2 is different from Embodiment 1 in that the disturbance information generation unit  23 , velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26  are mounted on the motor vehicle  1   a . However, as for the operation of each unit, the disturbance information generation unit  23 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26  in Embodiment 1 and the disturbance information generation unit  23 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26  in Embodiment 2 perform similar operations. Detailed inner operations are also similar, and therefore description of operation is omitted. 
     ***Other Structures** 
     In the present embodiment, the motor vehicle device  100   a  having the functions of the motor vehicle device  100  and the functions of the fuel efficiency estimation device  200  described in Embodiment 1 is mounted on the motor vehicle  1   a . Here, while description has been made to the case in which the motor vehicle device  100   a  is a single computer in  FIG. 16 , the structure is not limited to the structure of  FIG. 16 . For example, the functions corresponding to the motor vehicle device  100  and the functions corresponding to the fuel efficiency estimation device  200  may be mounted on separate vehicle-mounted devices. Also, units included in the functions corresponding to the motor vehicle device  100  and the functions corresponding to the fuel efficiency estimation device  200  may be combined in any manner and be mounted on a plurality of vehicle-mounted devices. 
     Description of Effects According to Present Embodiment 
     As described above, according to the fuel efficiency estimation system  500   a  of the present embodiment, the traveling history information is accumulated for each motor vehicle, a disturbance correction coefficient is calculated for each motor vehicle, a velocity profile is calculated for each motor vehicle, and traveling fuel efficiency is estimated for each motor vehicle. Therefore, it is possible to estimate traveling fuel efficiency with high accuracy for each motor vehicle. 
     Embodiment 3 
     In the present embodiment, differences from Embodiments 1 and 2 are mainly described. 
     In the present embodiment, a structure similar to the structure described in Embodiments 1 and 2 is provided with a same reference character and its description is omitted. 
     ***Description of Structure*** 
     In the fuel efficiency estimation system  500  according to Embodiment 1, the process of collecting and transmitting the traveling history information and the process of collecting and transmitting the position information are performed at the motor vehicle device  100 . Also, the traveling history accumulation process, the disturbance information generation process, the velocity profile calculation process, and the traveling fuel efficiency estimation process are performed at the fuel efficiency estimation device  200  as a central server. Furthermore, in the fuel efficiency estimation system  500   a  according to Embodiment 2, the process of the motor vehicle device  100  and the process of the fuel efficiency estimation device  200  in Embodiment 1 are all converged into the motor vehicle device  100   a  of the motor vehicle  1   a.    
     In the present embodiment, for process load distribution, a structure is taken in which separate servers are prepared for the traveling history accumulation process, the disturbance information generation process, and the fuel efficiency calculation process including the velocity profile calculation process and the traveling fuel efficiency estimation process, respectively, among the processes of the fuel efficiency estimation device  200  for performing the processes. This allows a reduction in the amount of processing at each server, thereby making it possible to increase the processing speed. Note that the processes to be performed on a motor vehicle side are identical to those of Embodiment 1. 
       FIG. 18  illustrates a system structure of a fuel efficiency estimation system  500   b  according to the present embodiment.  FIG. 18  illustrates a hardware structure of each device configuring the fuel efficiency estimation system  500   b.    
     As illustrated in  FIG. 18 , the fuel efficiency estimation system  500   b  includes a motor vehicle  1   b , a traveling history accumulation server  210 , a disturbance information generation server  220 , and a fuel efficiency calculation server  230 . The motor vehicle  1   b , the traveling history accumulation server  210 , the disturbance information generation server  220 , and the fuel efficiency calculation server  230  communicate via the network  300 . 
     The traveling history accumulation server  210 , the disturbance information generation server  220 , and the fuel efficiency calculation server  230  each may be a substantial data server or may be configured in the cloud. 
     The hardware structure of the motor vehicle device  100   b  of the motor vehicle  1   b  is similar to that described in Embodiment 1. 
     Each of the traveling history accumulation server  210 , the disturbance information generation server  220 , and the fuel efficiency calculation server  230  is a computer. 
     The traveling history accumulation server  210 , the disturbance information generation server  220 , and the fuel efficiency calculation server  230  each include the processor  910 , the storage device  920 , and the communication device  950 . Basic functions of the processor  910 , the storage device  920 , and the communication device  950  in each server are similar to those described in Embodiment 1. As illustrated in  FIG. 18 , the hardware pieces in each server are described as being distinguished with a subscript a, b, or c added to the reference numeral of each hardware piece. 
     The traveling history accumulation server  210  is described. A storage device  920   a  includes a main storage device which temporarily stores the process result regarding the traveling history accumulation process and an external storage device which stores the traveling history information. A processor  910   a  performs arithmetic operation process regarding the traveling history accumulation process. A communication device  950   a  transmits and receives the traveling history information  111  and the cartographic information  450 . 
     The disturbance information generation server  220  is described. A storage device  920   b  includes a main storage device which temporarily stores the process result regarding calculation of the velocity disturbance correction coefficient  321  and the fuel efficiency disturbance correction coefficient  331  and an external storage device which stores the velocity disturbance correction coefficient  321  and the fuel efficiency disturbance correction coefficient  331  for each link. A processor  910   b  performs arithmetic operation process regarding calculation of the velocity disturbance correction coefficient  321  and the fuel efficiency disturbance correction coefficient  331 . A communication device  950   b  transmits and receives information such as the traveling history information  111 , the infrastructure information  470 , the velocity disturbance correction coefficient  321 , and the fuel efficiency disturbance correction coefficient  331 . 
     The fuel efficiency calculation server  230  is described. A storage device  920   c  includes a main storage device which temporarily stores values and results of the respective arithmetic operation processes regarding fuel efficiency estimation. The storage device  920   c  may include an external storage device. A processor  910   c  performs the respective arithmetic operation processes regarding fuel efficiency estimation. A communication device  950   c  transmits and receives information such as the traveling route  411 , the position information  121 , the link traveling velocity, the infrastructure information  470 , the velocity disturbance correction coefficient  321 , the fuel efficiency disturbance correction coefficient  331 , and the fuel efficiency estimation result  461 . 
     Also,  FIG. 19  illustrates a functional structure of the motor vehicle device  100   b  according to the present embodiment.  FIG. 20  illustrates a functional structure of the traveling history accumulation server  210  according to the present embodiment.  FIG. 21  illustrates a functional structure of the disturbance information generation server  220  according to the present embodiment.  FIG. 22  illustrates a functional structure of the fuel efficiency calculation server  230  according to the present embodiment. 
     In the present embodiment, the functional structure diagram and the hardware structure diagram of each device of the fuel efficiency estimation system  500   b  are described as separate diagrams. However, a structure similar to the structure described in Embodiment 1 is provided with a same reference character and its description may be omitted. 
     The motor vehicle  1   b  includes the motor vehicle device  100   b  mounted on the motor vehicle  1   b  as a vehicle-mounted device. The motor vehicle device  100   b  is mounted on the motor vehicle  1   b  traveling the traveling route  411 , and includes an information transmission unit  197  which transmits the position information  121  and the traveling history information  111  indicating traveling history of the motor vehicle  1   b . The motor vehicle device  100   b  includes, in addition to the traveling history collection unit  11 , the position information collection unit  12 , and the information display unit  13  described in Embodiment 1, a traveling history transmission unit  19 , a position information transmission unit  17 , and a route and fuel efficiency information reception unit  18 . That is, the functions of the “units” of the motor vehicle device  100   b  are the functions of the traveling history collection unit  11 , the position information collection unit  12 , the information display unit  13 , the traveling history transmission unit  19 , the position information transmission unit  17 , and the route and fuel efficiency information reception unit  18 . The information transmission unit  197  includes the traveling history transmission unit  19  and the position information transmission unit  17 . 
     The traveling history transmission unit  19  transmits the traveling history information  111  to the traveling history accumulation server  210  via the communication device  850 . The position information transmission unit  17  transmits the position information  121  including the origin and the destination to the fuel efficiency calculation server  230  via the communication device  850 . The traveling history transmission unit  19  and the position information transmission unit  17  are an example of an information transmission unit which transmits the position information  121  and the traveling history information  111  indicating traveling history of the motor vehicle  1   b . The route and fuel efficiency information reception unit  18  receives, via the communication device  850 , the traveling route  411  and the fuel efficiency estimation result  461  calculated by the fuel efficiency calculation server  230 . 
     The traveling history accumulation server  210  includes, in addition to the traveling history accumulation unit  231  and the traveling history DB  251  described in Embodiment 1, a traveling history reception unit  31 , a traveling history extraction unit  32 , and a traveling history transmission unit  33 . The traveling history reception unit  31  receives the traveling history information  111  transmitted from the motor vehicle  1   b . The traveling history extraction unit  32  extracts necessary traveling history information  111  from the traveling history DB  251 . The traveling history transmission unit  33  transmits the extracted traveling history information  111  to the disturbance information generation server  220 . The functions of the other structure units are similar to those described in Embodiment 1. 
     The disturbance information generation server  220  includes, in addition to the velocity disturbance calculation unit  232 , the fuel efficiency disturbance calculation unit  233 , and the correction coefficient DB  252  described in Embodiment 1, a traveling history reception unit  41 , an acquisition request reception unit  42 , a correction coefficient extraction unit  43 , and a correction coefficient transmission unit  44 . The traveling history reception unit  41  receives the traveling history information  111  from the traveling history accumulation server  210 . The acquisition request reception unit  42  accepts an acquisition request for a disturbance correction coefficient from the fuel efficiency calculation server  230 . The correction coefficient extraction unit  43  extracts the disturbance correction coefficients requested for acquisition from the correction coefficient DB  252 . The correction coefficient transmission unit  44  transmits the extracted disturbance correction coefficients to the fuel efficiency calculation server  230 . The functions of the other structure units are similar to those described in Embodiment 1. Note that the velocity disturbance calculation unit  232  and the fuel efficiency disturbance calculation unit  233  are a calculation unit  239  which calculates a velocity disturbance correction coefficient and a fuel efficiency disturbance correction coefficient based on the traveling history information  111  and disturbance information. The infrastructure information  470  to be used by the velocity disturbance calculation unit  232  and the fuel efficiency disturbance calculation unit  233  may be acquired online or may be acquired offline from information stored in advance in the disturbance information generation server  220 . 
     The fuel efficiency calculation server  230  has a velocity profile calculation unit  24   b  and a traveling fuel efficiency estimation unit  26   b  corresponding to the velocity profile calculation unit  24  and the traveling fuel efficiency estimation unit  26  described in Embodiment 1. 
     The velocity profile calculation unit  24   b  includes the traveling route calculation unit  241 , the traveling velocity extraction unit  242 , the stop judgment unit  243 , the velocity profile generation unit  244 , the velocity correction unit  245 , the traveling velocity DB  253 , the connection DB  254 , and the stop probability DB  255  described in Embodiment 1. Also, the velocity profile calculation unit  24   b  includes, in addition to the above structure units, a position information reception unit  61  which receives the position information  121  from the motor vehicle device  100   b  as the acquisition unit  109 . The position information reception unit  61  receives the position information  121  received from the motor vehicle  1   b , and passes it to the traveling route calculation unit  241 . The functions of the other structure units are similar to those described in Embodiment 1. 
     The traveling fuel efficiency estimation unit  26   b  includes the information transmission unit  22 , the velocity correction determination unit  261 , the fuel efficiency correction determination unit  262 , and the fuel efficiency calculation unit  263  described in Embodiment 1. Also, the traveling fuel efficiency estimation unit  26   b  includes, in addition to the above structure units, an acquisition request unit  62 , a correction coefficient reception unit  63 , and an infrastructure reception unit  64 . The acquisition request unit  62  transmits, to the disturbance information generation server  220 , acquisition requests for disturbance correction coefficients required for traveling fuel efficiency estimation. The correction coefficient reception unit  63  receives a velocity disturbance correction coefficient and a fuel efficiency disturbance correction coefficient from the disturbance information generation server  220 . In estimating traveling fuel efficiency for the velocity profile calculated at the velocity profile calculation unit  24   b , the infrastructure reception unit  64  receives, as infrastructure information at an estimation date and time, cartographic information, road congestion information, event information, weather information, and warning alert information. The functions of the other structure units are similar to those described in Embodiment 1. 
     ***Description of Operation*** 
     Next, operation is described. 
     The present embodiment is different from Embodiment 1 and Embodiment 2 in that the traveling history accumulation process, the disturbance information generation process, and the fuel efficiency calculation process including the velocity profile calculation process and the traveling fuel efficiency estimation process are each processed at independent servers. Therefore, in the present embodiment, the process at each server may be independently performed without each requiring a synchronization process. 
       FIG. 23  is a flowchart of the traveling history accumulation server  210  according to the present embodiment. 
     First, the traveling history reception unit  31  acquires the traveling history information  111  (step S 111 ). Here, it is assumed that the traveling history information  111  has at least a traveling position, traveling velocity, traveling direction, and traveling date and time information and the traveling history information  111  can be information-divided by link and by date and time. Also, the traveling history information  111  may have a traveling link, acceleration, gradient, weather at the time of traveling, road congestion situation at the time of traveling, and so forth. Furthermore, the traveling history information  111  may include therein road congestion information, event information, weather information, and warning alert information at the same time as the time of the traveling history information  111 . Alternatively, simultaneously with reception of the traveling history information  111 , the traveling history reception unit  31  may acquire the road congestion information, the event information, the weather information, and the warning alert information at the same time as the time of the traveling history information  111  from the infrastructure information  470 . 
     Next, the traveling history accumulation unit  231  classifies the traveling history information  111  by link (step S 112 ), by congestion information (step S 113 ), by event information (step S 114 ), by weather information (step S 115 ), and by warning alert information (step S 116 ). The traveling history accumulation unit  231  stores the classified traveling history information  111  in the traveling history DB  251  (step S 117 ). The processes from step S 112  to step S 117  are similar to the processes from step S 22  to step S 27  of  FIG. 5 , and therefore detailed description is omitted. 
     Next, the traveling history extraction unit  32  extracts the traveling history information  111  for passing to the disturbance information generation server  220  from the traveling history DB  251  (step S 118 ). Here, as for extraction of the traveling history information  111 , the traveling history information  111  may be extracted at predetermined intervals, such as once a day, or a scheme may be taken in which extraction is made only upon request from the fuel efficiency calculation server  230 . 
     Lastly, the traveling history transmission unit  33  transmits the extracted traveling history information  111  to the disturbance information generation server  220  (step S 119 ). 
       FIG. 24  is a flowchart of a correction coefficient calculation process of the disturbance information generation server  220  according to the present embodiment. Here, description is made to the case in which the disturbance correction coefficient for the link L is calculated. 
     First, the traveling history reception unit  41  receives the traveling history information  111  related to the link L (step S 121 ). Next, the velocity disturbance calculation unit  232  calculates a velocity disturbance correction coefficient e traffic  for the link L (step S 122 ). Lastly, the fuel efficiency disturbance calculation unit  233  calculates a fuel efficiency disturbance correction coefficient e weather  for the link L. 
     Here, details of the process at step S 122  are similar to the processes at step S 31  to step S 34  of  FIG. 6 . Also, details of the process at step S 123  are similar to the processes at step S 41  to step S 44  of  FIG. 7 . Thus, detailed description of the processes at step S 122  and step S 123  is omitted. 
       FIG. 25  is a flowchart of a correction coefficient extraction process of the disturbance information generation server  220  according to the present embodiment. The correction coefficient extraction process of the disturbance information generation server  220  is a process of extracting a disturbance correction coefficient when a request for acquiring the disturbance correction coefficient is received from the fuel efficiency calculation server  230 . 
     First, the acquisition request reception unit  42  receives an acquisition request for disturbance correction coefficients from the fuel efficiency calculation server  230  (step S 131 ). Here, acquisition requests for disturbance correction coefficients for a plurality of links can be collectively received and processed. In the following, description is made to the case in which an acquisition request for disturbance correction coefficients is made for the link L at the extraction date and time when the road congestion information is b 0 , the event information is c 0 , the weather information is d 0 , and the warning alert information is g 0 . 
     Next, the correction coefficient extraction unit  43  extracts, from the correction coefficient DB  252 , a velocity disturbance correction coefficient e traffic (L, b 0 , c 0 ) for the link L when the road congestion information is b 0  and the event information is c 0  and a fuel efficiency disturbance correction coefficient e weather (L, d 0 , g 0 ) for the link L when the weather information is d 0  and the warning alert information is g 0  (step S 132 ). 
     Lastly, the correction coefficient transmission unit  44  transmits the extracted velocity disturbance correction coefficient e traffic (L, b 0 , c 0 ) and fuel efficiency disturbance correction coefficient e weather (L, d 0 , g 0 ) to the fuel efficiency calculation server  230  (step S 133 ). 
       FIG. 26  is a flowchart of the velocity profile calculation process S 120  of the fuel efficiency calculation server  230  according to the present embodiment. In the following, description is made to the case in which a date and time for estimation of motor-vehicle traveling fuel efficiency is a date and time (time t 0 , day of the week w 0 , season s 0 ) when the position information reception unit  61  receives the position information  121 . 
     First, the position information reception unit  61  receives the position information  121  from the motor vehicle device  100   b  (step S 141 ). Next, the traveling route calculation unit  241  calculates the traveling route X of the motor vehicle based on the position information  121  received from the motor vehicle device  100   b  (step S 142 ). Next, the traveling velocity extraction unit  242  extracts the link traveling velocity V(L k , t k , w k , s k ) (1≤k≤n+1) for all passage links on the traveling route X (step S 143 ). Next, the stop judgment unit  243  judges intersection stop/nonstop S(i 1 ) to S(i m ) for all intersections i 1  to i m  on the traveling route X (step S 144 ). Next, by using the link traveling velocity V(L k , t k , w k , s k ) (1≤k≤n+1) extracted by the traveling velocity extraction unit  242 , the velocity profile generation unit  244  generates an intersection-nonstop velocity profile V profile-nonstop (X) in traveling the traveling route X (step S 145 ). Lastly, the velocity correction unit  245  reproduces, on the intersection-nonstop velocity profile V profile-nonstop (X) generated by the velocity profile generation unit  244 , an acceleration/deceleration occurring due to the intersection stop by the intersection stop/nonstop S(i 1 ) to S(i m ) judged by the stop judgment unit  243 , and calculates the velocity profile V profile (X) in consideration of intersection stop (step S 146 ). 
     Here, the processes from step S 142  to step S 146  are similar to the processes from step S 52  to step S 56  of  FIG. 8 , and therefore detailed description is omitted. 
       FIG. 27  is a flowchart of a traveling fuel efficiency estimation process of the fuel efficiency calculation server  230  according to the present embodiment. 
     First, the infrastructure reception unit  64  receives road congestion information, event information, weather information, and warning alert information as infrastructure information at the estimation date and time (step S 151 ). Next, the acquisition request unit  62  transmits, to the disturbance information generation server  220 , an acquisition request for disturbance correction coefficients for all passage links in traveling the traveling route X calculated by the velocity profile calculation unit  24   b  (step S 152 ). Next, the correction coefficient reception unit  63  receives the disturbance correction coefficients requested for acquisition (step S 153 ). 
     In the processes at step S 152  and step S 153 , disturbance correction coefficients for a plurality of links can be simultaneously requested for acquisition and also can be simultaneously received. 
     Next, the velocity correction determination unit  261  determines the velocity disturbance correction coefficient e v (X) in traveling the traveling route X (step S 154 ). Next, the fuel efficiency correction determination unit  262  determines the fuel efficiency disturbance correction coefficient e f (X) in traveling the traveling route X (step S 155 ). Lastly, the fuel efficiency calculation unit  263  estimates a motor-vehicle traveling fuel efficiency F fuel  in traveling the traveling route X based on the velocity profile V profile (X) in consideration of intersection stop and the velocity disturbance correction coefficient e v (X) and the fuel efficiency disturbance correction coefficient e f (x) (step S 156 ). Here, the processes from step S 154  to step S 156  are similar to the processes from step S 101  to step S 103  of  FIG. 13 , and therefore detailed description is omitted. 
     Description of Effects According to Present Embodiment 
     As described above, according to the fuel efficiency estimation system  500   b  of the present embodiment, the servers are distributed to allow the loads of the respective processes to be distributed. This can provide support without consideration of influences of load on another process when, for example, a large amount of traveling history information will be gathered in the future or it is desired to increase the frequency of calculation and updating of the intersection stop probability to enhance reproduction accuracy. 
     Embodiment 4 
     In the present embodiment, differences from Embodiments 1 to 3 are mainly described. 
     In the present embodiment, a structure similar to the structure described in Embodiments 1 to 3 is provided with a same reference character and its description is omitted. 
     ***Description of Structure*** 
     In Embodiments 1 to 3, the structure is such that processing is performed only at the motor vehicle and the central server. However, as for generation of disturbance information, calculation can be made intrinsically for each link, and processing by edge computing can be performed. 
       FIG. 28  illustrates a system structure of a fuel efficiency estimation system  500   c  according to the present embodiment.  FIG. 28  illustrates a hardware structure of each device configuring the fuel efficiency estimation system  500   c.    
     In  FIG. 28 , the fuel efficiency estimation system  500   c  is configured of a motor vehicle device  100   c  mounted on a motor vehicle  1   c , an information generation calculator  250 , and an information accumulation server  260 . Here, it is configured that one information generation calculator  250  is installed to each link on the roads nationwide. The information generation calculator  250  is also referred to as a disturbance information generation calculator  250 . 
     The motor vehicle device  100   c , the information generation calculator  250 , and the information accumulation server  260  communicate with each other via the network  300 . 
       FIG. 29  illustrates a functional structure of the motor vehicle device  100   c  according to the present embodiment.  FIG. 30  illustrates a functional structure of the information generation calculator  250  according to the present embodiment.  FIG. 31  illustrates a functional structure of the information accumulation server  260  according to the present embodiment. 
     The motor vehicle device  100   c  includes the traveling history collection unit  11 , the position information collection unit  12 , and the information display unit  13 . The motor vehicle device  100   c  also includes the traveling history transmission unit  19  which transmits the traveling history information  111  to the information accumulation server  260 , the velocity profile calculation unit  24 , and the traveling fuel efficiency estimation unit  26   b.    
     The velocity profile calculation unit  24  performs calculation of the traveling route  411  and calculation of a velocity profile in traveling the traveling route  411  based on the position information  121  and the cartographic information  450 . The functional structure of the velocity profile calculation unit  24  is similar to that of the velocity profile calculation unit  24  described in Embodiment 2. 
     The traveling fuel efficiency estimation unit  26   b  calculates, as the fuel efficiency estimation result  461 , estimated fuel efficiency in traveling the traveling route  411 , based on the velocity profile calculated by the velocity profile calculation unit  24  and the disturbance correction coefficients acquired from the information accumulation server  260 . The functional structure of the traveling fuel efficiency estimation unit  26   b  is similar to that of the traveling fuel efficiency estimation unit  26   b  described in Embodiment 3. However, in the present embodiment, the traveling fuel efficiency estimation unit  26   b  does not have the information transmission unit  22 , and the fuel efficiency calculation unit  263  outputs the fuel efficiency estimation result  461  directly to the information display unit  13 . Also in the present embodiment, the correction coefficient reception unit  63  receives a velocity disturbance correction coefficient and a fuel efficiency disturbance correction coefficient from the information accumulation server  260 . 
     The information generation calculator  250  is provided for each link as a road section that is present on the traveling route. The information generation calculator  250  includes the calculation unit  239  which calculates a velocity disturbance correction coefficient and a fuel efficiency disturbance correction coefficient based on the traveling history information  111  and disturbance information. The information generation calculator  250  includes the velocity disturbance calculation unit  232 , the fuel efficiency disturbance calculation unit  233 , and the traveling history reception unit  41  described in Embodiments 1 to 3. The velocity disturbance calculation unit  232  and the fuel efficiency disturbance calculation unit  233  are the calculation unit  239 . 
     The information generation calculator  250  includes, in addition to the above structure units, an individual correction coefficient DB  71 , an individual correction coefficient extraction unit  72 , and an individual correction coefficient transmission unit  73 . The individual correction coefficient DB  71  accumulates the velocity disturbance correction coefficient  321  for a specific link calculated by the velocity disturbance calculation unit  232 . Also, the individual correction coefficient DB  71  accumulates the fuel efficiency disturbance correction coefficient  331  for the specific link calculated by the fuel efficiency disturbance calculation unit  233 . The specific link is a link where the information generation calculator  250  is installed. The individual correction coefficient extraction unit  72  extracts a disturbance correction coefficient for the specific link from the individual correction coefficient DB  71 . The individual correction coefficient transmission unit  73  transmits the extracted disturbance correction coefficient to the information accumulation server  260 . 
     The information accumulation server  260  includes the following structure units described in Embodiments 1 to 3. The information accumulation server  260  includes the traveling history reception unit  31  which receives the traveling history information  111  transmitted from the motor vehicle device  100   c , the traveling history accumulation unit  231  which accumulates the traveling history information  111  in the traveling history DB  251 , and the traveling history extraction unit  32  which extracts the required traveling history information  111  from the traveling history DB  251 . Also, the information accumulation server  260  includes the traveling history transmission unit  33  which transmits the extracted traveling history information  111  to the information generation calculator  250  of an individual link. Furthermore, the information accumulation server  260  includes the correction coefficient DB  252  which accumulates a disturbance correction coefficient corresponding to each link on the roads nationwide and the acquisition request reception unit  42  which accepts an acquisition request for a disturbance correction coefficient from the motor vehicle device  100   c . Still further, the information accumulation server  260  includes the correction coefficient extraction unit  43  which extracts the disturbance correction coefficient requested for acquisition from the correction coefficient DB  252  and a correction coefficient transmission unit  44  which transmits the extracted disturbance correction coefficient to the motor vehicle device  100   c.    
     The information accumulation server  260  includes, in addition to the above structure units, an individual correction coefficient reception unit  81  which receives the velocity disturbance correction coefficient and the fuel efficiency disturbance correction coefficient as disturbance correction coefficients transmitted from the information generation calculator  250  corresponding to each link on the roads nationwide. Also, the information accumulation server  260  includes an individual correction coefficient accumulation unit  82  which accumulates the velocity disturbance correction coefficient and the fuel efficiency disturbance correction coefficient as the received disturbance correction coefficients in the correction coefficient DB  252 . 
     By using  FIG. 28 , the hardware structure in the present embodiment is described. 
     In the fuel efficiency estimation system  500   c  according to the present embodiment, each of the motor vehicle device  100   c  mounted on the motor vehicle  1   c , the information generation calculator  250 , and the information accumulation server  260  is a computer. Here, one information generation calculator  250  is held for each of the links nationwide. Also, the information accumulation server  260  may be a substantial data server or may be configured in the cloud. 
     The hardware structure of the motor vehicle device  100   c  of the motor vehicle  1   c  is similar to that described in Embodiments 1 to 3. 
     The information generation calculator  250  and the information accumulation server  260  each include the processor  910 , the storage device  920 , and the communication device  950 . Basic functions of the processor  910 , the storage device  920 , and the communication device  950  in each server are similar to those described in Embodiments 1 to 3. As illustrated in  FIG. 28 , the hardware pieces in each of the information generation calculator  250  and the information accumulation server  260  are described as being distinguished with a subscript e or f added to the reference numeral of each hardware piece. 
     The information generation calculator  250  is described. A storage device  920   e  includes a main storage device which temporarily stores the process result regarding generation of disturbance correction coefficients and an external storage device which stores a disturbance correction coefficient for each link. A processor  910   e  performs arithmetic operation process regarding generation of disturbance correction coefficients. A communication device  950   e  transmits and receives the traveling history information, the infrastructure information, the disturbance correction coefficients, and so forth. 
     The information accumulation server  260  is described. A storage device  920   f  includes a main storage device which temporarily stores the process result regarding accumulation and extraction of the traveling history information and disturbance correction coefficients and an external storage device which stores the traveling history information and the disturbance correction coefficients. A processor  910   f  performs arithmetic operation process regarding accumulation and extraction of the traveling history information and the disturbance correction coefficients. A communication device  950   f  transmits and receives the traveling history information, the disturbance correction coefficients, acquisition requests, and so forth. 
     As described above, in the present embodiment, the structure is adopted in which the process of estimating the motor-vehicle traveling fuel efficiency is performed on a motor vehicle side and the disturbance correction coefficients required for estimation are acquired from the information accumulation server  260 . Also, the structure is adopted in which the process calculator is held for each link, and the process of generating disturbance correction coefficients is individually performed for each link. This allows separation of the process of generating disturbance correction coefficients required for improving estimation accuracy of motor-vehicle traveling fuel efficiency, the process of estimating the motor-vehicle traveling fuel efficiency, and the information accumulation process to reduce the process load. In particular, with the process calculator held for each link, the process per process calculator can be reduced, and the size of the process calculator itself can be decreased. 
     ***Description of Operation*** 
     Next, the operation is described. 
     In the present embodiment, the traveling fuel efficiency estimation process is performed at the motor vehicle  1   c , the disturbance correction coefficient generation process is performed at the information generation calculator  250 , and the traveling history accumulation process and the correction coefficient accumulation process are performed at the information accumulation server  260 . The operation of each device may be independently performed. 
     The traveling history accumulation process in the information accumulation server  260  is performed by the traveling history reception unit  31 , the traveling history accumulation unit  231 , the traveling history DB  251 , the traveling history extraction unit  32 , and the traveling history transmission unit  33  of the information accumulation server  260 . The present process is similar to the process of the traveling history accumulation server  210  in Embodiment 3 illustrated in  FIG. 20 , and therefore its description is omitted. 
       FIG. 32  is a flowchart of an individual disturbance calculation process of the information generation calculator  250  according to the present embodiment. 
     First, the traveling history reception unit  41  receives the traveling history information  111  for a specific link L from the information accumulation server  260  (step S 161 ). Next, the velocity disturbance calculation unit  232  calculates a velocity disturbance correction coefficient based on the received traveling history information  111 , the congestion information, and the event information, and accumulates the velocity disturbance correction coefficient in the individual correction coefficient DB  71  (step S 162 ). Next, the fuel efficiency disturbance calculation unit  233  calculates a fuel efficiency disturbance correction coefficient based on the received traveling history information  111 , the weather information, and the warning alert information, and accumulates the fuel efficiency disturbance correction coefficient in the individual correction coefficient DB  71  (step S 163 ). 
     Here, the process at step S 162  is similar to the process at step S 13  of  FIG. 4 , and the process at step S 163  is similar to the process at step S 14  of  FIG. 4 , and therefore detailed description is omitted. 
     Next, the individual correction coefficient extraction unit  72  extracts the disturbance correction coefficients for the specific link L accumulated in the individual correction coefficient DB  71  (step S 164 ). Lastly, the individual correction coefficient transmission unit  73  transmits the extracted disturbance correction coefficients for the link L to the information accumulation server  260  (step S 165 ). 
     Here, the processes from step S 164  and step S 165  may be independent from the processes at step S 161  to step S 163 . 
       FIG. 33  is a flowchart of a correction coefficient accumulation process of the information accumulation server  260  according to the present embodiment. The present process may be in a form of being performed with a timing when the information accumulation server  260  receives the disturbance correction coefficient, or may be in a form of being performed as scheduled, such as once a day. 
     First, the individual correction coefficient reception unit  81  receives a disturbance correction coefficient for each link transmitted from the information generation calculator  250  corresponding to each link on the roads nationwide (step S 181 ). Next, the individual correction coefficient accumulation unit  82  accumulates the received disturbance correction coefficient for each link in the correction coefficient DB  252  (step S 182 ). Here, the information accumulation server  260  may collectively receive and process disturbance correction coefficients for a plurality of links. 
       FIG. 34  is a flowchart of a correction coefficient extraction process of the information accumulation server  260  according to the present embodiment. 
     First, the acquisition request reception unit  42  receives an acquisition request for a disturbance correction coefficient regarding a specific link from the motor vehicle device  100   c  (step S 191 ). Here, it is assumed that acquisition requests for disturbance correction coefficients for a plurality of links can be simultaneously received and processed. 
     Next, the correction coefficient extraction unit  43  extracts the disturbance correction coefficients for a specific link requested for acquisition from the correction coefficient DB  252  (step S 192 ). 
     Lastly, the correction coefficient transmission unit  44  transmits the extracted disturbance correction coefficients for the specific link to the motor vehicle device  100   c  (step S 193 ). Here, the information accumulation server  260  may collectively process and transmit disturbance correction coefficients for a plurality of links. 
     The fuel efficiency estimation process at the motor vehicle  1   c  is performed at the velocity profile calculation unit  24  and the traveling fuel efficiency estimation unit  26   b . The fuel efficiency estimation process is sequentially performed when the position information collection unit  12  receives the position information  121  including the origin and the destination from the driver. The subsequent processes of the velocity profile calculation unit  24  are similar to the processes of the velocity profile calculation unit  24  described in Embodiment 1. Also, the subsequent processes of the traveling fuel efficiency estimation unit  26   b  are similar to the processes of the traveling fuel efficiency estimation unit  26   b  described in Embodiment 3. Therefore, description of the processes of the velocity profile calculation unit  24  and the traveling fuel efficiency estimation unit  26   b  is omitted. 
     Description of Effects According to Present Embodiment 
     In the fuel efficiency estimation system  500   c  according to the present embodiment, the process calculator can be installed for each link to distribute the processes. This allows the process at each process unit to be minimized, and the process load at one calculator can be reduced. 
     While Embodiments 1 to 4 of the present invention have been described in the foregoing, among the “units” in the description of these embodiments, only one may be adopted, or any combination of several units may be adopted. That is, any functional block of the fuel efficiency estimation system that can achieve the function described in the above embodiments can be taken. The fuel efficiency estimation system may be configured by any combination of these functional blocks or by any functional blocks. 
     Also, while Embodiments 1 to 4 have been described, a plurality of embodiments among these embodiments may be combined for implementation. Also, among these embodiments, a plurality of portions may be combined for implementation. Alternatively, among these embodiments, one portion may be implemented. In addition, the details of these embodiments may be entirely or partially implemented in any combination. 
     Note that the above embodiments are intrinsically preferable examples, are not intended to limit the scope of the present invention, its applications, and its use purposes, and can be variously modified as required. The above embodiments are to help understanding the present scheme and are not to limit the invention. 
     REFERENCE SIGNS LIST 
       1 ,  1   a ,  1   b ,  1   c : motor vehicle;  100 ,  100   a ,  100   b ,  100   c : motor vehicle device;  11 : traveling history collection unit;  12 : position information collection unit;  13 : information display unit;  14 : information transmission unit;  15 : information reception unit;  16 : storage unit;  17 : position information transmission unit;  18 : route and fuel efficiency information reception unit;  19 : traveling history transmission unit;  109 : acquisition unit;  111 : traveling history information;  121 : position information;  411 : traveling route;  450 : cartographic information;  461 : fuel efficiency estimation result;  470 : infrastructure information;  472 : congestion information;  473 : event information;  474 : weather information;  475 : warning alert information;  210 : traveling history accumulation server;  31 : traveling history reception unit;  32 : traveling history extraction unit;  33 : traveling history transmission unit;  220 : disturbance information generation server;  41 : traveling history reception unit;  42 : acquisition request reception unit;  43 : correction coefficient extraction unit;  44 : correction coefficient transmission unit;  230 : fuel efficiency calculation server;  61 : position information reception unit;  62 : acquisition request unit;  63 : correction coefficient reception unit;  64 : infrastructure reception unit;  71 : individual correction coefficient DB;  72 : individual correction coefficient extraction unit;  73 : individual correction coefficient transmission unit;  81 : individual correction coefficient reception unit;  82 : individual correction coefficient accumulation unit;  250 : information generation calculator;  260 : information accumulation server;  200 : fuel efficiency estimation device;  21 : information reception unit;  22 ,  197 : information transmission unit;  23 : disturbance information generation unit;  24 ,  24   b : velocity profile calculation unit;  25 : storage unit;  26 ,  26   b : traveling fuel efficiency estimation unit;  231 : traveling history accumulation unit;  232 : velocity disturbance calculation unit;  233 : fuel efficiency disturbance calculation unit;  239 : calculation unit;  321 : velocity disturbance correction coefficient;  331 : fuel efficiency disturbance correction coefficient;  241 : traveling route calculation unit;  243 : stop judgment unit;  242 : traveling velocity extraction unit;  244 : velocity profile generation unit;  245 : velocity correction unit;  261 : velocity correction determination unit;  262 : fuel efficiency correction determination unit;  263 : fuel efficiency calculation unit;  441 ,  451 : velocity profile;  251 : traveling history DB;  252 : correction coefficient DB;  253 : traveling velocity DB;  254 : connection DB;  255 : stop probability DB;  300 : network;  500 ,  500   a ,  500   b ,  500   c : fuel efficiency estimation system;  510 : fuel efficiency estimation method;  520 : fuel efficiency estimation program;  809 ,  909 : processing circuit;  810 ,  910 ,  910   a ,  910   b ,  910   c ,  910   e ,  910   f : processor;  820 ,  920 ,  920   a ,  920   b ,  920   c ,  920   e ,  920   f : storage device;  830 : input interface;  840 : output interface;  850 ,  950 ,  950   a ,  950   b ,  950   c ,  950   e ,  950   f : communication device;  860 : sensor; S 130 : traveling fuel efficiency estimation process; S 121 : stop judgment process; S 122 : velocity profile generation process; S 123 : velocity correction process; S 301 : velocity disturbance calculation process; S 302 : fuel efficiency disturbance calculation process; S 120 : velocity profile calculation process;  2510 : traveling history storage unit;  2520 : correction coefficient storage unit;  2530 : traveling velocity storage unit;  2540 : connection storage unit;  2550 : stop probability storage unit