JP6167979B2 - Fuel consumption calculation device for vehicles - Google Patents

Description

  The present invention relates to a vehicle fuel consumption calculation device that calculates the fuel consumption of a vehicle.

The fuel consumption rate of a vehicle such as an automobile, that is, the fuel consumption, is calculated from the fuel injection amount calculated based on the valve opening time of a fuel injection valve such as an injector and the travel distance calculated based on the vehicle speed or the like. At this time, the fuel injection amount is calculated from the valve opening time of the fuel injection valve and the designed injection amount of the fuel injection valve. For this reason, there is a possibility that the calculated fuel injection amount and the actual fuel injection amount may deviate due to individual differences of components constituting the fuel injection valve, aging deterioration, or the like. If the calculated fuel injection amount deviates from the actual fuel injection amount, the fuel consumption calculated from the calculated fuel injection amount also deviates from the actual fuel consumption.
Thus, for example, Patent Document 1 describes that the fuel consumption is corrected by the user inputting a correction amount from a meter switch or the like.

JP 2006-242896 A

However, in recent years, there is a movement to legislate displaying fuel consumption and further ensuring reliability of displayed fuel consumption. Therefore, it is required to calculate the actual fuel consumption with high accuracy even when there are individual differences in the components of the fuel injection valve or deterioration over time. Further, in terms of ensuring reliability, it is desirable that the user can automatically calculate the fuel consumption instead of setting the correction amount.
The present invention has been made in view of the above circumstances, and an object of the present invention is to accurately calculate fuel consumption even when there are individual differences in the components of the fuel injection valve or deterioration over time. Another object of the present invention is to provide a vehicle fuel consumption calculation device capable of ensuring the reliability of the displayed fuel consumption.

  According to the first aspect of the present invention, the vehicle fuel consumption calculation device includes a fuel consumption calculation unit that calculates fuel consumption based on the fuel injection amount and a travel distance, and a correction coefficient calculation unit that calculates fuel consumption based on the amount of change in fuel in the fuel tank. A correction coefficient calculation unit that calculates a correction coefficient when calculating. Thus, the vehicle fuel consumption calculation device can calculate the fuel consumption not only as a design value such as the size of the hole of the fuel injection valve but also as a value closer to the actual value based on the actual fuel injection amount. Therefore, even if there are individual differences in the fuel injection valve parts or deterioration over time, the fuel consumption can be calculated accurately, and the reliability of the displayed fuel consumption can be ensured. In addition, since the correction coefficient and the fuel consumption are automatically calculated without a setting operation by the user, the possibility of arbitrary numerical change or the like can be reduced, and the reliability of the displayed fuel consumption can be further improved. it can.

The figure which shows typically the electric constitution of the fuel consumption calculation apparatus for vehicles of one Embodiment. The figure which shows the flow of the correction coefficient calculation process by the fuel consumption calculation apparatus for vehicles

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 and 2.
As shown in FIG. 1, an engine ECU 2 (Electronic Control Unit) as a vehicle fuel consumption calculation device is provided in the vehicle 1. The engine ECU 2 is an electronic control device that controls the engine (power, not shown) of the vehicle 1, and based on signals input from a sensor group 3 having various sensors, a drive unit having a drive unit such as an actuator. Group 4 is controlled. The vehicle 1 may be a so-called hybrid car having an engine and a motor as power.

  The sensor group 3 detects, for example, an acceleration sensor 3a that detects acceleration applied to the vehicle 1, a vehicle speed sensor 3b that detects the speed of the vehicle 1, a travel distance sensor 3c that detects the travel distance of the vehicle 1, and an engine speed. The sensor includes various sensors such as a rotation speed sensor 3d and an accelerator opening sensor 3e that detects the opening of an accelerator (not shown).

  Among these, the acceleration sensor 3 a is configured by a so-called three-axis acceleration sensor, and detects acceleration in a three-dimensional direction applied to the vehicle 1. For this reason, as will be described later, the attitude of the vehicle 1 is detected based on the acceleration detected by the acceleration sensor 3a. That is, the acceleration sensor 3a constitutes an attitude detection unit that detects the attitude of the vehicle 1 together with the control unit 10 described later. Further, the engine ECU 2 acquires the travel distance based on the vehicle speed detected by the vehicle speed sensor 3b or based on the travel distance detected by the travel distance sensor 3c. That is, the vehicle speed sensor 3b and the travel distance sensor 3c function as travel distance acquisition means for acquiring a travel distance together with the control unit 10 described later. The sensor group 3 shown in FIG. 1 is an example, and other sensors for controlling the vehicle 1 are also provided.

  The drive unit group 4 includes various drive units driven by the engine ECU 2, such as an injector 4a that injects fuel, an igniter 4b that ignites the fuel, and a failure warning light 4c that lights when a failure occurs. Among these, the injector 4a is designed so that the size of the injection hole is within a predetermined tolerance. Therefore, a designed fuel injection amount (hereinafter also referred to as a calculated fuel injection amount) can be obtained from the size of the injection hole and the valve opening time. In the present embodiment, the calculated fuel injection amount is obtained by the control unit 10 described later. That is, the control unit 10 functions as a fuel injection amount acquisition unit that acquires the fuel injection amount. The drive unit group 4 shown in FIG. 1 is an example, and other drive units for controlling the vehicle 1 are also provided.

  The engine ECU 2 is connected to the meter ECU 6 via an in-vehicle communication bus 5 such as a CAN (Controller Area Network). The meter ECU 6 is an ECU that controls display on the meter on the instrumental panel, and controls vehicle speed, engine speed, fuel consumption display, and the like in connection with the present embodiment. That is, the meter ECU 6 functions as fuel consumption display means for displaying fuel consumption.

  Further, the engine ECU 2 can acquire the remaining amount of fuel in the fuel tank 7 from the fuel sensor 8 provided corresponding to the fuel tank 7 via the in-vehicle communication bus 5. That is, the fuel sensor 8 functions as a remaining amount acquisition unit that acquires the remaining amount of fuel in the fuel tank 7 together with the control unit 10 described later. The engine ECU 2 can also be connected to a diagnostic device used for inspection by, for example, a dealer via the in-vehicle communication bus 5. This diagnostic device corresponds to an external device. That is, the in-vehicle communication bus 5 constitutes an interface for connecting to an external device.

  The engine ECU 2 includes a control unit 10 configured by a microcomputer having a CPU, ROM, RAM, and the like (not shown), a storage unit 11 configured by a non-volatile storage element such as a flash memory, and the like after the power is stopped. And a soak timer 12 that outputs an activation signal so that the engine ECU 2 is activated when it is detected that the set time has been reached. The storage unit 11 stores a computer program executed by the control unit 10 and stores a correction coefficient and a previous fuel remaining amount (F2) as described later in relation to the present embodiment. . The soak timer 12 is energized even when the power is stopped, and outputs a start signal when a predetermined time elapses after the power is stopped. When a start signal is output from the soak timer 12 and the engine ECU 2 is started, a self-diagnosis of a part that can be measured only when the power is stopped, such as whether there is a leak in the fuel path, is performed. In the present embodiment, the soak timer 12 functions as a timer unit.

  The control unit 10 controls the entire engine ECU 2 by executing, for example, a computer program stored in the storage unit 11. The control unit 10 includes a correction coefficient calculation unit 10a, a fuel consumption calculation unit 10b, an elapsed time determination unit 10c, a remaining amount determination unit 10d, a horizontal determination unit 10e, and a fuel supply determination unit 10f in association with the present embodiment. It has been.

  The function of each unit will be described in a correction coefficient calculation process (see FIG. 2) described later. The correction coefficient calculation unit 10a calculates the fuel consumption in the fuel consumption calculation unit 10b based on the amount of change in the fuel in the fuel tank 7. A correction coefficient for calculation is calculated. The fuel consumption calculation unit 10b calculates the fuel consumption based on the fuel injection amount and the travel distance. The elapsed time determination unit 10c determines whether or not the elapsed time after the power is stopped exceeds a predetermined reference time. The reference time is set to the time when the fuel in the fuel tank 7 is expected to be stationary after the power is stopped, that is, the time when the fuel shake in the fuel tank 7 is expected to have stopped. .

  The remaining amount determination unit 10d determines whether or not the remaining amount of fuel in the fuel tank 7 is within a predetermined reference range. This reference range is set to a range in which no error occurs in the detection of the remaining amount by the fuel sensor 8. Specifically, when the fuel is full or when the fuel is empty, an error is likely to occur in the remaining amount detection, so a range in which the remaining amount is neither too much nor too little is set. The reference range may be set as appropriate based on the structure of the fuel tank 7, the structure of the fuel sensor 8, and the like, for example, within the range of 20% to 80% when the remaining amount is full.

  Based on the acceleration detected by the acceleration sensor 3a, the level determination unit 10e determines whether the attitude of the vehicle 1 is horizontal within a predetermined allowable range. It is to be noted that whether or not the fuel is level is determined in order to accurately measure the remaining amount of fuel, and the allowable range is appropriately set based on the structure of the fuel tank 7, the structure of the fuel sensor 8, and the like. .

The refueling determination unit 10f determines whether refueling has been performed since the previous correction coefficient was calculated. For example, the refueling determination unit 10f determines that refueling has been performed when the remaining amount of fuel has increased from the previous time.
In the present embodiment, the correction coefficient calculation unit 10a, the fuel consumption calculation unit 10b, the elapsed time determination unit 10c, the remaining amount determination unit 10d, the horizontal determination unit 10e, and the fuel supply determination unit 10f are software by a computer program executed by the CPU. Has been realized.

Next, the operation of the above configuration will be described.
The engine ECU 2 executes a correction coefficient calculation process shown in FIG. Although each process in the correction coefficient calculation process is performed by the correction coefficient calculation unit 10a and the like, the engine ECU 2 will be mainly described for simplification of description.

  In the correction coefficient calculation process, the engine ECU 2 determines whether or not the elapsed time from the power stop exceeds the reference time (S1). This determination determines that the reference time has elapsed when the soak timer 12 is activated. Since the soak timer 12 is a timer for performing self-diagnosis when the power is stopped as described above, a sufficient time has passed since the power was stopped when the soak timer 12 is started. Will be. And if sufficient time has passed since the motive power stopped, it can be determined that the fuel in the fuel tank 7 has swayed and the remaining amount of fuel can be accurately measured. That is, the elapsed time determination unit 10c determines whether or not the fuel remaining amount can be accurately measured by determining whether or not the reference time has elapsed.

  If the elapsed time determination unit 10c is individually configured with another timer or the like without using the soak timer 12, if the reference time has not elapsed (S1: NO), the process is terminated and the next correction is performed. It is determined whether or not the reference time has elapsed in the execution cycle of the coefficient calculation process. In that case, when it becomes step S1: NO, it is good also as a flow which does not complete | finish a process but waits until it transfers to step S1 and reference time passes.

  If the engine ECU 2 determines that the elapsed time has exceeded the reference time (S1: YES), the engine ECU 2 determines whether the remaining amount of fuel in the fuel tank 7 is within the reference range (S2). If the engine ECU 2 determines that the remaining amount is not within the reference range (S2: NO), the process is terminated. This is because if the remaining amount is too large or too small, the remaining amount cannot be measured accurately, and an error occurs in the calculation of a correction coefficient described later. This determination is performed by the remaining amount determination unit 10d.

  On the other hand, when it is determined that the remaining amount is within the reference range (S2: YES), the engine ECU 2 determines whether the posture of the vehicle 1 is horizontal (S3). In step S3, the engine ECU 2 determines whether or not the attitude of the vehicle 1 is horizontal within a predetermined allowable range based on the acceleration in the three-axis directions detected by the acceleration sensor 3a. This is because it is generally considered that the remaining amount of fuel can be accurately measured if the posture of the vehicle 1 is horizontal, although it depends on the structure of the fuel tank 7 and the structure of the fuel sensor 8. This determination is performed by the horizontal determination unit 10e.

  If the engine ECU 2 determines that the posture of the vehicle 1 is not horizontal (S3: NO), the process ends. In contrast, when the engine ECU 2 determines that the attitude of the vehicle 1 is horizontal (S3: YES), the engine ECU 2 determines whether fuel has been supplied since the previous calculation (S4). This determination is performed by the fuel supply determination unit 10f.

  In the present embodiment, the correction coefficient is obtained based on the amount of change in fuel, that is, the amount of fuel consumed from the previous calculation to the current calculation. For this reason, when the fuel is supplied, the amount of change in the remaining amount cannot be obtained. At this time, from the viewpoint of ensuring the reliability of the displayed fuel consumption as described above, it is not desirable for the user to set the fuel supply amount. Further, there is a high possibility that the fuel is shaken immediately after refueling, and there is a possibility that the fuel amount cannot be accurately measured by the fuel sensor 8. In addition, since fuel is moved from the gas station after refueling, fuel is consumed until the vehicle 1 is in a stationary state after refueling, and an error occurs in the measurement of the remaining amount.

  Therefore, when the engine ECU 2 determines that the fuel has been supplied (S4: NO), the engine ECU 2 proceeds to step S8. At this time, the engine ECU 2 stores the remaining amount of fuel when it is determined that fuel has been supplied in step S4 as the current fuel supply amount (F1). In step S8, the engine ECU 2 updates the remaining amount as F2 ← F1, and initializes the fuel injection amount (I) to zero. Thereby, at the time of calculating the next correction coefficient, the amount of change in the remaining amount after refueling (more precisely, the remaining amount in a state where the power of the vehicle 1 is stopped after refueling) and the fuel after refueling are calculated. A correction coefficient is calculated using the cumulative value of the injection amount. Thereafter, the engine ECU 2 ends the process.

  On the other hand, if the engine ECU 2 determines that fuel is not being supplied (S4: YES), the current correction coefficient (C0) is based on the fuel injection amount (I) and the fuel change amount (F2-F1). ) Is calculated (S5). Here, the fuel injection amount (I) is a cumulative value of the calculated injection amount obtained from the design hole size of the injector 4a and the valve opening time controlled by the engine ECU 2. That is, the engine ECU 2 cumulatively stores the injection amount each time fuel is injected. F2 is the remaining amount of fuel measured last time, and F1 is the remaining amount of fuel measured this time. Based on these, the engine ECU 2 calculates the current correction coefficient (C0) by the following equation (1). This calculation is performed by the correction coefficient calculation unit 10a.

C0 = I / (F2-F1) (1)
When the current correction coefficient (C0) is calculated, the engine ECU 2 corrects the correction coefficient (C0) calculated this time and N + 1 correction coefficients (C0 to CN) of the N correction coefficients (C1 to CN) calculated in the past. Based on the above, a correction coefficient (C) for calculating fuel consumption is calculated (S6). Specifically, the engine ECU 2 calculates the correction coefficient (C) for calculating the fuel consumption according to the following equation (2).

C = (C0 + C1 +... + CN) / (N + 1) (2)
That is, the engine ECU 2 calculates the average value of the correction coefficients for N + 1 times as the correction coefficient (C) when calculating the fuel consumption. The past correction coefficient is stored in the storage unit 11. N is an arbitrary integer of 0 or more.

  After calculating the correction coefficient, in step S8, the engine ECU 2 stores a history of correction coefficients (a plurality of correction coefficients calculated in the past are stored in time series) for the next calculation as Cn → Cn + 1. Update (S7). In this case, the correction coefficients C1 to CN-1 are updated as C2 to CN, respectively, and the correction coefficient (C0) calculated this time is updated as C1. Thereafter, the engine ECU 2 updates the remaining amount of fuel as F2 ← F1, and initializes the fuel injection amount (I) to 0 (S8). Thereby, at the time of the next calculation, the current remaining amount (F1) can be used as the previous remaining amount (F2). Further, by initializing the fuel injection amount (I), the fuel injection amount (I) can be used as a cumulative value from the current calculation time at the next calculation.

  Thus, the engine ECU 2 calculates the correction coefficient based on the amount of change in fuel. Then, the engine ECU uses the calculated correction coefficient (C) when the vehicle 1 is traveling, etc., and based on the fuel injection amount (I) and the traveling distance (K), the following equation (3) The fuel consumption (P) is calculated. This calculation is performed by the fuel consumption calculation unit 10b.

P = (K / I) × C (3)
Thereby, the calculated fuel consumption (K / I) is corrected by the correction coefficient (C) calculated based on the actual fuel consumption. That is, the fuel consumption (P) is calculated not only as a design value such as the size of the hole of the injector 4a but also as a value closer to the actual fuel consumption based on the actual fuel injection amount. At this time, the calculated fuel consumption is sent to the meter ECU 6 and displayed on the instrument panel or the like.

According to this embodiment described above, the following effects can be obtained.
The engine ECU 2 as the vehicle fuel consumption calculation device calculates the fuel consumption in the fuel consumption calculation unit 10b that calculates the fuel consumption based on the fuel injection amount and the travel distance, and the correction coefficient calculation unit 10a based on the amount of change in the fuel in the fuel tank 7. And a correction coefficient calculation unit 10a that calculates a correction coefficient for calculation. Thereby, the engine ECU 2 can calculate the fuel consumption not only as a design value such as the size of the hole of the injector 4a but also as a value closer to the actual value based on the actual fuel injection amount. Therefore, the correction coefficient can be accurately calculated even when there are individual differences in the parts of the injector 4a or deterioration over time. Accordingly, the fuel consumption can be accurately calculated, and the reliability of the displayed fuel consumption can be ensured.

At this time, the engine ECU 2 automatically calculates the correction coefficient and the fuel consumption without any setting operation by the user. For this reason, it is possible to reduce the risk of arbitrary numerical value changes and the like, and to further improve the reliability of the displayed fuel consumption.
The engine ECU 2 includes an elapsed time determination unit 10c that determines whether or not an elapsed time from when the power of the vehicle 1 is stopped exceeds a predetermined reference time, and the elapsed time is determined by the elapsed time determination unit 10c. If it is determined that the time has passed, the correction coefficient calculation unit 10a calculates the correction coefficient. At this time, the reference time is set to a time at which the fluctuation of the fuel in the fuel tank 7 is expected to have subsided. As a result, the fuel may still be shaking immediately after the power is stopped, but it is expected that the fuel will be stationary when the reference time has elapsed. Can be measured.

The engine ECU 2 includes a remaining amount determining unit 10d that determines whether or not the remaining amount of fuel in the fuel tank 7 is within a predetermined reference range, and is determined that the remaining amount is within the reference range. Then, the correction coefficient is calculated by the correction coefficient calculation unit 10a. At this time, the reference range is set to a range in which a large error does not occur in the remaining amount measurement. Thereby, the remaining amount of fuel can be measured more accurately.
The engine ECU 2 includes a posture detection unit that detects the posture of the vehicle 1, and a horizontal determination unit 10e that determines whether the posture of the vehicle 1 detected by the posture detection unit is horizontal within a predetermined allowable range. . When the attitude determination unit determines that the attitude of the vehicle 1 is horizontal within the allowable range, the engine ECU 2 calculates a correction coefficient by the correction coefficient calculation unit 10a. Thereby, the remaining amount of fuel can be measured more accurately.

The engine ECU 2 includes a fuel supply determination unit 10f that determines whether or not fuel has been supplied since the previous calculation of the correction coefficient. When the fuel supply determination unit 10f determines that there is no fuel supply, the correction coefficient calculation unit 10a corrects the correction coefficient. Is calculated. That is, the correction coefficient is not calculated when refueling is performed. This eliminates the need for the user to set the fuel supply amount, and can ensure the reliability when calculating the correction coefficient, and thus the reliability of the displayed fuel consumption.
The engine ECU 2 includes a storage unit 11 that stores a plurality of correction coefficients (C1 to CN) calculated by the correction coefficient calculation unit 10a in time series, and also uses the plurality of correction coefficients stored in the storage unit 11. The correction coefficient calculation unit 10a calculates a correction coefficient (C) used for calculation of fuel consumption. In the present embodiment, an average value of a plurality of correction coefficients is used as a correction coefficient (C) used for calculating fuel consumption. Thereby, even if an error occurs in one correction coefficient, the error is reduced, and the influence of the error on the corrected fuel consumption can be reduced.

  In the embodiment, the engine ECU 2 determines by combining each condition of whether the remaining amount of fuel is within the reference range, whether the posture of the vehicle 1 is horizontal, and whether fuel is being supplied. Therefore, it is possible to eliminate a situation where an error may occur in the measurement of the remaining amount, and to measure the remaining amount of fuel more accurately. That is, the correction coefficient can be calculated more accurately.

(Other embodiments)
The present invention is not limited to the one exemplified in the above-described embodiment, and can be arbitrarily modified or expanded without departing from the scope thereof.
In one embodiment, a configuration that is completed in the vehicle 1 has been described, but a configuration in which the diagnostic device 9 is linked may be employed. Specifically, the correction coefficient calculated by the correction coefficient calculation unit 10a may be output to the diagnostic device 9 that is an external device via the in-vehicle communication bus 5 that is an interface for connecting to an external device. . Thus, the correction coefficient calculated by the diagnostic apparatus can be confirmed. For example, when the correction coefficient is abnormally large or abnormally small, the injector 4a is in a situation that requires maintenance such as exhaustion or clogging. Can be grasped. In addition, when the correction coefficient indicates an abnormal value and the injector 4a is inspected but not consumed, it can be assumed that there is a failure in another part such as a combustion sensor. Thus, useful information for maintaining the vehicle 1 can be obtained.

Further, the correction coefficient may be set or changed from the diagnostic device 9. Thereby, for example, when the injector 4a is replaced during maintenance, the past correction coefficient can be reset, or the value corresponding to the new injector 4a can be set as the initial value of the correction coefficient. Therefore, the fuel efficiency can be calculated correctly immediately after maintenance.
At this time, the diagnostic device 9 may be configured as a server on a network, for example. Moreover, it is good also as a structure which provides the communication means in the vehicle 1 instead of the in-vehicle communication bus 5, and connects with the diagnostic apparatus 9 and a server via networks, such as the internet.

In one embodiment, the correction coefficient (C) for calculating the fuel consumption is obtained using the average value of the correction coefficients for N + 1 times. However, the correction coefficient for calculating the fuel consumption (C) is weighted by weighting the correction coefficients for N + 1 times. You may ask for it. Further, instead of using a plurality of correction coefficients, the correction coefficient (C0) calculated this time may be used as the correction coefficient (C) for fuel consumption calculation as it is. That is, N = 0 may be set. Further, the fuel consumption may be calculated by reflecting the correction coefficient set from the diagnostic device 9.
In the embodiment, the configuration in which the correction coefficient is calculated by the correction coefficient calculation process every time the vehicle 1 is started from the soak timer 12 after the vehicle stops (every reference time elapses) is shown. It is good also as a structure which calculates a correction coefficient in a ratio.

  In the embodiment, the example in which the fuel injection amount and the remaining amount are initialized or updated every time the correction coefficient calculation process is performed has been described. However, the fuel injection amount and the remaining amount are initialized or updated once every several times. You may do it. Moreover, it is good also as a structure initialized or updated based on operation from a user. Moreover, it is set as the structure which can present the fuel consumption which is not correct | amended, and the corrected fuel consumption so that comparison is possible, for example, it is set as the structure which can diagnose the difference of both with the diagnostic apparatus 9, and you may make it confirm the certainty of correction | amendment.

  In one embodiment, it is determined whether or not the attitude of the vehicle 1 is horizontal, but it is determined whether or not the attitude of the vehicle 1 matches the previous calculation of the correction coefficient within a predetermined allowable range. A coincidence determination unit may be provided in the control unit 10. That is, the correction coefficient may be calculated when the attitude of the vehicle 1 matches the previous correction coefficient calculation. It is to be noted that whether or not the postures match is determined in order to accurately measure the remaining amount of fuel. Therefore, the allowable range is appropriately set based on the structure of the fuel tank 7, the structure of the fuel sensor 8, and the like. That's fine. At this time, the engine ECU 2 may determine coincidence instead of determining horizontal in step S3 of the correction coefficient calculation process shown in FIG.

  If the posture of the vehicle 1 is the same as the previous calculation, it is considered that the fuel inclination in the fuel tank 7 is also in the same state as the previous time. And if the attitude | position of the vehicle 1 corresponds, since the residual amount of fuel can be measured on the same conditions, it is thought that a correction coefficient can be calculated correctly. Thereby, for example, even when the vehicle 1 is parked in a place that is not horizontal, for example, the parking lot at home is inclined, the correction coefficient can be calculated, and the vehicle fuel consumption calculation device is applied. Can expand the possible situations. Further, even if it coincides with the previous posture, it is possible to set a limit value that is considered difficult to measure the remaining amount of fuel in the fuel tank 7, and the posture exceeds the limit value. If it is tilted, the correction coefficient may not be calculated.

  The configuration of the engine ECU 2 as the vehicle fuel consumption calculation device shown in the embodiment is merely an example, and may include components other than the configuration requirements shown in FIG. In addition, the vehicle fuel consumption calculation device may be configured by a single ECU instead of using the engine ECU 2 also.

  In the drawings, 1 is a vehicle, 2 is an engine ECU (vehicle fuel consumption calculation device), 3a is an acceleration sensor (attitude detection unit), 4a is an injector (fuel injection valve), 5 is an in-vehicle communication bus (interface), and 7 is fuel. Tank, 10 is a control unit (attitude detection unit), 10a is a correction coefficient calculation unit, 10b is a fuel consumption calculation unit, 10c is an elapsed time determination unit, 10d is a remaining amount determination unit, 10e is a horizontal determination unit, 10f is a fuel supply determination unit , 11 is a storage unit, C, C0 to CN are correction coefficients, F1 and F2 are remaining amounts of fuel, I is a fuel injection amount, K is a travel distance, and P is fuel consumption.

Claims (7)

A fuel consumption calculation unit (10b) for calculating fuel consumption based on the fuel injection amount and the travel distance;
A correction coefficient calculation unit (10a) for calculating a correction coefficient when calculating the fuel consumption in the fuel consumption calculation unit (10b) based on the amount of change in the fuel in the fuel tank (7);
An elapsed time determination unit (10c) that determines whether or not an elapsed time after the power of the vehicle (1) has been stopped exceeds a predetermined reference time;
The vehicle fuel consumption calculation device according to claim 1, wherein the correction coefficient calculation unit (10a) calculates a correction coefficient when the elapsed time determination unit (10c) determines that the elapsed time exceeds a reference time . A fuel consumption calculation unit (10b) for calculating fuel consumption based on the fuel injection amount and the travel distance;
A correction coefficient calculation unit (10a) for calculating a correction coefficient when calculating the fuel consumption in the fuel consumption calculation unit (10b) based on the amount of change in the fuel in the fuel tank (7);
A remaining amount determination unit (10d) for determining whether or not the remaining amount of fuel in the fuel tank (7) is within a predetermined reference range;
If the remaining amount determining unit (10d) determines that the remaining amount is within the reference range in a state where the power of the vehicle (1) is stopped, the correction coefficient calculating unit (10a) A fuel consumption calculation device for a vehicle, wherein a correction coefficient is calculated based on a change amount of fuel in the vehicle. A fuel consumption calculation unit (10b) for calculating fuel consumption based on the fuel injection amount and the travel distance;
A correction coefficient calculation unit (10a) for calculating a correction coefficient when calculating the fuel consumption in the fuel consumption calculation unit (10b) based on the amount of change in the fuel in the fuel tank (7);
A storage unit (11) for storing a plurality of correction coefficients calculated by the correction coefficient calculation unit (10a) in time series,
The vehicular fuel consumption calculation apparatus, wherein the correction coefficient calculation unit (10a) calculates a correction coefficient used for fuel consumption calculation using a plurality of correction coefficients stored in the storage unit (11). An elapsed time determination unit (10c) for determining whether or not an elapsed time after the power of the vehicle (1) is stopped exceeds a predetermined reference time;
The vehicle according to claim 2 or 3, wherein the correction coefficient calculation unit (10a) calculates a correction coefficient when the elapsed time determination unit (10c) determines that the elapsed time exceeds a reference time. Fuel consumption calculation device. An attitude detector (3a, 10) for detecting the attitude of the vehicle (1);
A horizontal determination unit (10e) for determining whether the posture of the vehicle (1) detected by the posture detection unit (3a, 10) is horizontal within a predetermined allowable range;
The correction coefficient calculation unit (10a) calculates a correction coefficient when the attitude determination unit (3a, 10) determines that the attitude of the vehicle (1) is horizontal within an allowable range. The vehicle fuel consumption calculation device according to any one of claims 1 to 4. An attitude detector (3a, 10) for detecting the attitude of the vehicle (1);
A coincidence determination unit that determines whether or not the posture of the vehicle (1) detected by the posture detection unit (3a, 10) matches within a predetermined allowable range with the previous calculation of the correction coefficient; With
The correction coefficient calculation unit (10a) calculates a correction coefficient when the match determination unit determines that the attitude of the vehicle (1) matches within an allowable range. The vehicle fuel consumption calculation device according to claim 1. An oil supply determination unit (10f) for determining whether or not fuel has been supplied since the previous correction coefficient was calculated;
The vehicle according to any one of claims 1 to 6, wherein the correction coefficient calculation unit (10a) calculates a correction coefficient when it is determined by the fuel supply determination unit (10f) that no fuel has been supplied. Fuel consumption calculation device.

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