DE102015206373B4 - Vehicle fuel efficiency calculator - Google Patents

Abstract

A vehicle fuel efficiency calculation device comprising: a fuel efficiency calculation section (10b) for calculating a fuel efficiency based on a fuel injection amount and a travel distance; a correction coefficient calculation section (10a) for calculating a correction coefficient when the fuel efficiency in the fuel efficiency calculation section (10b) based on a change amount of fuel in a fuel tank (7); an elapsed-time determining section (10c) for determining whether or not an elapsed time after the engine of a vehicle (1) is stopped is larger than a predetermined standard time, when the elapsed time -Time determination section (10c) determines that the elapsed time is larger than the standard time, the correction coefficient calculation section (10a) calculates the correction coefficient; an alignment detection section (3a, 10) for r determining an orientation of the vehicle (1); and a coincidence determination section for determining whether or not the orientation of the vehicle (1) determined by the orientation determination section (3a, 10) with the orientation of the vehicle (1) at the time of calculating a correction coefficient at the last time within one predetermined tolerance range coincides, when the coincidence determination section determines that the orientation of the vehicle (1) determined by the orientation determination section (3a, 10) with the orientation of the vehicle (1) at the time of calculation of the correction coefficient at the last time within of the predetermined tolerance range coincides, the correction coefficient calculation section (10a) calculates the correction coefficient.

Description

Technical field

The present invention relates to a vehicle fuel efficiency calculation device for calculating the fuel consumption of a vehicle.

Technical background

A specific fuel consumption, that is, a fuel efficiency of a vehicle such as an automobile is calculated from a fuel injection amount that is calculated based on a valve opening time of a fuel injection valve such as an injector and a travel distance that is calculated based on a vehicle speed or the like becomes. At this time, the fuel injection amount is calculated from the valve opening time of the fuel injection valve and an injection amount based on the design of the fuel injection valve. For this reason, there is a possibility that a calculated fuel injection amount deviates from an actual fuel injection amount due to individual differences or deviations between parts that make up the fuel injection valve and / or a deterioration with increasing age or aging. If the calculated fuel injection amount differs from the actual fuel injection amount, a fuel efficiency calculated from the calculated fuel injection amount also deviates from an actual fuel efficiency.

Therefore, for example, in the patent JP-2006-242896 A describes a method in which a user inputs a correction amount, hereinafter also referred to as correction amount, from or with a switch or the like of a measuring or display device, in order to thereby correct the fuel efficiency.

However, in recent years there has been a trend that the fuel efficiency should be displayed and that the reliability of the fuel efficiency to be displayed should be guaranteed. For this reason, it is necessary that the actual fuel efficiency can be calculated with high accuracy even in a case where the fuel injection valve has an individual distinction or deviation in its parts or there is deterioration in aging. Furthermore, in order to ensure the reliability of the fuel efficiency, it is desirable that the user does not enter a correction value, hereinafter also referred to as a correction value, but that a fuel efficiency can be calculated automatically.

Relevant prior art is known from the DE 10 2015 204 373 A1 , of the JP 2012- 47 694 A , of the JP S60- 170 724 A. , of the US 6 453 731 B1 as well as the US 4,845,630 A .

The present invention has been conceived in light of the circumstances described above. SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle fuel efficiency calculation device that can calculate fuel efficiency with high accuracy even in a case where a fuel injection valve has an individual distinction in its parts or deterioration in aging, and which therefore has a reliability guaranteed fuel efficiency to be displayed.

The problem is solved by the features of claim 1.

A vehicle fuel efficiency calculation device includes: a fuel efficiency calculation section for calculating a fuel efficiency based on a fuel injection amount and a travel distance; and a correction coefficient calculation section for calculating a correction coefficient, hereinafter also referred to as a correction coefficient, when the fuel efficiency in the fuel efficiency calculation section is calculated based on a change amount of fuel in a fuel tank. In this way, the vehicle fuel efficiency calculation device can calculate the fuel efficiency as a value closer to an actual fuel efficiency based on not only a design value such as the size of a hole of a fuel injection valve, but also based on an actual fuel injection amount. Therefore, even in a case where a fuel injection valve has individual variation in parts or deterioration due to aging, the vehicle fuel efficiency calculation device can calculate the fuel efficiency with high accuracy and ensure the reliability of the fuel efficiency to be displayed. Furthermore, the vehicle fuel efficiency calculation device automatically calculates the correction coefficient and the fuel efficiency without requiring a user to perform a setting operation, and can therefore reduce the possibility that a numerical value is changed arbitrarily, thereby improving the reliability of the fuel efficiency to be displayed.

Figure list

• 1 16 is a diagram schematically showing an electrical configuration of a vehicle fuel efficiency calculation device according to an embodiment;
• 2nd FIG. 14 is a flowchart showing a flow of a correction coefficient calculation method performed by the vehicle fuel efficiency calculation device.

Detailed description

An embodiment of the present invention will be further described with reference to FIG 1 and 2nd described.

As in 1 shown is in a vehicle 1 an engine ECU 2nd (electronic control unit) is provided as a vehicle fuel efficiency calculation device. The ECU 2nd is an electronic control unit for controlling an engine (or energy, which is omitted in the drawing) of the vehicle 1 and controls a group of drive parts 4th , which include drive parts such as an actuator or the like, based on a signal from a group of sensors 3rd is entered, which includes different types of sensors. Here, the vehicle 1 be a so-called hybrid vehicle, which has an internal combustion engine and an electric motor as energy sources.

The group of sensors 3rd includes various types of sensors, for example an acceleration sensor 3a for detecting an acceleration on the vehicle 1 is applied, a vehicle speed sensor 3b for detecting a speed of the vehicle 1 , a travel distance sensor 3c for determining a travel distance of the vehicle 1 , a tachometer 3d for measuring the number of rotations of the internal combustion engine, and an accelerator opening sensor 3a for detecting the degree of opening or degree of actuation of an accelerator pedal (not shown in the figures).

Of these sensors is the acceleration sensor 3a a so-called three-axis acceleration sensor, which one on the vehicle 1 applied acceleration detected in a three-dimensional direction. For a reason described later, the orientation of the vehicle 1 based on that from the acceleration sensor 3a detected acceleration. In other words, the acceleration sensor realizes 3a an orientation detection section for detecting an orientation of the vehicle 1 together in one control part 10th which will be described later. The engine-ECU also records 2nd a travel distance based on a vehicle speed obtained from the vehicle speed sensor 3b has been detected, or based on a travel distance, which is from the travel distance sensor 3c has been recorded. In other words, the vehicle speed sensor functions 3b and the travel distance sensor 3c as a travel distance detection means for detecting a travel distance together with the control part 10th which will be described later. Here is the group of sensors 3rd , what a 1 shown an example and the vehicle 1 is also with other sensors for controlling the vehicle 1 fitted.

The group of drive parts 10th includes various types of drive parts, which are from the engine-ECU 2nd are controlled, for example an injector 4a for injecting fuel, an igniter 4b for lighting the fuel and a fault warning light 4c which is illuminated at the time of an error. From the group of drive parts 4th is the injector 4a designed in such a way that the size of an injection hole falls within a certain tolerance. For this reason, a fuel injection agent can be determined based on the design (also as a fuel injection amount based on calculation) from the size of the injection hole and the valve opening time. In the present embodiment, the fuel injection amount is based on a calculation by the control part 10th determines which will be described later. In other words, the control part functions 10th as a fuel injection amount detection means for detecting the fuel injection amount. Here is the group of drive parts 4th , what a 1 An example is shown and the vehicle is also equipped with other drive parts for the control of the vehicle 1 fitted.

Furthermore, the ECU 2nd with a display ECU 6 via an in-vehicle communication bus 5 , for example a CAN (Controller Area Network) connected. The display ECU 6 FIG. 12 is an ECU for controlling a display on a meter of an instrument panel and controls the displays of the vehicle speed, the number of revolutions of the engine, and the fuel efficiency related to the present embodiment. In other words, the display ECU functions 6 as a fuel efficiency indicator for indicating fuel efficiency.

Furthermore, the engine ECU 2nd a remaining amount of fuel in a fuel tank 7 from a fuel sensor 8th capture which is the fuel tank 7 is provided accordingly. In other words, the acts Fuel sensor 8th as a remaining amount detection means for detecting a remaining amount of fuel in the fuel tank 7 . Furthermore, the engine ECU 2nd also be connected, for example, to a diagnostic device which is used by a dealer for inspection via the in-vehicle communication bus. The diagnostic device corresponds to an external device. In short, the in-vehicle communication bus provides 5 an interface for connecting the engine-ECU 2nd with the external device.

The engine-ECU 2nd has the following components: the control part 10th comprising a microcomputer with a CPU, ROM, RAM and the like, which are not shown in the figures; a memory part 11 , which has a non-volatile memory element, such as a flash memory, and a soak timer 12th for measuring an elapsed time from when the power or the engine is stopped and for outputting an activation signal to the ECU 2nd to be activated at a point in time when it is detected that the elapsed time has reached a predetermined time. The memory part 11 stores a computer program, which by the control part 10th is executed and stores a correction coefficient and a remaining amount of fuel ( F2 ) of the last time, which will be described later, with respect to the present embodiment. Even if the power or motor is stopped, it is up to the Soak timer 12th Electricity on and this will give the activation signal when a specific time has elapsed after the energy or the motor has been stopped. When the activation signal from the Soak timer 12th has been issued and the engine-ECU 2nd is activated, a self-diagnosis of a section is carried out, which cannot be measured or carried out when the engine is not stopped, for example a diagnosis of whether or not fuel is leaking into a fuel passage. In the present embodiment, the soak timer functions 12th as a timepiece.

The control part 10th that leads to, for example, the storage part 11 stored computer program, thereby the entirety of the engine-ECU 2nd to control. In the control section 10th is a correction coefficient calculation section 10a , a fuel efficiency calculation section 10b , an elapsed time determination section 10c , a remaining quantity detection section 10d , a horizontal orientation determination section 10e , and a fuel supply detection section 10f educated.

The functions of the respective sections are calculated in a correction coefficient calculation method (see 2nd ), which will be described later. The correction coefficient calculation section 10a calculates a correction coefficient when the fuel efficiency in the fuel efficiency calculation section 10b based on the amount of change of the fuel in the fuel tank 7 is calculated. The fuel efficiency calculation section 10b calculates fuel efficiency based on the amount of fuel injected and the travel distance. The elapsed time determination section 10c determines whether or not the elapsed time, which has elapsed from the time at which the engine has stopped, exceeds a predetermined standard time. The time which passes from a point in time at which the engine is stopped until the fuel in the fuel tank is set as the standard or reference time 7 is expected to be in an idle state, that is, until the fuel in the fuel tank is expected 7 stop sloshing.

The remaining quantity detection section 10d determines whether or not the remaining amount of fuel in the fuel tank 7 is within a predetermined standard range. A range is set as the standard range, in which it is assumed that there is no error in the detection of the remaining quantity by the fuel sensor 8th is present. Specifically, in a case where the fuel tank is full or in a case where the fuel tank is empty, an error easily occurs in the detection of the remaining amount, so that an area is set as the standard area in which the remaining one Amount is not too high or is not too low. In this regard, the standard range may be appropriate, for example, based on the structure of the fuel tank 7 or the structure of the fuel sensor 8th be set to a range in which the remaining amount is within a range of 20% to 80% of the amount of fuel with the fuel tank full 7 lies.

The horizontal orientation determination section 10e determines whether or not the orientation of the vehicle 1 is horizontal within a predetermined tolerance range based on the acceleration generated by the acceleration sensor 3a has been recorded. In this regard, the reason why it is determined whether or not the orientation of the vehicle is 1 is horizontal in that the remaining amount of the fuel is measured correctly and the tolerance range is appropriately set based on the structure of the fuel tank 7 and the structure of the fuel sensor 8th .

The fuel supply detection section 10f determines whether or not fuel is or was delivered after the last calculation of the correction coefficient. When the remaining amount of fuel is higher compared to the remaining amount at the last time, the fuel supply detection section determines 10f that fuel is or has been delivered.

In the present embodiment, the correction coefficient calculation section is 10a , the fuel efficiency calculation section 10b , the elapsed time determination section 10c , the remaining quantity determination section 10d , the horizontal orientation determination section 10e and the fuel supply detection section 10f realized in software by the computer program, which is executed by the CPU.

Next, the operation of the construction described above will be described.

The engine-ECU 2nd carries out a correction coefficient calculation method as described in 2nd is shown from. Here, the respective process steps in the correction coefficient calculation process from the correction coefficient calculation section 10a and the like, but the engine ECU is mainly used for the purpose of simplifying the description 2nd described.

In the correction coefficient calculation process, the engine ECU determines 2nd whether or not the elapsed time that has passed after the engine is stopped is longer than the standard time ( S2 ). In this determination, if the ECU 2nd by the activation signal from the Soak timer 21 activated, determines that the elapsed time has elapsed. The Soak timer 12th is a timer for performing self-diagnosis during which the engine is stopped as described above, so when the engine-ECU 2nd by the activation signal from the Soak timer 12th a sufficient time has passed after the engine was stopped. If a sufficient time passes after the engine is stopped, the fuel in the fuel tank stops sloshing, and therefore it can be determined that a condition has been achieved in which the remaining amount of fuel can be measured correctly. In other words, the elapsed timing section determines 10c whether or not the standard time has passed to thereby determine whether or not a condition has been obtained in which the remaining amount of the fuel can be measured correctly.

Here, in a case where the Soak timer 12th is not used, but the elapsed time detection section 10c is formed separately as another timer or the like, the process ends if the standard time does not pass ( S1 : No) and in the next cycle of performing the correction coefficient calculation process, it is determined whether or not the standard time elapses. In this case the following flow can be used: If the determination in step S1 No, the process is not finished, but the process moves to step S1 in which the process waits until the standard time has elapsed.

If the engine-ECU 2nd determines that the elapsed time is greater than the standard time ( S1 : Yes), determines the engine-ECU 2nd whether or not the remaining amount of fuel in the fuel tank is within the standard range ( S2 ). If the engine-ECU 2nd determines that the remaining amount of fuel in the fuel tank is not within the standard range ( S2 : No), the procedure is finished. This is because if the remaining amount of the fuel in the fuel tank is too large or too small, the remaining amount cannot be measured correctly, resulting in an error in the calculation of the correction coefficient, which will be described later. This determination is made by the remaining quantity determination section 10d carried out. On the other hand, it determines the engine-ECU 2nd that the remaining amount of fuel in the fuel tank is within the standard range ( S2 : Yes), so determines the engine-ECU 2nd whether or not the orientation of the vehicle 1 is horizontal ( S3 ). In this step S3 determines the engine-ECU 2nd based on the acceleration in a three-axis direction, which is from the acceleration sensor 3a whether or not the orientation of the vehicle has been recorded 1 is within the permitted range. This is because when the orientation of the vehicle 1 is horizontal, although a dependency on the structure of the fuel tank 7 and the structure of the fuel sensor 8th , it can generally be assumed that the remaining amount of fuel in the fuel tank can be measured correctly. This determination is made by the horizontal orientation determination section 10d .

If the ECU 2nd determines the orientation of the vehicle 1 is not horizontal ( S3 : No), the procedure is finished. In contrast, when the ECU 2nd determines the orientation of the vehicle 1 is horizontal ( S3 : Yes), determines the ECU 2nd whether or not the vehicle 1 has been supplied with fuel after the correction coefficient calculation process has been carried out at the last time or time ( S4 ). This provision is performed by the fuel supply detection section 10f .

In the present embodiment, the correction coefficient is determined based on the amount of change of the fuel in the fuel tank, that is, the amount of fuel consumed from the time the correction coefficient calculation process was performed last until the time when the correction coefficient calculation process was performed this time. For this reason, when the fuel tank is or has been fueled, the amount of change of the fuel in the fuel tank cannot be determined. At this time, from the viewpoint of ensuring the reliability of the fuel efficiency to be displayed as described above, it is not desirable that the amount of supply of the fuel be set by the user. Furthermore, after the fuel tank is filled with the fuel, the fuel is likely to spill and therefore the amount of fuel to be filled is also likely to be incorrect from the fuel sensor 8th can be measured. Continue after the vehicle 1 the vehicle is moving 1 away from a gas station and therefore the vehicle consumes 1 the fuel before the vehicle 1 has been brought into a sleep state after the vehicle 1 has been supplied with fuel, which leads to an error in measuring the remaining amount of fuel.

For this reason, the process moves to step S8 before when the engine-ECU detects that the vehicle 1 is supplied with fuel ( S4 : Yes). At this point, the ECU is saving 2nd the remaining amount of fuel when in step S4 it is determined that the vehicle 2nd is supplied with the fuel as the supply quantity or filling quantity of the fuel from this point in time ( F1 ). Then, in step S8 , updates the ECU 2nd the remaining amount of fuel as (F2 <- F1) and initializes a fuel injection amount (I) to zero or initially sets the injection amount (I) to zero. In this way, the next time the correction coefficient is calculated, the correction coefficient is calculated by using the amount of change in the remaining amount of fuel after the vehicle 1 has been supplied with the fuel (or more strictly, by the remaining amount of the fuel in a state in which the engine of the vehicle 1 is stopped after the vehicle 1 has been supplied with the fuel) and a cumulative value of the fuel injection amount after the vehicle 1 has been supplied with the fuel. Then the engine-ECU ends 2nd the procedure.

On the other hand, if the ECU 2nd determines that the vehicle 1 has not been supplied with the fuel ( S4 : No), the ECU calculates 2nd a correction coefficient from that time based on a fuel injection amount (I) and the amount of change in the fuel ( F2 - F1 ). Here, the fuel injection amount (I) is a cumulative value of an injection amount based on the calculation that results from the design size of a hole in the injector 4a and a valve opening time set by the ECU 2nd is controlled. In other words, the ECU stores 2nd the injection amount cumulatively every time the injector 4a injected the fuel. Further, F2 is the remaining amount of the fuel that was measured at the last time and F1 is the remaining amount of the fuel that was measured at that time. The ECU 2nd calculates the correction coefficient from this point in time ( C0 ) based on these values by using the following equation (1). This calculation is performed by the correction coefficient calculation section 10a in step S5 . $$\text{C.}0=\text{I.}/\left(\text{F}\mathrm{2nd}-\text{F}1\right)$$

If the ECU 2nd calculates the correction coefficient at this time or this time (C0), the ECU calculates 2nd the correction coefficient ( C. ) for the calculation of the fuel efficiency based on (n + 1) correction coefficients (C0-Cn) which are the correction coefficient (C0) which has been calculated at this time and n correction coefficients (C1 to Cn) which have been in the past have been calculated ( S6 ). Specifically, the engine ECU calculates 2nd the correction coefficient ( C. ) for the calculation of the fuel efficiency by using the following equation (2). $$\text{C.}=\left(\text{C.}0+\text{C.}1+...+\text{Cn}\right)/\left(\text{n}+1\right)$$

In other words, the engine ECU calculates 2nd an average value of the (n + 1) correction coefficients as correction coefficients ( C. ) at the time of fuel efficiency calculation. Here, the correction coefficient of the past in the storage part 11 saved. Furthermore, n is an arbitrary integer that is not less than zero.

If the engine-ECU 2nd the correction coefficient in step S8 calculated, the ECU updates 2nd the history or the course of the correction coefficient (a plurality of Correction coefficients that have been calculated in the past are stored in a time series). According to the type of ( Cn → Cn + 1 ) for the next calculation ( S7 ). In this case, the correction coefficients (from C1 to Cn-1) are updated as (C2 to Cn ) and the correction coefficient ( C0 ), which has been calculated at this time, is updated as C1. The engine-ECU then updates 2nd the remaining amount of fuel 1 (F2 → F1) and initializes the fuel injection amount ( 1 ) to zero ( S8 ). In this way, at the time of calculating the correction coefficient, the next time, the remaining amount of this time ( F1 ) as the remaining amount of the last point in time or time ( F2 )be used. Furthermore, the fuel injection amount (I) is initialized to zero, so that at the time of the calculation of the correction coefficient at the next time, the fuel injection amount (I) can be used as the cumulative value from that time of the calculation of the correction coefficient.

In this way, the engine-ECU calculates 2nd the correction coefficient based on the amount of change in the fuel. Then when the vehicle 1 travels, drives or the like, the engine ECU calculates 2nd the fuel efficiency (P) using the calculated correction coefficient ( C. ) based on the fuel injection amount (I) and the travel distance (K) using the following equation (3). This calculation is made by the fuel efficiency calculation section 10b carried out. $$\text{P}=\text{I.}/\left(\text{K}\times \text{C.}\right)\times 100$$

In this way, the fuel efficiency ((I / K) x 100) is calculated based on the calculation by the correction coefficient ( C. ) corrected, which has been calculated on the basis of the actual fuel consumption. In other words, the fuel efficiency (P) is calculated as a value closer to an actual fuel efficiency based on not only the design value such as the size of the hole of the injector 4a but also on the actual fuel injection quantity. At this time, the calculated fuel efficiency is sent to the display ECU 6 sent and displayed on the instrument panel or the like.

According to the present embodiment as described above, the following effects can be brought about.

The engine-ECU 2nd as a vehicle fuel efficiency calculation device includes: a fuel efficiency calculation section 10b for calculating the fuel efficiency based on the fuel injection amount and the travel distance and a correction coefficient calculation section 10a for the calculation of the correction coefficient at the time of calculation of the fuel efficiency in the correction coefficient calculation section 10a based on the amount of change of the fuel in the fuel tank 7 . In this way, the engine-ECU 2nd calculate fuel efficiency as a value closer to actual fuel efficiency based on not just a design value, such as the size of the hole of the injector 4a , but also the actual amount of fuel injected. Therefore, even in a case where the injector 4a the engine-ECU has an individual variation in its parts or there is an age-related deterioration 2nd correctly calculate the correction coefficient. Therefore, the engine ECU 2nd calculate the fuel efficiency with high accuracy and can therefore ensure the reliability of the fuel efficiency to be displayed.

At this time, the engine ECU is calculating 2nd automatically the correction coefficient and the fuel efficiency without an adjustment operation or the like by an operator. For this reason, it is possible to reduce the possibility that a numerical value is changed arbitrarily by the user, and therefore the reliability of the fuel efficiency to be displayed can be further improved.

The engine-ECU 2nd includes the elapsed time determination section 10c to determine whether or not the elapsed time since the engine of the vehicle 1 is stopped, is greater than the predetermined standard time, and if by the elapsed timing section 10c The engine-ECU calculates that the elapsed time is greater than the predetermined standard time 2nd the correction coefficient by the correction coefficient calculation section 10a . At this time, the standard time is set as a time period in which the fuel in the fuel tank is expected to stop sloshing. In this way, although the fuel in the fuel tank is likely to start sloshing, immediately after the engine of the vehicle becomes 1 is stopped, the fuel is expected to be in an idle state during the passage of the standard time, so that the remaining amount of the fuel can be measured correctly.

The engine-ECU 2nd includes the remaining quantity determination section 10d for determining whether or not the remaining amount of the fuel in the fuel tank 7 is within the predetermined standard range. If it is determined that the remaining The amount of fuel in the fuel tank is within the standard range, the engine ECU calculates 2nd the correction coefficient by the correction coefficient calculation section 10a . At this time, the standard range is set to a range in which there is no great error in measuring the remaining amount of fuel. In this way, the remaining amount of fuel can be measured more accurately or correctly.

The engine-ECU 2nd includes the orientation detection section for detecting the orientation of the vehicle 1 and the horizontal orientation determination section 10e for determining whether or not the orientation of the vehicle 1 lies horizontally within the predetermined range. When it is determined by the orientation detection section that the orientation of the vehicle 1 horizontal is within the predetermined possible range, the engine-ECU calculates 2nd the correction coefficient by the correction coefficient calculation section 10a . In this way, the remaining amount of fuel can be measured more accurately or correctly.

The engine-ECU 2nd includes the fuel supply detection section 10f for determining whether or not the vehicle is supplied with fuel after the correction coefficient has been calculated at the last time and when by the fuel supply detection section 10f it is determined that the vehicle 1 is not supplied with fuel, the engine-ECU calculates 2nd the correction coefficient by the correction coefficient calculation section 10a . In other words, if the vehicle 1 is supplied with fuel, the engine-ECU calculates 2nd not the correction coefficient. In this way, the user does not have to adjust the amount of the fuel supply, whereby the reliability of the time of the calculation of the correction coefficient can be guaranteed, and therefore the reliability of the fuel efficiency to be displayed can be guaranteed.

The engine-ECU 2nd has a memory part 11 on for storing the time series of the plurality of correction coefficients ( C1 to Cn ), which by the correction coefficient calculation section 10a are calculated and calculates the correction coefficient ( C. ) which is used for the calculation of the fuel efficiency by the correction coefficient calculation section 10a are used by using the plurality of correction coefficients contained in the storage part 11 are saved. In the present embodiment, the average of the plurality of correction coefficients is as a correction coefficient ( C. ) set for use in fuel efficiency calculation. In this way, even if an error occurs in a correction coefficient, that error is mitigated, and therefore the effect of the error produced on the corrected fuel efficiency can be reduced.

In the present embodiment, the engine ECU determines 2nd in the combination of whether or not the remaining amount of fuel is within the standard range, whether or not the orientation of the vehicle 1 is horizontal and whether or not the vehicle 1 is or has been supplied with fuel. Therefore, it is possible to rule out a state in which an error in measuring the remaining amount of fuel is caused, and therefore the remaining amount of fuel can be measured more correctly. In other words, the correction coefficient can be measured more correctly.

Other embodiments

The present invention is not limited to the above embodiment, which has been described by way of example, but may be arbitrarily modified or expanded within the scope of the present invention. In the embodiment, a construction has been shown which is completely in the vehicle 1 lies, however, a construction could be used, which with the diagnostic device 9 cooperates. Specifically, it is also recommended to use the correction coefficient which is determined by the correction coefficient calculation section 10a is calculated to the diagnostic device 9 an external device via the in-vehicle communication bus 5 via an interface for connecting the engine-ECU 2nd output to the external device. In this way, the diagnostic tool 9 calculated correction coefficient can be checked and therefore, for example in a case where the correction coefficient is abnormally large or abnormally small, it can be recognized that the injector 4a is worn or clogged and therefore it may be in a condition that it needs to be overhauled. Furthermore, in a case where the correction coefficient shows an abnormal value and in which the injector 4a is inspected and found to be not worn, it is estimated that another part, such as the combustion sensor, is out of order. In this way, helpful information for the maintenance or servicing of the vehicle can be obtained 1 be recorded.

It is also recommended to use the diagnostic device 9 to give the possibility to set or change the correction coefficient. In this way, for example in a case where the injector 4a during the Overhaul period is replaced, the correction coefficient of the past can be reset and a value that a new injector 4a can be set as an initial value of the correction coefficient. Therefore, the fuel efficiency can be calculated correctly immediately after the overhaul period.

At this point, the diagnostic tool 9 for example, be implemented as a server on a network. It is also recommended to use a construction in which the vehicle 1 is equipped with a communication means, and in which the engine-ECU 2nd with the diagnostic device 9 or the server does not have in-vehicle communication 5 , but via a network, for example the Internet, through the use of the communication means.

In this embodiment, the correction coefficient ( C. ) for the calculation of the fuel efficiency by using the mean of (n + 1) correction coefficients, but the correction coefficient ( C. ) for the calculation of the fuel efficiency can also be determined by weighting the respective (N + 1) correction coefficients. Furthermore, the correction coefficient calculated at this time can be used as the correction coefficient (without using the plurality of correction coefficients ( C. ) can be used to calculate the fuel efficiency as it is, i.e. N can be 0 (N = 0). Furthermore, the fuel efficiency can be calculated by reflecting the correction coefficient, which is caused by the diagnostic device 9 has been set.

In the embodiment, a construction has been shown in which each time the engine ECU 2nd from the Soak timer 12th is activated after the vehicle 1 the engine-ECU has stopped (every time the standard time passes) 2nd the correction coefficient is calculated by the correction coefficient calculation method. However, it is also recommended to use a construction in which the engine-ECU 2nd the correction coefficient is calculated once for several points in time.

In the embodiment, an example has been shown in which the fuel injection amount and the remaining fuel amount are initialized or updated every time the correction coefficient calculation process is performed. However, the fuel injection amount and the remaining amount of fuel may be initialized or updated once every several times. Furthermore, it is also recommended to use a construction in which the fuel injection amount and the remaining amount of the fuel are initialized or updated based on the operation of the user. Furthermore, it is also recommended to use a construction in which one fuel efficiency, which is not corrected, and another fuel efficiency, which is corrected, are presented in such a way that they can be compared and in which a difference between them can be diagnosed by the diagnostic device 9 and the correctness of the correction can be checked.

In this embodiment, it is determined whether or not the orientation of the vehicle 1 is horizontal. However, the control part 10th be equipped with a collapse determination part for determining whether or not the orientation of the vehicle 1 with the orientation of the vehicle 1 coincides at the time when the last correction coefficient has been calculated within a possible tolerance range. In other words, in a case where the orientation of the vehicle 1 with the orientation of the vehicle 1 at a time when the correction coefficient is calculated at the last time, the correction coefficient is calculated. This is the reason why it is determined whether or not the orientation of the vehicle 1 with the orientation of the vehicle 1 at the time of calculating the correction coefficient at the last time coincides with correctly measuring the remaining amount of the fuel so that the possible range can be set appropriately based on the structure of the fuel tank 7 and the structure of the fuel sensor 8th . At the time of the step S3 of the correction coefficient method, which in 2nd is shown, the engine ECU 2nd instead of determining whether or not the orientation of the vehicle 1 is horizontal, determine whether or not the orientation of the vehicle 1 with the orientation of the vehicle 1 at the time of calculation of the correction coefficient at the last time.

If the orientation of the vehicle 1 is the same as the orientation of the vehicle 1 at the last time the correction coefficient is calculated, it is assumed that the inclination of the fuel in the fuel tank is also in the same state as that at the last time. In addition, when the orientation of the vehicle 1 with the orientation of the vehicle 1 at the last time the correction coefficient is calculated, the remaining amount of fuel can be measured under the same conditions, and therefore it is assumed that the correction coefficient can be calculated correctly. In this way, even in a case where the vehicle 1 is parked in a place that is not horizontal, and for example, even in a case where the home parking place is inclined, the correction coefficient is calculated, whereby the applicability of the vehicle fuel efficiency calculation device can be expanded. Furthermore, the following method can be used: Even if the orientation of the vehicle 1 with the orientation of the vehicle 1 at the time of calculation of the last correction coefficient, a limit can be set at which it is assumed that it is difficult to keep the remaining amount of the fuel in the fuel tank 7 to measure, and in a case where the orientation of the vehicle 1 is more inclined than the limit value, the correction coefficient is not calculated.

The use of the engine-ECU 2nd as a vehicle fuel efficiency calculation device shown in the embodiments is an example and may include elements different from those shown in FIG 1 differentiate elements shown. Furthermore, the engine-ECU 2nd are not also used as a vehicle fuel efficiency calculation device, but the vehicle fuel efficiency calculation device can be implemented as a separate ECU.

Claims (6)

Vehicle fuel efficiency calculation device, comprising: a fuel efficiency calculation section (10b) for calculating a fuel efficiency based on a fuel injection amount and a travel distance; a correction coefficient calculation section (10a) for calculating a correction coefficient when the fuel efficiency in the fuel efficiency calculation section (10b) is calculated based on a change amount of fuel in a fuel tank (7); an elapsed time determining section (10c) for determining whether or not an elapsed time after the engine of a vehicle (1) is stopped is longer than a predetermined standard time, wherein when the elapsed time determination section (10c) determines that the elapsed time is larger than the standard time, the correction coefficient calculation section (10a) calculates the correction coefficient; an orientation detection section (3a, 10) for determining an orientation of the vehicle (1); and a coincidence determination section for determining whether or not the orientation of the vehicle (1) determined by the orientation determination section (3a, 10) with the orientation of the vehicle (1) at the time of calculating a correction coefficient at the last time within a predetermined tolerance range coincides with when the coincidence determination section determines that the orientation of the vehicle (1) determined by the orientation determination section (3a, 10) coincides with the orientation of the vehicle (1) at the time of calculation of the correction coefficient at the last time within the predetermined tolerance range , the correction coefficient calculation section (10a) calculates the correction coefficient. Vehicle fuel efficiency calculation device according to Claim 1 , comprising: a remaining amount determining section (10d) for determining whether or not an amount of fuel remaining in the fuel tank (7) is within a standard range, and when the remaining amount determining section (10d) determines that a remaining one Amount of fuel in the fuel tank (7) is within the standard range, the correction coefficient calculation section (10a) calculates the correction coefficient. Vehicle fuel efficiency calculation device according to Claim 1 or 2nd , comprising: a fuel supply detection section (10f) for determining whether or not the vehicle (1) has been supplied with fuel after the time of calculation of the correction coefficient at the last time, and when the fuel supply detection section (10f) determines that the vehicle ( 1) has not been supplied with fuel, the correction coefficient calculation section (10a) calculates the correction coefficient. A vehicle fuel efficiency calculation device according to one of the Claims 1 to 3rd , comprising: a storage part (11) for storing a plurality of correction coefficients calculated by the correction coefficient calculation section (10a) in a time series, the correction coefficient calculation section (10a) including the correction coefficient used for the calculation of the fuel efficiency Using the plurality of correction coefficients stored in the storage part (11). A vehicle fuel efficiency calculation device according to one of the Claims 1 to 4th , With: an interface (5) for connecting X to an external device (9), the correction coefficient calculated by the correction coefficient calculation section (10a) being able to be output to the external device (9). Vehicle fuel efficiency calculation device according to one of the Claims 1 to 5 , with: an interface (5) for connecting X to an external device (9), the correction coefficient being able to be set or changed by the external device (9).

Images