JP2021067237A - Device for calculating residual fuel amount in vehicle - Google Patents

Abstract

To enable a displayed residual fuel amount on a meter to follow an actual residual fuel amount in a fuel tank.SOLUTION: When performing a fixed rate correction of a first residual fuel amount with a predetermined correction rate so that the first residual fuel amount comes close to a second residual fuel amount with a state where a deviation of the first residual fuel amount from the second residual fuel amount is equal to or more than a predetermined value (for example 2 liters) continued for a predetermined period (for example 10 minutes) or longer (Yes in Step S5), a control section performs second forced fixed rate correction in place of the fixed rate correction in a manner that subtracts a predetermined value from the first residual fuel amount using a correction degree set to be larger than that of the fixed rate correction.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle fuel level calculation device for calculating the fuel level in a fuel tank.

The display of the remaining fuel amount of a vehicle such as an automobile is important for the driver to accurately grasp the remaining amount of fuel, and the conventional fuel remaining amount display device is a float type fuel sender provided in the fuel tank. Either the sender method that detects the liquid level by means of the fuel level, or the injector method that calculates the fuel consumption from the valve opening time of the fuel injection device (injector) and subtracts the fuel consumption from the fuel at the time of refueling to calculate the remaining fuel amount. It is being adopted.

In the sender method, the remaining fuel amount A is calculated as in the following equation (1) based on the short-time average value (for example, the average value of about 3 seconds) calculated from the input value of the fuel sender. That is, when the remaining fuel amount A> the short-time average value, the current remaining amount of fuel A (n) is calculated by subtracting a predetermined amount Ka from the previous remaining amount of fuel A (n-1).
Fuel remaining amount A (n) = Fuel remaining amount A (n-1) -Ka …… (1)
Further, when the remaining fuel amount A <short-time average value, the predetermined amount Ka is added to the previous remaining amount of fuel A (n-1) as shown in the following equation (2), and the remaining amount of fuel A this time. (N) is calculated.
Fuel remaining amount A (n) = Fuel remaining amount A (n-1) + Ka …… (2)

However, since the fuel amount A calculated by this sender method uses the fuel sender input value, the actual fuel amount is affected by the fluctuation of the liquid level, such as when the vehicle approaches a sloping road surface. There is a problem that it deviates greatly.

On the other hand, in the case of the injector method, the fuel consumption integrated value is subtracted from the previous fuel remaining amount B (n-1) to calculate the current fuel remaining amount B (n) by the following equation (3).
Fuel remaining amount B (n) = Fuel remaining amount B (n-1) -Fuel consumption integrated value …… (3)

However, since the fuel remaining amount B calculated by the calculation of the above equation (3) by the injector method uses the fuel consumption, it is not affected by the road surface inclination as in the above-mentioned sender method. Since the deviation of the initial value of the remaining fuel amount and the accumulation of miscalculations are accumulated, the deviation from the actual remaining amount of fuel also occurs.

Therefore, a method has been proposed in which the injector method is modified to gradually approach the remaining fuel amount A based on the sender input value. Specifically, the correction is performed by the following equation (4).
Fuel remaining amount B (n) = Fuel remaining amount B (n-1) -Fuel consumption integrated value + K …… (4)
Here, K is a correction value.

In the case of this correction method, the correction value K is set according to the difference between the remaining fuel amount B and the remaining amount of fuel A calculated from the fuel sender, and when the remaining amount of fuel B is larger than the remaining amount of fuel A. Is subtracted as K <0, and when the fuel remaining amount B is smaller than the fuel remaining amount A, it is added as K> 0. However, even in this modification method, since the remaining fuel amount A is used as a parameter, there remains a problem that the road surface inclination is affected as in the sender method.

By the way, as described in Patent Document 1, the fuel consumption is calculated from the valve opening time of the injector, and the fuel consumption is subtracted from the fuel amount at the time of refueling to display the remaining fuel amount, as in the injector method. A quantity display device has been proposed. Further, in Patent Document 1, considering that the remaining amount becomes inaccurate due to a manufacturing error of the fuel injection device, the remaining amount when the liquid level of the fuel tank reaches a preset liquid level. It has also been proposed to correct the display.

Japanese Unexamined Patent Publication No. 58-122433

However, in the apparatus described in Patent Document 1, the correction is performed only at the preset liquid level, and in other states, the error from the actual remaining amount may become large. Further, as in the injector method and its correction method described above, in the fuel remaining amount calculation using the fuel consumption, the stability status of the liquid level is determined by comparing two filters having different responsiveness, and the fuel level is stable. A method of performing quantitative correction only occasionally is conceivable, but there is no opportunity for correction in situations where the liquid level is constantly shaking, such as on mountain roads, and there is a risk that fuel consumption integration errors will accumulate. On the other hand, in order to avoid this, when the condition for quantitative correction is not satisfied, it is conceivable to perform constant rate correction at a predetermined correction rate proportional to the fuel consumption in the fuel remaining amount calculation using the fuel consumption. ing.

However, even when the quantitative correction and the constant rate correction are appropriately switched according to the conditions, when going down a mountain road, the situation where the accelerator is not stepped on continues, so almost no fuel is consumed, and thus fuel consumption. If the constant rate correction by the above correction factor is performed in the state where there is almost no fuel, the correction does not work well, and the fuel remaining value X by the calculation shown by the solid line in FIG. 4 and the actual remaining amount shown by the alternate long and short dash line in FIG. The state of deviation from the amount Y will continue for a long period of time, and the state in which the remaining amount display of the meter deviates from the actual remaining amount Y will continue to give the driver a sense of discomfort.

In addition, if the battery runs out immediately after refueling or the backup fuse is blown, when the power is restored after that, the above correction control is performed with the previous liquid level at the time of restoration as the initial value, which is extremely rare. Although it is a case, when the power is restored on a slope, the liquid level of the fuel tank also tilts due to the tilt of the slope, so as shown in Fig. 5, the remaining amount this time is less than the previous time. It is determined that the correction control is executed with the current remaining amount value that deviates from the actual remaining amount as the initial value, and the correction amount is too small. Therefore, as shown in FIG. 5, from the previous value. The correction value obtained by further correcting the fuel consumption may not catch up with the sender value, and the tracking of the actual remaining amount of the remaining amount display of the meter may be delayed, resulting in so-called gas shortage.

In this way, the meter is abnormal regardless of the fuel consumption of the vehicle, such as when traveling down a mountain road or when correction control is executed with the remaining amount value less than the actual remaining amount as the initial value. Even when it can be determined that the display is displayed, the remaining amount display of the meter cannot be corrected according to the actual remaining amount by the conventional quantitative correction or constant rate correction.

An object of the present invention is to enable the fuel level display of the meter to follow the actual fuel level in the fuel tank.

In order to achieve the above object, the vehicle fuel level calculation device of the present invention is the first calculated by subtracting the fuel consumption obtained from the injector valve opening time from the fuel amount at the time of refueling the fuel tank. Fuel residue of a vehicle equipped with a control unit that calculates an estimated fuel residue using the remaining fuel amount and the second remaining fuel amount calculated based on the input value from the fuel sender that detects the liquid level height of the fuel tank. In the amount calculation device, the control unit performs a constant rate correction of the first fuel remaining amount at a predetermined correction factor so that the first fuel remaining amount approaches the second fuel remaining amount. When the state in which the amount of deviation between the first remaining fuel amount and the second remaining fuel amount is equal to or more than a predetermined value continues for a predetermined time or longer, instead of the fixed rate correction, a predetermined value is calculated from the first remaining fuel amount. The quantitative correction to be subtracted is forcibly performed, and the degree of correction by the quantitative correction is set to be larger than the degree of correction by the constant rate correction.

According to such a configuration, when the control unit performs a constant rate correction of the first fuel remaining amount with a predetermined correction factor so that the first fuel remaining amount approaches the second fuel remaining amount, the first When the amount of deviation between the remaining fuel amount and the second remaining fuel amount continues to be equal to or greater than a predetermined value for a predetermined time or longer, the control unit replaces the fixed rate correction with a correction set larger than the correction degree by the fixed rate correction. Since quantitative correction is forcibly performed by subtracting a predetermined value from the first remaining fuel amount depending on the degree, a state in which the amount of deviation between the first remaining fuel amount and the second remaining fuel amount is a predetermined value or more is predetermined. When the condition of continuing for more than an hour is satisfied, the degree of correction of the first remaining fuel amount can be increased to suppress the deviation from the second remaining amount of fuel, and when traveling down a mountain road or actually Even when it can be determined that the meter is abnormal regardless of the fuel consumption of the vehicle, such as when the correction control is executed with the remaining value less than the remaining amount of the meter as the initial value, the remaining amount of the meter The display can follow the actual remaining amount.

Further, it is desirable that the control unit continues the quantitative correction until the deviation amount falls below the predetermined value.

By doing so, it is possible to prevent the first remaining amount of fuel from being overcorrected, and it is possible to make the remaining amount display of the meter substantially match the actual remaining amount.

According to the present invention, when the condition that the deviation amount between the first fuel remaining amount and the second fuel remaining amount is equal to or more than a predetermined value and continues for a predetermined time or more is satisfied, the first fuel remaining amount Since the degree of correction can be increased to suppress the deviation from the second remaining fuel amount, correction control can be performed when traveling down a mountain road or using a remaining amount value less than the actual remaining amount as the initial value. Even when it can be determined that the meter has an abnormal display regardless of the fuel consumption of the vehicle, as in the case of execution, the fuel remaining amount display of the meter can follow the actual fuel remaining amount.

It is a block diagram of one Embodiment of the fuel remaining amount calculation device of the vehicle which concerns on this invention. It is an operation explanatory view of FIG. It is a flowchart for operation explanation of FIG. It is operation explanatory drawing of the prior art example. It is operation explanatory drawing of the prior art example.

An embodiment of a vehicle fuel level calculation device according to the present invention will be described in detail with reference to FIGS. 1 to 3.

The vehicle fuel level calculation device 1 in the present embodiment is configured as shown in FIG. 1, and detects the vehicle speed of the vehicle on the input side of the control unit 2 including an ECU (Electronic Control Unit) having a microcomputer configuration. The vehicle speed sensor 3, the float type fuel sender 4 that detects the remaining amount of fuel from the height of the liquid level in the fuel tank T shown in FIG. 6, and the fuel consumption obtained from the valve opening time of the injector (fuel injection device), for example. A fuel consumption detection unit 5 that outputs the amount is connected, and a fuel remaining amount display unit 6 (hereinafter, also referred to as a meter 6) composed of a liquid crystal display or the like provided on an instrument panel in the vehicle interior is connected to the output side of the control unit 2. (Referred to as) is connected. Here, the fuel remaining amount display unit (meter) 6 displays, for example, a full tank by lighting eight segments, and the number of lighting segments decreases one by one as a predetermined amount of fuel is consumed. ing.

The control unit 2 calculates based on the first fuel remaining amount B calculated by subtracting the fuel consumption obtained from the injector valve opening time from the fuel amount at the time of refueling the fuel tank and the input value from the fuel sender 4. The estimated remaining fuel amount is calculated by using the second remaining amount of fuel A. Further, the control unit 2 inputs the remaining fuel amount detected from the liquid level of the fuel sender 4 to the fuel amount remaining amount calculation unit 8 via the short-time average value calculation unit 7, and obtains it from the injector valve opening time. The fuel consumption amount is integrated by the integration unit 9, and the fuel remaining amount calculation unit 8 calculates as follows.

That is, the fuel remaining amount calculation unit 8 of the control unit 2 is the difference between the first fuel remaining amount B calculated from the consumed fuel and the second fuel remaining amount A calculated based on the input value from the fuel sender 4. Calculated from the fuel consumed when the deviation amount (BA) is in a state of the first threshold value C1 (for example, 3 liters) or more and continues for the first predetermined time T1 (for example, 5 minutes) or more. It is determined that there is a deviation in the first remaining fuel amount B, and the second is calculated based on the short-time (for example, 3 seconds) average value of the input values of the fuel sender 4 and the input value from the fuel sender 4. When the difference from the remaining fuel amount A is within the second threshold value C2 (for example, 1 liter) and the state continues for the second predetermined time T2 (for example, 10 seconds) or more, the liquid level in the fuel tank Is stable, and it is determined that the second remaining fuel amount A calculated based on the input value from the fuel sender 4 is correct, and the first remaining fuel amount B calculated from the consumed fuel is used as the fuel sender 4. In order to approach the second remaining fuel amount A calculated based on the input value from, the difference between the first and second remaining fuel amounts B and A and the liquid level of the fuel in the fuel tank T are adjusted. Quantitative correction is performed to correct by a predetermined amount preset from the first remaining fuel amount B according to the liquid level condition of stability and instability.

Further, the control unit 2 calculates the fuel consumption calculated from the fuel consumption when the vehicle speed input from the vehicle speed sensor 3 is a predetermined vehicle speed (for example, 20 km / h) or more, from the input value of the fuel sender 4. The correction is made to bring it closer to the remaining combustion amount B. This is in consideration of the fact that the short-time average value and the remaining fuel amount match with the passage of time when the vehicle speed decreases on a long uphill road or a curve.

In addition, in order to eliminate the accumulation of errors, the control unit 2
(1) The magnitude relationship between the first remaining fuel amount B obtained from the injector valve opening time and the predetermined remaining fuel value C0 set in advance.
(2) The amount of deviation between the first remaining fuel amount B obtained from the injector valve opening time and the second remaining fuel amount A based on the input of the fuel sender 4 is the above-mentioned first and second threshold values. Whether or not it is larger than the values C1 and C2 (<C1),
(3) Whether the direction of deviation between the first remaining fuel amount B obtained from the injector valve opening time and the average value of the input values of the fuel sender 4 for a short time (for example, 3 seconds) is positive or negative.
A constant rate correction is performed to correct with each of the preset correction factors according to the three conditions of. It is desirable to save these correction factors as a map in the built-in memory of the control unit 2.

Then, the control unit 2 reads the corresponding correction factor from the memory according to the conditions (1) to (3), and performs the constant rate correction of the first remaining fuel amount B.

However, the volume of the fuel tank fluctuates due to thermal expansion due to the outside air temperature, and the float of the fuel sender 4 in the fuel tank T cannot float above the limit level, so that the fuel liquid level cannot rise above the limit level. Since the structure is such that the fuel cannot be measured unless the fuel is lowered to the limit level, the fuel sender 4 has a remaining amount unmeasurable region as described above, which cannot be dealt with by the quantitative correction and the constant rate correction described above. Further, for example, even if the fuel tank T is not fully refueled and the refueling is stopped before the fuel tank is full due to the automatic stop function of the refueling machine, the above-mentioned quantitative correction cannot sufficiently cope with it.

Therefore, in the present embodiment, the deviation between the remaining amount displayed on the meter 6 and the actual remaining amount in such an unmeasurable region is reduced, the fuel tank is not filled with fuel, and the refueling machine is automatically stopped. Even if the refueling is stopped before the tank is full, the control unit 2 performs the following control in order to suppress the deviation between the remaining amount display of the meter 6 and the actual remaining amount as much as possible.

That is, as shown in FIG. 2, the second fuel remaining amount A, which is equal to the actual remaining amount calculated based on the input value of the fuel sender 4 for detecting the liquid level of the fuel tank T, is a structurally measurable liquid. In the case of sender F or more corresponding to the upper limit L of the surface, the fuel level in the fuel tank T is in a region (hatched region in FIG. 2) that cannot be measured by the fuel sender 4, so that the control unit 2 determines. , The correction factor of the constant rate correction (for example, 0.6) with respect to the first remaining fuel amount B calculated by subtracting the fuel consumption obtained from the injector valve opening time from the amount of fuel at the time of refueling the fuel tank. The constant rate correction is performed by the correction factor for swelling countermeasures, and the remaining amount of fuel reflecting the swelling of the fuel tank T can be displayed to suppress the deviation between the remaining amount display of the meter and the actual remaining amount. In FIG. 2, FL is the float of the fuel sender 4, and P is the fuel pump.

At this time, when all eight segments of the meter (fuel level display unit) 6 are lit, the full tank of the fuel tank is displayed, but the fuel level is further above the measurable upper limit of the fuel sender 4. Occasionally, because the fuel sender 4 is in an unmeasurable state, all eight segments of the meter 6 remain lit even when fuel is consumed, fuel consumption progresses, and the fuel level of the fuel sender 4 remains lit. When the temperature drops below the measurable upper limit, the 8th segment of the meter 6 goes out and the 7 segments are lit. When the lighting state of the meter 6 is switched from 8 to 7, in this way, the meter 6 is lit. It can be determined that the fuel in the fuel tank has dropped to a liquid level that can be measured by the fuel sender 4. Therefore, as shown in FIG. 2, the fuel in the fuel tank T is as high as the nominal full tank level of the fuel tank T when the liquid level at which the lighting state of the meter 6 is switched from 8 to 7 is used as a reference. It is desirable to set the above-mentioned correction factor for swelling countermeasures based on the ratio (= x / y) of the x to the height y to the level when the fuel tank T is full of swelling.

On the other hand, even if the fuel tank T is not fully refueled and the refueling is stopped before the fuel tank is full due to the automatic stop function of the refueling machine, when the lighting state of the meter 6 is switched from 8 to 7. In order to bring the remaining amount displayed on the meter 6 closer to the actual remaining amount, the following correction control by forced quantitative correction is performed.

That is, since refueling is stopped before the tank is full due to the automatic stop function of the refueling machine, if the constant rate correction is performed with the above correction factor for swelling countermeasures from the full tank state, the correction factor for swelling countermeasures is used at the beginning of the remaining amount measurement. Since the degree of decrease is relaxed, the displayed value of the meter 6 cannot catch up with the second remaining fuel amount A, which is the estimated remaining amount. Therefore, the control unit 2 determines that the second remaining amount of fuel A is the structure of the fuel sender 4. Above When the first fuel remaining amount B, which is the estimated remaining amount by calculation and does not exceed the sender F corresponding to the measurable upper limit, exceeds the sender F, the first and second fuel remaining amount. Instead of the above-mentioned normal quantitative correction performed according to the deviation status of the amounts B and A and the liquid level status of the fuel in the fuel tank T, the first fuel remaining amount B regardless of the deviation status and the liquid level status. Quantitative correction is forced. In the following description, this forced quantitative correction will be referred to as "first forced quantitative correction".

In this way, when the lighting state of the meter 6 is switched from 8 to 7, the difference between the remaining amount displayed on the meter 6 and the actual remaining amount in the unmeasurable area of the fuel sender 4 due to the first forced quantitative correction Can be suppressed so that the actual remaining amount and the remaining amount displayed on the meter 6 are almost the same.

By the way, the control unit 2 uses the fuel consumption obtained from the injector valve opening time as the first fuel remaining amount B calculated by subtracting the fuel amount at the time of refueling the fuel tank from the fuel amount, and the input value from the fuel sender 4. Based on the deviation status based on the difference of the second remaining fuel amount A calculated based on the above and the liquid level condition in the fuel tank, instead of the quantitative correction for correcting by the set predetermined amount as described above, the above (1) to (3) ), When the constant rate correction is performed by the correction factor according to the condition of), the state in which the deviation amount between the first fuel remaining amount B and the second fuel remaining amount A is a predetermined value (for example, 2 liters) or more is a predetermined time. When continuing for (for example, 10 minutes) or more, instead of the constant rate correction by the correction factor according to the conditions (1) to (3), a predetermined value (for example, 2 ml / sec) is applied from the first remaining fuel amount B. Another quantitative correction to be subtracted is forcibly performed until the deviation amount falls below a predetermined value. In the following description, this other forced quantitative correction will be referred to as a "second forced quantitative correction".

The degree of correction by the second forced quantitative correction at this time is set to be larger than the degree of correction by the above-mentioned constant rate correction. The second forced quantitative correction is executed only when the first fuel remaining amount B deviates to the side larger than the second fuel remaining amount A.

Next, the control operation of the quantitative correction by the control unit 2 will be described with reference to the flowchart of FIG.

Now, as shown in FIG. 3, when the control unit 2 executes a determination routine for determining whether or not quantitative correction should be performed at a calculation cycle of, for example, every 3.2 seconds, a predetermined vehicle speed detected by the vehicle speed sensor 3 is preset. Whether or not the speed (for example, 20 km / h) or higher is determined (step S1), and if the detected vehicle speed is lower than the low speed and the judgment result of step S1 is NO, the operation ends and the detected vehicle speed is the low speed or higher. If the determination result in step S1 is YES, the input value (sender value) of the fuel sender 4 and the fuel liquid level in the fuel tank T (see FIG. 2) correspond to the structurally measurable upper limit of the fuel sender 4. In order to determine whether the fuel sender 4 is in a measurable state or a measurable state by comparison with the sender F, it is determined whether or not the sender value is smaller than the sender F (step S2).

If the determination result in step S2 is NO, the operation ends because the liquid level of the fuel in the fuel tank T is too high and the fuel sender 4 cannot be measured, and the determination result in step S2 is YES. If so, it is determined that the fuel level is lowered and the fuel sender 4 is in a measurable state, and it is determined whether or not the second fuel remaining amount A, which is the estimated remaining amount, is equal to or higher than the sender F. Is done (step S3).

Then, if the determination result in step S3 is YES, the process proceeds to step S7 described later in order to perform the first forced quantitative correction described above, and if the determination result in step S3 is NO, the first remaining fuel amount remains. A divergence determination is made by comparing the difference between B and the second remaining fuel amount A, that is, the divergence amount (BA) and the first threshold value C1 (step S4). As described above, the state in which the deviation amount (BA), which is the difference between the first remaining fuel amount B and the second remaining fuel amount A, is equal to or higher than the first threshold value C1 (for example, 3 liters). Whether the first fuel remaining amount B calculated from the consumed fuel and the second fuel remaining amount A measured by the fuel sender 4 are not close to each other after continuing for the first predetermined time T1 (for example, 5 minutes) or more. Whether or not it is judged.

If the result of the deviation determination in step S4 is NO, it is determined that there is no deviation and the operation ends, and if the result of the deviation determination in step S4 is YES, the execution condition of the second forced quantitative correction, that is, The state in which the deviation amount (BA), which is the difference between the first remaining fuel amount B and the second remaining fuel amount A, is equal to or more than a predetermined value such as 2 liters continues for a predetermined time (for example, 10 minutes) or more. It is determined whether or not to perform the fuel (step S5), and if the determination result is YES, the first fuel remaining amount B is determined instead of the constant rate correction by the correction factor according to the conditions (1) to (3). In order to perform the second forced quantitative correction for subtracting the value (for example, 2 ml / sec), the process proceeds to step S7 described later.

On the other hand, if the determination result in step S5 is NO, the determination of liquid level stability is made in the next step S6 (step S6), and in this determination of liquid level stability, as described above, the input value of the fuel sender 4 is determined. The difference between the short-time (for example, 3 seconds) average value and the second remaining fuel amount A calculated based on the input value from the fuel sender 4 is within the second threshold value C2 (for example, 1 liter). It is determined whether or not the state continues for a second predetermined time T2 (for example, 10 seconds) or more.

If the determination result in step S6 is NO, the operation ends because the liquid level of the fuel in the fuel tank T is unstable, and if the determination result in step S6 is YES, the liquid level is stable. If so, the quantitative correction flag provided in the control unit 2 is set to "1" (step S7), and by setting this quantitative correction flag, the quantitative correction based on the predetermined correction amount by the control unit 2 is performed. It is done, and then the operation ends. At this time, when passing through step S3 with YES, the first compulsion by a predetermined correction amount is performed regardless of the deviation status (deviation amount) and the liquid level condition (liquid level stability) based on the determinations in steps S4 and 6. When the quantitative correction is forcibly executed and the step S5 is passed with YES, the second forced quantitative correction with a predetermined correction amount is forcibly executed regardless of the determination of the liquid level condition in step S6.

Therefore, according to the above-described embodiment, the control unit 2 corrects the first fuel remaining amount B at a constant rate with a predetermined correction factor so that the first fuel remaining amount B approaches the second fuel remaining amount A. When the state in which the amount of deviation between the first fuel remaining amount B and the second fuel remaining amount A is equal to or more than a predetermined value (for example, 2 liters) continues for a predetermined time (for example, 10 minutes) or more, control is performed. From Part 2, instead of the constant rate correction, a second forced quantitative correction is performed in which a predetermined value is subtracted from the first remaining fuel amount B at a correction degree set larger than the correction degree by the fixed rate correction. When the execution condition of the second forced quantitative correction that the deviation amount between the fuel remaining amount B and the second fuel remaining amount A continues for a predetermined time or more is satisfied, the first fuel remaining amount is satisfied. It is possible to increase the degree of correction of B to suppress the deviation from the second remaining fuel amount A, and to correct the initial value when traveling down a mountain road or when the remaining amount value is less than the actual remaining amount. Even when it can be determined that the meter 6 has an abnormal display regardless of the fuel consumption of the vehicle, as in the case where the control is executed, the remaining amount display of the meter 6 can follow the actual remaining amount.

Further, if the amount of deviation between the first remaining fuel amount B and the second remaining amount of fuel A is less than a predetermined value (for example, 2 liters), the second forced quantitative correction is stopped, so that the first fuel It is possible to prevent the remaining amount B from being excessively corrected, and it is possible to make the remaining amount display of the meter 2 substantially match the actual remaining amount.

The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

For example, in the above-described embodiment, as the execution condition of the second forced quantitative correction, a state in which the amount of deviation between the first fuel remaining amount B and the second fuel remaining amount A is a predetermined value of 2 liters or more is satisfied. Although the case where the predetermined time is continued for 10 minutes or more is illustrated, the predetermined value is not limited to 2 liters, and the predetermined time is not limited to 10 minutes.

Further, in the above-described embodiment, the correction factor (= x / y) for swelling countermeasures is not limited to the above-mentioned “0.6”, but depends on the material and capacity of the fuel tank T shown in FIG. , It may be set appropriately.

Further, in the above-described embodiment, the case where the constant rate correction by the correction factor for swelling countermeasures, the first forced quantification correction and the second forced quantification correction under predetermined conditions are performed when the fuel tank T is swelled has been illustrated. Only the forced quantitative correction of 2 may be performed.

The present invention is widely applicable as a fuel remaining amount calculation device for vehicles that calculates the fuel remaining amount in a fuel tank.

1 ... Fuel remaining amount calculation device 2 ... Control unit 4 ... Fuel sender T ... Fuel tank

Claims (2)

The first remaining fuel amount calculated by subtracting the fuel consumption obtained from the injector valve opening time from the amount of fuel at the time of refueling the fuel tank, and the input value from the fuel sender that detects the liquid level of the fuel tank. In the fuel remaining amount calculation device of the vehicle provided with the control unit which calculates the estimated fuel remaining amount using the second fuel remaining amount calculated based on
The control unit
The first fuel remaining amount is fixedly corrected by a predetermined correction factor so that the first fuel remaining amount approaches the second fuel remaining amount.
When the state in which the amount of deviation between the first remaining fuel amount and the second remaining fuel amount is equal to or more than a predetermined value continues for a predetermined time or longer, a predetermined value is calculated from the first remaining amount of fuel instead of the constant rate correction. It is forcibly performing quantitative correction to be subtracted.
A vehicle fuel remaining amount calculation device, characterized in that the degree of correction by the quantitative correction is set to be larger than the degree of correction by the fixed rate correction. The fuel remaining amount calculation device for a vehicle according to claim 1, wherein the control unit continues the quantitative correction until the deviation amount falls below the predetermined value.

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