Description:
TECHNICAL FIELD
[001] This disclosure relates generally to automobiles, and more particularly to fault detection in fuel level sensor in bi-fuel automobiles.
BACKGROUND
[002] Vehicles running on gaseous or liquid fuels have fuel level indication system to indicate a level of fuel remaining in the vehicle. Based on the fuel level remaining, a driver can know how much distance the vehicle can travel before the next refueling is required. Type of fuel level sensors used may depend on the fuel type being used to run the vehicle. For example, for gaseous fuel, fuel level may be monitored through pressure based sensors. For liquid fuel, fuel level may be monitored through resistance-based fuel sensors. The resistance-based sensors are mechanically connected to a float which may float on the surface of the liquid fuel in fuel tank. Based on the movement of the float, the resistance value of the resistance-based sensor changes which is electrically connected to a pointer of a fuel level indicator.
[003] In some cases, the pointer of the fuel level indicator may get stuck or may not move due to no signal received from the resistance-based sensor or due to some damage in the float. The float may get damaged due to wear and tear and may sink below the fuel level in fuel tank leading to erroneous fuel level indication. Further, in case of pressure based sensors may include a line or orifice that may get clogged and stop working or give incorrect fuel level readings.
[004] In case of an erroneous fuel level indication, the driver may not be able to determine the actual fuel level remaining in the fuel tank. For example, the fuel tank may be almost empty while the fuel level indicator may incorrectly indicate that a significant amount of fuel is left in the fuel tank, thereby misleading the driver.
[005] Therefore, it is imperative to take a pre-emptive action based on the onset of failure of the fuel level indication system.
SUMMARY OF THE INVENTION
[006] In an embodiment, a method of determining a fault in a fuel level sensor in a vehicle is disclosed. The method may include monitoring, by a fault detection device, a fuel level indication signal from the fuel level sensor coupled to a fuel tank of the vehicle. Further, the method may include determining, by the fault detection device, a fault in the fuel level sensor in response to the fuel level indication signal being absent or the fuel level indication signal remaining static for a pre-defined distance or a pre-defined time period while an engine of the vehicle is powered ON.
[007] In an embodiment, a system for determining a fault in a fuel level sensor in a vehicle is disclosed. The system may include a processor and a memory communicably coupled to the processor. In an embodiment, the memory stores processor-executable instructions, which, on execution, may cause the processor to monitor a fuel level indication signal from the fuel level sensor coupled to a fuel tank of the vehicle. The processor may further determine a fault in the fuel level sensor in response to: the fuel level indication signal being absent or the fuel level indication signal remaining static for a pre-defined distance or a pre-defined time period while an engine of the vehicle is powered ON.
[008] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[009] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[010] FIG. 1 illustrates a block diagram of a fault detection device in a vehicle, in accordance with some embodiments of the present disclosure.
[011] FIG. 2 illustrates a functional module diagram of the fault detection device, in accordance with some embodiments of the present disclosure.
[012] FIG. 3 illustrates a detailed flowchart of a method of determining the fault in the fuel level sensors in the vehicle, in accordance with some embodiments of the present disclosure.
DETAILED DESCRIPTION
[013] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[014] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[015] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-3. It is to be noted that the system may be employed in any vehicle, including but not limited to, a passenger vehicle, a utility vehicle, commercial vehicles, and any other transportable machinery.
[016] As explained earlier, fault in fuel level indicator may subsequently lead to stalling of the vehicle on road. The system and method of the present disclosure allow determination of a fault in a fuel level sensor in a vehicle. As such faults in the fuel level sensor, if unchecked may lead to accidents or sudden stalling of the vehicle.
[017] To this end, a fault detection device is disclosed. The fault detection device may be implemented in a fault detection system, which may be configured to monitor and detect fault in the fuel level sensor. Now referring to FIG. 1 which illustrates a block diagram of a fault detection system 100 in a vehicle (not shown), in accordance with some embodiments of the present disclosure. The fault detection system 100 may be configured to detect a fault in a fuel level sensor 110.
[018] In an embodiment, with continued reference to FIG. 1, the fault detection system 100 may include a fault detection device 102, an Electronic Control Unit (hereinafter referred to as ECU) 108, the fuel level sensor 110 each coupled to a fuel tank 112 of a vehicle.
[019] In an embodiment, the vehicle may have a dual-fuel or bi -fuel engine and may run on a gaseous fuel or liquid fuel. In an embodiment, gaseous fuel may include, but not limited to, compressed natural gas (CNG), etc. In an embodiment, liquid fuel may include, but not limited to, petrol, diesel, ethanol, etc. Accordingly, the vehicle may have different fuel tanks for storing each fuel type. In an exemplary embodiment, each fuel tank storing different types of fuel may be coupled with a fuel level sensor to determine an instantaneous fuel level of the corresponding fuel type. In an embodiment, a pressure based fuel level sensor 110 may be used for gaseous fuel type and a resistance-based fuel level sensor 110 may be used for liquid fuel type.
[020] In an embodiment, the fault detection device 102 may be communicably connected to the fuel level sensor 110. The ECU 108 may be communicably connected to the fault detection device 102 which may in turn be communicably connected to the fuel level sensor 110. In an embodiment, the ECU 108, the fault detection device 102 and the fuel level sensor 110 may be connected via vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like. Alternatively, the fuel level sensor 110 may also be hard-wired to the fault detection device 102.
[021] Further, the fault detection device 102 may include a processor 104 and a memory 106. Alternatively, the functions of the fault detection device 102 may be implemented using the ECU 108. The processor 104, and the ECU 108 may be implemented as one or more microprocessors, microcomputers, single board computers, microcontrollers, digital signal processors, central processing units, graphics processing units, logic circuitries, and/or any devices that manipulate data received from the memory 106. Among other capabilities, the one or more processor(s) 104 are configured to fetch and execute computer-readable instructions stored in a memory 106 of the fault detection device 102 to determine fault occurring in the fuel level sensor 110 of the vehicle. The memory 106 may store one or more computer-readable instructions or routines, which may be fetched and executed to create or share the data over a network service. The memory 106 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include, but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access Memory (SRAM). The memory 106 may also store various vehicle information such as design manuals, operational parameters, emergency parameters, etc. that may be captured, processed, and/or required by the fault detection system 100.
[022] In an embodiment, as explained earlier, the fault detection device 102 may be connected to the fuel level sensor 110. In an embodiment, the fuel level sensor 110 may include, but not be limited to, float arm sensors, capacitance sensors, ultrasonic sensors, pressure sensors such as (high-resolution pressure sensors such as strain gauge pressure sensors, piezoelectric pressure sensors, capacitive pressure sensors, resonant wire pressure sensors), optical sensors, resistive sensors or potentiometric sensors, radar sensors and the like. Further, the fuel level sensor 110 may be coupled to the fuel tank 112 respectively, such that it may determine or sense real-time fuel level in the fuel tank 112. Further, the fault detection device 102 may monitor the fuel level indication signal indicating the instantaneous fuel level values from the fuel level sensor 110. In an embodiment, the fault detection device 102 may determine a fault in the fuel level sensor 110, monitoring the fuel level in the fuel tank 112 in real-time.
[023] In an embodiment, in case of bi-fuel vehicle, the fault detection device 102 may determine each of the fuel level sensors monitoring the fuel level of the corresponding fuel in the corresponding tanks. Further, the fault detection device 102 may determine a fuel mode of the vehicle as one of the gaseous fuel mode or a liquid fuel mode based on the type of fuel being used to run the vehicle in real-time. In case of gaseous fuel mode, the fuel level sensor 110 may determine a real-time fuel quantity based on a pressure level of the gaseous fuel in the fuel tank cylinder 112. Further, in case of a liquid fuel mode, another fuel level sensor may determine a real-time fuel quantity based on a resistance value determined based on a change in float level in the fuel tank storing the liquid fuel. Accordingly, the fault detection device 102 may monitor each of the fuel level sensors in the vehicle for fault in case of bi-fuel vehicle.
[024] In an embodiment, the fault detection device 102 may determine a fault in the fuel level sensor 110, monitoring the fuel level in real-time based on the fuel mode of the vehicle. In case, the vehicle is operating in gaseous fuel mode, the fault detection device 102 may determine a fault in the fuel sensor 110 configured to monitor the fuel level in the fuel tank cylinder112 storing gaseous fuel. Similarly, in case the vehicle is operating in liquid fuel mode, the fault detection device 102 may determine a fault in the fuel sensor 110 monitoring fuel level of liquid fuel in the fuel tank cylinder 112 storing liquid fuel.
[025] Accordingly, the fault detection device 102 may determine a fault in the fuel sensor 110 in case there is no fuel level indication signal received from the fuel sensor 110 for a pre-defined distance or a pre-defined time period while the engine of the vehicle is powered ON. Further, the fault detection device 102 may determine a fault in the fuel sensor 110 in case the fuel level indication signal is static for the pre-defined distance or the pre-defined time period while the engine of the vehicle is powered ON. In an embodiment, the fault detection device 102 may not receive any fuel level indication signal from the fuel level sensor 110 in case of any malfunctioning or fault in the fuel level sensor 110. Further, the fault detection device 102 may receive a static fuel level indication signal in case the fuel level indication signal depicts same value when the vehicle is in idling condition or when a vehicle has traveled a pre-defined distance. In an embodiment, idling condition may refer to condition when the vehicle's engine may be running and the vehicle is not in motion, or when the vehicle drops to its resting point of RPMs. The idling situation may commonly occur when the vehicle may stop at a red light, or when waiting while parked outside a business or residence, or otherwise stationary with the engine running. Further, in some embodiment, the fuel level sensor 110 may become faulty or malfunction due to wear and tear.
[026] Accordingly, in case a fault is determined in the fuel level sensor 110, the driver may not be alerted about the actual amount of fuel remaining in the fuel tank 112. Accordingly, the drive may not be able to plan his travel and get a fuel refill. To avoid such a scenario, upon detection of a fault in the fuel sensor 110, the fault detection device 102 may determine a past recorded fuel quantity, a distance traveled by the vehicle since the past recorded fuel quantity, and an average fuel economy of the vehicle for the current fuel mode of the vehicle. In an embodiment, the memory 106 may store the past recorded fuel quantity as last plausible value based on which the ECU 108 may determine an average fuel economy of the vehicle for each of the fuel modes. Further, the fault detection device 102 may determine the distance travelled by the vehicle since the past recorded fuel quantity was determined from the odometer data as saved in the memory 106 for each of the fuel modes. Further, an average fuel economy of the vehicle as determined by the ECU 108, corresponding to the past recorded fuel quantity may be stored in the memory 106 for each fuel mode. Further, new fuel level is based on last plausible fuel quantity by subtracting the fuel consumed for the distance travelled based on an average fuel economy of the vehicle as determined by the ECU 108, corresponding to the past recorded fuel quantity that may be stored in the memory 106 for each fuel mode.
[027] Accordingly, the fault detection device 102 may determine a correct real-time fuel quantity in the fuel tank 112 based on the past recorded fuel quantity, the distance traveled by the vehicle since the past recorded fuel quantity, and the average fuel economy for the current fuel mode of the vehicle. Further, the fault detection device 102 may determine a distance to empty (DTE) based on the past recorded distance to empty (DTE) corresponding to the past recorded fuel quantity and the distance traveled by the vehicle since the past recorded fuel quantity for the current fuel mode of the vehicle. In an embodiment, the DTE may be indicative of a distance that the vehicle may travel in the current fuel mode until corresponding fuel type in the corresponding fuel tank 112 becomes about nil to support functioning of the engine of the vehicle. In case of a fault in the fuel sensor 110 occurs when the vehicle is idling, the DTE may be determined based on fuel economy of the vehicle while on idling.
[028] Accordingly, in case of a bi-fuel vehicle, if a fault is determined in the fuel level sensor 110 monitoring the fuel level of a corresponding fuel, the fault detection device 102 may determine a DTE for the corresponding fuel mode. In case the DTE for the corresponding fuel mode becomes almost zero or below a predefined threshold distance then the fault detection device 102 may display a low fuel alert for the driver of the vehicle to get a refill of the fuel or switch the fuel mode of the vehicle. In an embodiment, the fault detection device 102 may automatically switch the fuel mode of the vehicle in case the DTE for the current fuel mode is determined below the predefined threshold distance. Accordingly, the fault detection device 102 may ensure that the vehicle does not stall due to fault in the corresponding fuel level sensor 110.
[029] In an embodiment, now referring to FIG. 2 illustrates a functional module diagram of the fault detection device 102 of FIG. 1 for determining a fault in the fuel level sensor 110 in the vehicle, in accordance with some embodiments of the present disclosure. The fault detection device 102 may include a sensor module 202, a fault determination module 204 and an alert module 212. The fault determination module 204 may include sub-modules such as a past values determination module 206, a fuel economy determination module 208 and a distance to empty (DTE) determination module 210. In an embodiment, the various modules may be implemented by the processor 104 by executing a set of instructions stored in the memory 106. In an embodiment, the sensor module 202 may be configured to receive the instantaneous fuel level values from the fuel level sensor 110 coupled to the fuel tank 112.
[030] In an embodiment, the sensor module 202, in addition to the instantaneous fuel level values, may also receive sensor outputs from various other sensors in the vehicle. For example, the sensor module 202 may determine real-time status of vehicle ignition being ON or OFF, a speed of the vehicle, a fuel mode of the vehicle, and the like. In case of a bi-fuel vehicle, the sensor module 202 may determine the fuel mode as one of a gaseous fuel mode or a liquid fuel mode if the vehicle is running on a gaseous fuel or a liquid fuel respectively. It is to be noted that, in case of bi-fuel vehicle, different fuel sensors may be used to monitor fuel levels of a fuel type present in the corresponding fuel tanks storing each type of fuel. Accordingly, in case the vehicle is operating in the gaseous fuel mode, a pressure sensor based fuel level sensor may determine the real-time gaseous fuel quantity based on a pressure level of the gaseous fuel present in the corresponding fuel tank. Further, in case the vehicle operates in a liquid fuel mode, a float based fuel level sensor may determine real-time liquid fuel quantity in the corresponding fuel tank based on a resistance value determined based on a change in float level in the fuel tank.
[031] The fault determination module 204 may determine a fault in the fuel sensor 110 in case the fuel level indication signal is absent from the fuel sensor 110 for a pre-defined distance or for a pre-defined time period while an engine of the vehicle is powered ON. Further, the fault determination module 204 may determine a fault in any of the fuel sensor 110 in case the fuel level indication signal from the corresponding fuel sensor 110 is static for the pre-defined distance or for the pre-defined time period while an engine of the vehicle is powered ON. A static fuel level indication signal may be determined in case the value of fuel indicated by the fuel level indication signal remains about same for the pre-defined distance or for the pre-defined time period while the engine of the vehicle is powered ON.
[032] In an embodiment, the fault determination module 204 may be include the past values determination module 206 may determine the past recorded fuel quantity based on the past readings of respective the fuel sensor 110 for the corresponding fuel modes. Further, the fuel economy determination module 208 may determine a fuel economy for each of the fuel modes based on the past recorded fuel quantity determined based on the past readings of the fuel sensor 110.
[033] Further, in case of bi-fuel vehicle, the DTE determination module 210 may determine a past DTE value for each of the fuel modes of the vehicle based on the past recorded fuel quantity and based on the fuel economy for each of the fuel modes based on the past recorded fuel quantity.
[034] In an embodiment, if the fault determination module 204 determines a fault in the fuel level sensor 110, the fault determination module 204 may determine a correct real-time fuel quantity based on the past recorded fuel quantity, the distance traveled by the vehicle since the past recorded fuel quantity and the average fuel economy of the vehicle. In an embodiment, the correct real-time fuel quantity in the fuel tank 112 may be determined by the formula given by equation (1) below:
(Correct Real-time Fuel Quantity) = Past recorded fuel quantity – (distance travelled since past recorded fuel quantity) / (average fuel economy) ……….. (1)
[035] In an embodiment, the past recorded fuel quantity is the plausible fuel quantity determined by the ECU 108 at a past time instant when the fuel level sensor 110 may be working faultlessly. Further, the distance travelled since the past time instant at which the past recorded fuel quantity was recorded may be determined. Accordingly, a fuel amount consumed by the vehicle since the past time instant at which the past recorded fuel quantity was recorded may be determined based on a ratio of the distance travelled since past recorded fuel quantity and the average fuel economy.
[036] In an embodiment, the fault detection device 102 may determine a DTE value based on an estimated fuel quantity remaining in the fuel tank 112. The fuel quantity remaining in the fuel tank 112 may be estimated based on the past recorded DTE and the distance travelled since past recorded fuel quantity and the average fuel economy. In an embodiment, the DTE value of the vehicle may be determined by the formula given by equation (2) below:
DTE = (Past Recorded DTE) – (Distance travelled since past recorded fuel quantity)
[037] Accordingly, upon determination of a fault in the fuel level sensor 110 by the fault determination module 204, the DTE determination module 210 may determine the DTE.
[038] In an embodiment, with continued reference to FIG. 2, the alert module 212 may be configured to generate a visual and/or audio alert in case a fault is detected from the corresponding fuel level sensor 110. Accordingly, a warning notification or the corrected fuel level and the distance to empty (DTE) may be displayed on an infotainment device/instrument cluster device (not shown) of the vehicle. Further, in case of bi-fuel vehicle and in case the DTE indicates that the DTE value for the current fuel mode is below a predefined threshold distance value, the alert module 212 may display a low fuel alert for the current fuel mode. In an embodiment, the predefined threshold distance may be, but not limited to, 5 kms. In an embodiment, the low fuel alert may be generated as an audio-visual alert and displayed over the infotainment system of the vehicle. Based on the alert, the driver may plan the travel to get a refill of the fuel corresponding to the current fuel mode or switch the fuel mode of the vehicle in order to prevent the engine from stalling.
[039] In this invention, fault detection of fuel level sensor for liquid fuel is based on float position which in turn gives resistance signal. Similarly for gaseous fuel, the detection is based on pressure signal. These signals are independent of type of liquid fuel and gaseous fuel. Thus, this invention is applicable to vehicles operating with any types of liquid fuel (Petrol / Gasoline, Ethanol, Diesel, LPG ) and any type of gaseous fuel (CNG, Hydrogen).
[040] Now, referring to FIG. 3, which illustrates a detailed flowchart 300 of a method of determining the fault in fuel level sensor 110, 114 in the vehicle, in accordance with some embodiments of the present disclosure.
[041] At step 302, the fuel level indication signal from the fuel level sensor 110 may be monitored by the sensor module 202. At step 304, it may be determined if the fuel level indication signal is received from the fuel level sensor 110 by the sensor module 202. If the fuel level indication signal is not received by the sensor module 202 for a pre-defined distance or a pre-defined time period while the engine of the vehicle is powered ON, the fault determination module 204 may determine a fault in the corresponding the fuel level sensor 110 at step 308. Further, if fuel level indication signal is received by the sensor module 202 at step 304, the fault determination module 204 may determine if the fuel level indication signal received is static for a pre-defined distance or a pre-defined time period while the engine of the vehicle is powered ON. The fuel level indication signal may be determined as static at step 306 in case there is a minimal change or about no change in the value depicted by the fuel level indication signal received from the corresponding the fuel level sensor 110, 114. Accordingly, if the fuel level indication signal is determined as static at step 306, the fault determination module 204 may determine a fault in the fuel level sensor 110 at step 308. Further, if the fuel level indication signal received is determined to be not static at step 306, the sensor module 202 may continue to monitor the fuel level indication signal at step 302.
[042] Upon determining a fault in the fuel level sensor 110 at step 308, the past values determination module 206 may determine a past recorded fuel quantity, a distance traveled by the vehicle since the past recorded fuel quantity at step 310. Further, the fuel economy determination module 208 may determine an average fuel economy of the vehicle at step 310. At step 312, the fault determination module 204 may determine a correct real-time fuel quantity in the fuel tank 112 based on the past recorded fuel quantity, the distance traveled by the vehicle since the past recorded fuel quantity, and the average fuel economy as described in detail in FIG. 2. Further, at step 314, the DTE determination module 210 may determine a distance to empty (DTE) based on a past recorded DTE corresponding to the past recorded fuel quantity and the distance traveled by the vehicle since the past recorded fuel quantity.
[043] As will be appreciated, based on the DTE value, a low fuel alert may be displayed to the driver in case the DTE value indicates that the fuel level present in the fuel tank 112 is below a predefined threshold level. Accordingly, the driver may plan the travel to a fuel pump in order to get a refill or may switch the fuel mode of the vehicle in case of a bi-fuel vehicle. As will be appreciated by those skilled in the art, the design described in the various embodiments discussed above are not routine, or conventional, or well-understood in the art. The techniques discussed above provide a method and a system to determine a fault in fuel level sensor 112 in a timely manner in order to avoid stalling of the vehicle.
[044] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[045] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[046] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B." Ranges can be expressed herein as from "about" one particular value, and/or to "about" another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent "about," it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.
[047] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[048] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:1. A method (300) of determining a fault in a fuel level sensor (110) in a vehicle, the method comprising:
monitoring, by a fault detection device (102), a fuel level indication signal from the fuel level sensor (110) coupled to a fuel tank (112) of the vehicle; and
determining, by the fault detection device (102), a fault in the fuel level sensor (110) in response to one of:
the fuel level indication signal being absent, or
the fuel level indication signal remaining static for a pre-defined distance or a pre-defined time period while an engine of the vehicle is powered ON.

2. The method (300) as claimed in claim 1, comprising:
receiving, by the fault detection device (102) and upon detection of the fault, a past recorded fuel quantity, a distance traveled by the vehicle since the past recorded fuel quantity, and an average fuel economy of the vehicle; and
determining, by the fault detection device (102), a correct real-time fuel quantity in the fuel tank (112) based on the past recorded fuel quantity, the distance traveled by the vehicle since the past recorded fuel quantity, and the average fuel economy.

3. The method (300) as claimed in claim 2, comprising:
determining, by the fault detection device (102), a distance to empty (DTE) based on a past recorded DTE corresponding to the past recorded fuel quantity and the distance traveled by the vehicle since the past recorded fuel quantity.

4. The method (300) as claimed in claim 1, comprising:
determining, by the fault detection device (102), a fuel mode of the vehicle as one of a gaseous fuel mode or a liquid fuel mode,
wherein the fuel level sensor (110) determines the real-time fuel quantity based on:
a pressure level of a gaseous fuel in the fuel tank (112) in case of the gaseous fuel mode, and
a resistance value based on a change in float level in the fuel tank (112) in case of the liquid fuel mode.

5. A system (100) for determining a fault in a fuel level sensor (110) in a vehicle, comprising:
a processor (104); and
a memory (106) communicably coupled to the processor (104), wherein the memory (106) stores processor-executable instructions, which, on execution, cause the processor (104) to:
monitor a fuel level indication signal from the fuel level sensor (110) coupled to a fuel tank (112) of the vehicle; and
determine a fault in the fuel level sensor (110) in response to one of:
the fuel level indication signal being absent, or
the fuel level indication signal remaining static for one of a pre-defined distance or a pre-defined time period while an engine of the vehicle is powered ON.

6. The system (100) as claimed in claim 5, wherein the processor (104) is configured to:
receive, upon detection of the fault, a past recorded fuel quantity, a distance traveled by the vehicle since the past recorded fuel quantity, and an average fuel economy of the vehicle; and
determine a correct real-time fuel quantity in the fuel tank (112) based on the past recorded fuel quantity, the distance traveled by the vehicle since the past recorded fuel quantity, and the average fuel economy.

7. The system (100) as claimed in claim 6, wherein the processor (104) is configured to:
determine a distance to empty (DTE) based on a past recorded DTE corresponding to the past recorded fuel quantity and the distance traveled by the vehicle since the past recorded fuel quantity.

8. The system (100) as claimed in claim 5, wherein the processor (104) is configured to:
determine a fuel mode of the vehicle as one of a gaseous fuel mode or a liquid fuel mode,
wherein the fuel level sensor (110) determines the real-time fuel quantity based on:
a pressure level of a gaseous fuel in the fuel tank (112) in case of the gaseous fuel mode, and
a resistance value based on a change in float level in the fuel tank (112) in case of the liquid fuel mode.