A C172 PLT BUSTS MINIMUMS DURING A LOW APCH AND LNDG AT BTL; MI.

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THERE WAS MISCOM WITH LANSING APCH WHILE ON THE VOR RWY 28 INTO RMY (MARSHALL). THIS CAUSED CONFUSION ON WHAT WAS GOING ON. I WENT MISSED AT MARSHALL AND WAS ON VECTORS FOR THE ILS RWY 23 AT BATTLE CREEK. WHEN MAKING THE NECESSARY ADJUSTMENTS TO SET UP FOR THE APCH I NOTICED THAT THE FUEL GAUGES WERE FLUCTUATING QUITE FREQUENTLY AND RAPIDLY. BECAUSE OF THIS I WAS UNSURE OF EXACTLY HOW MUCH FUEL I HAD LEFT. SO WHEN ON THE ILS RWY 23 INTO BATTLE CREEK I KNEW THAT I WOULD HAVE TO LAND BECAUSE I DID NOT KNOW IF I COULD MAKE IT TO ANOTHER ARPT NOT KNOWING HOW MUCH FUEL I HAD LEFT. THIS WAS A PROB BECAUSE THE MINIMUM VISIBILITY FOR THE APCH IS 2400 FT RVR AND IT WAS CALLING 1600 FT RVR. I SHOT THE APCH DOWN TO THE DECISION HT 1129 FT AND WAS ABLE TO GO 100 FT LOWER TO 1029 FT BECAUSE I HAD IN SIGHT THE APCH LIGHTS; THRESHOLD; THRESHOLD MARKINGS; RWY IDENTIFIER LIGHTS; PAPI'S; TOUCHDOWN ZONE AND ZONE MARKINGS; TOUCHDOWN ZONE LIGHTS; RWY; RWY MARKINGS; AND RWY LIGHTS. ONCE AT 1029 FT I WAS ABLE TO MAKE A SAFE CTLED DSCNT TO LNDG WITHOUT ANY UNUSUAL MANEUVERING OF THE AIRPLANE. KNOWING NOW THAT ACCORDING TO VISIBILITY MINIMUMS I SHOULD HAVE WENT MISSED; I KNOW THAT NEXT TIME I WILL GO MISSED. I WILL ALSO EXPLAIN MY SIT TO THE TWR ABOUT THE GAUGES FOR FUEL AND FIND ANOTHER ALTERNATIVE TO LNDG IMMEDIATELY. WITH THE CONFUSION EARLIER WITH APCH I WAS STILL A LITTLE CONFUSED AND WAS NOT RIGHT ON TOP OF EVERYTHING. I DIDN'T PICK UP THAT THE VISIBILITY WAS 1600 FT AND THE MINIMUM WAS 2400 FT SO I THOUGHT THAT AS SOON AS I HAD EVERYTHING IN SIGHT THAT WAS PREVIOUSLY MENTIONED; I COULD LAND AS LONG AS IT WAS GOING TO BE SAFE; WHICH IT WAS. THE LNDG WAS SAFE AND CTLED.