VEHICLE AND METHOD OF IMMOBILISING A VEHICLE

Abstract

A vehicle and a method of immobilising a vehicle. The vehicle (100) includes a transport refrigeration unit (10), a power management system (20) for supplying power to the transport refrigeration unit (10), and a braking system (30). The power management system (20) includes an electric charging connector (26) and controller (24) configured to determine if a charging cable is engaged with the electric charging connector (26). If the controller (24) determines that a charging cable is engaged with the electric charging connector (26), the braking system (30) is configured to immobilise the vehicle (100).

Claims

1. A vehicle (100) comprising: a transport refrigeration unit (10); a power management system (20) for supplying power to the transport refrigeration unit (10), wherein the power management system (20) comprises an electric charging connector (26) and a controller (24) configured to determine if a charging cable is engaged with the electric charging connector (26); and a braking system (30); wherein, in response to the controller (24) determining that a charging cable is engaged with the electric charging connector (26), the braking system (30) is configured to immobilise the vehicle (100).

2. A vehicle (100) as claimed in claim 1, wherein the braking system (30) comprises a park release emergency valve (36) in communication with a plurality of brakes (32); wherein the park release emergency valve (36) is operable to immobilise the vehicle (100).

3. A vehicle (100) as claimed in claim 2, wherein the braking system (30) comprises an electronic braking system (40) configured to selectively operate the park release emergency valve (36); wherein, in response to the controller (24) determining that a charging cable is engaged with the electric charging connector (26), the electronic braking system (40) is configured to operate the park release emergency valve (36) such that the vehicle (100) is immobilised.

4. A vehicle (100) as claimed in claim 2, wherein the braking system (30) comprises a release valve (60), wherein, in response to the controller (24) determining that a charging cable is engaged with the electric charging connector (26), the release valve (60) is configured to decompress fluid supplied to the park release emergency valve (36) such that the vehicle (100) is immobilised.

5. A vehicle (100) as claimed in claim 4, wherein the braking system (30) comprises an electronic braking system (40) configured to selectively operate the park release emergency valve (36); wherein the release valve (60) is located between the electronic braking system (40) and the park release emergency valve (36).

6. A vehicle (100) as claimed in claim 5, wherein the release valve (60) is controllable independently of the electronic braking system (40).

7. A vehicle (100) as claimed in claim 3, wherein a pneumatic module (34) is in fluid communication with the park release emergency valve (36) and the electronic braking system (40).

8. A vehicle (100) as claimed in claim 1, comprising one or more sensors (200; 300; 400); wherein the controller (24) is in communication with the one or more sensors (200; 300; 401); wherein each of the one or more sensors (200; 300; 401) is configured to detect that a charging cable (136) is engaged with the electric charging connector (26).

9. A vehicle (100) as claimed in claim 8, wherein the one or more sensors comprises a voltmeter; wherein the voltmeter is configured to detect a voltage when the power management system (20) receives electrical power by a charging cable (126).

10. A vehicle (100) as claimed in claim 8, wherein the one or more sensors comprises a magnetic switch (300); wherein the magnetic switch (300) is configured to activate when a charging cable (126) is engaged with the electric charging connector (26).

11. A vehicle (100) as claimed in claim 8, wherein the one or more sensors comprises a depressible pin (200); wherein the depressible pin (200) is configured to depress when a charging cable (126) is engaged with the electric charging connector (26).

12. A vehicle (100) as claimed in claim 8, wherein the one or more sensors comprises an incomplete sensing circuit (401); wherein the incomplete sensing circuit (401) is configured to be completed when a charging cable (126) is engaged with the electric charging connector (26).

13. A vehicle (100) as claimed in claim 1, wherein the vehicle (100) is a trailer for a tractor.

14. A method of immobilising a vehicle (100) as claimed in claim 1, when a charging cable is connected thereto, the method comprising: determining that a charging cable is engaged with the electric charging connector (26); and subsequently activating a braking system (30) such that the vehicle (100) is immobilised.

15. A vehicle (100) comprising: a park release emergency valve (36) in communication with a plurality of brakes (32); and a release valve (60); wherein the release valve (60) is configured to selectively decompress air supplied to the park release emergency valve (60) such that the vehicle (100) is immobilised.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0084] Certain exemplary embodiments of the invention are described below by way of example only and with reference to the accompanying drawings in which:

[0085] FIG. 1 schematically shows a vehicle comprising a power management system and a braking system;

[0086] FIG. 2a shows a side view of an electric charging connector in an unplugged configuration;

[0087] FIG. 2b shows a side view of the electric charging connector of FIG. 2a and a charging cable in a plugged configuration;

[0088] FIG. 3 schematically shows an electric charging connector and a charging cable in an unplugged configuration; and

[0089] FIG. 4 schematically illustrates an electric charging connector and a charging cable in an unplugged configuration.

DETAILED DESCRIPTION OF THE INVENTION

[0090] FIG. 1 shows a vehicle 100. The vehicle 100 comprises a transport refrigeration unit (TRU) 10, a power management system 20, and a braking system 30. In the present embodiment the vehicle 100 is a trailer 100 for use in a tractor-trailer arrangement. The trailer 100 comprises a container or storage space (not shown) for the transportation of goods. An environment of the container is monitored, and regulated, by the TRU 10.

[0091] The trailer 100 comprises a plurality of wheels 101, which are controlled, i.e. selectively immobilised or decelerated, using the braking system 30. The braking system 30 comprises a plurality of brakes 32, each of which are arranged to control a respective wheel 101.

[0092] In the present arrangement an electronic braking system 40 is employed. The electronic braking system 40 is arranged to receive communication signals from the tractor, or other suitable driving vehicle, and control the brakes 32 accordingly. This is of particular use in systems such as tractor-trailer systems, where the trailer 100 is detachable from the driving vehicle. The braking system 30 of the present arrangement can therefore be considered a ‘brake-by-wire’ braking system 30, as control of the brakes 32 is performed using a braking system 30 which is remote, or not in fluid communication with, a brake pedal or other mechanical brake control a driver of the vehicle 100 may operate. When controlled by the electronic braking system 40, the brakes 32 can be considered as being service brakes 32.

[0093] The braking system 30 of the present embodiment uses pneumatic braking lines to control the brakes 32. The delivery of compressed, i.e. pressurised, air to the brakes 32 motivates one or more brake actuators (not shown) such that a brake pad is urged into contact with a rotating member in communication with, or part of, a respective wheel 101. The electronic braking system 40 is configured to deliver compressed air to the plurality of brakes 32 to actuate the brakes 32 as necessary.

[0094] The electronic braking system 40 is in flow communication with a pneumatic module 34 which regulates the flow of compressed air to the electronic braking system 40. The pneumatic module 34 receives compressed air from a source 50 such as a compressor of the vehicle 100, or of the driving vehicle. In the present embodiment, the pneumatic module 34 is in flow communication with a service brake air tank 38, which stores the compressed air. A drain valve 39 is also provided in communication with the air tank 38, to allow for the exhaustion of compressed air under certain conditions.

[0095] A park release emergency valve 36 is located in flow communication with each of the pneumatic module 34 and the electronic braking system 40. The park release emergency valve 36 is also in flow communication with the source of compressed air 50, and a brake line 52.

[0096] The brake line 52 is in flow communication with a parking, or emergency, brake (not shown). The parking brake comprises a spring mechanism which is resiliently biased so as to apply the brakes 32 to the wheels 101. When compressed air is supplied to the parking brake, the spring mechanism is disengaged because the air pressure provides work against the spring mechanism. However, if the supply of compressed air is removed or fails, the parking brake is engaged because there is nothing to prevent the spring mechanism from applying the brake to the wheels 101. The park release emergency valve 36 therefore, as well as regulating the supply of compressed air to the pneumatic module 34, controls the supply of compressed air to the parking brake via brake line 52.

[0097] The parking brake is thus capable of being used to actuate the plurality of brakes 32. That is, each brake 32 can be actuated by both a brake actuator (in which it acts as a service brake) and a spring mechanism (in which it acts as a parking brake). In various embodiments, the parking brake can instead control a separate and distinct brake to that of the service brakes.

[0098] The electronic braking system 40 is preferably configured to control the functions of the park release emergency valve 36. For example, the electronic braking system 40 can control a flow of compressed air to the park release emergency valve 36 as appropriate. Additionally or alternatively, the park release emergency valve 36 can be controlled by other control systems in the event the electronic braking system 40 fails, or as desired.

[0099] The TRU 10 requires a supply of electrical power to operate. The power management system 20 therefore supplies electrical power to the TRU 10. The power management system 20 can also be used to supply electrical power to the electronic braking system 40, if it does not comprise its own respective power supply (e.g. from a tractor of a tractor-trailer system, or otherwise).

[0100] The power management system 20 comprises an energy storage device 22, such as a battery pack comprising a plurality of batteries, and a controller 24. The power management system 20 also comprises an electric charging connector 26, which is configured to engage a charging cable. By plugging a charging cable connected to a power source, such as a remote charging station or a mains electrical power supply, the energy storage device 22 can be recharged.

[0101] If an operator of the vehicle 100 drives the vehicle 100 whilst the electric charging connector 26 is connected to a charging cable, the vehicle 100 could be damaged through improper use. Similarly, a device to which the charging cable is attached to could also be damaged. Further, such damage could cause an electrical hazard.

[0102] The controller 24 is therefore configured to determine if a charging cable is engaged with the electric charging connector, and operate the braking system 30 such that the vehicle 100 is immobilised when a charging cable is engaged. In this way, the driver of the vehicle 100 is prevented from leaving, or driving away, in a manner which could cause damage. To immobilise the vehicle 100 in emergency situations, the park release emergency valve 36 is controlled. Activation of the parking brake reliably immobilises the vehicle 100.

[0103] In the arrangement shown in FIG. 1, the park release emergency valve 36 is controlled indirectly by the controller 24. That is, the controller 24 is not directly in control with the park release emergency valve 36. Instead, a release valve 60 is located in flow communication with the park release emergency valve 36.

[0104] The release valve 60 is in electronic communication with the controller 24 via suitable communication protocols. In response to the controller 24 determining that a charging cable is connected to the electric charging connector 26, the release valve 60 is actuated. Actuation of the release valve 60 causes the decompression of fluid supplied to the park release emergency valve 36. The pressure of air supplied to the park release emergency valve 36 is thus reduced, such that the spring mechanism of the parking brake is capable of applying a brake to the wheels 101.

[0105] Upon determining that the charging cable is disconnected, or that there is no charging cable connected to the electric charging connector 26, the controller 24 will send a signal to the release valve 60 such that it is deactivated. When the release valve 60 is no longer actuated, compressed air is supplied to the park release emergency valve 36 such that the parking brake is disengaged.

[0106] The release valve 60 is controllable independently of the electronic braking system 40, and hence is capable of being retrofitted to existing systems comprising an electronic braking system 40 and a park release emergency valve 36 without requiring extensive modification or reprogramming of the electronic braking system 40 itself. Further, as the release valve 60 is controllable independently of the electronic braking system 40, a secondary emergency brake control system can be implemented. This secondary emergency brake control system can provide redundancy, or remote operation, of the parking brake in situations where the electronic braking system 40 is not optimised to do so.

[0107] The controller 24 is capable of determining if a charging cable is connected to the electric charging connector 26 using one or more sensors. Each of the one or more sensors is configured to detect that a charging cable is engaged with the electric charging connector 26.

[0108] In one arrangement, the one or more sensors may comprise a voltmeter present in electrical communication with the controller 24. The voltmeter is configured to detect a voltage when the power management system 20 receives electrical power by a charging cable.

[0109] FIG. 2a shows the electric charging connector 26 in an unplugged configuration. The electric charging connector 26 comprises a depressible pin 200, connected to the electric charging connector 26. When a charging cable is unplugged, or disengaged from the electric charging connector 26, a lid 27 of the electric charging connector 26 remains closed.

[0110] FIG. 2b shows the electric charging connector 26 in a plugged configuration, in which a charging cable 126 engages the electric charging connector 26. Engagement of the charging cable 126 maintains the lid 27 of the electric charging connector 26 in a lifted position. In the lifted position, the lid 27 depresses the depressible pin 200. Actuation of the depressible pin 200 activates a switch, such that the controller 24 can determine that a charging cable 126 is engaged with the electric charging connector 26.

[0111] FIG. 3 shows an electric charging connector 26 disengaged from a charging cable 126. In FIG. 3, the one or more sensors comprises a magnetic switch 301. When the charging cable 126 is disengaged from the electric charging connector 26, the magnetic switch 300 is deactivated. That is, there is a separation between two electrical contacts present in the magnetic switch 300. However, upon engagement of the charging cable 126 to the electric charging connector 26, a magnet 301 attached to the charging cable 126 motivates the electrical contacts together within the magnetic switch 300, due to the magnetic field of the magnet 301. Thus, when the charging cable 126 engages the electric charging connector 26, proximity of the magnet 301 to the magnetic switch 300 activates the magnetic switch 300. The controller 24 is in communication with the magnetic switch 300, and hence can determine that a charging cable 126 is engaged to the electric charging connector 24.

[0112] FIG. 4 shows an electric charging connector 26 disengaged from a charging cable 126. In FIG. 4, the one or more sensors comprises a sensing circuit 400. The charging cable 126 comprises a plurality of electrical connectors which engage with a plurality of corresponding connectors of the electric charging connector 26. In this way, an electrical flow path 426 is established between the charging cable 126 and the electric charging connector 26, such that electrical power is supplied to the power management system 20.

[0113] The electric charging connector 26 also comprises two other connectors 401, which are part of the sensing circuit 400. The two connectors 401 of the electric charging connector 26 are not in electrical communication with one another, and hence form an incomplete sensing circuit 401 when taken in isolation. However, the sensing circuit 400 is completed when the charging cable 126 engages the electric charging connector 26. When the sensing circuit 400 is completed, the controller 24 is capable of determining that a current is flowing using known techniques.

[0114] The electric charging connector 126 thus also comprises two contact points 402 which are not themselves connected to a source of electricity (i.e. when the charging cable 126 is unplugged from the electric charging connector 26, they do not carry an electric current). Each of these contact points 402 are in communication with one another, and are also configured to engage each of the connectors 401 of the electric charging connector 26, upon engagement of the charging cable 126. Thus, when the charging cable 126 engages the electric charging connector 26, the sensing circuit 400 is completed and the controller 24 can determine that the charging cable 126 is engaged.

[0115] In various embodiments, the controller 24 is in wired and/or wireless communication with the electronic braking system 40. The wired and/or wireless communication is facilitated using appropriate electronic communication protocols. The controller 24 is configured to send a signal to the electronic braking system 40 when the controller 24 determines that a charging cable is engaged to the electrical charging connector 26. In response, the electronic braking system 40 is then configured to operate the park release emergency valve 36, such that the vehicle 100 is immobilised.