Electrical connectors for a vehicle chassis and related systems and methods

Abstract

An electrical connector for a vehicle chassis is disclosed. The electrical connector comprises: a body configured to be attached to the vehicle chassis; a first electrical contact and a first electrical conduit extending through the body to provide an electrical connection between the first electrical contact and the vehicle chassis when the body is attached to the vehicle chassis; a second electrical contact and a second electrical conduit extending through the body to provide an electrical connection between the second electrical contact and the vehicle chassis when the body is attached to the vehicle chassis; a resistive element in the first electrical conduit; and a barrier shielding the resistive element. Methods for installing an electrical connector to a vehicle chassis, methods for grounding a vehicle chassis, and systems and methods for testing an electrical connection to a vehicle chassis are also disclosed.

Description

[0001] ELECTRICAL CONNECTORS FOR A VEHICLE CHASSIS AND RELATED SYSTEMS AND METHODS

[0002] TECHNICAL FIELD

[0003] [1] The present invention relates to electrical connectors for a vehicle chassis. The present invention also relates to methods for installing an electrical connector to a vehicle chassis. The present invention also relates to methods for grounding a vehicle chassis. The present invention also relates to systems and methods for testing or monitoring an electrical connection to a vehicle chassis.

[0004] BACKGROUND

[0005] [2] Some tanker trucks and other vehicles that transport fluids have an electrical connector, sometimes known as a “truck plug”, used for connecting the chassis of the vehicle to ground or earth while the vehicle is being loaded or unloaded. This is so that static electricity built up on the vehicle can be safely discharged instead of triggering a spark, which is especially dangerous when the vehicle is carrying flammable fluids.

[0006] [3] Truck plugs may have two pins that separately connect to the vehicle’s chassis. The pins’ connections are tested before and during loading or unloading by an autonomous monitoring system that checks for continuity between the two pins. If continuity between the pins is lost, owing to the possibility that the truck plug’s connection to the chassis may have broken, loading or unloading is automatically stopped for safety purposes.

[0007] [4] Since prematurely stopping the loading or unloading process is inconvenient, truck operators might bypass the safety checks by connecting a jumper wire across the two pins or by otherwise tampering with the truck plug to trick the monitoring system to invariably detect continuity between the pins, voiding the safety checks.

[0008] [5] It is desired to address or ameliorate one or more disadvantages or limitations associated with the prior art, or to at least provide a useful alternative.

[0009] [6] Any reference in this specification to prior art or matter which is said to be known is not to be taken as an acknowledgement or admission that such prior art or matter forms part of the common general knowledge in the field of invention to which this specification relates.SUMMARY

[0010] [7] According to an example aspect, there is provided an electrical connector for a vehicle chassis. The electrical connector comprises: a body configured to be attached to the vehicle chassis; a first electrical contact and a first electrical conduit extending through the body to provide an electrical connection between the first electrical contact and the vehicle chassis when the body is attached to the vehicle chassis; a second electrical contact and a second electrical conduit extending through the body to provide an electrical connection between the second electrical contact and the vehicle chassis when the body is attached to the vehicle chassis; a resistive element in the first electrical conduit; and a barrier shielding the resistive element.

[0011] [8] In some examples, the barrier shields the first electrical conduit. In some examples, the barrier further shields the second electrical conduit. In some examples, the barrier is an insulating barrier. In some examples, the barrier comprises a potting compound at least partly contained in a volume defined by the body. In some examples, the barrier comprises one or more protective layers, at least one of the protective layers being secured around the first electrical conduit.

[0012] [9] In some examples, the electrical connector further comprises mounting means configured to attach the body to the vehicle chassis, wherein the mounting means forms part of the first and second electrical conduits.

[0013]

[0010] In some examples, the electrical connector further comprises: a first passage and a second passage through the body configured to receive respective fasteners for attaching the body to the vehicle chassis; a third electrical contact in the first passage electrically connected to the first electrical contact; and a fourth electrical contact in the second passage electrically connected to the second electrical contact. In some examples, each of the first and second passages has an open end on a first side of the body and another open end on a second side of the body opposite to the first side, the first side being configured to face the vehicle chassis when the body is attached to the vehicle chassis, and wherein each of the first and second passages is configured such that a fastener inserted therein does not protrude from the second side. In some examples, each of the first and second passages has an open on a first side of the body and another closed end within the body, the first side being configured to face the vehicle chassis when the body is attached to the vehicle chassis.

[0011] In some examples, the electrical connector further comprises a housing configured to contain the body, wherein the body is configured to prevent contact between the first and second electrical conduits and the housing. In some examples, the body is configured to fill an entire area defined by the housing. In some examples, the housing comprises a chassisfacing side configured to face the vehicle chassis when the housing is attached to the vehicle chassis, the chassis-facing side comprising one or more openings, wherein the body comprises one or more protrusions lining surfaces of the chassis-facing side defining the one or more openings.

[0014]

[0012] According to another example aspect, there is provided a method for installing an electrical connector to a vehicle chassis. The method comprises: obtaining an electrical connector as described herein; establishing a first electrical connection between the first electrical contact and the vehicle chassis; and establishing a second electrical connection between the second electrical contact and the vehicle chassis.

[0015]

[0013] In some examples, establishing the first electrical connection comprises driving a first fastener into the body and the vehicle chassis such that the first fastener connects to the first electrical conduit, and wherein establishing the second electrical connection comprises driving a second fastener into the body and the vehicle chassis such that the second fastener connects to the second electrical conduit. In some examples, the first and second electrical connections are to different points on the vehicle chassis.

[0016]

[0014] According to another example aspect, there is provided a method for grounding a vehicle chassis, the vehicle chassis being installed with an electrical connector as described herein. The method comprises: obtaining a first lead and a second lead that are electrically connected to ground; electrically connecting the first lead to the first electrical contact; and electrically connecting the second lead to the second electrical contact.

[0017]

[0015] According to another example aspect, there is provided system for testing an electrical connection to a vehicle chassis. The system comprises: a measurement apparatus configured to measure resistance and capacitance; a first conductor configured to electrically connect the measurement apparatus to a first electrical contact of an electrical connector on a vehicle chassis; a second conductor configured to electrically connect the measurement apparatus to a second electrical contact of the electrical connector; and a controller. The controller is configured to: control the measurement apparatus to measure a first capacitance at the first conductor; control the measurement apparatus to measure a second capacitance at the secondconductor; control the measurement apparatus to measure a resistance between the first and second conductors; compare the measurements of the first capacitance, the second capacitance, and the resistance to a first capacitance range, a second capacitance range, and a resistance range, respectively; and, in response to determining that the first capacitance is outside the first capacitance range, or that the second capacitance is outside the second capacitance range, or that the resistance is outside the resistance range, generating an alert signal.

[0018]

[0016] According to another example aspect, there is provided a method for testing an electrical connection to a vehicle chassis. The method comprises: measuring a first capacitance at a first electrical contact of an electrical connector configured to be electrically connected to the vehicle chassis; measuring a second capacitance at a second electrical contact of the electrical connector; measuring a resistance between the first and second electrical contacts; and comparing the measurements of the first capacitance, the second capacitance, and the resistance to reference values for the first capacitance, the second capacitance, and the resistance, respectively.

[0019]

[0017] In some examples, the method further comprises generating an alert in response to: determining that the first electrical contact is not connected to the vehicle chassis based on the comparison of the measurement of the first capacitance and the reference value for the first capacitance; determining that the second electrical contact is not connected to the vehicle chassis based on the comparison of the measurement of the second capacitance and the reference value for the second capacitance; or determining the presence of a fault in the electrical connection based on the comparison of the measurement of the resistance and the reference value for the resistance.

[0020]

[0018] According to another example aspect, there is provided a method for testing an electrical connection to a vehicle chassis. The method comprises: supplying a voltage to a first electrical contact of an electrical connector as described herein; detecting an electrical quantity at a second electrical contact of the electrical connector; and comparing the detected electrical quantity to a reference value.

[0021] BRIEF DESCRIPTION OF THE DRAWINGS

[0022]

[0019] Examples of the present invention are described next with reference to the accompanying drawings, in which:

[0020] Figure 1 shows a sectional view of an example electrical connector for a vehicle chassis;

[0023]

[0021] Figure 2 shows a magnification of a portion of Figure 1;

[0024]

[0022] Figure 3 shows a sectional view of the electrical connector of Figure 1 with a jumper wire connected;

[0025]

[0023] Figure 4 shows a sectional view of a portion of another example electrical connector for a vehicle chassis;

[0026]

[0024] Figure 5 shows a sectional view of a portion of another example electrical connector for a vehicle chassis;

[0027]

[0025] Figures 6 to 10 show perspective views of an example body and an example housing of an electrical connector for a vehicle chassis;

[0028]

[0026] Figure 11 shows a sectional front view of another example electrical connector for a vehicle chassis;

[0029]

[0027] Figure 12 shows a top view of the electrical connector of Figure 11;

[0030]

[0028] Figure 13 shows a top perspective view of another example body of an electrical connector for a vehicle chassis;

[0031]

[0029] Figure 14 shows a bottom perspective view of a casing of the body of Figure 13;

[0032]

[0030] Figure 15 shows a block diagram of an example system for testing an electrical connection to a vehicle chassis;

[0033]

[0031] Figure 16 shows a flowchart of an example method for testing an electrical connection to a vehicle chassis;

[0034]

[0032] Figures 17 to 28 show schematics of different connections between an example electrical connector and a vehicle chassis;

[0035]

[0033] Figure 29 shows a flowchart of another example method for testing an electrical connection to a vehicle chassis; and

[0036]

[0034] Figure 30 shows a flowchart of an example method for installing an electrical connector to a vehicle chassis.DETAILED DESCRIPTION

[0037]

[0035] Examples of the invention provide electrical connectors for a chassis of a vehicle, or systems for making or facilitating an electrical connection to a chassis of a vehicle. An electrical connector as described herein comprises at least two electrical contacts which electrically connect to the vehicle chassis through separate electrical conduits or paths. An external apparatus, such as a loading terminal, a truck loading gantry, a monitoring system, or a rack monitor, can be connected to the two electrical contacts to establish an electrical path between the external apparatus and the vehicle chassis. When the external apparatus is electrically connected to ground or earth, the vehicle chassis becomes grounded or earthed, so that any static electricity in or on the vehicle chassis can be safely discharged. Therefore, the electrical connectors described herein may allow or facilitate bonding, including equipotential bonding, of a vehicle chassis to an external apparatus.

[0038]

[0036] At least one of the electrical conduits of an electrical connector as described herein comprises a resistive element, or exhibits electrical resistance, with a known resistance value. By detecting or monitoring the electrical resistance between the electrical contacts, and by comparing it to a known or expected electrical resistance, it is possible to detect whether the electrical contacts have been shorted or shunted, e.g. by means of a jumper wire, which is a known way of tampering with an electrical connection to a vehicle chassis.

[0039]

[0037] The resistive element may be shielded, secured, or concealed by a barrier, such as a potting compound, a filler, a restraint, or a cover. The barrier may act as a mechanical or physical barrier to hinder or prevent removal or other improper handling of the resistive element. In some examples, the barrier is an electrical insulator that additionally acts as an electrical barrier to hinder or prevent improper modifications to the circuit topology of the electrical connector. In some examples, the barrier extends over one or more of the electrical connector’s electrical conduits to hinder or prevent improper modifications to other parts of the electrical connector.

[0040]

[0038] Examples of the invention further provide methods for testing an electrical connection to a chassis of a vehicle. Such methods comprise measuring the capacitance at each electrical contact of an electrical connector intended to be electrically connected to the vehicle chassis. When a contact is electrically connected to the vehicle chassis, the capacitance detected is within a range dependent on such factors as the quantity and type of metal in the chassis, which exhibits a specific capacitive signature with reference to ground.

[0039] Although testing the capacitances of the contacts indicates whether the contacts are connected to the chassis, it does not indicate whether the contacts have been shorted, for example, through a jumper wire. Therefore, the method further comprises measuring the resistance between the electrical contacts of the electrical connector intended to be electrically connected to the vehicle chassis. If the contacts have not been shorted, the resistance measured will be approximately equal to a known or expected electrical resistance of a resistive element connected between at least one of the electrical contacts and the vehicle chassis. Alternatively, if the contacts have been shorted, the resistance measured will be less than the known or expected value.

[0041]

[0040] In the absence of the resistive element, the difference between the resistance measured when the contacts are shorted and the resistance measured when the contacts are electrically connected through the vehicle chassis might not be large enough to provide a reliable indication of the connection state of the contacts, because the resistance of the vehicle chassis might be too low. Therefore, the presence of a resistive element facilitates the detection of a jumper wire inappropriately connecting the contacts of the electrical connector.

[0042]

[0041] The vehicle may be any kind of vehicle, including a motor vehicle such as a truck. The chassis may be any structural part of the vehicle, such as a frame of the vehicle, or any structure transportable by a vehicle, such as a tank, a container, or a trailer.

[0043]

[0042] Figures 1 and 2 show an example electrical connector, or truck plug / socket, 100 for a vehicle chassis 102.

[0044]

[0043] Electrical connector 100 comprises a body or board 110, which is configured to be attached or secured to chassis 102, with a first or chassis-facing side 112 of body 110 facing chassis 102 and a second or out-facing side 114 of body 110, opposite side 112, facing away from chassis 102. Body 110 comprises a first electrical contact or terminal 116 and a second electrical contact or terminal 118. Electrical contacts 116 and 118 are located on side 114, but, in other examples, they may be located anywhere on body 110, including within a socket in body 110, while being accessible to electrical conductors outside of body 110 (e.g. electrical conductors of an external connector).

[0045]

[0044] Body 110 has a first passage or hole 120 and a second passage or hole 122. Each of passages 120 and 122 has two open ends and extends through the whole length of body 110, between sides 112 and 114. Passages 120 and 122 are configured to receive fasteners 124 and 126, respectively, to attach body 110 to chassis 102. Fasteners 124 and 126 are bolts, such ascap head bolts. In other examples, fasteners 124 and 126 may be studs, pins, or any other kind of fastener. Each of passages 120 and 122 has an enlarged portion, or a portion with a larger cross section, at or near side 114 to receive a head of fastener 124 or 126, so that the heads of fasteners 124 and 126 are recessed and do not protrude from side 114. At the other end, fasteners 124 and 126 are each secured to an interior surface of chassis 102 by a washer 128 and nut 130. The shape, length, and location of passages 120 and 122 may vary depending on the kind of fasteners 124 and 126.

[0046]

[0045] Electrical connector 100 further comprises a first electrical conduit or path 140 and a second electrical conduit or path 142, each of which extends through body 110 to provide an electrical connection between electrical contact 116 or 118 and chassis 102 when body 110 is attached to chassis 102. Conduit 140 comprises a first section comprising a conductor that electrically connects electrical contact 116 to a third electrical contact 144 in passage 120. A second section of conduit 140 comprises fastener 124, which touches contact 144 and extends from contact 144 through body 110 to side 112 and beyond it to be secured to chassis 102. Likewise, conduit 142 comprises a first section comprising a conductor that electrically connects electrical contact 118 to a fourth electrical contact 146 in passage 122. A second section of conduit 142 comprises fastener 126, which touches contact 146 and extends from contact 146 through body 110 to side 112 and beyond it to be secured to chassis 102.

[0047]

[0046] Conduit 140 comprises a resistive element 148, which is a resistor connected between contacts 116 and 144. In other examples, resistive element 148 may be or form part of fastener 124, arising from an inherent resistance of fastener 124. Resistive element 148 may have a resistance of any magnitude. In some examples, the resistance of resistive element 148 is less than 1,000 ohms. In some examples, the resistance is less than 500 ohms. In some examples, the resistance is about 400 ohms. In some examples, the resistance is about 50 ohms.

[0048]

[0047] Conduits 140 and 142 are shielded by barrier 150. Barrier 150 forms part of body 110, which is a solid (i.e. not hollow) body formed, at least partially, by an electrically insulating or non-conductive material such as a polymer, so that conduits 140 and 142, being embedded in body 110, are shielded by the insulating material. In other examples, such as when body 110 is hollow or defines an open space, barrier 150 is separate from body 110. In some examples, barrier 150 is a potting compound, such as a resin or an epoxy. In some examples, barrier 150 is an insulating layer or jacket secured around or enclosing conduits 140 and 142.

[0048] Electrical connector 100 further comprises a housing 152, also configured to be attached or secured to chassis 102. Body 110 is contained in housing 152, so that body 110 is attached or secured to chassis 102 through housing 152. Housing 152 comprises a chassisfacing side 154 configured to face or contact chassis 102 when housing 150 is attached or secured to chassis 102. Side 154 has a first opening 156 and a second opening 158, which are aligned with passages 120 and 122, and through which fasteners 124 and 126 extend. As best seen in Figure 2, body 110 comprises a first protrusion or bush / bushing 160 and a second protrusion or bush / bushing (not shown in Figure 2) respectively lining interior surfaces of side 154 defining openings 156 and 158. Passages 120 and 122 extend through protrusion 160 and the second protrusion, respectively. Thus, body 110 is configured to prevent contact, or act as a spacer, between conduits 140 and 142 and housing 152, so that housing 152, which could be made of metal, is electrically isolated from conduits 140 and 142.

[0049]

[0049] Housing 152 further comprises a removable faceplate or cover 162. Faceplate 162 comprises a plurality of electrical contacts or terminals. A first contact 166 and a second contact 168 of faceplate 162 are connected to electrical contacts 116 and 118, respectively, through leads or other electrical conduits. When electrical connector 100 is in the form of a plug configured to be connected to an external socket, contacts 166 and 168 are male contacts, or pins. Alternatively, when electrical connector 100 is in the form of a socket configured to be connected to an external plug, contacts 166 and 168 are female contacts, or ports. An external monitoring system, such as a monitoring system of a truck loading rack or terminal, may be physically connected to faceplate 162 such that electrical leads of the external apparatus become electrically connected to contacts 166 and 168 (and, through them, to contacts 116 and 118) — when the electrical leads are connected to ground or earth, chassis 102 is grounded or earthed through the electrical connection provided by electrical connector 100.

[0050]

[0050] Other contacts 170 of faceplate 162 are configured to be electrically connected to probes or sensors 172, such as fluid overfill sensors, supporting the operation of the vehicle. In some examples, switches 174 actuated by air pressure in tanks of the vehicle are provided between contacts 170 and probes 172. As the number of contacts of faceplate 162 might not match the number of probes or sensors on the vehicle, unused contacts may be tied together or left unconnected. Other contacts of faceplate 162 may be connected to communication devices to transfer data to or from electrical connector 100 or probes 172. In some examples, one or more contacts of faceplate 162 may be connected to a simulation device or dummyprobe, such as one described in international application no. PCT / AU2024 / 050649, filed on 21 June 2024, incorporated by reference herein in its entirety. The dummy probe may be contained in housing 152 together with body 110.

[0051]

[0051] When contacts 166 and 168 are shorted through a jumper wire 176 as shown in Figure 3, a measurement of the resistance between them does not “see” resistive element 148. Such an improper alteration can therefore be detected by measuring the resistance between contacts 166 and 168 and by comparing the measured resistance to an expected resistance based on the resistance of resistive element 148. Thus, electrical connector 100 provides improved safety and reliability. In addition, to prevent this safety measure from being bypassed by connecting the jumper wire “after” resistive element 148, between fasteners 124 and 126, the design or physical arrangement of electrical connector 100 prevents or hinders access to fasteners 124 and 126, and other parts of conduits 140 and 142, from one side (e.g. the external side) of chassis 102, further improving safety and reliability.

[0052]

[0052] In other examples, housing 152 may be omitted, so that body 110 is attached or secured to chassis 102 directly. If housing 152 is omitted, an external apparatus may be connected directly to contacts 116 and 118 to ground chassis 102. Mounting means or a mounting structure other than the fasteners mentioned may be used to attach or secure the body to chassis 102. The mounting means may or may not form part of conduits 140 and 142. Although electrical connector 100 is removably attached to vehicle chassis 102, in other examples, the electrical connector is permanently attached to the vehicle chassis, for example, by being welded to or integrally formed with the vehicle chassis.

[0053]

[0053] Other example electrical connectors of the invention may be configured for different fasteners while also hindering or preventing access to those fasteners, such as the examples shown in Figures 4 and 5. (One passage and one fastener are shown in each of these figures with the understanding that one or more other passages and fasteners like the ones shown are also present.)

[0054]

[0054] In Figure 4, electrical connector 200 comprises a body 202 having a passage 204 extending from chassis-facing side 206 to a point within body 202. Passage 204 is therefore a blind passage, or a tapped hole, extending only partly through body 202, and having one open end and one closed end. Passage 204 is configured to receive a fastener 208, such as a bolt or nut, having a length which is less than the length of body 202. Fastener 208 is inserted intobody 202 from an opposite side of chassis 102 than the side to which electrical connector 200 is attached, providing further improved safety and reliability.

[0055]

[0055] Similarly, in Figure 5, electrical connector 220 comprises a body 222 having a passage 224, which is a blind passage, or a tapped hole, extending from chassis-facing end 226 to a point within body 222. Passage 224 is configured to receive a fastener 228, such as a stud or bolt.

[0056]

[0056] Another example body 240 is shown in Figures 6 to 12. Body 240 is configured to fit in a housing 242 having a faceplate 244. Body 240 is hollow, defining a volume configured to hold a printed circuit board (PCB) 246 mounted with electrical components of the electrical connector, such as a resistive element. In other examples, body 240 may be configured to hold any other assembly or medium comprising the components of the electrical connector.

[0057]

[0057] Body 240 is configured to fill an entire area defined by housing 242, as shown in Figures 9 and 12. Body 240 extends over a whole space delimited by the walls of housing 242, so that a perimeter of body 240 is proximate to, flush, or in contact with the walls of housing 242. By eliminating or reducing the space between body 240 and the walls of housing 242, body 240, which may be an electrical insulator, prevents or hinders the addition of extraneous or improper electrical connections to or within housing 242.

[0058]

[0058] Another example body 250 is shown in Figures 13 and 14. Body 250 comprises a casing or box 252 and an electronic board 252, in the form of a PCB, mounted within casing 252.

[0059]

[0059] Figure 15 shows an example system 700 for testing or monitoring an electrical connection to a vehicle chassis. System 700 comprises a controller or processing system 710, a measurement or monitoring apparatus 720, a first electrical conductor or lead 732, and a second electrical conductor or lead 734. Conductors 732 and 734, which form part of the same cable 730, each have one end connected to measurement apparatus 720 and another end connected to electrical contacts 742 and 744, respectively, on a connector 740 terminating cable 730. Connector 740 is a first connector configured to connect to a second connector 750 on a vehicle chassis 760. In some examples, connector 740 is a plug of a truck loading gantry, including an industry-standard gantry plug. Connector 750 may be any electrical connector disclosed herein, including electrical connector 100. When connectors 740 and 750 are connected, contacts 742 and 744 couple to corresponding electrical contacts 752 and 754,respectively, of connector 750, thus electrically connecting measurement apparatus 720 to contacts 752 and 754.

[0060]

[0060] Measurement apparatus 720 is configured to measure resistance and capacitance. In some examples, measurement apparatus 720 comprises one or more first measuring devices or sensors configured to measure capacitance and a second measuring device or sensor configured to measure resistance.

[0061]

[0061] Controller 710 is configured to control measurement apparatus 720 to measure a first capacitance at conductor 732, measure a second capacitance at conductor 734, and measure a resistance between conductors 732 and 734. The capacitance measurements may be made with reference to a common contact or terminal, such as ground or earth, to which measurement apparatus 720 is connected.

[0062]

[0062] Controller 710 is further configured to compare (1) the measurement of the first capacitance to a first capacitance range or a first reference capacitance or, (2) the measurement of the second capacitance to a second capacitance range or a second reference capacitance, and (3) the measurement of the resistance to a resistance range or a reference resistance.

[0063]

[0063] In response to determining that one or more of the following conditions applies: (1) the first capacitance is outside the first capacitance range or differs from the first reference capacitance, (2) the second capacitance is outside the second capacitance range or differs from the second reference capacitance, and (3) the resistance is outside the resistance range or differs from the reference resistance, controller 710 is configured to generate an alarm or alert signal and / or to prevent or stop a loading or unloading operation.

[0064]

[0064] Figure 16 shows a flowchart of an example method 300 for testing or monitoring an electrical connection to a vehicle chassis. Method 300 may be performed, at least in part, by an external monitoring system, such as system 700 or a monitoring system of a truck loading rack or terminal, connected to an electrical connector. Although method 300 is described with reference to electrical connector 100, it may be performed to test an electrical connection provided to a vehicle chassis by any electrical connector disclosed herein.

[0065]

[0065] Step 310 of method 300 comprises measuring a first capacitance at electrical contact 166 (or electrical contact 116) of electrical connector 100. Resistive element 148, electrically connected to contact 166, is not intended to significantly affect the capacitance measurement.

[0066] Step 320 of method 300 comprises measuring a second capacitance at electrical contact 168 (or electrical contact 118) of electrical connector 100. The first and second capacitances are measured with reference to a common contact or terminal, such as ground or earth.

[0066]

[0067] Step 330 of method 300 comprises measuring a resistance between electrical contacts 166 and 168 (or between electrical contacts 116 and 118).

[0067]

[0068] Step 340 of method 300 comprises comparing (1) the measurement of the first capacitance to a first reference capacitance or a first capacitance range, (2) the measurement of the second capacitance to a second capacitance or a second capacitance range, and (3) the measurement of the resistance to a reference resistance or a resistance range.

[0068]

[0069] The capacitance measurement at the first or second electrical contact can be used to determine whether that contact is electrically connected to the vehicle chassis. If an electrical connection between an electrical contact and the vehicle chassis is present, the capacitance measured at that contact is greater than the reference capacitance for that contact.

[0069] Alternatively, a measured capacitance that is less than the reference capacitance indicates a broken or impaired electrical connection between the electrical contact and the vehicle chassis.

[0070]

[0070] The reference capacitance may depend on multiple factors, such as the size, shape, and material of the vehicle chassis; atmospheric conditions; the presence of vapour hoses or loading arms connected to the vehicle; and the type and quantity of fluid stored in a tank of the vehicle. Therefore, the reference capacitance or capacitance range may be set with a margin that accounts for variations from such factors. In some examples, the first or second reference capacitance is less than 1,000 nF. In some examples, the first or second reference capacitance is between 60 nF and 400 nF. In some examples, the first or second capacitance is about 1 nF, such as 1.1 nF, 1.2 nF, or 1.3 nF. In some examples, the first or second reference capacitance is less than 1 nF, such as 0.2 nF. In other examples, the first or second reference capacitance may have any other value. The first and second reference capacitances or ranges may be equal or different.

[0071]

[0071] The resistance measurement between the first and second electrical contacts can be used to determine whether the electrical connector is properly fitted, and whether it has been tampered with. If the electrical connector is not compromised and if it is properly connected to the vehicle chassis, the measured resistance should be approximately equal the referenceresistance, which is based on the resistance of the resistive element, such as resistive element 148, in the electrical connector. Alternatively, a measured resistance that is less than the reference resistance indicates that a jumper wire has been connected between the two contacts, while a measured resistance that is substantially greater than the reference resistance (i.e. greater than an upper threshold resistance dependent on the resistance of the resistive element) indicates a broken or impaired connection between the electrical connector and the vehicle chassis. In some examples, the determination of a fault in the electrical connection to the vehicle chassis requires that the measured resistance be less or greater than the reference resistance by some margin, to account for acceptable measurement errors or other factors.

[0072]

[0072] In response to determining that the first or second electrical contact is not electrically connected to the vehicle chassis, or in response to determining the presence of a fault (e.g. an improper modification) in the electrical connection, method 300 may further comprise a step of generating an alert, such as one or more signals. Upon detection of the alert, an operation involving the vehicle, such as a loading or unloading operation, may be prevented from starting or, if it has started, it may be stopped or suspended automatically.

[0073]

[0073] Method 300 can detect different states of an electrical connection to a vehicle chassis. Examples of the different connection states are illustrated in Figures 17 to 28.

[0074]

[0074] In Figure 17, an electrical connector 400 for grounding a vehicle chassis 402 includes a resistor 404, is insulated from a connector housing 406, and is electrically connected to two different points of chassis 402. In this case, a resistance measurement between contacts 410 and 412, would detect a resistance approximately matching that of resistor 404, and a capacitance measurement at each of contacts 410 and 412 would detect a capacitance within a capacitance range for chassis 402. These measurements indicate that contacts 410 and 412 are electrically connected to chassis 402 and that electrical connector 400 has not been improperly altered.

[0075]

[0075] In Figure 18, electrical connector 400 has been improperly altered by removing resistor 404. In this case, capacitance measurements at contacts 410 and 412 would still detect capacitances within the range for chassis 402, but a resistance measurement between contacts 410 and 412 would detect a low (ideally zero) resistance. These measurements indicate that contacts 410 and 412 are electrically connected to chassis 402, but that there is a fault in the electrical connection to chassis 402.

[0076] In Figure 19, housing 406 is not insulated from contacts 410 and 412. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a resistance approximately matching that of resistor 404. These measurements indicate that contacts 410 and 412 are electrically connected to chassis 402, because the lack of insulation from housing 406 does not affect the quality of the electrical connection to chassis 402.

[0076]

[0077] In Figure 20, housing 406 is not insulated from contacts 410 and 412, and contact 412 is not directly connected to chassis 402. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a resistance approximately matching that of resistor 404. These measurements indicate that contacts 410 and 412 are electrically connected to chassis 402, because, despite the lack of direct connection between contact 412 and chassis 402, the two are nevertheless (indirectly) electrically connected through housing 406.

[0077]

[0078] In Figure 21, contact 410 is not connected to chassis 402. In this case, a capacitance measurement at contact 410 would detect a capacitance outside the range for chassis 402, a capacitance measurement at contact 412 would detect a capacitance within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a high resistance or an open circuit. These measurements indicate an improper electrical connection to chassis 402, because one of the contacts is not electrically connected to chassis 402.

[0078]

[0079] In Figure 22, neither contact 410 nor contact 412 is connected to chassis 402. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances outside the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a high resistance or an open circuit. These measurements indicate an improper electrical connection to chassis 402, because none of the contacts is electrically connected to chassis 402.

[0079]

[0080] In Figure 23, contact 410 is not connected to chassis 402, and resistor 404 is absent. In this case, a capacitance measurement at contact 410 would detect a capacitance outside the range for chassis 402, a capacitance measurement at contact 412 would detect a capacitance within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a high resistance or an open circuit. These measurements indicate an improperelectrical connection to chassis 402, because one of the contacts is not electrically connected to chassis 402.

[0080]

[0081] In Figure 24, neither contact 410 nor contact 412 is connected to chassis 402, and resistor 404 is absent. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances outside the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a high resistance or an open circuit. These measurements indicate an improper electrical connection to chassis 402, because none of the contacts is electrically connected to chassis 402.

[0081]

[0082] In Figures 25 and 26, contacts 410 and 412 are electrically connected to the same point of chassis 402. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a resistance approximately matching that of resistor 404. These measurements indicate a proper electrical connection to chassis 402.

[0082]

[0083] In Figure 27, there is no direct connection between electrical connector 400 and contact 412, but contact 412 is electrically connected to electrical connector 400 through a jumper wire 414, which is connected between contacts 412 and 414. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a low resistance or a short circuit. These measurements indicate an improper electrical connection to chassis 402.

[0083]

[0084] In Figure 28, contacts 410 and 412 are electrically connected to chassis 402 and to each other through jumper wire 414. In this case, capacitance measurements at contacts 410 and 412 would detect capacitances within the range for chassis 402, and a resistance measurement between contacts 410 and 412 would detect a low resistance or a short circuit. These measurements indicate an improper electrical connection to chassis 402.

[0084]

[0085] Figure 29 shows a flowchart of another example method 500 for testing an electrical connection to a vehicle chassis. Method 500 may be performed, at least in part, by an external monitoring system, such as a monitoring system of a truck loading rack or terminal, connected to an electrical connector. Although method 500 is described with reference to electrical connector 100, method 500 may be used to test an electrical connection provided to a vehicle chassis by any electrical connector as disclosed herein.

[0086] Step 510 of method 500 comprises supplying a voltage to electrical contact 166 (or electrical contact 116) of electrical connector 100. In some examples, the supplied voltage is a negative voltage, such as -5 V or any other voltage value.

[0085]

[0087] Step 520 of method 500 comprises detecting or measuring an electrical quantity or parameter at electrical contact 168 (or electrical contact 118) of electrical connector 100. In some examples, the electrical quantity is an electric current. In other examples, the electrical quantity is an electric voltage.

[0086]

[0088] In other examples, the voltage is supplied to electrical contact 168 and the electrical quantity is detected or measured at electrical contact 166.

[0087]

[0089] Step 530 of method 500 comprises comparing the detected or measured quantity to a reference value or range. For example, if the measured quantity is the voltage at electrical contact 168, the reference value may be the voltage supplied to electrical contact 166 — when the difference between the measured voltage and the supplied voltage is less than a threshold value or outside the range, it may be inferred that there is continuity between electrical contacts 166 and 168, so that they are both connected to chassis 102. When there is no continuity between electrical contacts 166 and 168, no voltage would be detected at electrical contact 168, or the voltage measured at electrical contact 168 would be substantially less than the supplied voltage.

[0088]

[0090] Figure 30 shows a flowchart of an example method 600 for installing, fitting, or supplying an electrical connector to a vehicle chassis. Although method 600 is described with reference to electrical connector 100, it is to be understood that method 600 may be used to install any electrical connector as disclosed herein.

[0089]

[0091] Step 610 of method 600 comprises obtaining, or providing, electrical connector 100.

[0090]

[0092] Step 620 of method 600 comprises establishing a first electrical connection between contact 166 (or contact 116) and chassis 102. In some examples, step 620 comprises driving fastener 124 into body 110 and chassis 102 such that, or until, it connects to both contact 144 and chassis 102.

[0091]

[0093] Step 630 of method 600 comprises establishing a second electrical connection between contact 168 (or contact 118) and chassis 102. In some examples, step 630 comprises driving fastener 126 into body 110 and chassis 102 such that, or until, it connects to both contact 146 and chassis 102.

[0094] Although the first and second electrical connections of electrical connector 100 are to different points on chassis 102, in other examples they are to the same point on chassis 102.

[0092]

[0095] Throughout this specification and the claims which follow, unless the context requires otherwise, the word “about” will be understood to denote deviations from an exact value by ±10%, preferably by ±5%, and / or deviations that are insignificant for the function.

[0093]

[0096] Throughout this specification, unless the context requires otherwise, the word “comprise” and any variations thereof, such as “comprises” or “comprising”, are to be interpreted in a non-exhaustive sense.

Claims

CLAIMS:

1. An electrical connector for a vehicle chassis, the electrical connector comprising: a body configured to be attached to the vehicle chassis;a first electrical contact and a first electrical conduit extending through the body to provide an electrical connection between the first electrical contact and the vehicle chassis when the body is attached to the vehicle chassis;a second electrical contact and a second electrical conduit extending through the body to provide an electrical connection between the second electrical contact and the vehicle chassis when the body is attached to the vehicle chassis;a resistive element in the first electrical conduit; anda barrier shielding the resistive element.

2. The electrical connector of claim 1, wherein the barrier shields the first electrical conduit.

3. The electrical connector of claim 2, wherein the barrier further shields the second electrical conduit.

4. The electrical connector of any one of claims 1 to 3, wherein the barrier is an insulating barrier.

5. The electrical connector of any one of claims 1 to 4, wherein the barrier comprises a potting compound at least partly contained in a volume defined by the body.

6. The electrical connector of any one of claims 1 to 4, wherein the barrier comprises one or more protective layers, at least one of the protective layers being secured around the first electrical conduit.

7. The electrical connector of any one of claims 1 to 6, further comprising mounting means configured to attach the body to the vehicle chassis, wherein the mounting means forms part of the first and second electrical conduits.

8. The electrical connector of any one of claims 1 to 7, further comprising:a first passage and a second passage through the body configured to receive respective fasteners for attaching the body to the vehicle chassis;a third electrical contact in the first passage electrically connected to the first electrical contact; anda fourth electrical contact in the second passage electrically connected to the second electrical contact.

9. The electrical connector of claim 8, wherein each of the first and second passages has an open end on a first side of the body and another open end on a second side of the body opposite to the first side, the first side being configured to face the vehicle chassis when the body is attached to the vehicle chassis, and wherein each of the first and second passages is configured so that a fastener inserted therein does not protrude from the second side.

10. The electrical connector of claim 8, wherein each of the first and second passages has an open on a first side of the body and a closed end within the body, the first side being configured to face the vehicle chassis when the body is attached to the vehicle chassis.

11. The electrical connector of any one of claims 1 to 10, further comprising a housing configured to contain the body, wherein the body is configured to prevent contact between the first and second electrical conduits and the housing.

12. The electrical connector of claim 11, wherein the body is configured to fill an entire area defined by the housing.

13. The electrical connector of claim 11 or 12, wherein the housing comprises a chassisfacing side configured to face the vehicle chassis when the housing is attached to the vehicle chassis, the chassis-facing side comprising one or more openings, wherein the body comprises one or more protrusions lining surfaces of the chassis-facing side defining the one or more openings.

14. A method for installing an electrical connector to a vehicle chassis, the method comprising:obtaining the electrical connector of any one of claims 1 to 13;establishing a first electrical connection between the first electrical contact and the vehicle chassis; andestablishing a second electrical connection between the second electrical contact and the vehicle chassis.

15. The method of claim 14, wherein establishing the first electrical connection comprises driving a first fastener into the body and the vehicle chassis such that the first fastener connects to the first electrical conduit, and wherein establishing the second electrical connection comprises driving a second fastener into the body and the vehicle chassis such that the second fastener connects to the second electrical conduit.

16. The method of claim 14 or 15, wherein the first and second electrical connections are to different points on the vehicle chassis.

17. A method for grounding a vehicle chassis, the vehicle chassis being installed with the electrical connector of any one of claims 1 to 13, the method comprising:obtaining a first lead and a second lead that are electrically connected to ground; electrically connecting the first lead to the first electrical contact; andelectrically connecting the second lead to the second electrical contact.

18. A system for testing an electrical connection to a vehicle chassis, the system comprising:a measurement apparatus configured to measure resistance and capacitance;a first conductor configured to electrically connect the measurement apparatus to a first electrical contact of an electrical connector on a vehicle chassis;a second conductor configured to electrically connect the measurement apparatus to a second electrical contact of the electrical connector; anda controller configured to:control the measurement apparatus to measure a first capacitance at the first conductor;control the measurement apparatus to measure a second capacitance at the second conductor;control the measurement apparatus to measure a resistance between the first and second conductors;compare the measurements of the first capacitance, the second capacitance, and the resistance to a first capacitance range, a second capacitance range, and a resistance range, respectively; and,in response to determining that the first capacitance is outside the first capacitance range, or that the second capacitance is outside the second capacitance range, or that the resistance is outside the resistance range, generating an alert signal.

19. A method for testing an electrical connection to a vehicle chassis, the method comprising:measuring a first capacitance at a first electrical contact of an electrical connector configured to be electrically connected to the vehicle chassis;measuring a second capacitance at a second electrical contact of the electrical connector;measuring a resistance between the first and second electrical contacts; and comparing the measurements of the first capacitance, the second capacitance, and the resistance to reference values for the first capacitance, the second capacitance, and the resistance, respectively.

20. The method of claim 19, further comprising generating an alert in response to:determining that the first electrical contact is not connected to the vehicle chassis based on the comparison of the measurement of the first capacitance and the reference value for the first capacitance;determining that the second electrical contact is not connected to the vehicle chassis based on the comparison of the measurement of the second capacitance and the reference value for the second capacitance; ordetermining the presence of a fault in the electrical connection based on the comparison of the measurement of the resistance and the reference value for the resistance.

21. A method for testing an electrical connection to a vehicle chassis, the method comprising:supplying a voltage to a first electrical contact of an electrical connector according to any one of claims 1 to 13;detecting an electrical quantity at a second electrical contact of the electrical connector; andcomparing the detected electrical quantity to a reference value.

Images