NZ749619B2 - Tanker safety device - Google Patents

Abstract

dairy tanker safety apparatus is disclosed. The dairy tanker safety apparatus comprises monitoring means which monitors one or more sensors and an output means for providing a user of the dairy tanker with an output of the monitoring means. The at least one of the one or more sensors is a proximity sensor associated with a closure device present on an opening of a cleaning in place connection point of the dairy tank of the dairy tanker. y sensor associated with a closure device present on an opening of a cleaning in place connection point of the dairy tank of the dairy tanker.

Description

TANKER SAFETY DEVICE Field of the Invention This invention relates to safety apparatus and s for vehicles. More particularly, but not , the invention relates to safety devices for vehicles containing more than one loading/unloading point and helps the safety of the vehicle and any users.

Background The movement of goods and produce over extensive geographical areas requires large fleets of es. These vehicles are adapted to carry a wide range of different goods and may have a range of connections to allow efficient g and unloading. For example, a milk tanker may have tions for cleaning in place (CIP), fuel, loading milk, and unloading milk. Two problems that exist in such a system include the vehicle moving while still attached to the external connections; or the caps, lids or covers of each of the connection points or pipe ends not being replaced. These problems may lead to damage to the vehicles, damage to the external machinery, loss or contamination of the product.

Object of the Invention It is therefore an object of the invention to provide a system, apparatus and/or method to provide a warning if a vehicle is not appropriately d for , overcoming or at least ameliorating one or more disadvantages of the prior art, or alternatively to at least provide the public with a useful choice.

Further objects of the invention will become apparent from the following description.

Summary of Invention Accordingly in one aspect the ion may broadly be said to consist in a closure device for closing a conduit opening of a conduit associated with tanker, the closure device comprising: a covering means for covering the conduit opening, and a stem portion comprising a sensor activator for ting a sensor associated with the conduit, the stem portion having a proximal end dependent from the ng means and a distal end, wherein when the closure device is placed on the conduit the distal end of the stem n extends into the conduit so as to allow tion of with the sensor.

In an embodiment the conduit opening is a cleaning in process connection point of a milk tanker.

In an embodiment the sensor tor comprises a magnet.

In an embodiment the stem portion ses a spacer means to adjust the depth at which activation of the sensor occurs.

In a further broad aspect the ion may broadly be said to consist in a dairy tanker safety monitoring apparatus comprising a e device described above.

In a further broad aspect the invention may broadly be said to consist in a dairy tanker safety apparatus comprising: monitoring means which monitors one or more sensors, an output means for providing a user of the dairy tanker with an output of the monitoring means, wherein at least one of the one or more sensors is a proximity sensor associated with a closure device present on an opening of a cleaning in process connection point of the dairy tank of the dairy tanker.

In an embodiment the dairy tanker safety apparatus comprises a plurality of sensors.

In an embodiment the dairy tanker safety apparatus as comprises a proximity sensor associated with a closure device present on an opening of a product dump or inlet connection In an ment the dairy tanker safety tus comprises a proximity sensor ated with a conduit or hose which may be d by the vehicle.

In an embodiment the dairy tanker displays the status of the sensor but does not prevent the vehicle from moving.

In an embodiment at least two of the plurality of sensors are associated with a particular conduit of a dairy tank of the dairy tanker.

In an embodiment the or more sensors associated with the operation of the dairy , wherein the monitoring means may produce a fault signal depending on the at least one sensor associated with a cleaning in process connection point and at least one sensor associated with operation of the dairy tanker.

In an embodiment the output means is a portable computing device.

In a further broad aspect the invention may broadly be said to consist in a vehicle safety apparatus sing monitoring means which monitors a plurality of sensors, at least one of the plurality of sensors being associated with a closure device present on an opening of a conduit or tank associated with the vehicle.

In an embodiment the two or more of the plurality of sensors may be associated with a particular opening of a conduit or tank ated with the vehicle.

In an embodiment one of the ity of sensors is any one of a: Proximity sensor, Optical sensor, Camera, or Distance sensor.

In an embodiment the monitoring means monitors one or more further sensors.

In an ment one or more further sensors are associated with the vehicle, components attached or secured to the vehicle or users of the vehicle.

In an embodiment one of the one or more further sensors is associated with any one of Vehicle brake, or e engine, or Vehicle ignition, or Vehicle doors.

In an embodiment one of the one or more r sensors is a wireless sensor d to be carried by a e user In an embodiment the vehicle safety apparatus further comprises a visual output means.

In an embodiment the visual output means comprises a display adapted to show the status of at least one of the plurality of sensors.

In an embodiment the visual output means is d to show the location of at least one of the plurality of sensors.

In an embodiment the display is a monitor.

In an embodiment the display is a mobile computing device.

In an embodiment the vehicle safety apparatus further comprises control means adapted to create a fault notification based on the plurality of sensors.

In an embodiment the control means allows the vehicle to operate during a fault notification.

In an embodiment a fault notification may be stored or transmitted to external computer devices.

In an embodiment the vehicle safety apparatus further comprises a visual monitoring In an embodiment the control means may receive inputs from or send outputs to an external computer device.

A closure device substantially as herein bed with nce to any one or more of the anying drawings.

In a further aspect the ion may broadly be said to consist in a dairy tanker safety apparatus substantially as herein described with reference to any one or more of the accompanying drawings.

In a further aspect the invention may broadly be said to consist in a vehicle safety apparatus substantially as herein described with reference to any one or more of the accompanying drawings.

In a further aspect the invention may broadly be said to consist in a vehicle safety apparatus including monitoring means which monitors whether a closure device is present on an g of a conduit or tank associated with the vehicle.

In an embodiment the invention may be used by goods carrying vehicles, especially those carrying liquids.

In an embodiment the invention consists of one or more caps having associated sensors to detect closure of the riate conduit or tank. In an embodiment the sensors are ted to a central control system which provides easy access to the sensor information for the operator or driver of the vehicle.

In an embodiment the sensors are wired to the control system.

In an embodiment the sensors are connected through a shared communication system such as CAN bus or RS485.

In an embodiment the the sensors are connected to the control system by a wireless tion using Wifi, Bluetooth, Zigbee™, radio or other wireless communication technology.

In an ment the control system is able to provide visual and/or aural notification of a closure device not being in place.

In an embodiment a fault notification may be in the form of an aural alarm and/or flashing light.

In an embodiment the control system may require further action before providing a fault notification.

In an embodiment the control system may require the park brake to be ed before providing a fault notification.

In an embodiment the control system may require the engine to be turned on before providing a fault notification.

In an embodiment the control system may e the vehicle key to be placed in the ignition, or the vehicle ignition switch to be triggered before providing a fault notification.

In an embodiment the control system may require the doors of the vehicle to be closed before providing a fault notification.

In an embodiment the l system may take r actions due to a fault notification.

In an embodiment the control system may stop the vehicle moving until the fault notification has been rectified.

In an embodiment the control system comprises a monitor to display a visual .

In an embodiment the monitor displays a picture of the vehicle.

In an embodiment the monitor also displays the locations of the sensors.

In an embodiment the locations of the sensors are provided in association with their In an embodiment the monitor consists of a display screen, such as an LCD. In one embodiment the monitor is shared with other onic s in the trucks cabin, such as navigation or GPS s.

In an embodiment the monitor consists of a set of LEDs, each associated with a sensor.

In an embodiment the monitor consists of a panel showing a vehicle with LEDs placed by the approximate positions of their associated sensor.

In an embodiment the monitor is a mobile computer device, such as a mobile phone, handheld computer, , tablet computer or similar.

In an embodiment the control system monitor is located in the vehicle cab, or near to the driver’s normal driving position.

In an embodiment the control system monitor is part of the same device as the control system.

In an embodiment the control system monitor is directly attached to the control system.

In an embodiment the control system monitor is based outside the cab or is portable.

In an embodiment there may be multiple control system monitors.

In an embodiment there may be a plurality of sensors associated with the control system. These sensors may include, but are not limited to, closure device sensors, vehicle sensors, sensors associated with components attached or secured to the vehicle and sensors ated with the goods, load or commodities on board the vehicle.

In an ment the control system may also receive inputs from external sources through wireless transmission.

In an embodiment the ion may broadly be said to consist of a closure device for a good (or payload, cargo, ient or commodity) which a vehicle may carry in use.

In an embodiment the ion this good (or payload, cargo, ient or commodity) may include, but is not limited to, milk, water, fuel, gas, waste product, fertiliser or other liquid materials.

In an embodiment the invention may consist of a closure device for a vehicle carrying a solid cargo including, but not d to wheat, corn, grain, animal or other ity.

In an embodiment the sensor used may be adapted to better match the goods in or on the vehicle.

In an embodiment the sensor will be placed on the closure device and the activator will be placed on the cap (closure device).

In an embodiment the invention provides a system for ensuring all the required components of the vehicle are d before the vehicle is moved.

In an embodiment the invention may consist of a system for storing the data recorded by the sensors.

In an embodiment the this storage may make use of memory associated with the control system.

In an embodiment the data collected may include, but is not limited to, the times at which caps were removed or replaced, GPS data, movement when faults were present, temperature or other ters associated with goods on the vehicle.

In an embodiment the data ted by the system, or the system status, may be transmitted to external computer devices. Preferably the data transmission is wireless.

In an embodiment the external s may be used by a vehicle dispatcher or vehicle controller.

In an embodiment there may be multiple sensors on a single pipe.

In an embodiment the sensors may communicate with the l system singularly or with a combined signal.

In an embodiment there may be sensors adapted to recognise the tion of equipment to the pipe.

In an embodiment the sensors may recognise the presence of an external hose to the pipe.

In an embodiment a single sensor may be able to sense multiple activators and provide a different response depending on the activator sensed.

In an embodiment one or more sensors may be able to detect the passage of goods h the pipe.

In an ment the sensors may be able to estimate or measure the amount of goods transferred through the pipe.

In an embodiment the information may be received, sent and/or stored by the control system.

According to a further aspect, the invention may broadly be said to t in a device which provides a signal when a e device is appropriately positioned over an opening of a conduit or tank associated with a vehicle.

In an embodiment the device comprises at least one sensor and one tor (or trigger) for the sensor, one of which is connected to the conduit or tank and one connected to the closure device. In an embodiment the device comprises a sensor in association with a conduit or tank and an activator in association with the closure device.

In an embodiment the sensor is a magnetic sensor.

In an embodiment the magnetic sensor is connected to the outside of the pipe.

In an embodiment the connection to the outside of the t or tank allows the sensor to be easily retrofitted to vehicles.

In an embodiment the sensor may be associated with a conduit or tank ment to be placed over the existing conduit or tank g.

In one embodiment the sensor may be connected to the inside of the t or tank.

In an embodiment the position of the sensor may require the closure device to be in a particular position in relation to the conduit or tank.

In an embodiment the magnetic sensor is a reed .

In an embodiment the activator is a .

In an embodiment the activator is placed on the inside centre of the closure device.

In an embodiment the activator is placed on the inside of the closure device, offset from the .

In an embodiment the activator protrudes from the inside of the closure device approximately parallel to the direction of the pipe.

In an embodiment the sensor provides a signal to an external device.

In an embodiment the position of the activator is design to be sensed by the sensor only, or most effectively, when the closure device is correctly fitted.

In an embodiment the sensor is connected to a control system.

In an embodiment the control system collates inputs from multiple similar sensor and/or other devices.

According to a further aspect, the invention may y be said to consist in a method for ensuring a vehicle is safe to move, comprising sensors ring each of one or more closures of the vehicle and providing said sensor information to the driver or operator.

In an embodiment the method consists of monitoring each of one or more sensors on one or more closures associated with the e and ring the status of other s or components of the vehicle.

In an embodiment the method consists of providing the sensor information to the driver or operator using a control system.

In an ment the method consists of providing the control system with a monitor to allow the operator/driver to view the status.

In an embodiment the method also consists of providing the sensor information from one or more sensors associated with components of the vehicle which are not caps.

In an embodiment the method allows communication between the control system and external computers.

In an embodiment the external computers may be in a remote location such as a dispatch or control centre.

In an embodiment the method may allow for storage of the sensor data in, or in a device associated with, the control .

According to a further aspect, the invention may broadly be said to consist in a control system for receiving and ting the inputs from one or more sensors monitoring whether a closure device is present on an opening of a conduit or tank associated with a vehicle, and providing visual and/or aural notification of a closure device not being in place.

In an embodiment the sensors may be associated with components of the vehicle or components attached to the vehicle that make it secure to move.

Further aspects of the invention, which should be ered in all its novel aspects, will become apparent from the following description.

Drawing Description A number of embodiments of the invention will now be described by way of example with reference to the drawings in which: Fig. 1a is a diagram of a first embodiment of a fuel cap with magnet attached centrally according to the invention.

Fig. 1b is a diagram of a second embodiment of a fuel cap, with a magnet attached off centre, according to the ion.

Fig. 1c is a diagram of a third embodiment of a fuel cap, with a magnet attached off centre with a spacer element, according to the invention.

Fig. 2a is a diagram of a first embodiment of a sensor attached to a pipe according to the invention.

Fig. 2b is a m of a second embodiment of a sensor attached to a pipe according to the invention.

Fig. 3 is a system diagram of an embodiment of the invention.

Fig. 4 is a diagram of an embodiment of a vehicle showing the invention.

Fig. 5 is a diagram of an embodiment of the l system display of the ion Fig. 6 is a flow chart of an ment of the sensor action of the invention.

Fig. 7 is a system diagram of an embodiment of the invention.

Fig. 8a – 8l show embodiments of the sensor and activator attached to a conduit in cut- away isometric views and in cross-section views.

Fig. 9 shows an embodiment of the sensor and activator attached to a conduit in (a) ed and (b) normal views.

Fig. 10 Shows a hinged chute having as sensor for detection of a hose shown in (a) back view where the tank has been removed for clarity and (b) ric view.

Detailed Description of the Drawings Throughout the description like reference numerals will be used to refer to like features in different embodiments.

The safety device allows the monitoring of cleaning in place (CIP), collection, fuel, load and unloading tion points. The unloading points may include both cap or hose attachment connections. This may be extended to include any other required variables, in particular those desirable to have in a certain state prior to repositioning of the vehicle. In this application we refer to caps or closures but this includes the wider range of closure devices, lids, covers, shells, jackets, stoppers, plugs or other devices used to protect inlet or outlet openings or mouths of pipes conduits, tanks and the like. In some embodiments caps may also refer to s such as re release valves or vents that are placed in pipe ends for e but do not always block the flow of material in one, or both, directions. The caps may also refer to closures such as fabric covers or nets or doors. In particular these embodiments may be used when these covers, nets or doors must, or , be shut before movement of the vehicle.

It is ant that vehicles are not moved or driven while connected to external hoses or machinery or at least to notify the driver or user that the vehicle is not fully secured.

Vehicles should also not be moved while loads are insecure or improperly secured.

The can be significant dangers to the vehicles, the equipment and people if proper care is not taken or occupational safety and health (OSH) standards are not followed. This can be aided by ensuring that caps are fitted to selected inlets, outlets, or conduits before movement occurs. There are a wide range of vehicles that will use this system including but not limited to , trailer units, petrol tankers, ships, automobiles.

When discussing vehicles this may e one or more trailers or secondary vehicles associated with the first vehicle. We may refer to milk collection tankers as a particular example in this document but the invention may be used by this wider range of vehicles. In a further embodiment the operator/driver of the vehicle is provided with a display showing whether all, or each of the caps are in the t position. ing first to Fig. 1a, a modified cap 8 is shown where an activator 7 (such as, but not limited to, a magnet) has been placed in the centre on the inside of the cap. The activator has a proximal end 7a and a distal end 7b. In an alternative embodiment the activator 7 may form part of the closure device or covering means. For instance the activator may have a cover portion held in place by a closure device and a stem portion extending away from the cover portion and closure . It is acknowledged that the magnet may be of a different shape, orientation and/or size and may be mounted by any que, for example gluing or bolting. When the cap is placed in an appropriately sized pipe the magnetic field d by the magnet is present at or near the opening of the pipe and provides a means of indicating if the cap is present.

The activator may include a stem portion dependent from the covering means which extends from the outlet of the conduit into the conduit when the cap is in place.

The activator may be placed on the cap in alternative positions; Fig. 1b demonstrates an offset magnet position. This has advantages in that a smaller activator can be used, or a cap that es a particular rotation (such as a screw on cap or a cap with guide rails) with respect to its housing may place the magnet in an appropriate place only when the cap is closed correctly. Furthermore, the activator may be of a type or orientation (or situated in a location) that is unique to the cap (or different from that of one or more other caps), so that the system can assist in ensuring that the correct cap has been used on the correct opening. In a particular embodiment the activator may be a magnet arranged in a metal housing, for ce stainless steel. The metal housing may include a cavity able to be opened for the addition or adjustment of the magnet. In some embodiments a plurality of magnets or activators may be used.

Referring to Fig. 1c, a modified cap places the magnet in a particular position using a spacer t 13. The spacer element may be of varied geometry to best position the magnet, or alternative sensor activator. When a different switch type is used the one or more s may be replaced by alternative activators. The switch type or sensor may be any form of proximity , including but not limited to ed sensors, hall effect sensors, limit switches and magnetic reed switches. The sensor may be sensitive to orientation of the tor. In an embodiment the sensor may be a reed sensor and the activator may be a magnet where the magnets are ed to pull the reed in.

The activator as shown in Figure 1 is placed on an elongate portion of the closure device which extends away from the covering means of the closure device so that, when placed on a conduit the elongate means extends into the conduit. This provides an activation source inside the conduit which is able to trigger a sensor attached to the e of the conduit. The elongate n provides an additional advantage that the activator can extend a distance into the conduit so that additional fittings may be placed on the conduit while allowing the sensor activator to still trigger the sensor. For instance some vehicles have conduits such as CIP conduits which may have diameters which need to vary based on the available connections at different sites. To overcome this issue a reducing fitting may be required which changes the er of the conduit. The reducing g extends the end of the conduit, so that an activator close to the covering means would no longer trigger the sensor. However, the elongate sensor extends into the conduit, possibly past the reducing fitting so as to still allow the sensor to sense the activator. This allows the same closure device to be used on a variety of ent. The sensor activator may comprise all or substantially the entire elongate portion of the closure device or a spacer means may be used in the stem portion. The stem portion may be an elongate stem. The stem portion may be angled to achieve a desirable positioning in the t.

Referring next to Fig. 2a a modified pipe 9 (or housing) is shown, with an arrow indicating the placement of a cap in an opening 12. A sensor 10, such as a reed sensor, may be attached to the pipe. In this embodiment the reed sensor is attached to the outside of the pipe. This may be accomplished by a pipe band or clamp or other fastening method 11 including glue, screw or pop rivet. In a preferred embodiment the sensors are mounted externally on the pipe at the closest point of connection with the cap. The sensor may be mounted at a ular depth into the pipe so as the interaction with the magnet occurs only when the cap is fully in place. In one embodiment the sensor is mounted at or near the opening of the pipe so that a flat or w magnet may be used. When the magnet is positioned on the cap as in Fig. 1a the angular position of the magnet will have less effect and will be easy to install.

Fig. 2b shows a modified pipe with a reed switch mounted to a particular position outside of the pipe. This mounting may be used in conjunction with the cap with offcentred magnet shown in Fig. 1b where the position of the reed switch will require the magnet to be near a particular section of the pipe. When installing the sensors care must be taken to ensure that the sensor is in the appropriate position so that when the cap is fully in place the magnet is situated close, or as near as possible to the sensor.

A preferred embodiment shown has a single magnet attached to the cap. Alternatively there may be a set of two or more magnets ed to the cap to create the desired magnetic field. In a r embodiment the magnet may not be directly attached to the cap, d a spacer may be present between the cap and the magnet so that the depth of the magnetic field in the pipe may be controlled. Similarly to the off-centring of the magnet discussed above this may allow better sensing of the position of the cap and may ensure it is properly closed.

The sensors described usly and shown in Figs. 2a and 2b are on the outside of the pipe housing and demonstrate an easy method to fit this system to the vehicle. In ular, retrofitting this system to an existing fleet may use this method as the s and caps can easily be d to the current required pipes. The sensors may be d in alternative positions, including inside the pipe. The sensor’s position may be dependent on the machinery used to load or unload using pipe and means of connecting the machinery to the pipe. The position of the pipe and/or any other attachments to the pipe may also affect the oning of the sensor. In an alternative embodiment the sensor may be built into the pipe, or a fitting added to the pipe, so that it is not visible externally. This has the advantage that it is more difficult to tamper with, or bypass, the apparatus. In this description the sensor has been described as being located on the pipe and the magnet (or activator) has been described on the cover; in an alternative embodiment the positions may be reversed so that the magnet is placed on the pipe and the sensor on the cap. In a further embodiment shielding may be placed around the sensor so that any interference from other magnetic fields is reduced.

The sensors placed on the pipe are preferably reed sensors. Reed sensors provide simple switches triggered by the presence of a magnetic field and are contained in hermetically sealed cases, ng the chance of any contamination of the goods, or sparks which may cause fires. It is acknowledged that a wide variety of alternative sensor means are possible, including but not limited to hall effect sensors also measuring the magnetic field, physical switches triggered by the positioning of the fuel cap, l sensors where the cap in position blocks the optical path and electrical es where the cap in the correct position completes a conductive path. The reed switch provides a simple, robust and safe switching means however the other options (for example Hall effect sensors) are included within the scope of this ption.

In a red embodiment each of the one or more caps has an associated sensor consisting of a reed switch. In an embodiment where a normally open reed switch is used an open circuit occurs when no magnetic field is present, when no cap is present or the cap is not in the correct position. If a cap with the appropriate magnetic field is placed on to the pipe the magnetic field activates the reed switch and closes the circuit, allowing current to flow and providing a signal to the system that the cap is on the pipe and the e is safe to move. This process is ated for each of the caps associated with the vehicle that have been connected to a sensor. The status of the sensor may be checked in any of the known ways, a high level flow chart of this process is shown in Fig. 6. For instance there may be a direct link to a t so that the closing of the reed switch completes the t and, for instance, turns a light on. In an ative embodiment an FPGA or microprocessor may be used to check the sensor at regular intervals.

In one embodiment each pipe may have one or more sensors. These sensors may detect the presence of ent caps, or may be adapted to sense the presence of other fittings. For example the sensors may be adapted to indicate the presence of an external hose, a fitting to the pipe or the type of fitting that is connected. In one embodiment a single sensor may be used to provide different signals depending on the component (or activator) present. The multiple sensors may produce independent or combined signals.

An overview of an embodiment of the system is shown in Fig. 3. The system has one or more sensors 3 which are all ted to a central control system 2 (or main processing unit, or mobile data terminal). In one embodiment this control system may comprise a microprocessor and more complex features and/or processing or, alternatively, may simply comprise a point at which each of the independent signals are collected. For example, Fig. 3 may combine sensors from the fuel tank, milk loading point, CIP connection and drain tion. The detection of the presence of caps on the end of dust pipes, or tank openings, ensures no ination can enter the pipes while the hose is disconnected. Similarly the detection of caps on the loading and unloading pipes provides assurance that any external loading machinery has been removed. In one embodiment some of the s 3 of Fig. 3 are associated with components or characteristics of the e, or components or equipment attached to the vehicle. The vehicle may have one or a plurality of conduits associated with it. There may be sensors on each or a selection of the conduits associated with the vehicle.

The control system may monitor any or all of the sensors at a particular time; it may be possible to deactivate particular sensors if they are not currently in use. In one ment there may be additional sensors in the system, these sensors not being associated with caps. These sensors may be associated with other aspects of the vehicle including, but not limited to, the engine, brakes, vehicle electronics, steering and cab doors. Further sensors may also be associated with other components on the vehicle that should be t or secured before the vehicle moves. Such components may include, but are not limited to pipes that are stored in ts on the vehicle, hoses that should be safely stowed before the truck moves or gs that are stored on the vehicle. For example a goods vehicle may have a loading device such as a ramp, a collection of pipe gs and ladders or tools that should be securely stowed.

In one embodiment it is le to add additional sensors to a new vehicle, or a vehicle which already has sensors, and associate these with the existing control system.

In one embodiment the control system is placed in the driver’s or operator’s cabin and the sensor signals are routed to there as shown in Fig. 4. The signals may be transmitted between the sensors and the control system by wired or wireless means 14. In one embodiment wired means are also used to provide power to the devices, using the vehicles on board electrical supply. In an ative embodiment power is supplied through wired means and communication takes place wirelessly. In this, or other, embodiments the control system may comprise a form of ld computer such as mobile phone, tablet or laptop. In one embodiment a CAN Bus controller and direct wiring may be used to communicate between the sensors, any other inputs and the control . In one example the sensors may communicate with the control system by the CAN bus and the status of other vehicle 4 variables, such as the handbrake status, may use a direct connection. In alternative ements the communication may take place using one, or a combination of, various wired or ss means including CAN bus, RS485 network, rocessor, Wifi, Bluetooth, radio or other communication means.

In one embodiment the control system may combine all the signals and produce a visual, audial or other response if the sensors recognise one or more of the caps are not present. This signal may be referred to as a fault signal. In another embodiment there may be one or more further requirements before a response is . For instance, the driver’s door may need to be shut or the parking brake may need to be ed, the key placed in the ignition the ignition switch triggered, or the engine started. These s may be referred to as vehicle sensors. This has an age of only issuing a warning when it appears the vehicle is soon to be moved. In one embodiment the control system may interface with the vehicle engine so that the vehicle cannot be moved until all faults have been resolved. The warning may not limit the vehicles ability to move but may simply produce a visual and/or audial alarm.

This allows the driver to decide whether the warning or system is correct and take appropriate action where required. Limiting the movement of the vehicle may cause dangerous situations where the vehicle cannot be moved due to a missing capo but a more urgent problem has occurred, or the sensor has ctioned.

The control system shown in Fig. 3 may also comprise a monitor 1 which can display a m of the vehicle, or a generic vehicle, showing the location of the alarmed points and/or their status. These locations and their statuses may be shown by indicators 6.

A m of such a system is shown in Fig. 5. In one embodiment this may be lished by providing a small screen with LEDs for example to indicate the status of the sensors. The monitor may be ated with an alarm system so when one or more of the sensors are not connected an alarm sounds and the display indicates the location/presence of the fault. In d embodiments the LEDs may be replaced by other forms of indicator such as lights or an LCD screen.

In some embodiments ent sensors may provide different indicators by, for example, having different colours associated with them. In some embodiments single sensors may have multiple indicators to make it clear whether the sensor is on or off.

For example the indicator may glow red when the cap is off and green when the cap is on. This display system allows the control system to display the presence of a fault and the location of the fault, ing the driver/operator to correct any error before moving the vehicle. In a simple embodiment the display system may consist of a series of independent indicators with labels to demonstrate the location of the sensor related to the required indicator. When all of the indictors show that the caps are in place the control system may display a further indication that the vehicle is safe to operate. In some ments different indicators may be used ing on the type of pipe or feature the sensor is attached to. In one embodiment the control system monitor display different outputs depending on the signals received from multiple sensors on a single pipe or when ative s may be ed by a single sensor.

The control system display may be included in the dashboard of the vehicle or may be a separate unit able to be attached to the vehicle in an appropriate location. In a preferred embodiment this is in the vehicle’s cabin however users may prefer it to be placed outside the cab or near to the pipe locations. In an alternative embodiment there may be more than one control system display unit. In a further ment, as mentioned previously, the l system display may be on a separate electronic , such as a portable er, laptop, mobile phone or tablet computer. In this embodiment the l system display may be installed as an application on the electronic device and may use wireless communication methods to receive sensor information. In an alternative embodiment the control system may be provided to multiple monitors. In a particular embodiment one monitor may be fixed inside the vehicle cab and one or more ent monitors may access the information from other positions on the vehicle, or through wireless connection.

In one embodiment, shown in Fig. 7, the control system may also include a memory 15 so that data captured by the sensors may be recorded. For example, this may include information such as the time for which various gaps or covers were not in position and on which openings on the vehicle or on pipes associated with the vehicle. Furthermore, GPS data may also be captured so that a record can be maintained of times which various apparatus on the vehicle is being used and at which location.

In other embodiments, data may also be captured relating to other operational parameters of the vehicle, for example whether the vehicle is moving or nary, whether the engine is running or not and other aspects relating to the vehicle’s cargo, for example temperature of the milk of the vehicle if the vehicle is a dairy tanker or a milk tanker. The term dairy tanker may be used with reference to any food grade tanker. As shown, in part, in Figure 10 a dairy tanker 31 may have a number of important points to monitor. These may include a cleaning in place (CIP) connection point, a product dump tion point and/or a product collection hose. The CIP and t dump connections commonly have multiple sized fittings and may use reducing means. The product collection hose may be associated with the tanker or with an external tank but will be connected to the dairy tanker. Typically a chute 33 is used to allow the correct oning of the hose. The chute is typically located between the cab and the tank 37. The chute 33 may also guide the hose 39 across the tanker and avoid erence or obstruction between the hose and the tanker. Figures 10a and 10b show a diagram of the chute 33 supporting a hose 39. The chute may have a sensor 43 associated with it so it may be monitored by the system. A preferred chute sensor 43 comprises a hinged chute having a proximity sensor or activator 41 attached at a point spaced apart from the hinge 45. As the hose is placed in the chute a rotation of the chute occurs and the proximity sensor is triggered or ed. This allows the sensing of when the hose is in place or when it has been removed. Where the hose is stored on the vehicle the hose may have a further sensor to check whether it has been riately stowed on the tanker after use.

Moreover, data collected by the system may be transmitted wirelessly 17 (or through specified wired connections such as phone lines) to a remote location 16 such as a dispatch or control centre for the vehicle or associated vehicle fleet. Such data may also be used by a e dispatcher to help scheduling for collection or delivery purposes if required.

In an alternative embodiment the invention may consist of a cap for a good (or payload, cargo, ingredient or commodity) which the vehicle is carrying. In particular embodiments of the invention this good (or payload, cargo, ingredient or commodity) may e, but is not limited to, dairy, milk, water, fuel, gas, waste product, fertiliser or other liquid materials. In an alternative embodiment the good may be a solid or gaseous good. These may include, but are not limited to wheat, corn, grain, animal or other commodity. In some embodiments the sensor used may be adapted to better match the goods in or on the vehicle.

In some embodiments one or more of the sensors may be a visual sensor. The visual sensor may be a camera. The camera may be targeted on particular areas of the vehicle. In a first example the camera (possibly combined with a sonar sensor) may be used as a read obstruction visual sensor, to insure that it is safe for the truck to move.

In a second example the camera may be used as a workside visual ring system which may target the driver’s side of the truck only and may store information for post analysis. The footage may be stored for a set period or only stored if another sensor triggers or a fault notification occurred. For example when truck d moving or if a man down sensor was triggered.

The man down sensor may be attached to a user or driver of the vehicle. The sensor may be a wireless RF module or similar and is supplied to the driver to keep on their person. The sensor will cause a trigger or alert when the driver has fallen over/down – for instance by monitoring if the driver is horizontal or al. The alert may be to the vehicle’s system or to an al source, or the vehicles system may send an al alert. The alert may, for instance, be by way of SMS message or the vehicles try system.

Referring now to Figure 8 a series of mounted sensors are shown similar to those of figure 1. The ments are shown in isometric cut-away view and in a view cut along a central axis. Figure 8 demonstrates variations capable in the arrangements of the sensors within the invention. The activators may be d through current closure devices as shown in figures 8e and 8f and may be removeable in these arrangements. Or the closure devices may be fixed to the inside of closure devices as shown in figure 8g-l. Figures 9a and b show an embodiment of the invention in exploded view. gh shown as separate es the closure device 8 and activator 7 may be combined into a unitary structure and the covering means may form a unitary part of either the closure device or the sensor activator or neither or all could be unitary. For instance Fig 8a shows the closure device 8 as a cylinder with the covering means forming a portion of the sensor tor 7. However it is also possible to include the covering means (e.g. the flat plate portion of 7) as part of the closure device and the sensor activator comprises the extending cylinder. Similarly the sensor activator may comprise an elongate portion with a wider base for attachment to the closure device or cover means. Figs 8g -8j show a stem portion with a base portion as shown in figures 8k-8l. The exploded view in 9a demonstrates a possible means of constructing an embodiment of the invention wherein the conduit 9 has a sensor 10 mounted, for instance by a wire strap and the closure device has an activator attached to it.

The variation on position of the sensor activator with respect to the sensor shown in Figure 8 may be desirable so as an appropriate magnetic field is generated in the conduit or toward the sensor. For instance the ric version shown in Figs 8c,d may require correct positioning of the closure device. Alternatively the plain variation of figs 8k,l has no portion extending from the closure device that may cause obstruction.

From the foregoing it will be seen that a e device and safety system are provided which reduce the potential for nts when loading and/or unloading vehicles by providing a system to monitor whether all external hoses are disconnected and all closure devices are in place.

Unless the t clearly requires otherwise, throughout the description, the words “comprise”, “comprising”, and the like, are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense, that is to say, in the sense of ding, but not limited to”.

Although this invention has been described by way of example and with reference to possible embodiments f, it is to be tood that modifications or improvements may be made thereto without departing from the scope of the invention. The invention may also be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, in any or all combinations of two or more of said parts, elements or features. Furthermore, where reference has been made to specific components or integers of the ion having known equivalents, then such equivalents are herein orated as if individually set forth.

Any discussion of the prior art throughout the ication should in no way be considered as an admission that such prior art is widely known or forms part of common general knowledge in the field.

Claims (23)

What we claim is:

1. A dairy tanker safety apparatus comprising: monitoring means which monitors one or more sensors, an output means for providing a user of the dairy tanker with an output of the monitoring means, wherein at least one of the one or more sensors is a proximity sensor associated with a closure device present on an opening of a cleaning in place connection point of the dairy tank of the dairy tanker.

2. A dairy tanker safety apparatus as claimed in claim 1 comprising a plurality of

3. A dairy tanker safety apparatus as claimed in claim 2 comprising a proximity sensor associated with a closure device present on an opening of a product dump or inlet connection

4. A dairy tanker safety apparatus as claimed in either of claims 2 or 3 comprising a proximity sensor associated with a conduit or hose which may be carried by the vehicle.

5. A dairy tanker safety monitoring apparatus as claimed in claim 1 wherein the dairy tanker displays the status of the sensor but does not t the e from moving.

6. A dairy tanker safety apparatus as claimed in claim 2 wherein at least two of the ity of s are associated with a particular conduit of a dairy tank of the dairy tanker.

7. A dairy tanker safety tus as claimed in either of claims 1 or 2 further comprising one or more sensors associated with the operation of the dairy tanker, wherein the monitoring means may produce a fault signal depending on the at least one sensor associated with a cleaning in place connection point and at least one sensor associated with operation of the dairy tanker.

8. A dairy tanker safety apparatus as claimed in any one of claims 1 to 3 wherein the output means is a portable computing device.

9. A dairy tanker safety apparatus as claimed in any one of claims 2 to 8 wherein one of the plurality of sensors is any one of a: Optical sensor, Camera, or Distance sensor.

10. A dairy tanker safety apparatus as claimed in any one of claims 7 to 9 n one of the one or more sensor associated with operation of the dairy tanker is associated with any one of a: Vehicle brake, or Vehicle engine, or Vehicle ignition, or Vehicle door.

11. A dairy tanker safety apparatus as claimed in any one of claims 7 to 10 wherein one of the one or more sensors associated with operation of the dairy tanker is a wireless sensor adapted to be carried by a vehicle user

12. A dairy tanker safety apparatus as claimed in any one of the preceding claims r sing a visual output means.

13. A dairy tanker safety apparatus as claimed in claim 12 wherein the visual output means ses a display adapted to show the status of at least one of the plurality of sensors.

14. A dairy tanker safety apparatus as claimed in claim 12 wherein the visual output means is adapted to show the on of at least one of the plurality of sensors.

15. A dairy tanker safety apparatus as claimed in claim 13 wherein the display is a monitor.

16. A dairy tanker safety apparatus as claimed claim 13 wherein the display is a mobile computing device.

17. A dairy tanker safety tus as claimed in any one of claims 2 to 16 further sing control means adapted to create a fault notification based on the plurality of sensors.

18. A dairy tanker safety apparatus as claimed in claim 17 wherein the l means allows the vehicle to operate during a fault notification.

19. A dairy tanker safety apparatus as claimed in any one of the preceding claims wherein a fault notification may be stored or transmitted to external computer devices.

20. A dairy tanker safety apparatus as claimed in any one of the preceding claims r comprising a visual monitoring system.

21. A dairy tanker safety apparatus as claimed in any one of claims 17 to 20 wherein the control means may receive inputs from, or send outputs to, an external computer device.

22. A dairy tanker safety apparatus as claimed in any one of the ing claims wherein one or more of the sensors comprises a wireless sensor.

23. A dairy tanker safety apparatus substantially as herein bed with reference to any one or more of the accompanying drawings.