Patent Publication Number: US-2020291835-A1

Title: Fluid System

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 15/312,604, filed Nov. 18, 2016, which is a National Phase application of, and claims the benefit of, International (PCT) Application No. PCT/EP2015/061336, filed May 21, 2015, which claims priority to GB Patent Application No. 1409066.6, filed May 21, 2014, each of which is hereby incorporated by reference in its entirety. 
    
    
     This invention relates to a dock and corresponding methods, and in particular to a dock for a replaceable fluid container for an engine and a method of supplying fluid to a vehicle engine. 
     Many vehicle engines use one or more fluids for their operation. Such fluids are often liquids. For example, internal combustion engines use liquid lubricating oil compositions. Also, electric engines use heat exchange liquids for example to cool the engine and/or to heat the engine, and/or to cool and heat the engine during different operating conditions. 
     Such fluids are generally held in reservoirs associated with the engine and may require periodic replacement. 
     Conventional periodic replacement of engine lubricating oil composition in a vehicle engine usually involves draining the composition from the engine sump. The process may also involve removing and replacing the engine oil filter. Such a procedure usually requires access to the engine sump drain plug and oil filter from the underside of the engine, may require the use of hand tools and usually requires a suitable collection method for the drained lubricating oil composition. This is complex and expensive. 
     Aspects of the disclosure address or at least ameliorate at least one of the above issues. 
     In an aspect of the present disclosure, there is provided a dock for a replaceable fluid container for an engine, the fluid container comprising: a fluid reservoir; and at least one fluid port comprising a coupling adapted to couple with a fluid circulation system associated with the engine; the dock comprising: a fastening mechanism configured to cooperate with the container such that, as the container is inserted into the dock, the fastening mechanism acts first to seat the fluid container in the dock but in an undocked condition and then, as the container is inserted further into the dock, acts to bring the fluid container into an engaged condition in which the fluid container is docked with a docking interface of the dock. 
     The fastening mechanism may comprise an actuator configured to cooperate with a complementary fastening mechanism of the fluid container, the actuator being configured to be operated between: a first condition where the actuator is configured to abut with the complementary fastening mechanism of the fluid container to hold the fluid container such that the port of the container is in the undocked condition from the docking interface of the dock; or a second condition where the actuator is fastened to the complementary fastening mechanism of the fluid container. The actuator may comprise at least one lever; and the complementary fastening mechanism may comprise a lever engaging surface configured to cooperate with the lever. The actuator may be configured to be movable with respect to the docking interface in order to guide the fluid container from the undocked condition into the engaged condition. The actuator may be configured to be movable with respect to the docking interface in order to guide the fluid container from the engaged condition to the undocked condition. The actuator may be configured to guide the fluid container from the undocked condition to the engaged condition in a direction normal to the docking interface of the dock. The actuator may be configured to guide the fluid container from the engaged condition to the undocked condition in a direction normal to the docking interface of the dock. 
     The actuator may comprise a handle coupled to the lever and configured to be operated by a user to cause the actuator to be operated from the first condition to the second condition. The actuator may comprise a handle coupled to the lever and configured to be operated by a user to cause the actuator to be operated from the second condition to the first condition. The handle may further be configured to cover at least partly a part of the fluid container when the container is in the engaged condition. 
     In the first condition, the actuator may be configured to abut with the complementary fastening mechanism located at a part of the fluid container arranged to be docked to the docking interface of the dock in the engaged condition. 
     The dock may further comprise a receiver for accommodating the fluid container in the undocked condition and in the engaged condition. The receiver may comprise an asymmetric engaging mechanism configured to cooperate with a complementary asymmetric engaging mechanism of the fluid container, such that the fluid container may be accommodated in only one spatial orientation with respect to the dock. The asymmetric engaging mechanism may comprises a first number of patterns provided in one part of the receiver; and a second, different, number of patterns provided in another part of the receiver. The asymmetric engaging mechanism may comprise at least one pattern with a first shape provided in one part of the receiver; and at least one pattern with a second, different, shape provided in another part of the receiver. The asymmetric engaging mechanism may comprise at least one pattern with a first dimension provided in one part of the receiver; and at least one pattern with a second, different, dimension provided in another part of the receiver. The asymmetric engaging mechanism may be tapered towards the docking interface of the dock, such that the asymmetric engaging mechanism is configured to provide clearance between the asymmetric engaging mechanism of the dock and the complementary asymmetric engaging mechanism of the fluid container for enabling a user to engage the complementary asymmetric engaging mechanism of the fluid container with the asymmetric engaging mechanism of the dock; and to guide the fluid container from the undocked condition into the engaged condition into the docking interface. 
     The dock may further comprise at least one fluid port comprising a coupling adapted to connect to a corresponding coupling on the fluid container. 
     The dock may further comprise an interface for data communication with a data provider of the fluid container. 
     The fastening mechanism may be configured to hold the fluid container such that in the undocked condition the container is spaced from the docking interface of the dock. 
     The dock may further comprise a guiding mechanism configured to guide the fluid container toward a position seated within the dock to enable the fluid container to be docked to a docking interface of the dock in an engaged condition. 
     The reservoir may hold a lubricant for a lubricant circulation system associated with the engine. 
     In another aspect of the present disclosure, there is provided a dock for a replaceable fluid container for an engine,
         the fluid container comprising:
           at least one fluid port comprising a coupling adapted to connect to a corresponding coupling on the engine to connect the fluid container in fluidic communication with a fluid circulation system associated with the engine; and   a data provider arranged for data communication with a control device when the container is engaged with the dock; the dock comprising:   
           an actuator comprising at least two levers provided on opposing parts of the actuator and configured to cooperate with two corresponding lever engaging surfaces of the fluid container;
           wherein the levers are configured to cause the container to cooperate with the dock in:   a undocked condition, where the levers are configured to hold the fluid container such that the fluid port of the container is in an undocked condition from a docking interface of the dock; or   an engaged condition where the data provider is arranged for data communication with the control device, where the levers are configured to hold the fluid container in a docked condition with the docking interface of the dock; and
 
a handle coupled to the levers and configured to be operated by a user to cause the levers to be operated from a first condition where the levers are configured to abut with the lever engaging surfaces located at a part of the fluid container arranged to be docked to the docking interface of the dock in the engaged condition of the fluid container; or a second condition where the levers are fastened to the lever engaging surfaces of the fluid container.
   
               

     In another aspect of the present disclosure, there is provided a dock for a replaceable fluid container for an engine,
         the fluid container comprising:
           a fluid reservoir; and   at least one fluid port comprising a coupling adapted to couple with a fluid circulation system associated with the engine; and the dock comprising:   a guiding mechanism configured to guide the fluid container toward a position seated within the dock to enable the fluid container to be docked to a docking interface of the dock in an engaged condition.   
               

     The guiding mechanism may further be configured to guide disengagement of the fluid container from the dock from the engaged condition to the undocked condition. The guiding mechanism may comprise an actuator configured to cooperate with a complementary guiding mechanism of the fluid container, the actuator being configured to be operated between: a first condition where the actuator is configured to abut with the complementary guiding mechanism of the fluid container to hold the fluid container such that the port of the container is in an undocked condition from a docking interface of the dock; or a second condition where the actuator is fastened to the complementary guiding mechanism of the fluid container. The dock may be configured to guide the fluid container from the undocked condition to the engaged condition in a direction normal to the docking interface of the dock. The dock may be configured to guide the fluid container from the engaged condition to the undocked condition in a direction normal to the docking interface of the dock. 
     The dock may further comprise a receiver for accommodating the fluid container in the undocked condition and in the engaged condition. The receiver may comprise an asymmetric engaging mechanism configured to cooperate with a complementary asymmetric engaging mechanism of the fluid container, such that the fluid container may be accommodated in only one spatial orientation with respect to the dock. The asymmetric engaging mechanism may be tapered towards the docking interface of the dock, such that the asymmetric engaging mechanism is configured to provide clearance between the asymmetric engaging mechanism of the dock and the complementary asymmetric engaging mechanism of the fluid container for enabling a user to engage the complementary asymmetric engaging mechanism of the fluid container with the asymmetric engaging mechanism of the dock; and to guide the fluid container from the undocked condition into the engaged condition into the docking interface. 
     The dock may further comprise at least one fluid port comprising a coupling adapted to connect to a corresponding coupling on the fluid container to connect the fluid container in fluidic communication with the fluid circulation system associated with the engine. 
     The dock may further comprise an interface for data communication with a data provider of the fluid container. 
     The reservoir may hold a lubricant for a lubricant circulation system associated with the engine. 
     In another aspect of the present disclosure, there is provided a method of inserting a replaceable fluid container for an engine in a dock,
         the fluid container comprising:
           a fluid reservoir; and   at least one fluid port comprising a coupling adapted to couple with a fluid circulation system associated with the engine;   
           the method comprising a fastening mechanism of the dock, configured to cooperate with the container:
           acting first to seat the fluid container in the dock but in an undocked condition, and   then, as the container is inserted further into the dock, acting to bring the fluid container into an engaged condition in which the fluid container is docked with a docking interface of the dock.   
               

     In another aspect of the present disclosure, there is provided a method of guiding a replaceable fluid container for an engine into a dock,
         the fluid container comprising:
           a fluid reservoir; and   at least one fluid port comprising a coupling adapted to couple with a fluid circulation system associated with the engine;   
           the method comprising a guiding mechanism of the dock, configured to cooperate with the container:   guiding the fluid container toward a position seated within the dock to enable the fluid container to be docked to a docking interface of the dock in an engaged condition.       

     The disclosure extends to:
         a replaceable fluid container configured to cooperate with a dock of any aspect of the disclosure, and/or   a system comprising a dock of any aspect of the disclosure and a replaceable fluid container configured to cooperate with a dock of any aspect of the disclosure, and/or   a method of providing a fluid to a vehicle engine and/or a method of inserting a container in a dock of any aspect of the disclosure.       

     The disclosure extends to methods and/or containers and/or docks and/or systems substantially as herein described with reference to the accompanying drawings. 
     Any feature in one aspect of the disclosure may be applied to other aspects of the disclosure, in any appropriate combination. In particular, features of method aspects may be applied to containers and/or docks and/or systems aspects, and vice versa. 
    
    
     
       Embodiments will now be described, by way of example only, with reference to the accompanying drawings, in which: 
         FIG. 1A  shows a schematic illustration of a dock for a replaceable fluid container, in a disengaged condition; 
         FIG. 1B  shows a schematic illustration of a dock for a replaceable fluid container, in an engaged condition; 
         FIG. 2A  shows a schematic illustration of a fastening and/or guiding mechanism of dock with an actuator in a first condition; 
         FIG. 2B  shows a schematic illustration of a fastening and/or guiding mechanism of dock with an actuator in a second condition; 
         FIGS. 3A, 3B and 3C  show schematic illustrations of an asymmetric engaging mechanism of the dock; 
         FIGS. 4A and 4B  illustrate a tapered geometry of an asymmetric engaging mechanism of the dock; 
         FIG. 5  represents in schematic part cross-section, a dock with a container disconnected from couplings on a vehicle engine; 
         FIG. 6  represents in schematic cross-section, a self-sealing coupling comprising a latch; and 
         FIG. 7  shows in schematic elevation view, a replaceable fluid container for an engine and a partial section through a wall of the container. 
     
    
    
     Common features are identified by common reference numerals. In the drawings, like reference numerals are used to indicate like elements. 
       FIG. 1A  and  FIG. 1B  schematically illustrate a dock  500  for a replaceable fluid container  2 , for example for providing fluid to an engine  50 . The engine  50  may be for example an engine of a vehicle  100 . The fluid container  2 , described in more detail below, comprises a first end  10  and a second end  11 . The container  2  also comprises at least one fluid port  456  provided in the first end  10  and comprising a coupling  7  adapted to connect to a corresponding coupling  8  on the vehicle  100 . As will be explained in greater detail below, the container  2  may comprise for example three fluid ports or more. The connection between the coupling  7  and the coupling  8  is configured to connect the fluid container  2  in fluidic communication with a fluid circulation system  1  of the engine  50 . 
     In the examples illustrated in  FIGS. 1A and 2A , the port  456  is shown as being a male element and the coupling  8  as a female element. It is understood that the port  456  may be a female element and the coupling  8  as a male element, as explained in reference to  FIG. 5  and  FIG. 6 . 
     In some non-limiting examples, the fluid container  2  may also comprise a data provider  20  arranged for data communication with a control device  21  of the vehicle  100  when the container  2  is engaged with the dock  500  ( FIG. 1B ). The data provider  20  is described in greater detail below. 
     In some examples, the fluid container  2  comprises a reservoir  9  for holding a fluid  3 . The reservoir  9  of the container  2  may be pre-filled with the fluid  3  before the container  2  is inserted in the dock  500 . 
     The fluid  3  may be any type of fluid circulated in the engine  50  and/or circulated in any fluid circulation system associated with the engine  50  (that is the fluid is not necessarily circulated in the engine  50 ) to support a function of the engine  50  and/or the vehicle  100 . The function may be an ancillary function of the engine  50 . For example the fluid  3  may be lubricant, and/or coolant, and/or de-icer, and/or any hydraulic fluid such as a fluid used in braking systems, and/or a pneumatic fluid, a washer fluid, a fuel additive or any other fluid associated with any function of the engine and/or the vehicle. Many different types and grades of such fluid are available. As already mentioned, in some non-limiting examples, the fluid  3  may be an engine lubricating oil composition or an engine heat exchange fluid. 
     As illustrated in  FIGS. 1A and 2A , in a disengaged condition, the container  2  may be conveniently seated in the dock  500  and/or removed from the dock  500  by a user and/or operator. 
     To that effect, the dock  500  comprises a fastening mechanism  44  configured to cause the container  2  to cooperate with the dock  500  in the disengaged condition ( FIG. 1A ). 
     In the disengaged condition, the fastening mechanism  44  is configured to hold the fluid container  2  such that the fluid port  456  of the container  2  is in an undocked condition from a docking interface  501  of the dock  500 . For example, in the undocked condition, the container  2  and the docking interface  501  are not fastened to each other, for instance the container  2  and the docking interface  501  may be just touching or be spaced from each other. In the undocked condition, the container  2  is inserted into the dock  500 , and the fastening mechanism  44  is configured to act first to seat the fluid container  2  in the dock  500  but in the undocked condition. 
     The fastening mechanism  44  of the disclosure may thus enable easy insertion and/or removal of the container  2  from the dock  500  in the disengaged condition. 
     The fastening mechanism  44  is also configured to cause the container  2  to cooperate with the dock  500  in an engaged condition ( FIG. 1B ). 
     In the engaged condition, the fastening mechanism  44  is configured to hold the fluid container  2  in a docked condition with the docking interface  501  of the dock  500 . In the engaged condition, the container  2  cannot be conveniently removed from the dock  500  by a user and/or operator. The fastening mechanism  44  is thus configured to cooperate with the container  2  such that, as the container  2  is inserted further into the dock  500 , the fastening mechanism  44  is configured to act to bring the fluid container  2  into an  15  engaged condition in which the fluid container  2  is docked with the docking interface  501  of the dock  500 . 
     In some non-limiting examples, in the engaged condition, the data provider  20  may be arranged for data communication with the control device  21 . 
     In some non-limiting examples, the fastening mechanism  44  may further act as a locking mechanism, as explained in greater detail below. 
     As schematically illustrated in  FIG. 2A  and  FIG. 2B , the fastening mechanism  44  may comprise an actuator  45  configured to cooperate with a complementary fastening mechanism  442  of the fluid container  2 . 
     The actuator  45  may be configured to be operated between a first condition ( FIG. 2A ) and/or a second condition ( FIG. 2B ). 
     In the first condition, the container  42  may be conveniently seated in and/or removed from the dock  500  by the user and/or operator. 
     To that effect, in the first condition, the actuator  45  is configured to abut with the complementary fastening mechanism  442  of the fluid container  2 , in order to hold the fluid container  2  such that the port  456  of the container  2  is in an undocked condition from a docking interface  501  of the dock  500 . 
     In the second condition, the actuator  45  is fastened to the complementary fastening mechanism  442  of the fluid container  2 , for example using cooperating fastening mechanisms, such as latches, on the container  2  and on the docking interface  501 , such as resilient and/or biased mechanisms cooperating and/or interlocking with conforming and/or cooperating mechanisms, such as indents and/or grooves. As a result, in the second condition of the actuator  45 , the container  2  cannot be removed from the dock  500 . The actuator  45  needs to be in the first condition to enable the container  2  to be removed from the dock  500 . 
     In some examples, the actuator  45  may comprise at least one lever  14 . The lever  14  may be any type of fastening arm or linkage with the container  2 , such as for example a cam. As a non-limiting example, the lever  14  may comprise a shaft  142 , mounted to be able to rotate with respect to the docking interface  501 , and at least one arm  141  provided on the rotating shaft  142 . 
     The complementary fastening mechanism  442  of the container  2  may comprise a lever engaging surface  442  configured to cooperate with the lever  14 . The lever engaging surface  442  may be any type of cooperating surface. As a non-limiting example, the lever engaging surface  442  may comprise an arm engaging surface  142  provided on the container  2 , such as a groove provided on the container  2 . 
     As schematically illustrated in  FIG. 2A and 2B , the actuator  45  is configured to be movable (as shown by arrows A 1 ) with respect to the docking interface  501  in order to guide the fluid container  2  from the disengaged condition ( FIG. 2A ) into the engaged condition ( FIG. 2B ). As a non-limiting example, movement of the actuator  45  may cause the shaft  142  to rotate with respect to the docking interface  501 . The rotation of the shaft  142  causes the arm  141  cooperating with the groove  142  to displace the container  2 , to engage the container  2  with the docking interface  501 , as shown by arrow B 1 . 
     Additionally or alternatively, in some examples, the actuator  45  may further be configured to be movable (as shown by arrows A 2 ) with respect to the docking interface  501  in order to guide the fluid container  2  from the engaged condition ( FIG. 2B ) to the disengaged condition ( FIG. 2A ). As a non-limiting example, movement of the actuator  45  causes the shaft  142  to rotate with respect to the docking interface  501 . The rotation of the shaft  142  causes the arm  141  cooperating with the groove  142  to displace the container  2  to disengage the container  2  from the docking interface  501 , as shown by arrow B 2 . 
     In some examples, the actuator  45  is configured to guide the fluid container  2  from the disengaged condition ( FIG. 2A ) to the engaged condition ( FIG. 2B ) in a direction (as shown by arrow B 1 ) normal to the docking interface  501  of the dock  500 . To that effect, the dock  500  may comprise a guiding mechanism  44  configured to control engagement of the fluid container  2  into the dock  500  from the disengaged condition to the engaged condition. Additionally or alternatively, the actuator  45  may be configured to guide the fluid container  2  from the engaged condition ( FIG. 2B ) to the disengaged condition ( FIG. 2A ) in a direction (as shown by arrow B 2 ) normal to the docking interface  501  of the dock  501 . To that effect, the dock  500  may comprise a guiding mechanism  44  configured to control disengagement of the fluid container  2  into the dock  500  from the engaged condition to the disengaged condition. The actuator  45  of the fastening and/or guiding mechanism  44  of the disclosure may thus enable level displacement of the container  2  with respect to the dock  500 , for example in a direction normal to the docking interface  501 . The level displacement of the container  2  with respect to the dock  500  may enable correct coupling of all of the fluid ports  456  of the container  2 , therefore avoiding undesirable leakage of the container  2 . The level displacement of the container  2  with respect to the dock  500  may enable simultaneous coupling of all of the fluid ports  456  of the container  2 , therefore avoiding undesirable leakage of the container  2 . 
     To that effect, the actuator  45  may comprise at least two levers  14  provided on opposing parts of the actuator  45 . The at least two levers  14  may be operated simultaneously, for example with respect to a mid-plane (O-O) as shown in  FIG. 2A  and  FIG. 2B . The at least two levers  14  may be configured to cooperate with two corresponding lever engaging surfaces  442  of the fluid container  2 . The symmetrical location and the simultaneous movement of the two levers  14  with respect to the plane (O-O) may thus enable the level displacement of the container  2  with respect to the dock  500  as mentioned above, with at least one of the associated advantages. 
     Additionally or alternatively, as illustrated in  FIG. 4A  and  FIG. 4B , the actuator  45  may comprise at least two levers  14  provided on opposing parts of the actuator  45 , for example with respect to a mid-plane (O′-O′), perpendicular to the plane (O-O) of  FIG. 2A  and  FIG. 2B . The at least two levers  14  may be operated simultaneously, for example with respect to the mid-plane (O′-O′) as shown in  FIG. 4A  and  FIG. 4B . For example the at least two levers  14  may comprise two arms  141  provided on the same rotating shaft  142 . The at least two levers  14  may be configured to cooperate with two corresponding lever engaging surfaces  442  of the fluid container  2 . The symmetrical location of the two levers  14  with respect to the plane (O′-O′) may thus enable the level displacement of the container  2  with respect to the dock  500  as mentioned above, with at least one of the associated advantages. 
     Therefore, in a non-limiting example, the actuator  45  may comprise fours levers  14 , that is two levers  14  provided on opposing parts of the actuator  45  with respect to the plane (O-O) of  FIG. 2A  and  FIG. 2B , and two levers  14  provided on opposing parts of the actuator  45  with respect to the plane (O′-O′) of  FIG. 4A  and  FIG. 4B . The symmetrical location of the four levers  14  with respect to the planes (O-O) and (O′-O′) may thus enable the level displacement of the container  2  with respect to the dock  500  as mentioned above, with at least one of the associated advantages. 
     Additionally or alternatively, as illustrated in  FIG. 2A, 2B, 3A, 3B and 3C , in some examples, the fastening and/or guiding mechanism  44  of the dock  500  may further comprise a receiver  502  for accommodating the fluid container  2  in the disengaged condition ( FIG. 2A  and  FIG. 4A ) and in the engaged condition ( FIG. 2B  and  FIG. 4B ). In some examples, the receiver  502  may comprise at least one lower wall configured to cooperate with the end  11  of the container  2  and/or at least one lateral wall configured to cooperate with the lateral walls of the container  2 . The receiver  502  may act as a guide for the container  2  and may thus enable the level displacement of the container  2  with respect to the dock  500  as mentioned above, with at least one of the associated advantages. 
     Additionally or alternatively, the receiver  502  may comprise an asymmetric engaging mechanism  503  configured to cooperate with a complementary asymmetric engaging mechanism  52  of the fluid container  2 , such that the fluid container may be accommodated in only one spatial orientation with respect to the dock  500 . 
     The dock  500  may thus prevent the container  2  to be inserted in the dock  500  in an incorrect orientation with respect to the dock  500 . The dock  500  may thus prevent the incorrect coupling of the container  2  to the fluid circulation system  1  of the engine  50 . 
     As illustrated in  FIG. 3A , the asymmetric engaging mechanism  503  may comprise a first number (for example one ( 1 )) of patterns  504  provided in one part  101  of the receiver  502  and a second, different, number (for example two ( 2 )) of patterns  505  provided in another part  102  of the receiver. 
     Alternatively or additionally, as illustrated in  FIG. 3B , the asymmetric engaging mechanism  503  may comprise at least one pattern  504  with a first shape (for example a triangle) provided in one part  101  of the receiver  502  and at least one pattern  505  with a second, different, shape (for example a rectangle) provided in another part  102  of the receiver  502 . 
     Alternatively or additionally, as illustrated in  FIG. 3C , the asymmetric engaging mechanism  503  may comprise at least one pattern  504  with a first dimension provided in one part of the receiver  502  and at least one pattern  505  with a second, different, dimension provided in another part  102  of the receiver  502 . 
     In some examples, the parts  101  and  102  may be opposing each other with respect to the plane (O-O) or the plane (O′-O′). 
     As illustrated in  FIG. 4A  and  FIG. 4B , in some examples the asymmetric engaging mechanism  503  may be tapered towards the docking interface  501  of the dock  500 . The tapered geometry may enable the asymmetric engaging mechanism  503  to be configured to provide clearance c between the asymmetric engaging mechanism  503  of the dock  500  and the complementary asymmetric engaging mechanism  52  of the fluid container  2  for enabling a user and/or operator to easily engage the complementary asymmetric engaging mechanism  52  of the fluid container  2  with the asymmetric engaging mechanism  503  of the dock  500 . This may enable easy and convenient insertion of the container  2  in the dock  500 . The tapered geometry may enable the asymmetric engaging mechanism  503  to guide the fluid container  2  from the disengaged condition into the engaged condition into the docking interface  501  in a well-defined and tight manner in the docking interface  501 . 
     In some examples, the actuator  45  may further comprise at least one handle  17  coupled to the lever  14 . As illustrated in  FIG. 2A  and  FIG. 2B , the handle  17  may be configured to be operated by a user to cause the actuator  45  to be operated from the first condition ( FIG. 2A ) to the second condition ( FIG. 2B ). 
     Alternatively or additionally, the handle  17  may further be configured to be operated by a user to cause the actuator  45  to be operated from the second condition ( FIG. 2B ) to the first condition ( FIG. 2A ). 
     The handle  17  may be located at a proximal end of the actuator  45 . The location of the handle  17  at the proximal end of the actuator  45  may enable convenient operation of the handle  17  by a user and/or operator. 
     As illustrated in  FIG. 2B , the handle may further be configured to cover at least partly the part  11  of the fluid container  2  when the container  2  is in the engaged condition. The covering of the part  11  of the fluid container  2  may prevent accidental and/or unintentional extraction of the container from the dock  500  in the engaged condition. 
     In the examples of  FIG. 2A  and  FIG. 2B , the handle  17  may be coupled to the lever  14  via an elongate actuator member  12  of the actuator  45 . 
     As schematically illustrated in  FIG. 2A , in the first condition, the actuator  45  may be configured to abut with the complementary fastening mechanism  442  located at the part  10  of the fluid container  2  arranged to be docked to the docking interface  501  of the dock  500  in the engaged condition, that is the distal end  10  of the container  2  and the distal end of the actuator. 
     The location of the complementary fastening mechanism  442  and the lever  14  at the part  10  may enable minimise tolerance stack between the container  2  and the dock  500 , and thus may enhance tight cooperation of the container  2  and the docking interface  501  of the dock  500 . 
     In some examples, in the disengaged condition, the fastening mechanism  44  may be further configured to hold the fluid container  2  such that the fluid port  456  of the container  2  is spaced from the docking interface  501  of the dock  500 , for example by a distance d. The fastening mechanism  44  may thus prevent the fluid port  456  of the container  2  and/or a port  81  of the system  1  locating on the dock  500  to be damaged by a shock between the container  2  and the dock  500  if the container  2  is dropped, for example accidentally, in the dock  500 . 
     The dock  500  may comprise a guiding mechanism  44  configured to guide the fluid container  2  toward the position seated (for example  FIG. 1A  and  FIG. 2A ) within the dock  500  to enable the fluid container  2  to be docked to the docking interface  501  of the dock  500  in the engaged condition. 
     As already mentioned, alternatively or additionally, the dock  500  comprises the guiding mechanism  44  configured to control engagement of the fluid container  2  into the dock  500  from the disengaged condition to the engaged condition and/or from the engaged condition to the disengaged condition. 
     In embodiments, the fastening mechanism and the guiding mechanism may be at least partly combined in the actuator  45  and/or the receiver  502 . 
     The dock  500  may be provided on a vehicle  100  or on a carrier. One or more docks  500  may be provided on the vehicle  100  or the carrier. 
     In the case where the dock  500  is provided on a vehicle  100 , the dock  500  may further comprise at least one fluid port, such as the fluid port  81 , comprising the coupling  8  adapted to connect to the corresponding coupling  7  on the fluid container  2  to connect the fluid container  2  in fluidic communication with the fluid circulation system  1  of or associated with the engine  50 . 
     The dock  500  may be provided directly proximate to the engine  50 , but may also be provided away from the engine  50 , such as in the boot of the vehicle  100 . 
     The dock  500  may further comprise an interface  21  for data communication with the data provider  20  of the fluid container  2 . 
     In the case where the dock  500  is provided on a carrier, such as a pallet, for recycling and/or analysing and/or servicing of the container  2 , the dock  500  does not need to comprise a fluid port, but in some examples the dock may also comprise a fluid port, for example for emptying the container  2 , for example before recycling of the container and/or fluid  3 . In some examples the carrier may be any carrier located on any transportation device; in a vehicle service centre; in an analysing facility; and/or in a recycling facility. 
     As illustrated in  FIG. 5  the fluid container  2  may comprise a filter  90 . The container  2  illustrated in  FIG. 5  comprises, at the first end  10 , at least one fluid outlet port  5 , at least one fluid inlet port  4  and at least one vent port  6  in which, each of said ports  4 ,  5  or  6  comprises couplings  7 , for example self-sealing, adapted to connect to corresponding couplings  8  on the dock  500  to thereby connect said container  2  in fluidic communication with the engine fluid circulation system  1 . 
     Each of said couplings  7  comprises a latch  13  which is biased to a docked position to thereby retain said container  2  in fluidic communication with said vehicle engine fluid circulation system  1 . 
     In some examples, each of said couplings  7  may be remotely operable to disconnect said container  2  from the dock  500 , and thus from said vehicle engine circulation system  1 . To that effect, the actuator  45  may be configured to cooperate with the complementary fastening mechanism  442  of the fluid container  2 . For examples, the lever  14  of the actuator  45  may cooperate with the groove  442  of the container  2 . As explained in greater detail below, movement of the actuator  45  causes operation of the latches  13 . The actuator  45  comprises the elongate actuator member  12  extending between the first end  10  and the second end  11  of the container  2 . Each latch  13  comprises a collar  15  associated with each of said latches  13 . 
     The lever  14  is operable by the handle  17  located at an end of the elongate actuator member  12  distal from the ports  4 ,  5 , and  6 . 
     Movement of the elongate actuator member  12  of the actuator  45  by pulling on the handle  17  in the direction shown generally as A 1 , causes the elongate actuator member  12  and the lever  14  of the actuator  45  to act, via the groove  442  of the container  12 , on each of the latch collars  15 , thereby to operate each of said latches  13 , and connect the container  2  to the engine fluid circulation system  1 . The container  2  may then be connected to the dock  500  in the direction shown generally as B 1 . 
     Alternatively, the handle  17  may be pivotally or slideably mounted with respect to the dock  500  as a lever for operating the actuator  45 . 
     On the contrary, movement of the elongate actuator member  12  of the actuator  45  by pulling on the handle  17  in the direction shown generally as A 2 , causes the elongate actuator member  12  and the lever  14  of the actuator  45  to act on each of the latch collars  15 , via the groove  442  of the container  12 , thereby to operate each of said latches  13 , and disconnect the container  2  from the engine fluid circulation system  1 . The container  2  may then be removed away from the engine  50  in the direction shown generally as B 2 . The container  2  may comprise a handle  18  such that a user may hold the container  2 . After the disconnected container  2  has been removed from the engine  50  and vehicle  100 , another container  2  which may contain fresh, refreshed or unused fluid  3  may be reconnected to the couplings  8 . Thus, pressing the replacement container  2  in the opposite direction B 1  to the direction B 2  of disconnection causes the self-sealing couplings  7  to engage and retain the container  2  on the engine  50 . 
     In use, the container  2  is retained in fluidic communication with the vehicle engine fluid recirculation system  1  by the self-sealing couplings  8 . 
       FIG. 6  shows in schematic longitudinal cross-section of non-limiting examples of a self- sealing coupling  8  and a self-sealing coupling  7  comprising a latch  13  suitable for use in a dock  500  of the present disclosure. 
     The coupling comprises a male element  210  and a female element  220 . The female element  220  may be part of a port  456 , for example an inlet port  4  (as shown) or alternatively an outlet port (not shown) or a vent port (not shown) on the container  2 . The coupling comprises the remotely operable latch  13  comprising the collar  15 . The collar  13  has a surface  26  which exerts a radial force in the direction F on balls  27 . 
     In some examples, the coupling  7  may comprises a self-sealing valve  28  which is biased to a closed position when the male and female elements  210  and  220  are disconnected, as shown in  FIG. 6 . The valve  28  comprises an axially moveable element  29  which is biased to a closed position by the action of a spring  23  acting against a face  31  on the port  4  and a face  32  on the axially moveable element  29 . When in the closed position, a valve face  33  of the axially moveable element  29  bears against a valve seat  34  of the port  4  to seal a passage  35  to prevent fluid flow through the valve  28 . One or either or both of the valve face and valve seat may comprise a seal  36 . 
     The male element  210  is in fluidic communication with the vehicle engine fluid circulation system  1  of the engine  50  and comprises a sealing element  37 , for example an O-ring. 
     The male element  210  comprises an indent  38  which may be in the form of an external groove for receiving the balls  27  when engaged with the female member  220 . 
     As the male element  210  is inserted into the female element, the sealing element  37  engages a circumferential face  39  of the axially moveable valve element  29 . This sealably engages the male and female elements  210  and  220  before the valve allows any fluid to flow. 
     As the male element  210  is inserted further into the female element  220 , an end  40  of the male element  210  engages a flange  41  (suitably circumferential) on the axially moveable valve element  29  and further insertion of the male element  210  causes the male element acting through the male element end  40  and the flange  41  to displace the axially moveable valve element  29  against the action of the biasing spring  23  and displace the valve face  33  from the valve seat  34  allowing fluid to flow through the passage  35  and through a duct  42  in the axially moveable valve element  29 . 
     Thus, the self-sealing valve has the characteristic that when the coupling is being connected, a seal is made between the connecting ports before any valves open to allow fluid to flow. As the male element  210  is inserted still further into the female element  220 , the male member acts upon the balls  27  in the opposite direction to F until it is sufficiently positioned inside the female element  220  for the balls  27  to engage the indent  38 . This latches the male and female members  210  and  220  together and retains the container  2  in fluidic communication with the vehicle engine fluid recirculation systems  1  of the engine  50 . Positioning of the male and female members may be assisted by a flange  43  on the male member  210 . 
     In use to disconnect the male and female members  210  and  220 , the actuator member  12  is operated in the direction A 2  as illustrated in  FIG. 5  and, through the lever  14 , axially displaces the collar  15  of the latch  13  away from the male member  210 . The axial movement of the collar  15  causes the balls  27  to move out of the indent  38  of the male member  210  and thereby unlatch the male member  210 . The container  2  may now be removed and disconnected from the vehicle engine fluid recirculation system  1 . Thus, displacement of the female element  220  in the direction B 2  disengages the balls  27  from the recess  38 . Further displacement of the female element  220  in the direction B 2  allows the axially moveable valve member  29  under the action of the spring  23  to be displaced and urge the valve face  33  against the face seat  34  thereby preventing flow of fluid through the passage  35  and duct  42 . This seals the valve  28  before the male and female elements  210  and  220  are disconnected and, in particular, before the seal  37  of the male member  210  disengages the circumferential surface  39  of the axially moveable valve member  29 . 
     The container may then be removed from the vehicle (not shown). 
     As already mentioned, the container  2  may comprise a data provider  20 , and in some non- limiting examples, the data provider  20  may be configured to provide data about the fluid container  2 . In examples the data provider  20  may be coupleable to provide the data to the control device  21 , such as an engine control device, via a communication link  97 . 
     The data provider  20  may be positioned on the container  2  so that, when the container  2  is coupled in fluidic communication with the circulation system  1  of the engine  50 , the data provider  20  is also arranged to communicate the data with the control device  21 , and if the container  2  is not positioned for fluidic communication with the circulation system  1 , communication with the data provider  20  is inhibited. 
     In some examples, the data, for example data obtained from the control device  21 , may further be provided to a memory. In some examples, the memory may be distributed in memories selected from a list comprising: a memory  94  of a management device (for example comprising the control device  21 ), a memory  104  of the data provider  20  of the container  2 , and/or a memory of the dock  500  for the container  2 . 
     The control device  21 , for example the engine control device, comprises a processor  96 , and the memory  94  configured to store data. 
     In examples, the processor  96  may be configured to monitor and/or to control the operation of the engine, via communication links. 
     The control device  21  may be further configured to obtain a signal indicating that the container  2  is coupled to the circulation system  1  of the engine  50  and/or data from the data provider  20  via the communication link  97 . 
     The data provider  20  of the container  2  may comprise a processor  103  arranged to receive signals from a fluid sensor  93  and/or a latch sensor  30 . The processor  103  may be arranged to communicate the signal indicating that the container  2  is coupled to the dock  500 , and thus the circulation system  1 , and/or the data to the control device  21  via the communication link  97 . The data provider  20  may further comprise a memory  104  for storing data describing the fluid  3 . In particular, the memory  104  may store data including at least one of: the grade of the fluid, the type of fluid, the date on which the fluid was filled or replaced, a unique identifier of the container  2 , an indication of whether the container  2  is new, or has previously been refilled or replaced, an indication of the vehicle mileage, the number of times the container  2  has been refilled or reused, and the total mileage for which the container has been used. 
     The engine  50  may comprise an engine communication interface  106  arranged to communicate operational parameters of the engine  50 , such as engine speed and throttle position, to the processor  96  of the control device  21  via a communication link  98 . The engine communication interface  106  may further be operable to receive engine command from the control device  21  and to modify operation of the engine  50  based on the received commands. The memory  94  of the control device  21  comprises non-volatile memory configured to store:
         identifiers of acceptable fluids for use in the engine  50 ;   data defining a first container fluid level threshold and a second fluid level threshold;   data indicative of an expected container fluid level based on the mileage of the vehicle;   data defining a service interval, wherein the service interval is the time period between performing maintenance operations for the vehicle such as replacing the fluid;   the vehicle mileage;   sets of engine configuration data for configuring the engine to operate in a selected way;   an association (such as a look up table) associating fluid identifiers with the sets of engine configuration data; and   data indicative of an expected fluid quality based on the mileage of the vehicle.       

     The processor  96  is operable to compare data stored in the memory  94  with data obtained from the data provider  21  of the container  2  and/or from the communication interface  106  of the engine  50 . 
     The processor  103  of the container  2  may be configured to obtain data indicating the expected fluid level based on the mileage since the fluid was last refilled, and to compare the fluid level sensed by the sensor  93  with stored data. In the event that this comparison indicates that the fluid level is changing more quickly than expected, the data provider  20  can be configured to send data to the control device  21  to modify a service interval for the vehicle based on this comparison. 
     Many different types and grades of fluids  3  are available and the data provider  20  may comprise an identifier of the fluid  3 . 
     The data provider  20  may comprise a computer readable identifier for identifying the fluid  3 . 
     The identifier may be an electronic identifier, such as a near field RF communicator, for example a passive or active RFID tag, or an NFC communicator. 
     The data provider  20  may be configured for one way communication. For example the data provider  20  may be configured only to receive data from the control device  21 , so that the data can be provided to the memory  104  at the container  2 . For example the memory  104  may be configured to receive data from the engine control device  21 . This enables data to be stored at the container  2 . Such stored data can then be provided from the memory  104  to diagnostic devices during servicing and/or during replacement of the container  2 . Alternatively the data provider  20  may be configured only to provide data to the control device  21 . In some possibilities, the data provider  20  is adapted to provide data to and receive data from the control device  21 . 
       FIG. 7  shows an elevation view of a container  2  and a partial section through a wall of the container  2 . The container  2  comprises a body  304 , and a base  306 . The body  304  is secured to the base by a lip  302 . The data provider  20  may be carried in the lip  302 . 
     The lip  302  may include a data coupling  310  to enable the data provider  20  to be coupled to the interface  96  for communicating data with the control device (not shown in  FIG. 7 ). The interface  96  may comprise connectors  314  for connecting the interface  96  with the data provider  20  of the container  2 . 
     The base  306  of the container  2  comprises a fluid coupling (not shown in  FIG. 7 ) for coupling fluid from the reservoir  9  of the container  2  with the circulation system  1  of the engine  50 . The fluid coupling and the data coupling  310  are arranged so that connecting the fluid coupling in fluidic communication with the circulation system  1  of the engine  50  also couples the data provider  20  for data communication with the control device  21  via the interface  96  by seating the connectors  314  of the interface  96  in the data coupling 310  on the container  2 . 
     In some examples, the interface  96  and the connectors  314  may provide electrical connections for up to eight ( 8 ) channels which provide measurements for fluid temperature, fluid pressure, fluid quality, fluid type, and the level (e.g. amount) of fluid in the container  2 . The connectors  314  may be arranged to provide electrical power to the data provider  20 . The fastening and/or guiding mechanism  44  may prevent the engine  50  from operating if the container  2  is disconnected from the engine fluid circulation system  1  and/or to prevent the container  2  being disconnected from the engine  50  if the engine is operating. 
     At least one of the ports  4 ,  5  or  6  may comprise a non-return valve. Suitably, the at least one outlet port  5  comprises a non-return valve. If the container comprises more than one outlet port, suitably each outlet port comprises a non-return valve. The non-return valve in the outlet may prevent fluid from draining back to the container  2  when the engine  50  is not operating and may help keep a fluid line to a circulating pump full of fluid so that circulation of fluid is immediate when operation of the engine is started. 
     The fluid inlet port or ports  4  may each comprise a control valve or shut-off valve which may be closed when the vehicle engine is not operating, for example to prevent or reduce fluid draining from the container  2  to the engine  50 . 
     The vent port or vent ports  6  may not contain any valves because fluid, for example gas and/or vapour, may be required to flow both to and from the container through the vent port or vent ports  6  when the container is connected to the vehicle engine fluid circulation system  1 . 
     As mentioned, the container  2  may comprise a filter  90  for filtering the fluid  3 . This is suitable when the fluid is an engine lubricating oil composition. Suitable filters  90  may comprise paper and/or metal filter elements. The filter  90  may be suitable for filtering particles in the range 1 to 100 microns, suitably in the range 2 to 50 microns, for example in the range 3 to 20 microns. The filter  90  may comprise a filter by-pass for fluid to bypass the filter, for example if the filter  90  becomes blocked or unacceptably loaded with material, which may cause an unacceptable fluid back-pressure through the filter  90 . An advantage of having a filter  90  in the container  2  is that this may allow a larger filter to be used than if the filter were in a separate container associated with the engine fluid circulation system  1 . This may have one or more of the following benefits: (a) increased filtration efficiency; (b) finer filtration and (c) increased filter lifetime. Suitably, in use, fluid enters the container  2  through the inlet port  4  and is passed to the top of the container  2 , for example through at least one conduit in the container  2 ; some or all of the fluid  3  is passed through the filter  90  on exiting said conduit; and the totally or partially filtered fluid is withdrawn from the base of the container through the outlet port  5 . The filter  90  may operate at elevate pressure. The container  2  may be manufactured from metal and/or plastics material. Suitable materials include reinforced thermoplastics material which for example, may be suitable for operation at temperatures of up to 150° C. for extended periods of time. 
     The container  2  may comprise at least one trade mark, logo, product information, advertising information, other distinguishing feature or combination thereof. The container  2  may be printed and/or labelled with at least one trade mark, logo, product information, advertising information, other distinguishing feature or combination thereof. This may have an advantage of deterring counterfeiting. The container  2  may be of a single colour or multi-coloured. The trademark, logo or other distinguishing feature may of the same colour and/or material as the rest of the container or a different colour and/or material as the rest of the container. The container  2  may be a container  2  for a fluid which is a liquid. As already mentioned, suitable liquids include engine lubricating oil composition and heat exchange fluid for an electric engine. 
     The container  2  may be a container for engine lubricating oil composition. Thus, the container may contain engine lubricating oil composition. In this embodiment, the container  2  may be provided as a self-contained container containing fresh, refreshed or unused lubricating oil composition which may conveniently replace a container on an engine  50  containing used or spent lubricating oil composition. If the container  2  also comprises the filter  90 , this also is replaced together with the spent or used lubricating oil composition. Thus, a fluid reservoir container  2  containing spent or used lubricating oil composition retained in fluidic communication with the vehicle engine fluid circulation system  1  may be disconnected from the vehicle engine fluid circulation system, removed from the vehicle and replaced by a container containing fresh, refreshed or unused lubricating oil composition and if present a fresh, renewed or new filter. 
     The engine lubricating oil composition may comprise of at least one base stock and at least one engine lubricating oil additive. Suitable base stocks include bio-derived base stocks, mineral oil derived base stocks, synthetic base stocks and semi synthetic base stocks. Suitable engine lubricating oil additives are known in the art. The additives may be organic and/or inorganic compounds. Typically, the engine lubricating oil composition may comprise about  60  to  90 % by weight in total of base stocks and about  40  to  10 % by weight additives. The engine lubricating oil composition may be a lubricating oil composition for an internal combustion engine. The engine lubricating oil composition may be a mono- viscosity grade or a multi-viscosity grade engine lubricating oil composition. The engine lubricating oil composition may be a single purpose lubricating oil composition or a multi- purpose lubricating oil composition. 
     The engine lubricating oil composition may be a lubricating oil composition for an internal combustion engine. The engine lubricating oil composition may be a lubricating oil composition for a spark ignition internal combustion engine. The engine lubricating oil composition may be a lubricating oil composition for a compression internal combustion engine. 
     The container may be a container for heat exchange fluid for an electric engine. Thus, the container may contain heat exchange fluid for an electric engine. In this embodiment, the container may be provided as a self-contained container containing fresh, refreshed or unused heat exchange fluid for an electric engine which may conveniently replace a container on an engine containing used or spent heat exchange fluid. If the container also comprises a filter, this also is replaced together with the spent or used heat exchange fluid. 
     Electric engines may require heat exchange fluid to heat the engine and/or cool the engine. This may depend upon the operating cycle of the engine. Electric engines may also require a reservoir of heat exchange fluid. The fluid reservoir container may provide a heat storage container in which heat exchange fluid may be stored for use to heat the electric engine when required. The fluid reservoir container may provide a container for storage of coolant at a temperature below the operating temperature of the engine for use to cool the electric engine when required. 
     Suitable heat exchange fluids for electric engines may be aqueous or non-aqueous fluids. Suitable heat exchange fluids for electric engines may comprise organic and/or non- organic performance boosting additives. Suitable heat exchange fluids may be man- made or bio-derived, for example Betaine. The heat exchange fluids may have fire retarding characteristics and/or hydraulic characteristics. Suitable heat exchange fluids include phase change fluids. Suitable heat exchange fluids include molten metals or salts. Suitable heat exchange fluids include nanofluids. Nanofluids comprise nanoparticles suspended in a base fluid, which may be solid, liquid or gas. Suitable heat exchange fluids include gases and liquids. Suitable heat exchange fluids include liquefied gases. 
     The engine  50  may be any type of engine for example for a vehicle and/or may also be a reverse engine, such as a generator, such as a wind turbine generator. 
     The container may be suitable for operating at temperatures of from ambient temperature up to 200° C., suitably from −20° C. to 180° C., for example from −10° C. to 150° C. 
     The container may be suitable for operating at gauge pressures up to 15 bar (unit of gauge pressure, 1 Pa=10 −5  bar), suitably from −0.5 bar to 10 bar, for example from 0 bar to 8 bar. 
     Suitable vehicles include motorcycles, earthmoving vehicles, mining vehicles, heavy duty vehicles and passenger cars. 
     The fluid reservoir container is advantageous where rapid replacement of the fluid is required or advantageous, for example in “off-road” and/or “in field” services. 
     Although the example shown in  FIG. 7  comprises conductive electrical connections  314  for communicating with the data provider  20 , a contactless connection may also be used. For example, inductive or capacitive coupling can be used to provide contactless communication. One example of inductive coupling is provided by RFID, however other near field communications technology may also be used. Such couplings may enable electrical power to be transferred to the data provider  20 , and also have the advantage that the data connection does not require any complex mechanical arrangement and the presence of dirt or grease on the couplings  310 ,  314  is less likely to inhibit communication with the data provider  20 . 
     The container  2  may comprise a power provider such as a battery for providing electrical power to the data provider  20 . This may enable the container  2  to be provided with a range of sensors, including sensors for fluid temperature, pressure and electrical conductivity. Where the container  2  comprises a filter sensors may be arranged to sense these parameters of the fluid as the fluid flows into the filter, and after the fluid has flowed through the filter. The function of the processors  103 ,  96  may be provided by any appropriate controller, for example by analogue and/or digital logic, field programmable gate arrays, FPGA, application specific integrated circuits, ASIC, a digital signal processor, DSP, or by software loaded into a programmable general purpose processor. 
     Aspects of the disclosure provide computer program products, and tangible non-transitory media storing instructions to program a processor to perform any one or more of the methods described herein. 
     The memory  104  is optional. The computer readable identifier may be an optical identifier, such as a barcode, for example a two-dimensional barcode, or a colour coded marker, or optical identifier on the container  2 . The computer readable identifier may be provided by a shape or configuration of the container  2 . Regardless of how it is provided, the identifier may be encrypted. 
     The communication links  97  and/or  98  may be any wired or wireless communication link, and may comprise an optical link. 
     Although circulated engine fluid is described as being returned to the fluid container  2  for recirculation, in the context of the present disclosure, those skilled in the art will appreciate that circulated engine fluid could be expelled (as it is the case for de-icer) and/or collected and/or stored in a container coupled to the engine  50  and, when convenient, emptied from or otherwise removed, e.g., from the vehicle  100 . 
     Other variations and modifications of the apparatus will be apparent to persons of skill in the art in the context of the present disclosure.