Method and system for energy management of transportation climate control systems

Abstract

A method for managing energy from a vehicle electrical system to a transportation climate control system is provided. The vehicle electrical system includes a vehicle power network and an auxiliary power network connected to a transportation climate control load network via a DC regulation bus. The method includes: monitoring a vehicle voltage of the vehicle power network; determining whether the vehicle power network needs to remain assisted based on the vehicle voltage. In addition, the method includes when a controller determines that the vehicle power network has sufficient available power capacity, the bus sends vehicle power energy generated by the vehicle power network to the transportation climate control load network without the assistance of the auxiliary power network; when the controller determines that the vehicle power network needs to remain assisted, the bus sends the vehicle power energy and the auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

Description

Technical Field

[0001] The present disclosure generally relates to energy management for a transportation climate control system. More specifically, the present disclosure relates to methods and systems for managing multiple energy sources for a transportation climate control system. Background Art

[0002] A transport climate control system may include, for example, a transport refrigeration system (TRS) and / or a heating, ventilation, and air conditioning (HVAC) system. A transport refrigeration system is typically used to control environmental conditions (e.g., temperature, humidity, air quality, etc.) within a cargo space of a transport unit (e.g., a truck, a container (such as a container on a flatbed, an intermodal container, etc.), a van, a semi-tractor, a bus, or other similar transport unit). A transport refrigeration system may maintain the environmental (one or more) conditions of the cargo space to maintain the cargo (e.g., produce, frozen foods, pharmaceuticals, etc.). In some embodiments, a transport unit may include a ventilation and air conditioning system to control the climate within a passenger space of the vehicle. Summary of the invention

[0003] The present disclosure generally relates to energy management for a transportation climate control system. More specifically, the present disclosure relates to methods and systems for managing multiple energy sources for a transportation climate control system.

[0004] Embodiments described herein may maintain climate control of an interior space (eg, a cargo hold, a passenger space, etc.) of a transport unit when available energy capacities from one or more energy sources are inconsistent.

[0005] The present disclosure discloses a vehicle electrical system for managing loads and multiple energy sources, which allows the management of electrical energy to provide power ("hold") to a transportation climate control system (also known as an HVAC-R system) even if the vehicle power source (e.g., a prime mover) is off or cannot fully supply power to the climate control system. In addition, when the vehicle power (e.g., from the prime mover) is insufficient, the vehicle electrical system can use an auxiliary energy source (e.g., an auxiliary battery) to provide a boost in vehicle power.

[0006] It will be appreciated that there may be a variety of reasons why the vehicle power supply may be limited. For example, the vehicle alternator may not be rated for the capacity required by the load. Another example is that the vehicle is decelerating (i.e., the vehicle is not traveling at full speed), and therefore the vehicle alternator is not being provided full capacity by the vehicle (e.g., the vehicle alternator may be providing 70% or 65% of the rated capacity). For example, when the vehicle is decelerating, a vehicle alternator at 100A may only be able to provide 70A or 65A of current. For vehicles equipped with an automatic start-stop system (e.g., to comply with EU emissions standards), the vehicle may be completely shut down when the vehicle reaches a stop state (i.e., the vehicle alternator is not providing current).

[0007] Regulations to reduce emissions (e.g., particulate matter emissions, nitrogen oxide emissions, noise emissions, etc.) from, for example, a vehicle prime mover (e.g., an internal combustion engine such as a diesel engine, etc.) have resulted in components within the vehicle being electrically driven and components for reducing emissions (e.g., emission control devices, automatic start-stop systems, etc.) being added in the space between the vehicle alternator and the prime mover within the vehicle power compartment. The automatic start-stop system can shut down the prime mover (i.e., the prime mover is not running) when, for example, the vehicle is stopped at a traffic light, stopped at a store, etc. As a result, the amount of space available for other components between the vehicle alternator and the prime mover in the vehicle power compartment is reduced. For example, such reduced space may make it difficult to provide a separate compressor coupled to (or incorporated into, mounted to) the prime mover in the vehicle power compartment, the compressor providing a high cooling power load and supplementing the transportation climate control system.

[0008] The embodiments described herein may provide a transportation climate control system that may be electrically driven by power (e.g., 12V DC power) from a vehicle alternator. In addition, the embodiments described herein may help ensure that power is available as needed to supply a load (e.g., a transportation climate control system). In particular, by optimizing vehicle power input through controlled hardware and power management algorithms, and by utilizing attached auxiliary energy storage when necessary, the embodiments described herein may ensure that the transportation climate control system always has the power it needs. The embodiments described herein may effectively manage multiple power sources and manage and optimize different inputs and outputs of power.

[0009] In addition, the embodiments described herein can provide climate control within the interior space using a compressor that is located outside the vehicle's power compartment and driven by an electric drive. This can prevent the need for a compressor in the vehicle's power compartment, thereby increasing the amount of space available in the vehicle's power compartment, and can allow a separate compressor to operate even when the vehicle's prime mover is turned off.

[0010] In one embodiment, a method for managing energy from a vehicle electrical system to a transportation climate control system is provided. The vehicle electrical system includes a vehicle power network and an auxiliary power network connected to the transportation climate control load network via a DC regulation bus. The method includes monitoring a vehicle voltage of the vehicle power network. The method also includes a controller determining whether the vehicle power network has sufficient available power capacity and whether the vehicle power network needs to remain assisted based on the vehicle voltage. In addition, the method includes when the controller determines that the vehicle power network has sufficient available power capacity, the DC regulation bus sends the vehicle power energy generated by the vehicle power network to the transportation climate control load network without the assistance of the auxiliary power network. In addition, the method includes when the controller determines that the vehicle power network needs to remain assisted, the DC regulation bus sends the vehicle power energy generated by the vehicle power network and the auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

[0011] In another embodiment, a vehicle electrical system for managing energy to a transportation climate control system is provided. The vehicle electrical system includes a direct current (DC) regulation bus, a vehicle power network, an auxiliary power network, a transportation climate control load network, and a controller. The vehicle power network is configured to generate power from a vehicle and provide the generated power to the DC regulation bus. The auxiliary power network includes an auxiliary battery system connected to the DC regulation bus. The auxiliary battery system is configured to store power and provide the stored power to the DC regulation bus. The transportation climate control load network receives power from the DC regulation bus. The controller is configured to monitor the vehicle voltage of the vehicle power network, and determine whether the vehicle power network has sufficient available power capacity and whether the vehicle power network needs to remain auxiliary based on the vehicle voltage. The DC regulation bus is configured to send the vehicle power energy generated by the vehicle power network to the transportation climate control load network without the help of the auxiliary power network when the controller determines that the vehicle power network has sufficient available power capacity. The DC regulation bus is configured to send vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network when the controller determines that the vehicle power network needs to remain auxiliary. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Reference is made to the accompanying drawings which form a part of this disclosure and which illustrate embodiments in which the systems and methods described in this specification may be practiced.

[0013] Figure 1AA side view of a truck with a front wall mounted vehicle powered transport refrigeration unit is shown according to one embodiment.

[0014] Figure 1B A schematic cross-sectional side view of a refrigerated transport unit with a multi-temperature transport refrigeration system is shown according to one embodiment.

[0015] Figure 1C A perspective view of a vehicle having an auxiliary power unit is shown according to one embodiment.

[0016] Figure 1D A front perspective view of an auxiliary power unit is shown according to one embodiment.

[0017] Figure 1E A side view of a van with a roof mounted vehicle powered transport refrigeration unit is shown according to one embodiment.

[0018] Figure 2 A schematic block diagram of one embodiment of a vehicle electrical system of a climate control system according to one embodiment is shown.

[0019] Figure 3 A schematic block diagram of an embodiment of an energy management module according to an embodiment is shown.

[0020] Figure 4 A flow chart illustrating one embodiment of a method for managing energy from a vehicle electrical system to a transportation climate control load network.

[0021] Like reference numerals refer to like parts throughout. DETAILED DESCRIPTION

[0022] The present disclosure relates generally to energy and load management. More specifically, the present disclosure relates to methods and systems for managing and controlling auxiliary power storage and loads of multiple energy sources for a climate control system.

[0023] The embodiments described herein may be provided, for example, in a transport climate control system, such as a transport refrigeration system or MTRS for a transport unit (TU), a ventilation and air conditioning system for a vehicle, or the like.

[0024] As defined herein, "low voltage" refers to Class A of ISO 6469-3 in an automotive environment. In particular, the maximum operating voltage is between 0V DC and 60V DC or between 0V AC and 30V AC.

[0025] As defined herein, "high voltage" refers to Class B of ISO6469-3 in an automotive environment. In particular, the maximum operating voltage is between 60V DC and 1500V DC or between 30V AC and 1000V AC.

[0026] Figure 1A A temperature controlled straight truck 11 is shown that includes a conditioned load space 12 for carrying cargo. A transport refrigeration unit (TRU) 14 is mounted to a front wall 16 of the load space 12. The transport refrigeration unit 14 is controlled by a controller 15 to provide temperature control within the load space 12. The truck 11 also includes a vehicle power compartment 18 that houses a prime mover 21, such as an internal combustion engine (e.g., a diesel engine, etc.), that provides power to move the truck 11 and operate the transport refrigeration unit 14. In some embodiments, the prime mover 21 may work in conjunction with an optional machine 22 (e.g., an alternator) to operate the transport refrigeration unit 14. In one embodiment, the transport refrigeration unit 14 includes a vehicle electrical system (see FIG. 1 ). Figure 2 ). In addition, in some embodiments, the truck 11 may be a hybrid vehicle powered by the prime mover 21 in combination with a battery power source, or may be an electric drive truck in which the prime mover 21 is replaced by a power source (eg, a battery power source).

[0027] Although Figure 1A A temperature controlled straight truck 11 is shown, but it will be understood that the embodiments described herein may also be applied to any other type of transport unit, including but not limited to containers (e.g., containers on flatbeds, intermodal containers, etc.), box trucks, or other similar transport units.

[0028] Figure 1B One embodiment of an MTRS 100 is shown for use with a transport unit 125, which may be towed, for example, by a tractor (not shown). The MTRS 100 includes a transport refrigeration unit 110 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within an interior space 150 of the transport unit 125. The MTRS 100 also includes an MTRS controller 170 and one or more sensors (e.g., Hall effect sensors, current sensors, etc.) (see Figure 2 ), which is configured to measure one or more parameters of the MTRS 100 (e.g., ambient temperature, compressor suction pressure, compressor discharge pressure, supply air temperature, return air temperature, humidity, etc.) and transmit the parameter data to the MTRS controller 170. The MTRS 100 is supplied with power by a power module 112. The transport refrigeration unit 110 is disposed on the front wall 130 of the transport unit 125. In other embodiments, it will be appreciated that the transport refrigeration unit 110 may be disposed, for example, on the top 126 or another wall of the transport unit 125.

[0029] In some embodiments, the MTRS 100 may include a lower mounted unit 113. In some embodiments, the lower mounted unit 113 may be a transport refrigeration unit that may also provide environmental control (e.g., temperature, humidity, air quality, etc.) within the interior space 150 of the transport unit 125. The lower mounted unit 113 may work in conjunction with the transport refrigeration unit 110 to provide a redundant or replaceable transport refrigeration unit 110. Additionally, in some embodiments, the lower mounted unit 113 may be a power module that includes, for example, a generator that may help power the transport refrigeration unit 110.

[0030] The programmable MTRS controller 170 may include a single integrated control unit, or may include a distributed network of transport refrigeration system control elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. The MTRS controller 170 is configured to control the operation of the MTRS 100.

[0031] like Figure 1B As shown, the power module 112 is disposed in the transport refrigeration unit 110. In other embodiments, the power module 112 may be separate from the transport refrigeration unit 110. In addition, in some embodiments, the power module 112 may include two or more different power sources disposed inside or outside the transport refrigeration unit 110. In some embodiments, the power module 112 may include one or more of a prime mover, a battery, an alternator, a generator, a solar panel, a fuel cell, and the like. Moreover, the prime mover may be an internal combustion engine or a micro-turbine engine, and may be operated as a two-speed prime mover, a variable speed prime mover, and the like. The power module 112 may provide power to, for example, the MTRS controller 170, a compressor (not shown), a plurality of DC (direct current) components (not shown), a power management unit (see Figure 2 ) etc. A DC component may be an accessory or component of the MTRS 100 that requires DC power to operate. Examples of DC components may include, for example, (one or more) DC fan motors (e.g., electronically commutated motors (ECMs), brushless DC motors (BLDCs), etc.) for a condenser fan or an evaporator blower, a fuel pump, an exhaust pipe heater, a solenoid valve (e.g., a controller pulse control valve), etc.

[0032] The power module 112 may include a plurality of DC components (not shown), a power management unit (see Figure 2) or the like to provide DC power (not shown). The DC power supply may receive mechanical power and / or electrical power from, for example, a utility power source (e.g., a utility power source, etc.) coupled to a generator (e.g., a belt-driven AC generator, a direct drive generator, etc.), a prime mover (e.g., an internal combustion engine such as a diesel engine, etc.), or the like. For example, in some embodiments, the mechanical energy generated by the diesel engine is converted into electrical energy via the generator. The electrical energy generated by the belt-driven AC generator is then converted into DC power by, for example, a bidirectional voltage converter. The bidirectional voltage converter may be a bidirectional multi-battery voltage converter.

[0033] The interior space 150 may be divided into a plurality of zones 152. The term "zone" refers to a portion of an area of ​​the interior space 150 separated by walls 175. It should be understood that the invention disclosed herein may also be used in a single zone transport refrigeration system.

[0034] The MTRS 100 of the transport unit 125 includes a transport refrigeration unit 110 and a plurality of remote evaporator units 180. In some embodiments, the ventilation and air conditioning system may be powered by an auxiliary power unit (APU, see Figure 1C and 1D ) to provide power. The auxiliary power unit can be operated when the main prime mover of the transport unit 125 is turned off, such as when the driver parks the transport unit 125 for an extended period of time to rest. The auxiliary power unit can provide, for example, power to operate the secondary ventilation and air conditioning system to provide conditioned air to the cabin of the transport unit 125. The auxiliary power unit can also provide power to operate cabin accessories such as televisions, microwave ovens, coffee makers, refrigerators, etc. in the cabin. The auxiliary power unit can be a mechanically driven (e.g., prime mover driven) auxiliary power unit or an electrically driven (e.g., battery driven) auxiliary power unit.

[0035] The tractor includes a vehicle electrical system for supplying electrical power to the tractor's electrical loads, the MTRS 100 and / or the transport unit 125 (see Figure 2 ).

[0036] Figure 1C A vehicle 10 according to one embodiment is shown. The vehicle 10 is a semi-trailer tractor for transporting cargo stored in a cargo hold (e.g., a container, a trailer, etc.) to one or more destinations. Hereinafter, the term "vehicle" will be used to represent all such tractors and trucks, and should not be interpreted as limiting the application of the present invention to only tractors in tractor-trailer combinations. In some embodiments, the vehicle 10 may be, for example, a straight truck, a van, etc.

[0037] The vehicle 10 includes a main power source 20, a cabin 25 defining a sleeping portion 30 and a driving portion 35, an auxiliary power unit 40, and a plurality of vehicle accessory components 45 (e.g., electronic communications, cabin lights, a primary ventilation and air conditioning system and / or a secondary ventilation and air conditioning system, (one or more) primary ventilation and air conditioning fans and / or secondary ventilation and air conditioning fans, (one or more) sunshades for the windows / windshields of the vehicle 10, cabin accessories, etc.). The cabin 25 can be accessed through a driver's side door (not shown) and a passenger side door 32. The cabin 25 can include a primary ventilation and air conditioning system (not shown) and a secondary ventilation and air conditioning system (not shown), the primary ventilation and air conditioning system can be configured to provide conditioned air in the driving portion 35 and possibly throughout the cabin 25, and the secondary ventilation and air conditioning system is used to provide conditioned air in the sleeping portion 30 of the cabin 25. The cabin 25 can also include a plurality of cabin accessories (not shown). Examples of cabin accessories may include, for example, a refrigerator, a television, a video game console, a microwave, (one or more) device charging stations, a continuous positive airway pressure (CPAP) machine, a coffee maker, a secondary ventilation and air conditioning system for providing conditioned air to the sleeping portion 30.

[0038] The main power source 20 can provide sufficient power to operate (e.g., drive) the vehicle 10 and any one of the plurality of vehicle accessory components 45 and cabin accessory components 47. The main power source 20 can also provide power to the main ventilation and air conditioning system and the secondary ventilation and air conditioning system. In some embodiments, the main power source can be a prime mover, such as an internal combustion engine (e.g., a diesel engine, etc.).

[0039] The auxiliary power unit 40 is a secondary power unit for the vehicle 10 when the main power source 20 is not available. For example, when the main power source 20 is not available, the auxiliary power unit 40 may be configured to provide power to one or more of the vehicle accessory components, the cabin accessories, the main ventilation and air conditioning system, and the secondary ventilation and air conditioning system. In some embodiments, the auxiliary power unit 40 may be an electric auxiliary power unit. In other embodiments, the auxiliary power unit 40 may be an auxiliary power unit powered by a prime mover. The auxiliary power unit 40 may be attached to the vehicle 10 using any attachment method. In some embodiments, the auxiliary power unit 40 may be turned on (i.e., started) or turned off (i.e., extinguished) by an occupant (e.g., driver or passenger) of the vehicle 10. The auxiliary power unit 40 generally does not provide enough power to operate (e.g., drive) the vehicle 10. The auxiliary power unit 40 may be controlled by an auxiliary power unit controller 41.

[0040] Figure 1D A method for connecting a vehicle (e.g., Figure 1CThe auxiliary power unit 140 is an electronic auxiliary power unit for use with the vehicle 10 shown in FIG. 1 . The auxiliary power unit 140 includes a plurality of energy storage elements 60, each of which is connected to one of a plurality of converters 70. The converter 70 can provide power (e.g., AC power or DC power) generated by the auxiliary power unit 140 to one or more of vehicle accessory components, cabin accessory components, a main ventilation and air conditioning system, and a secondary ventilation and air conditioning system. The secondary ventilation and air conditioning system can provide power to a sleeping portion of a vehicle cabin (e.g., Figure 1C 25) to provide conditioned air. The energy storage element 60 may be, for example, a battery pack, a fuel cell, or the like. In some embodiments, the auxiliary power unit 140 may be turned on or off by an occupant of the vehicle (e.g., a driver or a passenger). For example, when the main power source of the vehicle is turned off, the passenger may turn on the auxiliary power unit 140 to provide the power stored in the energy storage element 60. It should be understood that the embodiments described herein may also be used with an auxiliary power unit powered by a prime mover.

[0041] In some embodiments, an auxiliary power unit (e.g., Figure 1C The auxiliary power unit 40 and / or Figure 1D The auxiliary power unit 140 shown includes a vehicle electrical system (see Figure 2 ).

[0042] Figure 1E A temperature controlled van 80 is described that includes a conditioned load space 82 (or interior space) for carrying cargo. A transport refrigeration unit (TRU) 85 is mounted to the roof 84 of the load space 82. The transport refrigeration unit 85 is controlled by a controller 83 to provide temperature control within the load space 82. The van 80 also includes a vehicle power compartment 86 that houses a prime mover 87, such as an internal combustion engine (e.g., a diesel engine, etc.), which provides power to move the van 80 and operate the transport refrigeration unit 85. In some embodiments, the prime mover 87 may work in conjunction with an optional machine 88 (e.g., an alternator) to operate the transport refrigeration unit 85. In one embodiment, the transport refrigeration unit 85 includes a vehicle electrical system (see Figure 2 ). Moreover, in some embodiments, the van 80 may be a hybrid vehicle powered by a combination of a prime mover 87 and a battery power source, or may be an electric-drive truck in which the prime mover 87 is replaced by a power source (eg, a battery power source).

[0043] Figure 2 2 shows a schematic block diagram of an embodiment of a vehicle electrical system 200. The vehicle electrical system 200 may be arranged in, for example, Figure 1AThe transport refrigeration unit 14 is shown to provide power to the transport refrigeration unit 14. Similarly, the vehicle electrical system 200 may be provided to provide power to the transport refrigeration unit 14. Figure 1B The vehicle electrical system 200 can also be used as an auxiliary power unit (e.g., Figure 1C The auxiliary power unit 40 and / or Figure 1D The auxiliary power unit 140 is provided as a portion of the auxiliary power unit 140 shown to provide power to one or more loads connected to the auxiliary power unit. Figure 2 The illustrated vehicle electrical system 200 is configured to operate with a vehicle powered by a prime mover. However, it should be understood that the vehicle electrical system 200 may also be configured to operate with an electric vehicle powered by an energy storage device (e.g., one or more batteries) and / or a hybrid vehicle powered by a combination of a prime mover and an energy storage device.

[0044] like Figure 2 As shown, the vehicle electrical system 200 includes a DC regulation bus 202, which electrically connects the vehicle power network 204, the auxiliary power network 206, the utility power network 208, the bidirectional voltage converter 240, and the transport climate control load network 212. In some embodiments, the DC regulation bus 202 can be a 12 volt DC regulation bus. It should be understood that "regulated" is a term in the art. For example, a regulated power supply can convert an unregulated AC (alternating current) power supply into a constant DC power supply with the help of a rectifier (or AC-DC converter, etc.), and can provide a stable voltage (or in some cases a stable current) to a circuit or device that needs to operate within a specific power limit. It should also be understood that for a 12 volt regulation bus, the voltage provided to the bus can vary between, for example, about 11 volts to about 15 volts. In some embodiments, the DC regulation bus 202 can travel from the vehicle power compartment to the vehicle's cabin, to a transport refrigeration unit, and / or to an auxiliary power unit.

[0045] The vehicle electrical system 200 can manage and condition energy from one or more energy sources from the vehicle power network 204, the auxiliary power network 206, and / or the utility power network 208 via a bidirectional voltage converter 240 to a transportation climate control load network 212. The one or more energy sources can include a vehicle battery 210 and a vehicle alternator 205 via the vehicle power network 204, a utility power source 220 (also known as shore power) via the utility power network 208, and / or one or more auxiliary batteries 230 via the auxiliary power network 206. In addition, the vehicle electrical system 200 is configured to supply energy from the transportation climate control load network 212 to one or more loads. The loads can be, for example, a compressor 255, one or more evaporator blowers 265, one or more condenser fans 270, a heater 275, and a controller 260 of a transportation climate control system.

[0046] The vehicle power network 204 includes a vehicle battery 210, a vehicle alternator 205, and a vehicle isolator 215, which is disposed between the vehicle alternator 205 at one end and the vehicle battery 210 and the DC regulation bus 202 at a second end. The vehicle battery 210 can be used, for example, to start a vehicle prime mover, running lights, power vehicle accessory components, etc. In some embodiments, the vehicle battery 210 can also be used to supply power to components of the transportation climate control load network 208. The vehicle battery 210 and the vehicle alternator 205 are connected to the DC regulation bus 202 through the vehicle isolator 215. In one embodiment, the vehicle isolator 215 can be a switch controlled by the controller 260, and the vehicle isolator 215 isolates the bidirectional voltage converter 240 from receiving energy from the vehicle power network 204.

[0047] The vehicle alternator 205 may be an electric alternator capable of providing AC power to the vehicle. In some embodiments, the vehicle alternator 205 may include a rectifier or an AC-DC converter (not shown) that rectifies or converts the AC power into DC power. The vehicle alternator 205 is connected to the DC regulation bus 202 via the vehicle isolator 215. The vehicle alternator 205 may provide rectified or converted DC power (e.g., 12V) to the DC regulation bus 202.

[0048] It should be understood that in an electric vehicle, there may be no AC generator. The electric vehicle may include an electric generator and a high voltage (e.g., in a range between 60V and 1500V; e.g., 400V, 800V, etc.) DC battery to operate the vehicle. The electric vehicle may also provide a relatively high voltage (e.g., 400V, 800V, etc.) DC power source (e.g., battery pack, rechargeable energy storage system (RESS), etc.). The electric vehicle may include one or more DC-DC converters (e.g., two DC-DC converters) to convert a relatively high voltage (e.g., 400V, 800V, etc.) into a low voltage (e.g., in a range between 0V and 60V; e.g., 12V). That is, the vehicle AC generator 205 may be replaced with a DC-DC converter having similar parameters to the vehicle AC generator 205 so as to be able to provide a low voltage to the DC regulation bus 202 and supply power to one or more loads of the transport climate control load network 212. The converted low voltage (e.g., 12V) can be used to supply power to vehicle accessory components (e.g., electronic communication devices, cabin lights, primary and / or secondary AC ventilation and air conditioning systems, (one or more) primary and / or secondary AC ventilation and air conditioning fans, (one or more) sunshades for the windows / windshields of the vehicle 10, cabin accessories, etc.). In some embodiments, the converted low voltage (e.g., 12V) can be provided to the DC regulation bus 202 for supplying power to the transportation climate control load network 212. In some embodiments, the electric vehicle can provide, for example, 7 kWh of energy from the 45 kWh storage of the vehicle power network 204 to operate the transportation climate control load network 212. It will be appreciated that the embodiments disclosed herein are directed to low voltage (e.g., 12V) systems. The embodiments disclosed herein can use the output power (e.g., power output or ePTO) from the low voltage (e.g., 12V) system for loads such as vehicle accessory components and / or the transportation climate control load network 212. The high voltage power source may provide power for driving the vehicle (eg, transmission power output), and the embodiments disclosed herein may not draw power from the high voltage system.

[0049] It should be appreciated that in a hybrid vehicle, there may be an alternator (eg, vehicle alternator 205 ) and / or a low voltage DC power source capable of providing a low voltage (eg, 12V) to the DC regulated bus 202 .

[0050] It should be understood that any type of power source from the vehicle that can provide power to the vehicle electrical system 200 can be part of the vehicle power network 204. This can include, for example, a vehicle alternator 205, a vehicle battery 210, a RESS, a generator, a shaft-mounted generator, a power take-off (PTO) device or an ePTO device with an auxiliary converter, etc.

[0051] In some embodiments, a voltage sensor (not shown) may be provided in the vehicle power network 204 to monitor the vehicle voltage provided to the DC regulation bus 202. Additionally, in some embodiments, a current sensor (not shown) may be provided in series with the vehicle isolator 215 to monitor the current to and from the auxiliary power network 206.

[0052] The utility power network 208 includes an AC-DC converter 225. A utility power source (e.g., a utility power source, etc.) 220 may be connected to the AC-DC converter 225 to provide an AC power input to the AC-DC converter 225. The AC-DC converter 225 converts the AC power from the utility power source 220 and provides the converted DC power to the DC regulation bus 202. In one embodiment, the converted DC power from the AC-DC converter 225 to the DC regulation bus 202 may be, for example, 12 volts and 84 amps. Although Figure 2 A single AC-DC converter 225 is shown, but it should be understood that in other embodiments, the vehicle electrical system 200 may include two or more AC-DC converters. In embodiments where there are two or more AC-DC converters, each of the AC-DC converters may be connected to the utility power facility 220 to provide additional power capacity to the vehicle electrical system 200. In some embodiments, each AC-DC converter may provide a different amount of power. In some embodiments, each AC-DC converter may provide the same amount of power.

[0053] The auxiliary power network 206 includes an optional auxiliary battery system 230 and two auxiliary power on / off switches 235 disposed between the auxiliary battery system 230 and the DC regulation bus 202. In some embodiments, the auxiliary power network 206 may be part of a transport climate control system and may be housed within a transport refrigeration unit. In other embodiments, the auxiliary power network 206 may be external to the transport climate control system and a portion of the vehicle power network 204. In some other embodiments, the auxiliary power network 206 may be external to the transport climate control system and external to the vehicle power network 204.

[0054] In some embodiments, the auxiliary battery system 230 may include one or more auxiliary batteries (also referred to as holding batteries). For example, in one embodiment, the auxiliary battery system 230 may include two auxiliary batteries (not shown). Each auxiliary battery may also be connected to the DC regulation bus 202 via a bidirectional voltage converter 240. Moreover, each auxiliary battery may bypass the bidirectional voltage converter 240 and be connected to the DC regulation bus 202 via one of the auxiliary power on / off switches 235. It should be understood that the auxiliary battery system 230 can provide sufficient energy to supply power to the transportation climate control load network 212 by itself. Each auxiliary power on / off switch 235 can be controlled by a controller 260.

[0055] The bidirectional voltage converter 240 is configured to transfer power from one of the vehicle power network 204, the utility power network 208, and / or the auxiliary power network 206 to the transportation climate control load network 212. In some embodiments, the bidirectional voltage converter 240 may be part of an energy management module (e.g., a smart charging module (SCM) or the like). In these embodiments, the bidirectional voltage converter 240 may transfer power from the vehicle power network 204 and / or the utility power network 208 to charge one or more auxiliary batteries of the auxiliary battery system 230. Thus, the bidirectional voltage converter 240 may control the current flowing along the DC regulation bus 202. In some embodiments, the vehicle electrical system 200 may include two or more bidirectional voltage converters 240, each bidirectional voltage converter 240 being part of a separate smart charging module. As Figure 3 As described in more detail in , the energy management module may be a DC-DC charger. The bidirectional voltage converter 240 may reduce (buck) and increase (boost) the voltage of power sent from the vehicle power network 204 and / or the utility power network 208 to the bidirectional voltage converter 240 and from the bidirectional voltage converter 240 to the vehicle power network 204 and / or the utility power network 208. Thus, the bidirectional voltage converter 240 may control the direction and amount of current along the DC regulation bus 202.

[0056] The vehicle electrical system 200, and in particular the bidirectional voltage converter 240, is controlled by a controller 260. The controller 260 may be, for example, Figure 1A The transport refrigeration system controller 15 shown, Figure 1BMTRS controller 170 or auxiliary power unit controller 41. Remote controller 280 can be connected to controller 260 wirelessly (e.g., Bluetooth, wireless personal area network, etc.) or via wire (e.g., a communication link such as an RS485 communication link). Remote controller 280 can be located in the cabin of the vehicle and can be controlled by a user, such as a driver. The user can use remote controller 280 to transmit the user's settings for the components of transportation climate control load network 212 to controller 260.

[0057] The components of the transport climate control load network 212 can be, for example, part of a transport refrigeration unit mounted to the body of a vehicle (e.g., a truck). In some embodiments, the transport refrigeration unit can be above the truck bed. In another embodiment, the transport refrigeration unit can be on top of the transport unit (e.g., the top of the box where the external condenser is located). The transport climate control load network 212 includes a compressor drive module (CDM) 250 that drives a compressor 255, one or more evaporator blowers 265, one or more condenser fans 270, a heater 275, and a controller 260. The DC regulation bus 202 is connected to and drives each of the compressor drive module 250, one or more evaporator blowers 265, one or more condenser fans 270, a heater 275, and a controller 260. It should be understood that the compressor drive module 250 and the compressor 255 may require the maximum power of the various loads of the transport climate control load network 212.

[0058] The compressor driver module 250 is configured to boost power from the DC regulation bus 202 and convert the power to AC power to drive the compressor 255. In some embodiments, the compressor driver module 250 can convert DC low voltage power (e.g., 12V) from the DC regulation bus 202 and provide, for example, 240V AC power to drive the compressor 255. In particular, the compressor driver module 250 drives the compressor 255 to meet the needs of the transportation climate control system. When the vehicle alternator 205 cannot provide sufficient current to the transportation climate control load network 212 alone, the compressor driver module 250 causes the vehicle voltage to drop. In some embodiments, the compressor driver module 250 includes a DC-DC-AC converter, wherein the compressor driver module 250 boosts the voltage from the DC regulation bus to a higher DC voltage and then converts the higher DC voltage to an AC voltage.

[0059] In some embodiments, utility power 220 may be directly connected to compressor 255 and provide power to drive compressor 255, thereby bypassing compressor driver module 250. In some embodiments, compressor driver module 250 may function as an AC-DC converter and convert power received from utility power 220 into DC power that may be provided by compressor driver module 250 to DC regulation bus 202.

[0060] In some embodiments, the compressor 255 may be a variable speed compressor. In some embodiments, the compressor 255 may require, for example, 1KW of electricity to operate. In some embodiments, one or more evaporator blowers 265 may require, for example, 100W of electricity to operate. In some embodiments, one or more condenser fans 270 may require, for example, 130W of electricity to operate. In some embodiments, the heater 275 may require, for example, 1200W of electricity to operate. In addition, in some embodiments, the heater 275 may be configured to receive electricity from the compressor drive module 250.

[0061] When the compressor 255 and / or the heater 275 are powered directly by the utility power source 220, the compressor 255 and / or the heater 275 can be turned on and off (e.g., operated in a cyclical sentry mode) to control the amount of cooling provided by the compressor 255 and / or the amount of heating provided by the heater 275.

[0062] Figure 3 1 is a schematic block diagram of an embodiment of an energy management module 300. A vehicle power network 304 is electrically connected to the energy management module 300. The vehicle power network 304 may include one or more vehicle power sources (for example), such as a vehicle alternator (such as vehicle alternator 205), a vehicle battery (such as vehicle battery 210), etc. The energy management module 300 includes a bidirectional voltage converter 330. The bidirectional voltage converter 330 may be, for example Figure 2The bidirectional voltage converter 240 shown in . The bidirectional voltage converter 330 can reduce (buck) and increase (boost) the voltage of the power sent from the vehicle power network 304 to the energy management module 300 and from the energy management module 300 to the vehicle power network 304. Therefore, the bidirectional voltage converter 240 can control the direction and amount of current along the DC regulation bus of the vehicle electrical system. Detailed descriptions of some embodiments of the bidirectional voltage converter can be found in, for example, U.S. Patent Nos.: 8,441,228; 8,541,905; 9,199,543; and 9,102,241. The energy management module 300 includes a plurality of electrical switches 310, 311 and 312. Each of the electrical switches 310, 311 and 312 is connected to a corresponding battery module 340, 341 and 342 (or disconnected from the corresponding battery module 340, 341 and 342). The battery modules 340, 341 and 342 can be, for example Figure 2 An auxiliary battery system 230 is shown.

[0063] In some embodiments, the plurality of electrical switches 310, 311, and 312 may be battery relays, electronic switches, and the like. In some embodiments, the electronic switches 310, 311, and 312 may be, for example, semiconductor (solid-state) switches, such as smart FET (SmartFET) type switches. Smart FET type switches may be field effect transistor (FET) switches with intelligent built-in features (e.g., diagnostic and protection functions). In some embodiments, one or more of the battery modules 340, 341, and 342 may be auxiliary batteries for supplying power to components of the transport climate control load network 212. In some embodiments, the plurality of electrical switches 310, 311, and 312 are configured to selectively connect one or more of the battery modules 340, 341, and 342 to the bidirectional voltage converter 330, such that at any given time, a subset of the battery modules 340, 341, and 342 are connected to the bidirectional voltage converter 330. A controller (e.g., Figure 2 A controller 260 , such as shown in , may be configured to control a plurality of electrical switches 310 , 311 , 312 to selectively connect one or more of the battery modules 340 , 341 , and 342 to the bidirectional voltage converter 330 .

[0064] It should be understood that in certain embodiments, the plurality of electrical switches 310, 311, and 312 may be configured to selectively connect more than one of the battery modules 340, 341, and 342 to the bidirectional voltage converter 330. It will also be understood that the plurality of electrical switches 310, 311, and 312 may be a single battery relay or a single electronic switch that may be configured to selectively connect one or more of the plurality of battery modules 340, 341, and 342 to the bidirectional voltage converter 330.

[0065] The bidirectional voltage converter 330 may be connected to a system bus of the vehicle electrical system (such as, for example, Figure 2 ), so that the selected battery module(s) 340, 341, and 342 can deliver power to the electrical loads of the vehicle electrical system (such as, for example, Figure 2 ) or may be charged by other power sources. A controller (e.g., Figure 2 The controller 260 shown in FIG. 2 may control / switch multiple switches (not shown) of the bidirectional voltage converter 330 to control when and where the bidirectional voltage converter 330 directs current (e.g., from a selected battery module 340, 341, 342 to an electrical load in a discharge mode, or from other power sources to a selected battery module 340, 341, 342 in a charge mode).

[0066] It should be understood that the multiple battery modules 340, 341, 342 of the energy management module 300 can charge (i.e., deliver power to) the battery module(s) of another energy management module, or vice versa, to balance the power / energy stored in the battery module(s) of each energy management module. It will also be understood that the battery modules(s) of different energy management modules can be combined / selected until the total power delivery capacity (e.g., measured in peak amperes at a given voltage (e.g., 12 volts)) is sufficient to supply the power needs of the vehicle electrical system. The selected battery modules(s) in the different energy management modules can provide sufficient power to the electrical loads of the vehicle electrical system based on the load consumption.

[0067] Typically, selected battery modules of the different energy management modules receive power from one or more power sources during a charging phase and release power to electrical loads of the vehicle electrical system during a discharging phase. The charging phase may be performed at, for example, a power source such as, for example, Figure 2The discharge phase may occur when the utility power network 208 (shown in FIG. 1 ) provides power to the vehicle electrical system of the vehicle, and the discharge phase may occur, for example, when the power source is not providing power to the vehicle electrical system of the vehicle (e.g., when the prime mover (e.g., internal combustion engine) is stopped and the utility power source is not available). For example, when the vehicle is not drivable and the temperature control difference between the monitored temperature and the desired set point temperature of the interior space conditioned by the transportation climate control system is large, the utility power 208 may be used to fill the energy deficit.

[0068] In some embodiments, a controller (e.g., Figure 2 208) may send an alert to the driver of the vehicle to request that the vehicle electrical system 200 be connected to the utility power 208 to resolve the energy shortage. In some embodiments, the alert may instruct the driver to start the vehicle and run at a fast idle speed (e.g., increase the idle speed of the vehicle's prime mover without increasing the vehicle's moving speed) or downshift the vehicle's prime mover to run at a higher prime mover RPM in order to prevent a malfunction of the transport climate control system and prevent the cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to start an automatic restart module to start the vehicle and run at a fast idle speed to prevent a malfunction of the transport climate control system and prevent the cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to disable the automatic start / stop system of the vehicle's prime mover. In some embodiments, an alert may be sent in a time period (e.g., 1 minute to 5 minutes) before any action is taken or required.

[0069] The bidirectional voltage converter 330 of the energy management module 300 can transfer power / energy between the power source and (one or more) selected battery modules 340, 341 and 342. The bidirectional voltage converter 330 is also called a bidirectional multi-battery voltage converter. The bidirectional voltage converter 330 may include a control circuit (not shown). The control circuit can selectively activate one or more of the plurality of electrical switches 310, 311 and 312 to connect (one or more) selected battery modules 340, 341 and 342 to the bidirectional voltage converter 330.

[0070] The energy management module 300 can operate in one of three modes: a charging mode, a discharging mode, and an inactive mode. When in the charging mode, the energy management module 300 can use a power source (e.g., Figure 2 The utility power source 220 or vehicle alternator 205 shown in FIG. 2 charges one or more of the battery modules 340, 341, and 342. When in the discharge mode, the energy management module 300 can deliver power from one or more of the battery modules 340, 341, and 342 to an electrical load (e.g., Figure 2). In the inactive mode, the energy management module 300 is configured to prevent current from flowing between any of the battery modules 340, 341, and 342 and the rest of the vehicle electrical system. In the inactive mode, the control circuit is controlled so that none of the battery modules 340, 341, and 342 are powered.

[0071] The operating mode of the energy management module 300 can be controlled by a controller (e.g., Figure 2 The controller (e.g., Figure 2 The controller 260 shown in FIG. 26A may switch the bidirectional voltage converter 330 to ON (enabled) to draw current from the system bus of the vehicle electrical system, or to OFF (disabled) to prevent the bidirectional voltage converter 330 from drawing current. For example, when the bidirectional voltage converter 330 is turned on in a charging mode, the bidirectional voltage converter 330 may direct current from one or more power sources to a selected battery module among the plurality of battery modules 340, 341, 342. When the bidirectional voltage converter 330 is turned on in a discharging mode, the bidirectional voltage converter 330 may direct current from a selected battery module among the plurality of battery modules 340, 341, 342 to one or more electrical loads (e.g., Figure 2 When the bidirectional voltage converter 330 is turned off, current may be prevented from flowing between the battery module and the system bus via the bidirectional voltage converter 330 .

[0072] Figure 4 A flow chart of one embodiment of a method 400 for managing energy from a vehicle electrical system 200 to a transportation climate control load network 212 is shown. The method 400 begins at 405, whereby the controller 260 determines whether the utility power network 208 is connected to the utility power source 220 and whether the utility power network 208 is permitted to receive power from the utility power source 220. In some embodiments, the utility power network 208 may be connected to the utility power source 220, but the utility power network 208 is not permitted to receive power from the utility power source 220 when, for example, the cost of power from the utility power source 220 is too expensive, the use of the utility power source 220 by the vehicle electrical system 200 is restricted, and the like. In some embodiments, the controller 260 can be configured to monitor the ignition of the vehicle, determine that the public power network 208 is allowed to receive power from the public power supply 220 when the public power supply 220 is connected to the public power network 208 and the ignition of the vehicle is turned on, and determine that the public power network 208 is not allowed to receive power from the public power supply 220 when the public power supply 220 is not connected to the public power network 208 or the ignition of the vehicle is turned off.

[0073] If utility power network 208 is connected to utility power source 220 and is permitted to receive power from utility power source 220, method 400 proceeds to 410. If utility power network 208 is not connected to utility power source 220, or is not permitted to receive power from utility power source 220, method 400 proceeds to 415.

[0074] At 410, the vehicle electrical system 200 operates on utility power. In particular, the DC-AC converter 225 converts the utility power 220 into DC power that is supplied to the DC regulation bus 202. In addition, the controller 260 is configured to control the vehicle isolator 215 so as to prevent power from the vehicle power network 204 from being supplied to the DC regulation bus 202. The controller 260 is also configured to control the auxiliary power on / off switch 235 so as to prevent the auxiliary battery system 230 from providing power to the DC regulation bus 202. Thus, the vehicle electrical system 200 can provide power to the transportation climate control load network 212. In some embodiments, the controller 260 can also determine whether one or more auxiliary batteries of the auxiliary battery system 230 need to be charged. If charging is required, the controller 260 can be configured to operate the bidirectional voltage converter 240 in a charging mode to charge one or more auxiliary batteries of the auxiliary battery system 230. If charging is not required, the controller 260 can be configured to operate the bidirectional voltage converter 240 in an invalid mode. Refer to Figure 4 A method for charging the auxiliary battery system 230 is discussed. The method 400 then returns to 405 .

[0075] At 415, the controller 260 monitors the vehicle voltage or current provided by the vehicle power network 204 to the DC regulation bus 202. In some embodiments, a voltage sensor (not shown) is provided in the vehicle power network 204 to measure the vehicle voltage. The voltage sensor then sends the vehicle voltage measurement to the controller 260. In some embodiments, a current sensor (not shown) may be provided in the vehicle power network 204 to measure the current flowing into and out of the vehicle battery 210. In these embodiments, the current measurement may be sent to the controller 260 in place of the vehicle voltage measurement. The method 400 then proceeds to 420.

[0076] At 420, the controller 260 determines whether the vehicle power network 204 has excess available power capacity based on the vehicle voltage (or alternatively the vehicle current) provided by the vehicle power network 204 to the DC regulation bus 202. The vehicle electrical system 200 may have excess available power capacity when, for example, the vehicle is cruising at high speed with limited stopping or idling. Therefore, the vehicle alternator 205 itself provides sufficient power to power the transportation climate control network 212, and may also provide power to the bidirectional voltage converter 240 to charge one or more auxiliary batteries of the auxiliary battery system 230. In some embodiments, when the vehicle power network 204 has excess available power capacity, the vehicle alternator 205 may provide power to the DC regulation bus 202 without the assistance of the vehicle battery 210. In some embodiments, the controller 260 may determine that the vehicle power network 204 has excess available power capacity when the vehicle voltage is greater than an excess power capacity threshold. For example, when the DC regulated bus 202 is a 12 volt regulated bus, the controller 260 may determine that the vehicle power network 204 has excess available power capacity when the vehicle voltage provided by the vehicle power network 204 is greater than an excess power capacity threshold, such as approximately 13.5 volts.

[0077] If the controller 260 determines that the vehicle power network 204 has excess available power capacity, the method 400 proceeds to 425. If the controller 260 determines that the vehicle power network 204 does not have excess available power capacity, the method 400 proceeds to 430.

[0078] At 425, the vehicle electrical system 200 operates with excess power capacity. In particular, the controller 260 is configured to control the vehicle isolator 215 to allow power from the vehicle power network 204 to be supplied to the DC regulation bus 202. In some embodiments, the power from the vehicle power network 204 comes from the vehicle alternator 205 without consuming the charge of the vehicle battery 210. The controller 260 is also configured to control the auxiliary power on / off switch 235 to prevent the auxiliary battery system 230 from providing power to the DC regulation bus 202. Therefore, the vehicle electrical system 200 can provide power to the transportation climate control load network 212 to operate the transportation climate control system as needed.

[0079] In some embodiments, the controller 260 may also determine whether one or more auxiliary batteries of the auxiliary battery system 230 require charging. If charging is required, the controller 260 may be configured to operate the bidirectional voltage converter 240 in a charging mode to charge the one or more auxiliary batteries of the auxiliary battery system 230. If charging is not required, the controller 260 may be configured to operate the bidirectional voltage converter 240 in an inactive mode. Thus, the DC regulation bus 202 provides the required power to the transport climate control network 212 to operate the transport climate control system as required, and may provide any excess available power to the bidirectional voltage converter 240 to charge the auxiliary battery system 206. The method 400 then returns to 405.

[0080] At 430, the controller 260 determines whether the vehicle power network 204 has sufficient available power capacity based on the vehicle voltage provided by the vehicle power network 204 to the DC regulation bus 202. For example, the vehicle electrical system 200 may have sufficient available power capacity when the vehicle is traveling in a city with stops and idles that reduce the amount of power available to the vehicle alternator 205. Thus, the vehicle alternator 205, with the potential assistance of the vehicle battery 210, may provide sufficient power to power the transportation climate control network 212, but potentially, insufficient to also power the bidirectional voltage converter 240 to charge one or more auxiliary batteries of the auxiliary battery system 230. In some embodiments, when the vehicle power network 204 has sufficient available power capacity, the vehicle alternator 205, with the potential assistance of the vehicle battery 210, provides power to the DC regulation bus 202, thereby consuming the charge of the vehicle battery 210. In some embodiments, the controller 260 may determine that the vehicle power network 204 has sufficient available power capacity when the vehicle voltage is within a sufficient power capacity threshold range. For example, when the DC regulated bus 202 is a 12 volt regulated bus, the controller 260 can determine that the vehicle power network 204 has sufficient available power capacity when the vehicle voltage provided by the vehicle power network 204 is within a sufficient power capacity threshold range, for example, between approximately 13 volts and 13.5 volts.

[0081] If the controller 260 determines that the vehicle power network 204 has sufficient available power capacity, the method 400 proceeds to 435. If the controller 260 determines that the vehicle power network 204 does not have sufficient available power capacity, the method 400 proceeds to 480.

[0082] At 435, the vehicle electrical system 200 operates with sufficient power capacity. In particular, the controller 260 is configured to control the vehicle isolator 215 so as to allow power from the vehicle power network 204 to be supplied to the DC regulation bus 202. In some embodiments, the power from the vehicle power network 204 comes from the vehicle alternator 205 and the vehicle battery 210, thereby consuming the charge of the vehicle battery 210. The controller 260 is also configured to control the auxiliary power on / off switch 235 so as to prevent the auxiliary battery system 230 from supplying power to the DC regulation bus 202. Therefore, the vehicle electrical system 200 can provide power to the transportation climate control load network 212 as needed by the transportation climate control system. In order to prevent the vehicle battery 210 from being discharged more, the controller 260 can be configured to operate the bidirectional voltage converter 240 in an inactive mode and prevent the auxiliary battery system 230 from being charged. The method 400 then proceeds to 440.

[0083] At 440, the controller 260 monitors the available power capacity from the vehicle power network 204. This may occur, for example, when the vehicle is stopped or idle for a period of time and the load on the vehicle power network 204 is greater than the load that the vehicle power network 204 can provide. In some embodiments, the controller 260 can monitor the available power capacity from the vehicle power network 204 by monitoring the vehicle voltage provided to the DC regulation bus 202 by the vehicle power network 204 and / or by monitoring the vehicle current flowing from the vehicle power network 204 to the DC regulation bus 202. In some embodiments, the controller 260 can monitor the available power capacity from the vehicle power network 204 by starting a timer. The timer can be set to a predetermined time period based on, for example, test data of the vehicle electrical system 200. In addition, in some embodiments, the controller 260 can monitor the available power capacity from the vehicle power network 204 by monitoring the vehicle voltage (and / or vehicle current) and by starting a timer. In some embodiments, the timer can be set based on user requirements to provide hysteresis and prevent the mode from looping to the method 400. For example, in some embodiments, the timer can be set to a number of minutes (e.g., a number between 1 minute and 5 minutes). The vehicle battery 210 being more discharged may be a predetermined charge value of the vehicle battery 210 based on, for example, cargo customer requirements, vehicle requirements, and / or government regulations. For example, the vehicle battery 210 being more discharged may be a charge value set to ensure that the vehicle battery is capable of starting the vehicle's prime mover when the vehicle is not in operation. The method 400 then proceeds to 445.

[0084] At 445, the controller 260 determines whether the available power capacity has exceeded a capacity threshold. The capacity threshold may be a value related to the battery available power capacity of the vehicle power network 204 and may be used to prevent, for example, the vehicle battery 210 from being discharged more. In some embodiments, the capacity threshold may be a vehicle voltage value and / or a vehicle current value. In some embodiments, the capacity threshold may be a timer value. In addition, in some embodiments, the controller 260 may use two capacity thresholds, wherein the first capacity threshold is a vehicle voltage or current value and the second capacity threshold is a timer value.

[0085] If the controller 260 determines that the available power capacity monitored at 440 exceeds the capacity threshold, the method 400 returns to 435. In embodiments where there are two capacity thresholds (e.g., the first capacity threshold is the vehicle voltage value and the second capacity threshold is the timer value), the controller 260 may determine that the available power capacity monitored at 440 exceeds the capacity threshold when both the first capacity threshold and the second capacity threshold are exceeded. That is, the vehicle voltage value is greater than the vehicle voltage value threshold and the timer value has not been reached.

[0086] If the controller 260 determines that the available power capacity monitored at 440 does not exceed the capacity threshold, the method 400 proceeds to 455. In embodiments where there are two capacity thresholds (e.g., the first capacity threshold is a vehicle voltage or current value and the second capacity threshold is a timer value), the controller 260 may determine that the available power capacity monitored at 440 does not exceed the capacity threshold when the first capacity threshold or the second capacity threshold is exceeded. That is, the vehicle voltage value is less than or equal to the vehicle voltage threshold or the timer value has been reached.

[0087] At 480, the controller 260 determines whether the auxiliary battery system 230 is sufficiently charged. In some embodiments, the controller 260 may determine the state of charge of the auxiliary battery system 230 from the bidirectional voltage converter 240. In some embodiments, if the state of charge is above a state of charge threshold (e.g., 20%), the auxiliary battery system 230 may be sufficiently charged. If the state of charge of the auxiliary battery system 230 is above the state of charge threshold (i.e., the auxiliary battery system 230 is sufficiently charged), the method 400 proceeds to 450. If the state of charge of the auxiliary battery system 230 is below the state of charge threshold (i.e., the auxiliary battery system 230 is not sufficiently charged), the method 400 proceeds to 470.

[0088] In addition, in some embodiments, if the state of charge is above the state of charge threshold (i.e., the auxiliary battery system 230 is fully charged) but below a second state of charge threshold (e.g., 50%), the controller 260 may also send an alert, such as to a user (e.g., a vehicle driver), a cargo customer, etc., that there may be an energy shortage of the vehicle electrical system 200. The alert may be sent via an SMS message, an email, may be displayed to the vehicle driver via a remote controller 280, etc. In some embodiments, the alert may instruct the driver to start the vehicle and operate at a fast idle (e.g., increase the idle speed of the vehicle's prime mover without increasing the speed at which the vehicle is moving) or downshift the vehicle prime mover to operate at a higher prime mover RPM in order to prevent malfunction of the transport climate control system and prevent shedding or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to activate an automatic restart module to start the vehicle and operate at a fast idle in order to prevent malfunction of the transport climate control system and prevent shedding or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to disable the automatic start / stop system of the vehicle prime mover. In some embodiments, an alert may be sent a period of time (eg, 1 to 5 minutes) before any action is taken or required.

[0089] At 450, the controller 260 determines whether the vehicle power network 204 requires maintenance assistance based on the vehicle voltage provided by the vehicle power network 204 to the DC regulation bus 202. For example, the vehicle power network 204 may require maintenance assistance when the vehicle alternator 205 cannot provide sufficient power to supply power to the transportation climate control network 212 with the potential assistance of the vehicle battery 210. In some embodiments, when the vehicle power network 204 requires maintenance assistance, the vehicle alternator 205 supplies power to the DC regulation bus 202 with the potential assistance of the vehicle battery 210, thereby depleting the amount of power of the vehicle battery 210. In some embodiments, the controller 260 may determine whether the vehicle power network requires maintenance assistance when the vehicle voltage is within a maintenance assistance threshold range. For example, when the DC regulation bus 202 is a 12 volt regulated bus, the controller 260 may determine that the vehicle power network 204 requires maintenance assistance when the vehicle voltage provided by the vehicle power network 204 is within a maintenance assistance threshold range, for example, between approximately 12 volts and 13 volts.

[0090] If the controller 260 determines that the vehicle power network 204 requires maintenance assistance, the method 400 proceeds to 455. If the controller 260 determines that the vehicle power network 204 does not require maintenance assistance, the method 400 proceeds to 460.

[0091] At 455, the vehicle electrical system 200 operates with the maintenance assist. In particular, the controller 260 is configured to control the vehicle isolator 215 to allow power from the vehicle power network 204 to be supplied to the DC regulation bus 202. In addition, the controller 260 is configured to control the auxiliary power on / off switch 235 to allow power from the auxiliary battery system 230 to be provided to the DC regulation bus 202. The auxiliary battery system 230 can supplement the power provided by the vehicle power network 204 to ensure that the vehicle electrical system 200 can provide power to the transportation climate control load network 212 as desired by the transportation climate control system.

[0092] In some embodiments, the bidirectional voltage converter 240 may be set to a predetermined discharge voltage, for example, approximately 15V (or 14.2V which is closer to the nominal voltage that the vehicle alternator 205 can provide). The bidirectional voltage converter 240 may be operated in a discharge mode with a current limit of, for example, 40A or 20A or any suitable current required by the controller 260 to supplement the power from the vehicle power network 204. The method 400 then returns to 405.

[0093] At 460, the controller 260 determines whether the vehicle electrical system 200 should be powered only by the auxiliary battery system 230 based on the available vehicle electrical system power capacity from the vehicle power network 204 to the DC regulated bus 202. When, for example, the use of the vehicle power network 204 causes the vehicle battery 210 to be excessively discharged (e.g., when the vehicle is not operating), the vehicle power network 204 may use only power from the auxiliary battery system 230 to power the DC regulated bus 202. In some embodiments, when the vehicle electrical system 200 is powered only by the auxiliary battery system 230, one or more auxiliary batteries of the auxiliary battery system 230 provide power to the DC regulated bus 202 and prevent the vehicle power network 204 from providing power to the DC regulated bus 202. In some embodiments, when the vehicle voltage is within the dedicated power threshold range, the controller 260 may determine that the vehicle electrical system 200 should be powered only by the auxiliary battery system 230. For example, when the DC regulated bus 202 is a 12 volt regulated bus, the controller 260 may determine that the vehicle electrical system 200 should only be powered by the auxiliary battery system 230 when the vehicle voltage provided by the vehicle power network 204 is within a dedicated power threshold range, for example between approximately 11.5 volts and 12 volts.

[0094] If controller 260 determines that vehicle electrical system 200 should be powered only by auxiliary battery system 230 , method 400 proceeds to 465 . If controller 260 determines that vehicle electrical system 200 should not be powered only by auxiliary battery system 230 , method 400 proceeds to 470 .

[0095] At 465, the vehicle electrical system 200 is powered only by the auxiliary battery system 230. In particular, the controller 260 is configured to control the operating range of the vehicle isolator 215 so as to prevent power from the vehicle power network 204 from being supplied to the DC regulation bus 202. In addition, the controller 260 is configured to control the auxiliary power on / off switch 235 so as to allow power from the auxiliary battery system 230 to be provided to the DC regulation bus 202. In some embodiments, the auxiliary battery system 230 can provide sufficient power to ensure that the vehicle electrical system 200 can provide power to the transportation climate control load network 212 as desired by the transportation climate control system. That is, in some embodiments, the auxiliary battery system 230 can bypass the bidirectional voltage converter 240 to supply the necessary current so that the compressor drive module 250 can operate to meet the needs of the transportation climate control network. In other embodiments, controller 260 may perform a load shedding process for transportation climate control load network 212 to reduce the amount of energy required by DC regulation bus 202 based on the amount of energy stored in auxiliary battery system 230, and thereby reduce the amount of energy required by auxiliary power network 206.

[0096] In some embodiments, the controller 260 may also send an alert that the vehicle electrical system 200 may be lacking in energy, for example, to a user (e.g., a vehicle driver), a cargo customer, etc. The alert may be sent via an SMS message, an email, and may be displayed to the vehicle driver via a remote controller 280, etc. In some embodiments, the alert may instruct the driver to start the vehicle and operate at a fast idle (e.g., increase the idle speed of the vehicle's prime mover without increasing the speed at which the vehicle moves) or downshift the vehicle's prime mover to operate at a higher prime mover RPM in order to prevent a malfunction of the transport climate control system and to prevent the cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to initiate an automatic restart module to start the vehicle and operate at a fast idle to prevent a malfunction of the transport climate control system and to prevent the cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to disable the automatic start / stop system of the vehicle's prime mover. In some embodiments, an alert may be sent in a time period (e.g., 1 minute to 5 minutes) before any action is taken or required.

[0097] At 470, the controller 260 determines whether the vehicle electrical system 200 should cut power to the transportation climate control load network 212 based on the vehicle voltage provided by the vehicle power network 204. That is, the controller 260 determines whether the DC regulation bus 202 should be prevented from receiving energy from the vehicle power network 204, the auxiliary power network 206, and the utility power network 208 when available, and sending the energy to the components of the transportation climate control load network 212. For example, the vehicle electrical system 200 should cut power to the transportation climate control load network 212 when insufficient power is available to power the transportation climate control network 212 or the operation of the vehicle may be impaired. In some embodiments, the controller 260 may determine that the vehicle electrical system 200 should cut power to the transportation climate control load network 212 when the vehicle voltage is less than a cut-off threshold. For example, when the DC regulated bus 202 is a 12 volt regulated bus, the controller 260 may determine that the vehicle electrical system 200 should cut off power to the transportation climate control load network 212 when the vehicle voltage provided by the vehicle power network 204 is less than a cut-off threshold (e.g., approximately 11.5 volts). If the controller 260 determines that the vehicle electrical system 200 should cut off power to the transportation climate control load network 212, the method 400 proceeds to 475. If the controller 260 determines that the vehicle electrical system 200 does not need to cut off power to the transportation climate control load network 212, the method 400 returns to 405.

[0098] At 475, the controller 260 cuts off power from the vehicle electrical system 200 to the transportation climate control load network 212. In some embodiments, the controller 260 can be configured to control the vehicle isolator 215 to prevent power from the vehicle power network 204 from being supplied to the DC regulation bus 202. In addition, the controller 260 can be configured to control the auxiliary power on / off switch 235 to prevent power from the auxiliary battery system 230 from being supplied to the DC regulation bus 202. In some embodiments, the controller 260 can also be configured to control the AC-DC converter 225 to prevent power from the utility power source 220.

[0099] In some embodiments, the controller 260 may also send an alert to, for example, a user (e.g., a vehicle driver), a cargo customer, etc. The alert may be sent via an SMS message, an email, and may be displayed to the vehicle driver via a remote controller 280, etc. In some embodiments, the alert may instruct the driver to start the vehicle and run at a fast idle (e.g., increase the idle speed of the vehicle prime mover without increasing the vehicle's moving speed) or downshift the vehicle prime mover to run at a higher prime mover RPM in order to prevent a malfunction of the transport climate control system and prevent a cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to initiate an automatic restart module to start the vehicle and run at a fast idle to prevent a malfunction of the transport climate control system and prevent a cutoff or derating of the load of the transport climate control load network 212. In some embodiments, the controller 260 may instruct the vehicle to disable the automatic start / stop system of the vehicle prime mover. In some embodiments, the alert may be sent in a time period (e.g., 1 minute to 5 minutes) before any action is taken or required.

[0100] The method 400 allows for energy management of the vehicle electrical system 200 when power from the vehicle power network 204 is reduced. It should be appreciated that a similar method may be applied to energy management of the vehicle electrical system 200 when power from the vehicle power network 204 is increased. When power from the vehicle power network 204 is increased, the thresholds for switching between power from the vehicle power network 204 and power from the auxiliary power network 206 may be the same or different than the thresholds provided in the method 400.

[0101] The embodiments described herein can solve two different but related problems. The first problem involves variable loads. The vehicle alternator 205 has a nominal power capacity. In addition to the transport climate control system, the electrical system of the vehicle has other loads, such as the vehicle's lights, etc. Assuming that the power capacity of the vehicle alternator 205 is constant, since all other loads (e.g., lights, fans, CD players, etc.) are turned on or off, the available power capacity of the transport climate control system is not constant but variable. The second problem involves the speed of the prime mover of the vehicle. Assuming that the vehicle has a prime mover (e.g., an internal combustion engine such as a diesel engine, etc.), and the power capacity of the vehicle alternator 205 is driven or determined by the speed of the prime mover. If the vehicle stops at a traffic light and the prime mover is idling, the power capacity that the vehicle (e.g., from the vehicle alternator 205) can provide decreases. If the vehicle is traveling at a cruising speed, the vehicle alternator 205 can generate the current required to supply power to the transport climate control system. A portion of the current provided by the vehicle (e.g., the vehicle alternator 205) can be used to supply power to other loads of the vehicle (e.g., lights, fans, CD players, etc.). The remainder of the current may be drawn to the transport climate control system.

[0102] aspect:

[0103] It should be understood that any of aspects 1-10 may be combined with any of aspects 11-20.

[0104] Aspect 1. A method for managing energy from a vehicle electrical system to a transportation climate control system, the vehicle electrical system comprising a vehicle power network and an auxiliary power network connected to the transportation climate control load network via a direct current (DC) regulated bus, the method comprising:

[0105] monitoring a vehicle voltage of the vehicle power network;

[0106] a controller determining, based on the vehicle voltage, whether the vehicle power network has sufficient available power capacity and whether the vehicle power network needs to remain assisted;

[0107] When the controller determines that the vehicle power network has sufficient available power capacity, the DC regulation bus transmits vehicle power energy generated by the vehicle power network to the transportation climate control load network without assistance from the auxiliary power network; and

[0108] When the controller determines that the vehicle power network needs to remain auxiliary, the DC regulation bus sends vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

[0109] Aspect 2. The method according to aspect 1 further includes:

[0110] The controller determines whether the vehicle power network has excess available power capacity based on the vehicle voltage;

[0111] The DC regulation bus transmits vehicle electrical power energy generated by the vehicle electrical power network to the transportation climate control load network, and transmits excess vehicle electrical power energy generated by the vehicle electrical power network that is not required by the transportation climate control load network to a bidirectional voltage converter of the vehicle electrical system; and

[0112] The bidirectional voltage converter utilizes excess vehicle power energy generated by the vehicle power network that is not required by the transportation climate control load network to charge an auxiliary battery system of the auxiliary power network.

[0113] Aspect 3. The method according to aspect 2, wherein the controller determines that the vehicle power network has excess available power capacity when the vehicle voltage is greater than an excess power capacity threshold.

[0114] Aspect 4. The method according to any one of aspects 1-3, further comprising:

[0115] The controller determines whether utility power energy provided by a utility power network is available to the vehicle electrical system; and

[0116] The DC regulated bus routes utility power energy provided by the utility power network to the transportation climate control load network.

[0117] Aspect 5. The method according to aspect 4, wherein the controller determines whether the utility power energy is available comprises:

[0118] determining whether a utility power source is connected to a utility power network for the vehicle electrical system, and

[0119] monitoring an ignition of said vehicle;

[0120] Wherein, when the controller determines that the utility power source is connected to the utility power network and the vehicle is ignited, the controller determines that the utility power energy is available.

[0121] Aspect 6. The method according to any one of aspects 1 to 5, further comprising:

[0122] the controller determining, based on the vehicle voltage, whether the vehicle electrical system should be powered only by the auxiliary battery system; and

[0123] The DC regulation bus transmits the auxiliary power energy stored by the auxiliary power network to the transportation climate control network and prevents the vehicle power energy generated by the vehicle power network from being transmitted to the transportation climate control load network.

[0124] Aspect 7. A method according to aspect 6, wherein when the vehicle voltage is within a dedicated power threshold range, the controller determines that the vehicle electrical system should be powered only by the auxiliary battery system.

[0125] Aspect 8. The method according to any one of aspects 1 to 7, further comprising:

[0126] When the controller determines that the vehicle power network has sufficient available power capacity, the controller:

[0127] Start the timer,

[0128] monitoring the available power capacity of the vehicle power network,

[0129] The controller determines that the vehicle power network needs to remain assisted when at least one of the timer expires and the available power capacity of the vehicle power network exceeds a capacity threshold, and

[0130] When the controller determines that the vehicle power network needs to remain auxiliary, the DC regulation bus sends vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

[0131] Aspect 9. The method according to any one of aspects 1 to 8, further comprising:

[0132] the controller determining, based on the vehicle voltage, whether the vehicle electrical system should cut power to the transportation climate control load network; and

[0133] When the controller determines that the vehicle electrical system should be shut down, the controller prevents the DC regulated bus from receiving power from the vehicle power network and the auxiliary power network and prevents the DC regulated bus from sending power to the transportation climate control load network.

[0134] Aspect 10. The method of aspect 9, wherein the controller determines that the vehicle electrical system should cut off power to the transportation climate control load network when the vehicle voltage is less than a cut-off threshold.

[0135] Aspect 11. A vehicle electrical system for managing energy to a transportation climate control system, the vehicle electrical system comprising:

[0136] Direct current (DC) regulation bus;

[0137] a vehicle power network configured to generate power from the vehicle and to provide the generated power to the DC regulated bus;

[0138] an auxiliary power network, the auxiliary power network comprising an auxiliary battery system connected to the DC regulation bus, wherein the auxiliary battery system is configured to store power and provide the stored power to the DC regulation bus;

[0139] a transportation climate control load network that receives power from the DC regulation bus; and

[0140] a controller configured to monitor a vehicle voltage of the vehicle power network and determine, based on the vehicle voltage, whether the vehicle power network has sufficient available power capacity and whether the vehicle power network needs to remain assisted,

[0141] wherein the DC regulation bus is configured to send vehicle power energy generated by the vehicle power network to the transportation climate control load network without assistance from the auxiliary power network when the controller determines that the vehicle power network has sufficient available power capacity, and

[0142] Wherein, the DC regulation bus is configured to send vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network when the controller determines that the vehicle power network needs to remain auxiliary.

[0143] Aspect 12. The vehicle electrical system of aspect 11, wherein the vehicle power network includes a vehicle battery and a vehicle alternator connected to the DC regulation bus.

[0144] Aspect 13. The vehicle electrical system of aspect 12, wherein the vehicle power network includes a vehicle isolator disposed between a vehicle alternator and a vehicle battery at a first end and a DC regulation bus at a second end, and

[0145] Wherein, the controller is configured to control the vehicle isolator to prevent the vehicle power network from supplying power generated by the vehicle power network to the transportation climate control network when the controller determines that the vehicle electrical system should be powered only by the auxiliary battery system.

[0146] Aspect 14. The vehicle electrical system according to any one of aspects 12 and 13, further comprising a utility power network connected to the DC regulation bus and configured to provide utility power to the vehicle electrical system, wherein the utility power network comprises an alternating current (AC)-to-DC converter capable of being coupled to a utility power source,

[0147] wherein the vehicle power network includes a vehicle isolator disposed between a vehicle alternator and a vehicle battery at a first end and a DC regulation bus at a second end, and

[0148] Wherein the controller is configured to control the vehicle isolator to prevent the vehicle power network from supplying power generated by the vehicle power network to the transportation climate control network when the controller determines that utility power from the utility power network is available.

[0149] Aspect 15. The vehicle electrical system according to any one of Aspects 11-14 further includes a public power network connected to the DC regulation bus and configured to supply public power to the vehicle electrical system, wherein the public power network includes an alternating current (AC)-to-DC converter capable of being coupled to a public power source.

[0150] Aspect 16. The vehicle electrical system according to Aspect 15 further includes a bidirectional voltage converter as part of a smart charging module, wherein the smart charging module is configured to charge the auxiliary battery system using power supplied by the public power network when the controller determines that the AC-DC converter is coupled to the public power source.

[0151] Aspect 17. The vehicle electrical system according to any one of Aspects 11-16 further includes a bidirectional voltage converter connected to the auxiliary battery system and the DC regulation bus, wherein the bidirectional voltage converter is configured to transmit power from one of the vehicle power network and the auxiliary power network to the transportation climate control load network.

[0152] Aspect 18. A vehicle electrical system according to Aspect 17, wherein the bidirectional voltage converter is part of a smart charging module, and the smart charging module is configured to charge the auxiliary battery system using power generated by the vehicle power network when a controller determines that the vehicle power network has excess available power capacity.

[0153] Aspect 19. The vehicle electrical system of any one of aspects 11-18, wherein the transportation climate control load network includes a compressor drive module that drives a compressor of the transportation climate control system.

[0154] Aspect 20. A vehicle electrical system according to any one of aspects 11-19, wherein the auxiliary power network includes a plurality of auxiliary power on / off switches disposed between the auxiliary battery system and the DC regulation bus,

[0155] Wherein, the controller is configured to control the auxiliary power on / off switch to prevent the auxiliary power network from supplying power stored in the auxiliary battery system to the transport climate control network when the controller determines that the vehicle power network has sufficient available power capacity, and the controller is configured to control the auxiliary power on / off switch to allow the auxiliary power network to supply power stored in the auxiliary battery system to the transport climate control network when the controller determines that the vehicle power network needs to remain auxiliary.

[0156] The terms used in this specification are intended to describe specific embodiments and are not intended to be limiting. The terms "a", "an" and "the" also include plural forms unless otherwise clearly indicated. When used in this specification, the terms "include" and / or "comprise" indicate the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements and / or parts.

[0157] With respect to the foregoing description, it should be understood that changes may be made in detail, particularly in the adopted construction materials and the shapes, sizes and arrangements of the components, without departing from the scope of the present invention. The term "embodiment" used in this specification may, but need not, refer to the same embodiment. This specification and the described embodiments are merely examples. Other and further embodiments may be designed without departing from the basic scope of the present invention, the true scope and spirit of the present disclosure being indicated by the appended claims.

Claims

1. A method for managing energy from a vehicle electrical system to a transportation climate control system, the vehicle electrical system comprising a vehicle power network and an auxiliary power network connected to the transportation climate control load network via a direct current (DC) regulated bus, the method comprising: monitoring a vehicle voltage provided to a DC regulated bus by said vehicle power network; a controller determining whether the vehicle power network has sufficient available power capacity; When the controller determines that the vehicle power network has sufficient available power capacity: a DC regulated bus transmitting vehicle electrical energy generated by the vehicle electrical network to the transportation climate control load network without assistance from the auxiliary electrical network; as well as Controller: Start the timer, monitoring the vehicle voltage provided by the vehicle power network to the DC regulated bus, and determining that the vehicle power network needs to remain assisted when it is determined that at least one of a first capacity threshold or a second capacity threshold has not been exceeded, wherein the first capacity threshold is determined not to have been exceeded when the timer expires, and wherein the second capacity threshold is determined not to have been exceeded when the monitored vehicle voltage does not exceed a corresponding voltage value, and when the controller determines that the vehicle power network needs to remain assisted, the DC regulation bus transmits vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network; and When the controller determines that the vehicle power network does not have sufficient available power capacity: The controller determines that the vehicle power network needs to maintain assistance based on the vehicle voltage provided to the DC regulation bus by the vehicle power network. When the controller determines that the vehicle power network needs to maintain assistance, the DC regulation bus sends the vehicle power energy generated by the vehicle power network and the auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

2. The method according to claim 1, further comprising: The controller determines whether the vehicle power network has excess available power capacity based on the vehicle voltage; The DC regulation bus transmits vehicle electrical power energy generated by the vehicle power network to the transportation climate control load network, and transmits excess vehicle electrical power energy generated by the vehicle power network that is not required by the transportation climate control load network to a bidirectional voltage converter of the vehicle electrical system; as well as The bidirectional voltage converter utilizes excess vehicle power energy generated by the vehicle power network that is not required by the transportation climate control load network to charge an auxiliary battery system of the auxiliary power network.

3. The method according to claim 2, wherein: The controller determines that the vehicle power network has excess available power capacity when the vehicle voltage is greater than an excess power capacity threshold.

4. The method according to claim 1, further comprising: the controller determining whether utility power energy provided by a utility power network is available to the vehicle electrical system; as well as The DC regulated bus routes utility power energy provided by the utility power network to the transportation climate control load network.

5. The method according to claim 4, wherein: The controller determines whether the utility power energy is available including: determining whether a utility power source is connected to a utility power network for the vehicle electrical system, and monitoring an ignition of said vehicle; Wherein, the controller determines that the utility power energy is available when the controller determines that the utility power source is connected to the utility power network and the vehicle is ignited.

6. The method according to claim 1, further comprising: the controller determining, based on the vehicle voltage, whether the vehicle electrical system should be powered only by the auxiliary battery system; as well as The DC regulation bus transmits the auxiliary power energy stored by the auxiliary power network to the transportation climate control network and prevents the vehicle power energy generated by the vehicle power network from being transmitted to the transportation climate control load network.

7. The method according to claim 6, wherein: When the vehicle voltage is within a dedicated power threshold range, the controller determines that the vehicle electrical system should be powered only by the auxiliary battery system.

8. The method according to claim 1, further comprising: the controller determining whether the vehicle electrical system should cut power to the transportation climate control load network based on the vehicle voltage; as well as When the controller determines that the vehicle electrical system should be shut down, the controller prevents the DC regulated bus from receiving power from the vehicle power network and the auxiliary power network and prevents the DC regulated bus from sending power to the transportation climate control load network.

9. The method according to claim 8, wherein: The controller determines that the vehicle electrical system should disconnect power to the transportation climate control load network when the vehicle voltage is less than a disconnect threshold.

10. A vehicle electrical system for managing energy to a transportation climate control system, the vehicle electrical system comprising: Direct current (DC) regulation bus; a vehicle power network configured to generate power from the vehicle and to provide the generated power to the DC regulated bus; an auxiliary power network, the auxiliary power network comprising an auxiliary battery system connected to the DC regulation bus, wherein the auxiliary battery system is configured to store power and provide the stored power to the DC regulation bus; a transportation climate control load network that receives power from the DC regulation bus, the vehicle power network including a vehicle battery for providing power to components of the transportation climate control load network; and a controller configured to monitor a vehicle voltage provided by the vehicle power network to the DC regulation bus and determine whether the vehicle power network has sufficient available power capacity, wherein when the controller determines that the vehicle power network has sufficient available power capacity, the DC regulation bus is configured to send vehicle power energy generated by the vehicle power network to the transportation climate control load network without the assistance of the auxiliary power network, and the controller is configured to: Start the timer, monitoring a vehicle voltage supplied by the vehicle power network to a DC regulated bus or a current travelling from the vehicle power network to the DC regulated bus, and determining that the vehicle power network needs to remain assisted when it is determined that at least one of a first capacity threshold or a second capacity threshold has not been exceeded, wherein the first capacity threshold is determined to have not been exceeded when the timer expires, and wherein the second capacity threshold is determined to have not been exceeded when the monitored vehicle voltage does not exceed a corresponding voltage value, and when the controller determines that the vehicle power network needs to remain assisted, the DC regulation bus is configured to transmit vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network; Wherein, when the controller determines that the vehicle power network does not have sufficient available power capacity, the controller is configured to: The vehicle power network is determined to need to be assisted based on a vehicle voltage provided to a DC regulation bus by the vehicle power network, and the DC regulation bus is configured to: when the controller determines that the vehicle power network needs to be assisted, send vehicle power energy generated by the vehicle power network and auxiliary power energy stored by the auxiliary power network to the transportation climate control load network.

11. The vehicle electrical system according to claim 10, wherein: The vehicle power network includes a vehicle alternator connected to the DC regulated bus.

12. The vehicle electrical system according to claim 11, wherein: The vehicle power network includes a vehicle isolator disposed between a vehicle alternator and a vehicle battery at a first end and a DC regulated bus at a second end, and Wherein, the controller is configured to control the vehicle isolator to prevent the vehicle power network from supplying power generated by the vehicle power network to the transportation climate control network when the controller determines that the vehicle electrical system should be powered only by the auxiliary battery system.

13. The vehicle electrical system of claim 11, further comprising a utility power network connected to the DC regulation bus and configured to provide utility power to the vehicle electrical system, wherein The utility power network includes an AC-DC converter couplable to a utility power source, wherein the vehicle power network includes a vehicle isolator disposed between a vehicle alternator and a vehicle battery at a first end and a DC regulation bus at a second end, and Wherein the controller is configured to control the vehicle isolator to prevent the vehicle power network from supplying power generated by the vehicle power network to the transportation climate control network when the controller determines that utility power from the utility power network is available.

14. The vehicle electrical system of claim 10, further comprising a utility power network connected to the DC regulation bus and configured to supply utility power to the vehicle electrical system, wherein The utility power network includes an AC-to-DC converter coupleable to a utility power source.

15. The vehicle electrical system of claim 14, further comprising a bidirectional voltage converter as part of the smart charging module, wherein: The smart charging module is configured to charge the auxiliary battery system using power supplied by the utility power network when the controller determines that the AC-DC converter is coupled to the utility power source.

16. The vehicle electrical system of claim 10, further comprising a bidirectional voltage converter connected to the auxiliary battery system and the DC regulation bus, wherein: The bidirectional voltage converter is configured to transfer power from one of the vehicle power network and the auxiliary power network to the transportation climate control load network.

17. The vehicle electrical system according to claim 16, wherein: The bidirectional voltage converter is part of a smart charging module configured to charge the auxiliary battery system using power generated by the vehicle power network when a controller determines that the vehicle power network has excess available power capacity.

18. The vehicle electrical system according to claim 10, wherein: The transportation climate control load network includes a compressor driver module that drives a compressor of the transportation climate control system.

19. The vehicle electrical system according to claim 10, wherein: The auxiliary power network includes a plurality of auxiliary power on / off switches disposed between the auxiliary battery system and the DC regulation bus, Wherein, the controller is configured to: when the controller determines that the vehicle power network has sufficient available power capacity, control the multiple auxiliary power on / off switches to prevent the auxiliary power network from supplying power stored in the auxiliary battery system to the transportation climate control network, and the controller is configured to: when the controller determines that the vehicle power network needs to remain auxiliary, control the multiple auxiliary power on / off switches to allow the auxiliary power network to supply power stored in the auxiliary battery system to the transportation climate control network.

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