Transportation climate control system for use in a vehicle and method of operating the same

Abstract

A transportation climate control system for use in a vehicle and a method of operating the same. A method and system for operating a transportation climate control system for a vehicle are provided. The method includes the steps of obtaining a state of charge of an energy storage device capable of powering a transportation climate control system; determining an energy level including the state of charge; receiving a planned route for the vehicle; and receiving route status data associated with the planned route for the vehicle. The route status data includes traffic data, weather data, and / or geographic data that identifies an area where the transportation climate control system will be powered only by the energy storage device. The method also includes the steps of determining whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and providing a notification to a user via a display when the energy level is insufficient to complete the planned route of the vehicle.

Description

Technical Field

[0001] The present disclosure seeks to provide systems and methods for predicting energy consumption of a transportation climate control system, comparing the predictions to the stored energy predicted to be available for the transportation climate control system, and determining and notifying a user regarding the ability of the transportation climate control system to complete a route. Background Art

[0002] A transport climate control system may include, for example, a transport refrigeration system (TRS). A TRS 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). The TRS may maintain environmental conditions in the cargo space to preserve cargo (e.g., produce, frozen foods, medicines, etc.). Summary of the invention

[0003] The present disclosure seeks to provide systems and methods for predicting energy consumption of a transportation climate control system, comparing the predictions to the predicted stored energy available to the transportation climate control system, and determining and notifying a user regarding the ability of the transportation climate control system to complete a route.

[0004] By measuring the energy level of the vehicle when it is in transit and determining whether the energy level meets the energy cost of the predicted route based on road conditions and surrounding conditions, it can be determined whether the transport climate control system can be powered by energy storage to complete the route, and remedial measures such as abandoning or changing the route or modifying the set point conditions of the transport climate control system can be taken to complete the route or save the goods. In addition, this can solve and respond to unexpected changes in conditions during transportation such as traffic in real time. Implementations can also provide users with alternative routes or change the set points of the transport climate control system to complete the route. Even if the route and conditions such as traffic, ambient temperature, and sunlight intensity are subject to significant changes, this can also enable the successful use of the transport climate control system. In addition, even if the conditions cannot be predicted before the vehicle starts on the road, implementations can also enable users to react to those changes in transportation. Implementations also promote compliance with environmental regulations that may limit the use of internal combustion engines and such prime movers that can be used to power the transport climate control system.

[0005] In an embodiment, a method of operating a transportation climate control system of a vehicle is provided, the method comprising the steps of obtaining a state of charge of an energy storage device capable of powering the transportation climate control system when the vehicle is in transit, and determining an energy level including the state of charge. The method further comprises the steps of receiving a planned route for the vehicle, and receiving route status data associated with the planned route for the vehicle, wherein the route status data comprises at least one of traffic data, weather data, and geographic data, the geographic data identifying an area where the transportation climate control system will be powered only by the energy storage device. The method then comprises the steps of determining, using a processor, whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data. When the energy level is insufficient to complete the planned route of the vehicle, the method comprises the steps of providing a notification to a user via a display.

[0006] In an embodiment, the planned route includes at least one segment where the transport climate control system is powered by a prime mover and at least one segment where the transport climate control system is powered only by the energy storage device.

[0007] In an embodiment, the energy storage device is a battery of the transport climate control system. In an embodiment, the energy storage device is a battery of the vehicle.

[0008] In an embodiment, the energy level further comprises a predicted amount of collected energy. In an embodiment, the predicted amount of collected energy is predicted based on the route state data. In an embodiment, the collected energy comprises energy collected from solar energy. In an embodiment, the collected energy comprises energy from regenerative braking.

[0009] In an embodiment, the display is located on the vehicle. In an embodiment, the display is separate from the vehicle.

[0010] In an embodiment, the method further comprises the steps of determining a predicted operating time of the transport climate control system based on the energy level, the planned route, and the route status data, and presenting the predicted operating time to the user via the display.

[0011] In an embodiment, the method further comprises the step of determining, with the processor, an alternative route based on map data, the energy level and the route status data, and wherein the notification comprises the alternative route.

[0012] In an embodiment, the method further comprises the steps of determining, with the processor, adjusted set point parameters of the transport climate control system capable of completing the planned route of the vehicle based on the cargo data of the vehicle, the planned route, the route status data, and the energy level, and wherein the notification includes the adjusted set point parameters. In an embodiment, the method further comprises the steps of receiving user input accepting or rejecting the adjusted set point parameters, and when receiving user input accepting the adjusted set point parameters, operating the transport climate control system according to the adjusted set point parameters.

[0013] In an embodiment, a transport climate control system is provided, the transport climate control system comprising: a refrigeration circuit including a compressor powered by an energy storage device, a power meter measuring the state of charge of the energy storage device, a display, and a processor. The processor is configured to receive an energy level including the state of charge of the energy storage device, a planned path, and route status data. The route status data includes at least one of traffic data, weather data, and geographic data, the geographic data identifying an area where the transport climate control system will be powered only by the energy storage device. The processor is configured to determine whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and when the energy level is insufficient to complete the planned route of the vehicle, instruct the display to provide a notification.

[0014] In an embodiment, the transportation climate control system further includes a prime mover configured to drive an alternator that charges the energy storage device.

[0015] In an embodiment, the transportation climate control system further comprises a power collection device. The power collection device may be a solar cell or a regenerative braking device. The processor is configured to determine an amount of power predicted to be collected by the power collection device and include the predicted amount of collected power in the energy level.

[0016] In an embodiment, the processor is configured to determine an alternative route based on map data, the energy level, and the route status data, and the notification includes the alternative route. In an embodiment, the processor is configured to determine adjusted set point parameters of the transport climate control system that can complete the planned route of the vehicle based on cargo data of the vehicle, the planned route, the route status data, and the energy level, and the notification includes the adjusted set point parameters. In an embodiment, the transport climate control system further includes a user input device, the user input device being configured to receive input accepting or rejecting the adjusted set point parameters, and when the input accepting the adjusted set point parameters is received, operate the transport climate control system according to the adjusted set point parameters. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A vehicle including a transportation climate control system is shown according to an embodiment.

[0018] Figure 2 Shows the operation Figure 1 A flow chart of an embodiment of a method of transporting a climate control system is shown.

[0019] Figure 3 A flow chart illustrating a method of determining an energy level of a transportation climate control system according to an embodiment.

[0020] Figure 4 A flow chart illustrating a method of determining whether an energy level of a transport climate control system is sufficient to complete a route, according to an embodiment.

[0021] Figure 5 A flow chart illustrating a method of determining an alternate route for a vehicle that enables energy levels of a transport climate control system to accomplish the alternate route, according to an embodiment.

[0022] Figure 6 A flow chart is shown of a method of determining an operational adjustment to the operation of a transportation climate control system that may enable an energy level of the transportation climate control system to complete a planned route, according to an embodiment. DETAILED DESCRIPTION

[0023] The present disclosure seeks to provide systems and methods for predicting energy consumption of a transportation climate control system, comparing the predictions to the stored energy predicted to be available for the transportation climate control system, and determining and notifying a user regarding the ability of the transportation climate control system to complete a route.

[0024] Figure 1A system diagram of a vehicle 10 including a transport unit 100 is shown according to an embodiment, the transport unit 100 including a transport climate control system 102. The transport climate control system 102 includes a transport refrigeration unit (TRU) 105 mounted to the front wall of the transport unit 100. The TRU 105 includes a refrigeration circuit with a compressor 104. The transport unit 100 also includes: an energy storage device 106, a power meter 108, a processor 110, and may include a display 112. In an embodiment, the system on the vehicle 100 communicates with a remote device 114 via a communication link 116. In this embodiment, the transport unit 100 optionally includes a solar panel 118 and / or a regenerative braking energy collector 120. The TRU 105 includes a prime mover 122 and an AC generator 124 coupled to the prime mover 122.

[0025] The vehicle 10 is a semi-tractor for transporting goods 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 using a tractor-trailer combination. In some embodiments, the vehicle 10 can be, for example, a single-body truck, a van, a bus, a train, etc. The transport unit 100 is 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 units). The goods transported in the interior space (e.g., cargo space) 103 of the transport unit 100 can be climate-sensitive goods, such as perishable goods including food, medicines, or other such goods. In some embodiments, the interior space 103 can include multiple areas, each of which implements a different climate controlled by a transport climate control system 102.

[0026] The transport climate control system 102 provides climate control (e.g., temperature, humidity, air quality, etc.) to the interior space 103 of the transport unit 100. Together with the TRU 105, the transport climate control system 102 may include one or more remote evaporator units, sensors, etc., located in the interior space 103. The TRU 105 houses at least a portion of the main refrigeration circuit (including the compressor 104, evaporator, condenser, expansion device, etc.) (not shown) and a fan / blower (not shown), and also houses a processor 110, a prime mover 122, an energy storage device 106, etc.

[0027] The refrigeration circuit of the climate control system 102 may also include one or more remote evaporator units that are climate controlled in the interior space 103 of the transport unit 100. The one or more remote evaporator units may have one or more remote evaporator fans that circulate air into the interior space 103. The remote evaporator fans may be powered, for example, by being powered by the energy storage device 106 or the prime mover 122.

[0028] Compressor 104 may be an electric compressor powered by energy storage device 106 and optionally also capable of receiving power from alternator 124 connected to prime mover 122 or from a vehicle power supply. Compressor 104 may be a hybrid compressor powered by energy storage device 106 and a mechanical connection to prime mover 122.

[0029] The energy storage device 106 stores electrical energy to power the compressor 104. The energy storage device 106 may include one or more batteries. The one or more batteries included in the energy storage device 106 may be rechargeable batteries. The one or more batteries included in the energy storage device 106 may be, for example, lead-acid batteries, lithium-ion batteries, etc. The energy storage device 106 has a limited storage capacity. Figure 1 As shown, energy storage device 106 may be included in TRU 105. In other embodiments, energy storage device 106 may be included on or in transport unit 100. In other embodiments, energy storage device 106 is a main battery of the engine of vehicle 10 or an auxiliary battery mounted on vehicle 10.

[0030] The power meter 108 measures the state of charge of the energy storage device 106. The power meter 108 may include sensors that measure parameters reflecting the state of charge of the energy storage device 106, such as voltage sensors, current sensors, etc. In an embodiment, the power meter 108 may include multiple sensors that measure the state of charge of the energy storage device 106 (e.g., a current sensor that measures the current of the energy storage device 106 and a voltage sensor that measures the voltage provided by the energy storage device 106). In an embodiment, the power meter 108 measures the state of charge of the energy storage device 106 by connecting the energy storage device 106 to a load for a predetermined amount of time and measuring changes in current and / or voltage based on connection to and / or removal from the load.

[0031] Prime mover 122 may be an internal combustion engine, such as a gasoline engine or a diesel engine. In some embodiments, prime mover 122 may directly drive operation of compressor 104 at least a portion of the time when transportation climate control system 102 is in use.

[0032] Prime mover 122 is coupled to an alternator 124 that converts mechanical energy from prime mover 122 into electrical energy. In some embodiments, prime mover 122 can provide power to compressor 104 via alternator 124.

[0033] The processor 110 is located in the TRU 105. In other embodiments, the processor 110 may be disposed in or on the vehicle 10 or the transport unit 100 and communicate with the power meter 108 and the communication link 116. The processor 110 receives the planned route and route status data of the vehicle. The planned route and / or route status data may be received via the communication link 116.

[0034] The planned route specifies the route that the vehicle 10 will take. The planned route may include a number of stops. The planned route may include a sequence of stops. The planned route may include route selection on the road between the various stops. The planned route may be determined before the vehicle 10 begins the journey.

[0035] Route state data is data about conditions that affect a route. Route state data may include, for example, weather data (e.g., ambient temperature, precipitation, cloud cover, and / or daylight intensity, and forecasts for these). Route state data may include, for example, traffic data indicating the location of traffic and estimated delays caused by such traffic. Traffic data may be data such as average traffic levels, current traffic updates, and warnings. Route state data may include geographic data indicating characteristics of a geographic area, such as constraints on emissions, which may affect the ability to operate the prime mover 122. Route state data may include road availability information, such as, for example, road closures, detours, and the like. In an embodiment, route state data identifies areas where the transportation climate control system 102 may be powered only by the energy storage device 106.

[0036] The processor 110 is configured to determine whether the energy level including the state of charge of the energy storage device 106 is sufficient to complete the planned route based on the planned route and the route status data. The energy level may also include the charge provided by the alternator 124 when the prime mover 122 is operating. In an embodiment, the energy level also includes power collected by the solar cell 118 and / or the regenerative braking energy collector 120. In an embodiment, when the energy level is insufficient to complete the planned route, the processor 110 sends a notification to the display 112 and / or the remote device 114.

[0037] Display 112 is a display provided in vehicle 10. Display 112 may be located in the cabin of vehicle 10, for example, near and viewable from the driver's seat of vehicle 10. In an embodiment, display 112 may be a touch screen or have a user input device that allows user input.

[0038] The remote device 114 is a computing device separate from the vehicle 10 or the transport unit 100. In an embodiment, the remote device 114 is a remote server. In an embodiment, the remote device 114 may be a mobile device of the driver. The remote device 114 may provide the planned route and / or route status data to the processor 110 via the communication link 116. The remote device 114 may also receive notifications generated by the processor 110 instead of or in addition to the display 112. The remote device 114 may include, for example, a user input device such as a touch screen, a mouse, a keyboard, etc. that allows user input in response to notifications generated by the processor 110. In an embodiment, the remote device 114 is a server of a route selection, fleet management, or telematics system. In an embodiment, the remote device 114 is a mobile device such as a cellular phone or a tablet. In an embodiment in which the remote device 114 is a mobile device such as a cellular phone or a tablet, the planned route and / or route status data may be obtained from a server of a route selection, fleet management, or telematics system.

[0039] The communication link 116 is a communication link that enables the vehicle to communicate with the remote device 114 while in transit. The communication link 116 may be, for example, a cellular antenna. In an embodiment, the remote device 114 is a user's mobile device (e.g., a cell phone), and the communication link 116 is a BLUETOOTH TM , near field communication, or other such short-range communication antenna. In an embodiment where the remote device 114 is a user's mobile device and the communication link 116 is a short-range communication antenna, the remote device 114 may use a cellular data connection to obtain the planned route and / or route status data, and provide the obtained planned route and / or route status data to the processor 110.

[0040] Solar panels 118 may optionally be located on the vehicle 10 or transport unit 100, such as on the top of a trailer. Solar panels 118 receive solar energy and convert the solar energy into electrical energy. Solar panels 118 may be connected to energy storage device 106 and used to provide electricity to charge and / or replenish energy storage device 106.

[0041] A regenerative braking energy harvester 120 may optionally be included in the vehicle 10 or transport unit 100. The regenerative braking energy harvester may be, for example, an axle-mounted energy harvester attached to the vehicle 10 or transport unit 100. The regenerative braking energy harvester 120 captures mechanical energy and converts the mechanical energy into electrical energy. The regenerative braking energy harvester 120 may be connected to the energy storage device 106 and used to provide power to charge and / or replenish the energy storage device 106.

[0042] Figure 2The operation according to the embodiment is shown Figure 1 A flow chart of a method 200 of a transportation climate control system 102 is shown.

[0043] The method begins at 202, whereby the state of charge of the energy storage device 106 is acquired using the power meter 108 coupled to the energy storage device 106. The state of charge is acquired while the vehicle 10 and the transport unit 100 are in transport and the transport climate control system 102 is in operation. The state of charge may be acquired by the power meter 108, for example, by measuring voltage and current, measuring changes in voltage and current based on load, etc. The method then proceeds to 204.

[0044] At 204, the energy level is determined by the processor 110 based on the state of charge obtained by the power meter 108 at 202. In some embodiments, the energy level is the state of charge. In some embodiments, the energy level also includes energy provided to the system by one or more energy collection devices. The energy collection device can be, for example, a solar panel 118 and / or a regenerative braking device 120. In an embodiment, the energy output of the energy collection device is predicted based on the planned route and / or the route state data received by the processor 110 at 206 and 208, respectively. For example, in the case where the energy collection device is a regenerative braking device, the route state data can be used to predict the amount of energy recovered. In an embodiment, traffic data can also be used to predict the collected energy. In an embodiment where the energy collection device is a solar panel, route state data such as weather data including sunlight intensity data or cloud cover data can be used to predict the collected energy. The planned route can also be used in combination with weather data to determine the time and location to determine the predicted energy value. The energy level determined at 204 can include the predicted energy value from the energy collection device.

[0045] An example implementation of determining the energy level at 204 is Figure 3 and described in detail below.

[0046] In some embodiments, the energy level also includes a predicted charge by the alternator 124 coupled to the energy storage device 106. The predicted charge by the alternator 124 can be based on the planned route, for example, a predicted time or distance during which the prime mover 122 can be operated before the route enters an emission restricted area and the transportation climate control system 102 must be operated without the prime mover 122.

[0047] At 206, processor 110 receives a planned route. The planned route may be received from remote device 114 via communication link 116. The planned route specifies a route to be taken by the vehicle. The planned route may include a number of stops. The planned route may include a sequence of stops. The planned route may include route selection on the road between the stops. The planned route may be determined before the vehicle begins the journey.

[0048] At 208, the processor 110 receives route state data. The route state data may be received from the remote device 114 via the communication link 116. The route state data is data about conditions that affect the route. The route state data may include, for example, weather data, such as ambient temperature, precipitation, cloud cover, and / or daylight intensity, and forecasts for these. The route state data may include, for example, traffic data indicating the location of traffic and estimated delays caused by such traffic. The traffic data may be data such as average traffic levels, current traffic updates, and warnings. The route state data may include geographic data indicating characteristics of a geographic area, such as constraints on emissions, which may affect the ability to operate the prime mover 122. In an embodiment, the route state data identifies an area in which the transportation climate control system 102 will be powered only by the energy storage device 106.

[0049] Once the processor 110 determines the energy level at 204 , receives the planned route at 206 , and receives route status data at 208 , the method 200 proceeds to 210 .

[0050] At 210, method 200 determines whether the energy level is sufficient to complete the planned route. Processor 110 may generate a prediction of energy consumption of transportation climate control system 102 for the planned route received at 206 based on the route status data received at 208. Processor 110 may also compare the prediction of energy consumption to the energy level determined at 204. When the predicted energy consumption exceeds the energy level, processor 110 may determine that the energy level is insufficient to complete the planned route. When the energy level exceeds the predicted energy consumption, processor 110 may determine that the energy level is sufficient to complete the planned route. Example implementations of processor 110 determining whether the energy level is sufficient to complete the planned route at 210 are described in detail below. Figure 4 2 and described in detail below. Then, the method 200 proceeds to 216. In some embodiments, the method 200 may also optionally proceed to 212 and 214.

[0051] Optionally, at 212, an alternate route is determined using processor 110. An alternate route is a route that is different from the planned route. In an embodiment, the alternate route includes all stops from the planned route. In an embodiment, the alternate route includes fewer stops than the planned route. In an embodiment, the alternate route increases the amount of time spent outside of an area in which the transport climate control system will be powered only by the energy storage device 106, for example, to allow the prime mover 122 to charge the energy storage device 106 via the alternator 124. In an embodiment, the alternate route alternates stops inside and outside of an area in which the transport climate control system 102 will be powered only by the energy storage device 106. In an embodiment, determining the alternate route includes selecting stops to skip based on a priority ranking of each of the stops. The priority ranking may be based on the frequency of deliveries to the customer, deliveries to the customer, previous skips by the customer, etc. An example embodiment of a method for processor 110 to determine an alternate route is provided at 212. Figure 5 The method 200 then proceeds to 216 .

[0052] Optionally, at 214, an operational adjustment is determined using processor 110. The operational adjustment determined by processor 110 is a change to the operation of the transport climate control system that affects the rate of power consumption of the transport climate control system. For example, the operational adjustment may be an adjustment to set points that control the operation of a compressor and an evaporator fan of the transport climate control system. In an embodiment, when used with a transport climate control system, the operational adjustment may be a change to a compressor speed and / or compressor operating capacity. An example embodiment of a method for processor 110 to determine an operational adjustment at 214 is provided in Figure 6 The method 200 then proceeds to 216 .

[0053] At 216, the processor 110 instructs the display 112 or the remote device 114 to present a notification to the user. When it is determined at 210 that the energy level is insufficient to complete the planned route, the notification may be a notification that the energy level is insufficient to complete the planned route. The notification may be an indication of a predicted run time or distance that can be successfully completed based on the energy level. The notification may optionally include an alternative route determined at 212 or an operational adjustment determined at 214. In an embodiment, the notification includes prompting the user to accept the alternative route or operational adjustment. In some embodiments, the method 200 may then optionally proceed to 218.

[0054] Optionally, at 218, user input is received, for example, at the display 112 or the remote device 114. The user input may be entered, for example, via a touch screen, a keyboard, a microphone, etc. For example, as a response to a prompt included in the notification provided at 216, the user input may include accepting or rejecting an alternative route or an operation adjustment. Then, the method 200 optionally proceeds to 220.

[0055] Optionally, at 220, the alternative route determined by processor 110 at 212 and / or the operational adjustment determined by processor 110 at 214 are implemented. Where the alternative route is determined by processor 110 and accepted via user input at display 112 or remote device 114, the alternative route may be presented to the driver of vehicle 10, for example, via display 112 or remote device 114, or via another route selection device accessible to the driver of vehicle 10 (e.g., a fleet management system, a mobile device, an in-vehicle navigation device, etc.). Where the operational adjustment is determined via processor 110 and accepted via user input at display 112 or remote device 114, the operational adjustment may be implemented via processor 110 or another controller of transportation climate control system 102, which employs the operational adjustment, such as a change to a set point temperature of transportation climate control system 102, and operates transportation climate control system 102 in accordance with the operational adjustment.

[0056] Figure 3 A flow chart of a method of determining an energy level at 204 is shown according to an embodiment. Figure 3 In the illustrated embodiment, determining the energy level at 204 includes receiving a state of charge at 302, determining a prime mover charge at 304, determining a predicted energy collection at 306, and combining the state of charge, prime mover charge, and predicted energy collection at 308. The values ​​determined by combining the state of charge, prime mover charge, and predicted energy collection at 308 may then be used to determine at 210 whether the energy level is sufficient to complete the planned route, such as Figure 2 and Figure 4 shown.

[0057] At 302 , a charging status is received by the processor 110 . The charging status obtained at 202 is provided to the processor 110 from the power meter 108 .

[0058] At 304, a predicted charge provided by the prime mover 122 and the alternator 124 is determined. The predicted charge provided by the prime mover 122 and the alternator 124 may be determined based in part on the planned route received at 206 and optionally based on the route state data received at 208. The predicted charge may be determined based on an estimate of charging the energy storage unit 106 by the alternator 124 powered by the prime mover 122. In particular, the predicted charge may be based, for example, on the efficiency of the alternator 124, the time that the prime mover 122 is predicted to be operated during the planned route, the energy consumed by the transportation climate control system 102 during operation of the prime mover 122, and the like.

[0059] At 306, the processor 110 determines the overall predicted energy collection of all energy collection components (e.g., solar panels 118 and regenerative braking energy collectors 120) included on the vehicle 10 and the transport unit 100. The overall predicted energy collection is determined by determining the amount of energy collected that is expected to be determined for each energy collection device included on the vehicle and combining these values. For example, in an embodiment in which the energy collection device of the vehicle includes a solar panel, route status data including weather data and a planned route are used to provide a period of time (or time under different cloud cover levels) of sunlight intensity. Then, the predicted solar energy can be determined using a function that specifies the efficiency and / or output of the solar panel. In an embodiment in which the energy collection device includes a regenerative braking energy collector, the length of the route determined according to the planned route can be combined with traffic data or geographic data (e.g., altitude changes, speed limits, etc. according to the route status data) to determine the planned acceleration and deceleration during the planned route; and these planned accelerations and decelerations are used to determine the amount of energy that is likely to be collected by regenerative braking. For vehicles including multiple energy collection devices, these values ​​can be combined. In an embodiment, previous trip data can be used to predict energy collection. For example, the average energy collection over a plurality of previous trips along the same route as the predicted route may be used as the value of the predicted energy collection. In an embodiment, the previous trip data corresponding to the planned route and the energy collection data of the previous trip data may be obtained via the remote device 114 and data storage and processing external to the vehicle 10.

[0060] Once the state of charge is determined at 302 , the predicted charge is determined at 304 , and the predicted energy harvest is determined at 306 , method 300 proceeds to 308 .

[0061] At 308, the state of charge, predicted charge, and predicted energy harvesting are combined to determine an overall energy level. The overall energy level determined by the processor 110 via the method 300 may include the state of charge of the energy storage device 106 and the value of the predicted additional energy that may be provided by the prime mover and energy harvesting devices (e.g., solar panels, regenerative braking devices, etc.) along the route. This combined value may then be calculated by Figure 2 The illustrated method 200 continues to determine at 210 whether the energy level is sufficient to be used in completing the planned route.

[0062] Figure 4 A flow chart of a method 400 for determining whether an energy level is sufficient to complete a route at 210 is shown according to an embodiment. In an embodiment, determining whether an energy level is sufficient to complete a route includes receiving a determined energy level at 402, determining a segment of the route that uses stored energy at 404, determining a predicted energy consumption at 406, and comparing the predicted energy consumption to the energy level at 408. In the event that the energy level is greater than the predicted energy consumption, the iterative methods 200, 400 may be terminated or continued by returning to obtain a state of charge at 202, as shown in FIG. Figure 2 In the event that the predicted energy consumption is greater than the energy level, a notification may be presented to the user at 216, such as Figure 2 shown and described above.

[0063] At 402, the processor 110 receives a determined energy level. The determined energy level is determined at 204 by the processor 110, for example, based on Figure 3 In the illustrated embodiment, the energy level is determined based on data received from the power meter 108. The energy level determined by the processor 110 at 204 may be stored in a memory and then retrieved from the memory by the processor 110 at 402.

[0064] At 404, the processor 110 determines a segment of the planned route that uses stored energy. The planned route received by the processor 110 at 206 may be compared to geographic data included in the route state data received by the processor 110 at 208. The processor 110 may identify segments of the route that fall within an area where the energy storage device 106 must be used to operate the transportation climate control system 102 by comparing the planned route to the geographic data.

[0065] At 406, the processor 110 determines the predicted energy consumption of the planned route. The predicted energy consumption can be determined based on the planned route and route status data received by the processor 110 at 206 and 208, respectively. In particular, the predicted energy consumption can be determined by using the planned route and route status data to determine the location and duration when the transportation climate control system 102 is powered by the energy storage device 106. The route status data can also be used to provide information about ambient conditions during the planned route. The ambient conditions can include, for example, the ambient temperature of the place where the transportation climate control system 102 is located and the cloud cover or sunlight intensity. The ambient conditions corresponding to the time and location of the transportation climate control system 102 when it is powered only by the energy storage device 106 can be used to determine the energy consumption of the transportation climate control system 102 during the planned route. The energy consumption can be determined based on a model, such as a function of the energy consumption of the transportation climate control system 102 over time based on the ambient conditions, simulated data, or a predetermined lookup table. In an embodiment using this mode, the total energy consumption can be an integral of the energy consumption over time based on the ambient conditions at a specific point in time.

[0066] Once the determined energy level is received at 402 , the segment of the planned route that uses stored energy is determined at 404 , and the predicted energy consumption is determined at 406 , method 400 proceeds to 408 .

[0067] At 408, the processor 110 compares the predicted energy consumption to the energy level. The value obtained in determining the predicted energy consumption at 406 is compared to the energy level received by the processor 110. In an embodiment, when the energy level is greater than the predicted energy consumption, the method 200, 400 may end. In an embodiment, when the energy level is greater than the predicted energy consumption, the method 200, 400 may iterate by returning to 202. Figure 2 In the method 200 shown, at 202, the state of charge of the energy storage device 106 is obtained by the power meter 108. In an embodiment, the iteration may be periodic, for example by introducing a delay period between the comparison of the predicted energy consumption and the energy level by the processor 110 at 408 and returning to obtaining the state of charge of the energy storage device 106 using the power meter 108 at 202. When the predicted energy consumption is greater than the energy level, the user is prompted to continue the process by presenting a notification to the user via the display 112 or the remote device 114 at 216. Figure 2 Method 200 is shown.

[0068] Figure 5 1 shows a flow chart of a method 500 for determining an alternative route for the vehicle 10 at 212 according to an embodiment. The processor 110 receives the planned route and route status data, such as Figure 2At 502, necessary stops are determined using processor 110. At 504, necessary stops in an area where energy storage is required are identified using processor 110. At 506, an alternative route is determined that schedules all necessary stops. At 508, an energy consumption of the alternative route is determined using processor 110. At 510, a determination is made using processor 110 whether the energy consumption allows the alternative route to be completed. In an embodiment, when the energy consumption of the alternative route still exceeds the energy level, the process may return to 506 to determine another alternative route. When it is determined that the energy consumption of the alternative route allows the alternative route to be completed, for example, the alternative route may be completed by Figure 2 At 216 in the illustrated method 200 , the alternative route is presented to the user by including it in a notification provided to the user.

[0069] At 502, the processor 110 determines necessary stops. In an embodiment, all stops included in the planned route are considered necessary. In an embodiment, necessary stops may be determined, for example, based on a sign or identifier associated with each stop in the planned route. Then, the method 500 proceeds to 502.

[0070] At 504, the processor 110 identifies necessary stops in the area where energy storage is required. In an embodiment, all stops included in the planned route are considered necessary stops. In an embodiment, the stops included in the planned route are all included as necessary stops. In an embodiment, the planned route includes data for each stop to identify the necessary stops. In an embodiment, the planned route includes data that prioritizes each stop, and identifies the necessary stops based on the priority data. In an embodiment, the priority data is compared with a threshold priority value to determine whether the stop is a necessary stop. In an embodiment, in each successive iteration at 212 performed by the processor 110, the threshold of the priority is made more restrictive. In an embodiment, the necessary stop can be determined based on the charging availability at a particular stop. In an embodiment, the priority data may include whether the charging facilities (e.g., shore power connection) at the stop are available. Including charging facilities in the priority data may be included as a factor in generating the priority data. Then, the method 500 proceeds to 506.

[0071] At 506, the processor 110 determines an alternative route including all necessary stops at 506. The alternative route includes route segments between all necessary stops determined by the processor 110 at 502. At 506, the processor 110 may determine the alternative route based on the route status data received by the processor 110 at 206. In an embodiment, the processor 110 may determine the alternative route by identifying and selecting a route segment with less traffic than the planned route in an area that requires the transportation climate control system 102 to be powered by the energy storage device 106 to shorten the amount of time that the transportation climate control system 102 is powered by the energy storage device 106. In an embodiment, the alternative route determined by the processor 110 may include fewer stops and therefore require less energy to complete. In an embodiment, the alternative route is determined by the processor 110 identifying and selecting the following route segments: the route segments are expected to have ambient temperature, cloud cover, and / or sunlight intensity conditions that will reduce the energy consumption of the transportation climate control system 102 when the transportation climate control system 102 is powered by the energy storage device 106. In an embodiment, the alternative route may adjust the order of the stops to first perform all stops outside of dense urban areas, for example to maximize the power collected by the solar panels 118. In an embodiment, the processor 110 may determine the alternative route by identifying and selecting the following route segments: these route segments reduce the amount of time that the transportation climate control system must be powered by the energy storage device or increase the amount of time that the transportation climate control system is powered by the prime mover 122 and / or the amount of time that the energy storage device 106 can be charged by the alternator 124 during the transportation climate control system is powered by the prime mover 122. In an embodiment, off-board processing at a processor connected to or in communication with the remote device 114 can be used to determine the alternative route. The route segments are combined into a route between all necessary stops identified at 504. Then, the method 500 proceeds to 508.

[0072] At 508, the energy consumption of the alternative route is determined using the processor 110. The processor 110 can determine the energy consumption of the alternative route by applying the method for determining energy consumption described above at 406 to the alternative route determined at 506. The alternative route determined at 506 can be combined with the route status data received by the processor 110 at 208 to determine the location and duration when the transportation climate control system 102 is powered by the energy storage device 106. The route status data can also be used to provide information about surrounding conditions during the alternative route. The surrounding conditions can include, for example, temperature, cloud cover, or sunlight intensity. The surrounding conditions corresponding to the time and location of the transportation climate control system 102 when it is powered only by the energy storage device 106 can be used to determine the energy consumption of the transportation climate control system 102 during the alternative route. In an embodiment using this mode, the total energy consumption can be the integral of the energy consumption over time based on the surrounding conditions at a specific time point of the alternative route. Then, the method 500 proceeds to 510.

[0073] At 510, the processor 110 determines whether the energy consumption determined at 508 allows the alternative route to be completed. The energy consumption determined at 508 is compared to the energy level determined by the processor 110 at 204. When the energy consumption of the alternative route is below the energy level (i.e., the alternative route can be completed), the method can proceed to 216 by providing a notification to the user via the display 112 or the remote device 114, as described above and Figure 2 The notification presented at 216 may include the alternative route and may also include a prompt for user input to accept or reject the alternative route.

[0074] In embodiments that include prompting for user input, user input accepting or rejecting the alternate route may be received at 218, for example, via a user interface device (e.g., a touch screen, a keyboard, a microphone, etc.) included in display 112 and / or remote device 114. In this embodiment, at 218, when the received user input accepts the alternate route, the alternate route described above and in Figure 2 The method 200 shown in FIG. 2 proceeds to 220 where the alternate route is implemented by changing the route provided to the driver of the vehicle from the planned route to the alternate route.

[0075] In an embodiment, when the energy consumption exceeds the energy level (i.e., the alternative route cannot be completed), the method 200, 500 iterates. In an embodiment, when the method 200, 500 iterates, the method may iterate by returning to 506, where the processor determines the alternative route. In an embodiment, when the process iterates, the process iterates by returning to 502, where the processor determines the necessary stops. In an embodiment, when the process iterates by returning to 502, the threshold used to determine the necessary stops is made more restrictive. In an embodiment, when the energy consumption of the alternative route exceeds the energy level, the above-described and Figure 2 The method 200 shown in FIG. 1 proceeds to 216 where a notification is presented to the user via the display 112 and / or the remote device 114, and the notification does not include the alternative route. In an embodiment, when the remote device 114 is a remote server, the alternative route may be provided to a user external to the vehicle 10 (e.g., a user of the remote device 114), and the user external to the vehicle 10 may indicate the alternative route to be provided to the user of the vehicle 10 (i.e., the driver), for example, via a telephone call or manually entering the alternative route into a dispatch or notification system.

[0076] Figure 6 A flow chart of a method 600 of determining an operational adjustment for the operation of the transportation climate control system 102 at 214 is shown, according to an embodiment. Figure 6 In the illustrated embodiment, at 602, the processor 110 receives cargo data. At 610, the processor 110 receives a determined energy level. At 604, the processor 110 determines an allowable set point adjustment. At 606, the processor 110 determines an adjusted set point value. At 608, the processor 110 determines a predicted updated energy consumption. At 612, the processor 110 determines at 612 whether the predicted updated energy consumption will enable the route to be completed. In an embodiment, when it is determined that the updated energy consumption will not enable the route to be completed, the process may iterate by returning to 606, where the processor 110 determines another adjusted set point.

[0077] At 602, processor 110 receives cargo data. The cargo data may be stored in a memory or provided to processor 110 via a communication link 116 by a remote device 114. The cargo data may include, for example, identification and / or classification of cargo transported in transport unit 100. The identification of the cargo may be a specific identifier such as a cargo type, such as a specific type of fruit or vegetable included in the cargo. The classification of the cargo may be an indication of the category of the cargo transported, such as meat, produce, etc. In an embodiment, a lookup table associating the identification or classification of the cargo with a preferred and / or permissible temperature is stored in a memory coupled to processor 110. The lookup table may be used to identify the preferred and / or permissible temperature of the cargo in transport unit 100 based on the cargo data received at 602. In an embodiment, the cargo data received at 602 includes the preferred and / or permissible temperature of the cargo during transportation. In an embodiment, the preferred and / or permissible temperature of the cargo may be data manually entered into the system, for example, at the time of loading. In an embodiment, a user input at the display 112 (e.g., a touch screen included in the display 112) can be used to input a preferred and / or acceptable temperature for the freight. In an embodiment, the remote device 114 can be used to input a preferred and / or acceptable temperature for the freight. In an embodiment, the display 112 and / or the remote device 114 can prompt the user to input a preferred and / or acceptable temperature for the freight, for example, at the beginning of the route. Then, the method 600 proceeds to 604.

[0078] At 604, the processor 110 determines an allowed set point adjustment. The allowed set point adjustment is a deviation from the current temperature set point of the transportation climate control system 102 that remains within the preferred and / or allowed temperature obtained in or based on the cargo data received by the processor 110 at 602. In an embodiment, the allowed set point adjustment may be a maximum allowable deviation from the current temperature set point based on the allowed temperature of the cargo. The method 600 then proceeds to 606.

[0079] At 606, the processor 110 determines an adjusted set point value for the transport climate control system 102. The adjusted set point value is a value between the current temperature set point of the transport climate control system 102 and the allowed set point adjustment determined at 604. In an embodiment, the amount of deviation is determined based on the difference between the energy level and the predicted amount of energy required to complete the route, and a larger difference causes the adjusted set point to be closer to the allowed set point adjustment, while a smaller difference causes the adjusted set point value to be closer to the current temperature set point. The classification of the deviation can be based on, for example, a predetermined lookup table of differences between the energy level and the predicted amount of energy required to complete the route, simulation data, etc. In an embodiment, the adjusted set point can be the allowed set point adjustment determined at 604. In an embodiment, the adjusted set point can be a set of predetermined set point adjustments within the allowed set point adjustments determined at 604. Then, the method 600 proceeds to 608.

[0080] At 608, processor 110 determines a predicted updated energy consumption of transportation climate control system 102 when using the adjusted set point values ​​determined at 606. The predicted updated energy consumption may be determined by processor 110 as described at 406, but using an alternative model of energy consumption as a reflection of the adjusted set point values ​​determined at 606 to determine the energy consumption. In an embodiment, the alternative model of energy consumption is a second function or a predetermined lookup table of energy consumption based on ambient conditions for a second set of temperature set points for transportation climate control system 102. Method 600 then proceeds to 612.

[0081] At 610, the processor 110 receives the determined energy level. The determined energy level received by the processor 110 at 610 is Figure 2 The energy level determined at 204 in method 200 is described. In an embodiment, according to Figure 3 The embodiment shown at 204 determines the energy level. Then, method 600 proceeds to 612.

[0082] At 612, the processor 110 determines whether the predicted updated energy consumption will enable the route to be completed. The predicted updated energy consumption determined at 608 is compared to the energy level received at 610. In an embodiment, when it is determined that the updated energy consumption will not enable the route to be completed, the process may iterate by returning to 606, where the processor 110 determines another adjusted set point. When the processor 110 determines at 612 that the updated energy consumption will enable the route to be completed, the adjusted set point value is provided to the user, for example, as described above and in Figure 2 A portion of the notification provided at 216 in the method 200 shown in FIG. In an embodiment, the notification provided at 216 in the method 200 described above and Figure 2 At 218 in the method 200 shown in FIG. 2 , a user input is received. The user input may be, for example, an acceptance or rejection of the adjusted set point value determined at 608 and / or determined at 612 to enable the route to be completed. In an embodiment, when the user input is acceptance of the adjusted set point value, the method 200 proceeds to 220 to implement the operational adjustment by controlling the operation of the transportation climate control system 102 using the adjusted set point value.

[0083] aspect:

[0084] It should be understood that any of aspects 1 to 14 may be combined with any of aspects 15 to 20.

[0085] Aspect 1. A method of operating a transportation climate control system of a vehicle, the method comprising the steps of:

[0086] obtaining a state of charge of an energy storage device capable of powering the transport climate control system when the vehicle is in transit;

[0087] determining an energy level including said state of charge;

[0088] receiving a planned route for the vehicle;

[0089] receiving route status data associated with a planned route for the vehicle, wherein the route status data includes at least one of traffic data, weather data, and geographic data identifying an area in which the transportation climate control system is to be powered exclusively by the energy storage device;

[0090] determining, with a processor, whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and

[0091] When the energy level is insufficient to complete a planned route for the vehicle, a notification is provided to a user via a display.

[0092] Aspect 2. The method according to aspect 1, wherein the planned route includes at least one section where the transport climate control system is powered by a prime mover and at least one section where the transport climate control system is powered only by the energy storage device.

[0093] Aspect 3. The method according to any one of aspects 1 to 2, wherein the energy storage device is a battery of the transport climate control system.

[0094] Aspect 4. The method according to any one of aspects 1 to 3, wherein the energy storage device is a battery of the vehicle.

[0095] Aspect 5. The method according to any one of aspects 1 to 4, wherein the energy level further comprises predicting the amount of energy collected.

[0096] Aspect 6. The method according to aspect 5, wherein the predicted amount of collected energy is predicted based on the route status data.

[0097] Aspect 7. A method according to any one of aspects 5 to 6, wherein the collected energy includes energy collected from solar energy.

[0098] Aspect 8. The method according to any one of aspects 5 to 7, wherein the harvested energy includes energy from regenerative braking.

[0099] Aspect 9. The method according to any one of aspects 1 to 8, wherein the display is located on the vehicle.

[0100] Aspect 10. The method according to any one of aspects 1 to 8, wherein the display is separate from the vehicle.

[0101] Aspect 11. The method according to any one of Aspects 1 to 10, further comprising the following steps: determining a predicted operating time of the transport climate control system based on the energy level, the planned route, and the route status data, and presenting the predicted operating time to the user via the display.

[0102] Aspect 12. The method according to any one of Aspects 1 to 11, further comprising the following steps: using the processor to determine an alternative route based on map data, the energy level, and the route status data, and wherein the notification includes the alternative route.

[0103] Aspect 13. A method according to any one of Aspects 1 to 12, the method further comprising the following steps: using the processor to determine adjusted set point parameters of the transportation climate control system capable of completing the planned route of the vehicle based on the cargo data of the vehicle, the planned route, the route status data, and the energy level, and wherein the notification includes the adjusted set point parameters.

[0104] Aspect 14. The method according to Aspect 13 further comprises the following steps: receiving user input accepting or rejecting the adjusted set point parameters, and when receiving user input accepting the adjusted set point parameters, operating the transportation climate control system according to the adjusted set point parameters.

[0105] Aspect 15. A transportation climate control system for use in a vehicle, the transportation climate control system comprising:

[0106] a refrigeration circuit including a compressor configured to be powered by an energy storage device;

[0107] a power meter configured to measure a state of charge of the energy storage device;

[0108] Display; and

[0109] A processor configured to:

[0110] receiving an energy level including a state of charge of the energy storage device;

[0111] receiving a planned route for the vehicle;

[0112] receiving route status data associated with a planned route for the vehicle, wherein the route status data includes at least one of traffic data, weather data, and geographic data identifying an area in which the transportation climate control system is to be powered only by the energy storage device; and

[0113] determining whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and

[0114] The display is instructed to provide a notification when the energy level is insufficient to complete a planned route for the vehicle.

[0115] Aspect 16. The transportation climate control system of aspect 15, further comprising: a prime mover configured to drive an alternator, wherein the alternator charges the energy storage device.

[0116] Aspect 17. A transportation climate control system according to any one of Aspects 15 to 16, wherein the transportation climate control system further comprises: a power collection device, wherein the power collection device comprises at least one of a solar cell and a regenerative braking device, and wherein the processor is further configured to determine a predicted amount of energy collected from the power collection device, and wherein the energy level also comprises the predicted amount of energy collected.

[0117] Aspect 18. A transportation climate control system according to any of Aspects 15 to 17, wherein the processor is further configured to determine an alternative route based on map data, the energy level, and the route status data, and the notification includes the alternative route.

[0118] Aspect 19. A transportation climate control system according to any one of Aspects 15 to 18, wherein the processor is configured to determine adjusted set point parameters of the transportation climate control system capable of completing the planned route of the vehicle based on cargo data of the vehicle, the planned route, the route status data, and the energy level, and the notification includes the adjusted set point parameters.

[0119] Aspect 20. A transportation climate control system according to Aspect 19, further comprising: a user input device, wherein the user input device is configured to receive an input accepting or rejecting the adjusted set point parameters, and wherein, when the input accepting the adjusted set point parameters is received, the transportation climate control system is operated according to the adjusted set point parameters.

[0120] The examples disclosed in this application are to be considered in all respects as illustrative and not restrictive. The scope of the invention is indicated by the appended claims rather than the foregoing description; and all changes that come within the meaning and range of equivalency of the claims are embraced therein.

Claims

1. A method of operating a transportation climate control system for a vehicle, the method comprising the steps of: obtaining a state of charge of an energy storage device capable of powering the transport climate control system when the vehicle is in transit; determining an energy level including said state of charge; receiving a planned route for the vehicle; receiving route status data associated with the planned route of the vehicle, wherein the route status data includes geographic data, wherein the geographic data identifies an area where the transportation climate control system is to be powered only by the energy storage device, and wherein the route status data further includes at least one of traffic data and weather data; determining, with a processor, whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and When the energy level is insufficient to complete the planned route of the vehicle, a notification is provided to a user via a display.

2. The method according to claim 1, wherein: The planned route includes at least one segment where the transport climate control system is powered by a prime mover and at least one segment where the transport climate control system is powered only by the energy storage device.

3. The method according to claim 1 or 2, wherein: The energy storage device is a battery of the transport climate control system.

4. The method according to claim 1 or 2, wherein: The energy storage device is a battery of the vehicle.

5. The method according to claim 1 or 2, wherein: The energy level also includes a predicted amount of energy to be harvested.

6. The method according to claim 5, wherein: The predicted amount of collected energy is predicted based on the route status data.

7. The method according to claim 5, wherein: The collected energy includes energy collected from solar energy.

8. The method according to claim 5, wherein: The harvested energy includes energy from regenerative braking.

9. The method according to claim 1 or 2, wherein: The display is located on the vehicle.

10. The method according to claim 1 or 2, wherein: The display is separate from the vehicle.

11. The method according to claim 1 or 2, further comprising the following steps: A predicted operating time of the transport climate control system is determined based on the energy level, the planned route, and the route status data, and the predicted operating time is presented to the user via the display.

12. The method according to claim 1 or 2, further comprising the following steps: An alternate route is determined, with the processor, based on map data, the energy level, and the route status data, and wherein the notification includes the alternate route.

13. The method according to claim 1 or 2, further comprising the following steps: Determining, with the processor, adjusted set point parameters of the transportation climate control system capable of completing the planned route of the vehicle based on cargo data of the vehicle, the planned route, the route status data, and the energy level, and wherein the notification includes the adjusted set point parameters.

14. The method according to claim 13, further comprising the steps of: User input is received accepting or rejecting the adjusted set point parameter, and when user input is received accepting the adjusted set point parameter, the transportation climate control system is operated according to the adjusted set point parameter.

15. A transportation climate control system for use in a vehicle, the transportation climate control system comprising: a refrigeration circuit including a compressor configured to be powered by an energy storage device; a power meter configured to measure a state of charge of the energy storage device; monitor; as well as A processor configured to: receiving an energy level including a state of charge of the energy storage device; receiving a planned route for the vehicle; receiving route status data associated with the planned route of the vehicle, wherein the route status data includes geographic data identifying an area where the transportation climate control system is to be powered only by the energy storage device, and the route status data further includes at least one of traffic data and weather data; determining whether the energy level is sufficient to complete the planned route of the vehicle based on the planned route and the route status data; and The display is instructed to provide a notification when the energy level is insufficient to complete the planned route of the vehicle.

16. The transportation climate control system of claim 15, further comprising: A prime mover is configured to drive an alternator, wherein the alternator charges the energy storage device.

17. The transport climate control system of claim 15 or 16, further comprising: A power collection device comprising at least one of a solar cell and a regenerative braking device, and wherein the processor is further configured to determine an amount of predicted collected energy from the power collection device, and the energy level also includes the predicted amount of collected energy.

18. A transport climate control system according to claim 15 or 16, wherein: The processor is further configured to determine an alternate route based on map data, the energy level, and the route status data, and the notification includes the alternate route.

19. A transport climate control system according to claim 15 or 16, wherein: The processor is configured to determine adjusted set point parameters of the transportation climate control system capable of completing the planned route of the vehicle based on cargo data of the vehicle, the planned route, the route status data, and the energy level, and the notification includes the adjusted set point parameters.

20. The transportation climate control system of claim 19, further comprising: A user input device is configured to receive input accepting or rejecting the adjusted set point parameter, and wherein when the input accepting the adjusted set point parameter is received, the transportation climate control system is operated according to the adjusted set point parameter.

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