System and method for intelligent load reduction of transport vehicles during transportation

Abstract

Systems and methods for intelligent load reduction in transport vehicles during transport are provided. Specifically, the vehicle may be an electric vehicle, and the load being reduced may be an HVAC or cooling load. The load reduction methods and systems may include: a predictive model of energy consumption, determining the predicted energy consumption, and comparing it with the stored energy at the vehicle. If the predicted energy consumption exceeds the stored energy, load reduction operations can be performed at the transport climate control system, such as adjusting the setpoint, adjusting the operating mode of the transport climate control system, increasing the dead zone of the compressor of the transport climate control system, utilizing natural cooling such as ambient air to provide climate control in the vehicle, or increasing cooling of the energy storage provided to the vehicle by the transport climate control system.

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to transportation climate control systems for transportation vehicles. More specifically, embodiments relate to methods and systems for predictive modeling and intelligent load shedding of transportation vehicles while they are in transit. Background Art

[0002] A transportation climate control system (e.g., a heating, ventilation, and air conditioning (HVAC) system for a passenger vehicle (e.g., a bus, railroad coach, etc.), a transportation refrigeration system (TRS) for a transportation unit (e.g., a truck, a container (e.g., a container on a flatbed, an intermodal container, etc.), a boxcar, a semi-tractor, a bus, or other similar transportation unit), etc.) can be included on a transportation vehicle to condition the air in an interior space (e.g., a passenger compartment, a cargo compartment, etc.) of the transportation vehicle. In some transportation vehicles, the transportation climate control system can be mounted externally (e.g., on the roof of the transportation vehicle, on the front wall of the transportation vehicle, etc.). The transportation climate control system can provide a comfortable environment for passengers in the transportation vehicle, or provide a desired environment for cargo stored in the transportation vehicle. Summary of the invention

[0003] Embodiments of the present disclosure generally relate to transportation climate control systems for transportation vehicles. More specifically, embodiments relate to methods and systems for predictive modeling and intelligent load shedding of transportation vehicles while they are in transit.

[0004] Electric vehicles and hybrid vehicles (including battery electric vehicles, plug-in hybrid vehicles, fuel cell vehicles, etc.) can be used to perform functions with predetermined routes or predictable routes. Examples of these electric and hybrid vehicles include transit buses, school buses and coaches, transport vehicles (such as through trains and tractor-trailers), and delivery vehicles (such as refrigerated trucks). In such applications, HVAC and / or refrigeration loads may significantly affect power consumption when executing routes. Unexpected or atypical battery discharge events (e.g., delays in traffic, unexpected stops, etc.) may jeopardize the completion of the route. The embodiments described herein can provide load shedding to allow electric and hybrid vehicles to recover from such unexpected or atypical battery discharge events, and can increase the likelihood of successfully completing the route. This can address potential range issues for electric and hybrid vehicles and reduce risks such as service interruption events or loss of cargo.

[0005] Load shedding operations may require trade-offs, such as compromising passenger comfort in a bus. Controlling load shedding operations based on a predictive model of energy consumption can allow load shedding operations to be performed when demand occurs, or even when significant power demand is expected later in the route (e.g., a route through hilly terrain or when ambient temperature changes can significantly affect HVAC power consumption).

[0006] In some embodiments, the predictive model of energy consumption can use data such as vehicle status data and route status data such as traffic and weather data to determine the predicted energy consumption. The predicted energy consumption can be compared with the stored energy (e.g., battery) available to the vehicle. The comparison can be used to determine whether to perform a load reduction operation at a transportation climate control system (e.g., the HVAC and / or refrigeration system of the vehicle). Based on the comparison between the predicted energy consumption and the stored energy, the load reduction operation can be further selected or the degree to which it is performed can be controlled. In an embodiment, the data collected during the route can be fed back to the predictive model to improve the model, for example, via a machine learning algorithm.

[0007] In an embodiment, a method for reducing a climate control load at a vehicle includes obtaining vehicle status data and obtaining route condition data. The vehicle status data is status data indicating conditions at the vehicle that affect energy storage and consumption during a route. The vehicle status data includes an amount of stored energy. The route condition data indicates conditions along the route. The method includes determining a predicted energy consumption based on the vehicle status data and the route condition data. The method also includes comparing the predicted energy consumption to the stored energy of the vehicle. When the predicted energy consumption exceeds the stored energy of the vehicle, the method also includes performing a load reduction operation at the transportation climate control system.

[0008] In an embodiment, determining the predicted energy consumption comprises determining predicted HVAC consumption for the route. In an embodiment, the vehicle state data comprises a route, and the route condition data comprises weather data. In an embodiment, the route of the vehicle comprises a number of door openings and a predicted number of passengers.

[0009] In an embodiment, determining the predicted energy consumption comprises determining a predicted traction energy consumption for the route. In an embodiment, the vehicle state data comprises a route of the vehicle, and the route condition data comprises traffic data and altitude data.

[0010] In an embodiment, performing a load shedding operation includes changing a desired climate set point of a transportation climate control system. In an embodiment, performing a load shedding operation includes changing an operating mode of the transportation climate control system. In an embodiment, performing a load shedding operation includes increasing a deadband of a compressor included in the transportation climate control system. In an embodiment, performing a load shedding operation includes increasing cooling provided to a battery of the vehicle.

[0011] In an embodiment, the method further comprises presenting a prompt to a user for accepting or rejecting the load shedding operation, and receiving user input for accepting or rejecting the load shedding operation, and wherein the load shedding operation is performed when the user input for accepting the load shedding operation is received.

[0012] In an embodiment, upon completion of a route, feedback data including a route identifier and energy consumption during the route is provided to a processor, and a model configured to determine said predicted energy consumption is updated based on the feedback data.

[0013] In an embodiment, when the predicted energy consumption is less than the stored energy of the vehicle, the load of the transportation climate control system is increased.

[0014] In an embodiment, a load shedding system of a vehicle includes an energy storage source and an energy storage management system, the energy storage management system being configured to obtain stored energy of the energy storage source. The load shedding system includes a communication link located on the vehicle. The load shedding system also includes a transportation climate control system. The load shedding system also includes a processor configured to: obtain vehicle state data indicating conditions at the vehicle that affect energy storage and consumption during a route, the vehicle state data including stored energy; obtain route condition data indicating conditions along the route; determine a predicted energy consumption based on the vehicle state data and the route condition data; compare the predicted energy consumption to the stored energy of the vehicle; and, when the predicted energy consumption exceeds the stored energy of the vehicle, directly perform a load shedding operation at the transportation climate control system.

[0015] In an embodiment, the transportation climate control system is a vehicle HVAC system.

[0016] In an embodiment, the processor is included in a controller located at the vehicle.

[0017] In an embodiment, the processor is located remotely from the vehicle.

[0018] In an embodiment, the energy storage source comprises one or more batteries.

[0019] In an embodiment, the load shedding system further includes a door sensor configured to detect a status of a door of a space receiving climate control from the transport climate control system.

[0020] In an embodiment, a transportation climate control system is configured to provide cooling to an energy storage source. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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.

[0022] Figure 1A is a perspective view of a passenger vehicle including a transportation climate control system according to one embodiment.

[0023] Figure 1B is a perspective view of a refrigerated transport unit attached to a tractor according to one embodiment.

[0024] Figure 2 According to an embodiment Figure 1A and 1B Schematic diagram of components of a transport vehicle as shown in any one of the figures.

[0025] Figure 3 is a schematic diagram of a system for predictive modeling and load shedding according to an embodiment.

[0026] Figure 4 is a flow chart of a method for energy assessment and load shedding in a vehicle according to one embodiment.

[0027] Like reference numerals refer to like parts throughout. DETAILED DESCRIPTION

[0028] Embodiments of the present disclosure generally relate to transportation climate control systems for transportation vehicles. More specifically, embodiments relate to methods and systems for predictive modeling and intelligent load shedding of transportation vehicles while they are in transit.

[0029] The terms used in this specification are intended to describe specific embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the terms "a", "an" and "the" also include plural forms. The terms "comprise" and / or "include" when used in this specification indicate the presence of stated features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or components.

[0030] A transportation climate control system may generally be configured to control one or more environmental conditions (e.g., temperature, humidity, atmosphere, air quality, etc.) within an interior space (e.g., a passenger compartment, a cargo hold, etc.) of a transportation vehicle (e.g., a bus, a railroad car, a truck, a container (e.g., a container on a flatbed, an intermodal container, etc.), a boxcar, a semi-tractor, etc.). Generally, fresh air (e.g., outside air) and / or conditioned air (e.g., air conditioned by a refrigeration circuit of a transportation climate control system) may be supplied to the interior space of a transportation vehicle via a transportation climate control system.

[0031] Figure 1A is a perspective view of a vehicle 10 including a transportation climate control system according to one embodiment. Figure 1A In the illustrated embodiment, the vehicle 10 is a mass transit bus that can transport passengers (not shown) to one or more destinations. In other embodiments, the vehicle 10 can be a school bus, a railway vehicle, a subway vehicle, or other commercial vehicle that transports passengers. Hereinafter, the term "vehicle" will be used to represent all such passenger vehicles, and should not be interpreted as limiting the scope of protection of the present application to only mass transit buses.

[0032] Figure 1A The vehicle 10 is shown to include a frame 15, a passenger compartment 20 supported by the frame 15, wheels 25, and a compartment 30. The frame 15 includes doors 35 located on the sides of the vehicle 10. Figure 1A As shown, a first door 35 is located near the front end of the vehicle 10 and a second door 35 is located on the frame 15 toward the rear end of the vehicle 10. Each door 35 is movable between an open position and a closed position to selectively allow access to the passenger compartment 20. The vehicle 10 also includes a transportation climate control system 75 attached to the frame 15 of the vehicle 10 and located on the roof 85.

[0033] The transport climate control system 75 includes a refrigeration circuit (see Figure 2 ) and is configured to provide conditioned air within the passenger compartment 20. The compartment 30 is located near the rear end of the vehicle 10 and may include an electrical system (see Figure 2 ), the power system is coupled to the frame 15 to drive the wheels 25. In some embodiments, the carriage 30 can be located elsewhere on the vehicle 10 (e.g., near the front end, etc.).

[0034] The transport climate control system 75 also includes a climate controller 90 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 75 and transmit parameter data to the climate controller 90. The climate controller 90 is configured to control the operation of the transport climate control system 75. The programmable climate controller 90 may include a single integrated control unit 90, or may include a distributed network of climate controller elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0035] The transport climate control system 75 can be configured to perform one or more load shedding operations. The load shedding operations can include one or more of: changing the desired climate set point of the transport climate control system 75, changing the operating mode of the transport climate control system 75, increasing deadband in the transport climate control system 75, and utilizing ambient air for climate control.

[0036] Changing the desired climate set point of the transportation climate control system 75 includes changing the desired temperature to be maintained in the vehicle 10 by the transportation climate control system 75, for example, to be closer to the ambient temperature outside the vehicle 10. By reducing the difference between the desired climate set point and the ambient environment, the energy cost for operating the transportation climate control system 75 can be reduced.

[0037] The load shedding operation may include changing the operating mode of the transport climate control system 75. The operating modes may be: a cooling mode, in which the compressor and evaporator fan are operated to provide cooling to the passenger compartment 20; a heating mode, in which heating is provided to the passenger compartment 20; a defrost mode, in which the evaporator coil of the transport climate control system 57 is defrosted; an empty mode, in which the compressor is not operated; a dehumidification mode, in which the air in the passenger compartment 20 is dehumidified; a reheating mode, etc. The reheating mode may include cooling the air to condition the air by, for example, removing moisture and then heating the air as needed to maintain the desired set point temperature. The reheating mode may require near-continuous use of the compressor, which may increase energy consumption. Certain modes, such as the dehumidification mode or the reheating mode, may provide optional adjustments to the air quality. In one example of a load shedding operation, one or more of these optional air quality adjustment operating modes may be deactivated by the transport climate control system 75 to reduce energy consumption.

[0038] Increasing the deadband of the transport climate control system 75 can reduce cycling of the compressor of the transport climate control system 75. Increasing the deadband can be accomplished, for example, by increasing the allowable deviation from the desired temperature set point, introducing a delay period between deactivation and subsequent activation of the compressor, etc. For example, the allowable deviation from the desired temperature set point can be changed from + / - 5 degrees Fahrenheit to + / - 10 degrees Fahrenheit.

[0039] Using ambient air for climate control may include opening dampers to introduce ambient air into passenger compartment 20 rather than operating transportation climate control system 75. Using ambient air for climate control may be based on ambient air conditions, such as temperature and humidity.

[0040] In an embodiment, the load reduction operation performed at the transport climate control system 75 includes increasing the amount of cooling provided to the energy storage source cooler. Under certain conditions, increasing the cooling at the cooler can reduce the discharge of the energy storage source. For example, when the energy storage source (e.g., a battery) is above a certain temperature, it will discharge faster. Under high load, the battery temperature will increase, causing extremely fast discharge. By ensuring sufficient cooling, this excessive discharge can be reduced or prevented. For example, increasing the load at the transport climate control system 75 to increase cooling, and directing the cooling to the cooler can allow the vehicle 10 to maintain a desired battery temperature even under high load. During high traction energy use (e.g., climbing or frequent starting and stopping), the increased cooling at 306 can reduce the discharge of the energy storage source 304.

[0041] The load shedding operation may be directed by the climate controller 90. In an embodiment, the load shedding operation may be directed by communication between the transport climate control system 75 and the remote server 98 via the communication antenna 95. The communication antenna 95 may be, for example, a cellular antenna that provides a wireless data connection (e.g., for a global system for mobile communications (GSM), 3G, 4G, LTE, and / or other such connections). The remote server 98 may be configured to provide weather and traffic data to the climate controller 90. In an embodiment, the remote server 98 is configured to determine a predicted energy consumption of the vehicle 10 or the transport climate control system 75. In an embodiment, the remote server 98 is configured to manage energy consumption by directing the transport climate control system 75 to perform the load shedding operation.

[0042] In an embodiment, climate controller 90 may be configured to direct transport climate control system 75 to perform load shedding operations. In an embodiment, climate controller 90 is configured to determine predicted energy consumption, compare predicted energy consumption to stored energy, and direct performance of one or more load shedding operations.

[0043] Figure 1B One embodiment of a refrigerated transport unit 105 is shown attached to a tractor 120. Refrigerated transport unit 105 includes a transport climate control system 100 for transport unit 125. Tractor 120 is attached to transport unit 125 and is configured to tow transport unit 125. Figure 1BThe transport unit 125 is shown as a trailer. It should be understood that the embodiments described herein are not limited to tractor and trailer units, but can be applied to any type of transport unit (e.g., container on a flatbed, intermodal container, etc.), truck, boxcar, or other similar transport unit. The transport unit 125 may include one or more doors (not shown) that are movable between open and closed positions to selectively allow access to the cargo hold 150. The transport climate control system 100 includes a climate control unit (CCU) 110 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within the cargo hold 150 of the transport unit 125.

[0044] The CCU 110 is disposed on the front wall 130 of the transport unit 125. In other embodiments, it should be understood that the CCU 110 may be disposed, for example, on the roof or another wall of the transport unit 125. The CCU 110 includes a refrigeration circuit for conditioning the air to be provided in the cargo compartment 150 (see Figure 2 The CCU 110 may also include a power system (see FIG. 1 ) for powering components of the transportation climate control system 100 (eg, a compressor, one or more fans and blowers, one or more sensors, one or more solenoid valves, etc.). Figure 2 ).

[0045] The transportation climate control system 100 also includes a climate controller 170 and one or more sensors (not shown) configured to measure one or more parameters of the transportation climate control system 100 and transmit parameter data to the climate controller 170. The climate controller 170 is configured to control the operation of the transportation climate control system 100. The programmable climate controller 170 may include a single integrated control unit 160, or may include a distributed network of climate controller elements 160, 165. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0046] The transport climate control system 100 may be configured to be capable of performing one or more load shedding operations. The load shedding operations may include one or more of: changing a desired climate set point of the transport climate control system 100, changing an operating mode of the transport climate control system 100, increasing a dead band in the transport climate control system 100, and utilizing ambient air for climate control. In an embodiment, the load shedding operations include increasing the amount of cooling provided to an energy storage source, such as a battery (not shown) included in, for example, the CCU 110 or the tractor 120.

[0047] In an embodiment, climate controller 170 may be configured to direct transportation climate control system 100 to perform load shedding operations. In an embodiment, climate controller 170 is configured to determine predicted energy consumption, compare predicted energy consumption to stored energy, and direct performance of one or more load shedding operations.

[0048] Programmable climate controller 170 may communicate with remote server 180 via communication antenna 175. Remote server 180 may be configured to provide weather and traffic data to programmable climate controller 170. In an embodiment, remote server 180 is configured to determine a predicted energy consumption of tractor 120 and / or transport climate control system 100. In an embodiment, remote server 180 is configured to manage energy consumption by directing transport climate control system 100 to perform load shedding operations.

[0049] Figure 2 Shows such as Figure 1A The transport vehicle 10 shown or Figure 1B A schematic diagram of components of a transport vehicle 200 of a transport unit 100 is shown. Figure 2 A power system 205 is shown, which may be an all-electric system (e.g., powered by an energy storage source) without a corresponding prime mover. In other embodiments, the power system 205 may include a prime mover (e.g., an internal combustion engine), or alternatively may include a hybrid engine including an electric power system coupled to a prime mover. Hereinafter, the term "power system" will be used to represent all such power systems, and should not be interpreted as limiting the scope of protection of the present application to only all-electric systems.

[0050] exist Figure 2 In the illustrated embodiment, the power system 205 provides power to the wheels 209 (e.g. Figure 1AIn addition to powering the wheels 25 shown, the power system 205 can also provide most (if not all) of the power to vehicle components and accessories, and can include an "off" state and an "on" state. Typically, the vehicle 200 can be operated at one or more speeds, and the power system 205 can be the main driving component or mechanism for the speed of the vehicle 200. The power system 205 can also operate at relatively high loads and relatively low loads. The load borne by the power system 205 is defined by the amount of work per time unit that the power system 205 must provide to move and operate the vehicle 200. In other words, the load of the power system 205 can be defined by the amount of output power that the power system 205 must provide to move and operate the vehicle 200. For example, when the vehicle 200 is moving uphill or on rough terrain, the power system 205 may be under a relatively high load. When the vehicle 200 is traveling downhill, when the vehicle 200 is moving on relatively flat terrain, or when the power system 205 is idling, the power system 205 may be under a relatively low load. Typically, changes in the load of power system 205 may be indicated by changes in the output power of power system 205, measured in kilowatts or horsepower, for example.

[0051] In some embodiments, power system 205 may be dedicated to powering transportation climate control system 225. In these embodiments, power system 205 may not power wheels 209. In these embodiments, power system 205 may be located in a TRU (e.g., TRU 110), or may be located separate from the TRU, such as in an under-frame suspension configuration.

[0052] Power system sensor 207 is coupled to power system 205 to sense the condition and / or usage of power system 205 and generate a signal indicative of the condition of the power system. In some embodiments, power system sensor 207 can be configured to detect the load operated by power system 205. In these embodiments, power system sensor 207 can generate a signal indicative of the load of the power system. In other embodiments, sensor 207 can be configured to detect the startup of power system 205 from an "off" state.

[0053] Continue to refer Figure 2, the transport vehicle 200 may also include an automatic passenger counter (APC) unit 215 that is operable to track the number and duration of passengers (e.g., people, animals, etc.) in the interior space of the transport vehicle 200 at any time. The APC unit 215 includes an APC sensor 217 that senses when a passenger enters or leaves the transport vehicle 200. It has been found that passengers (e.g., people, animals, etc.) have natural convection (i.e., thermal plumes) that radiate heat and moisture to the surrounding environment. The conditioned interior space may be affected by the thermal plumes around the passengers. Therefore, data from the APC unit 215 can be used to calculate the relative humidity within the interior space of the transport vehicle 200 at any given time.

[0054] The transport vehicle 200 also includes a vehicle control system 220, a transport climate control system 225 (e.g., Figure 1A The transport climate control system 75 shown and Figure 1B The transport climate control system 200 shown in FIG. 20 ) and a controller 230 in communication with a vehicle control system 220 and a transport climate control system 225. The vehicle control system 220 may be located anywhere on the transport vehicle 200 and communicate with electrical and / or mechanical components (not shown) of the transport vehicle 200. The vehicle control system 220 also communicates with a door control device 235, a power system 205, and a vehicle positioning system 215 to receive corresponding signals from a door sensor 237, a power system sensor 207, and a vehicle position sensor 217. In some embodiments, additional vehicle conditions of the transport vehicle 200 may also be sensed by one or more sensors.

[0055] The transport vehicle 200 includes a door control device 235 coupled to each door 240 (only one is shown). The door control device 235 is operable to move the door 240 between a corresponding open position and a closed position. In some embodiments, the door control device 235 is manually operated by an operator of the transport vehicle 200 to open and close the door 240. In other embodiments, the door control device 235 can automatically (e.g., via an electronic signal, etc.) open and close the door 240. In other embodiments, a door control device 235 can be provided for each door 240 of the vehicle 200 to open and close each door 240 independently.

[0056] The door sensor 237 is coupled to each door 240 to sense when and how long one or all doors 240 are in an open position and to generate a signal indicating the corresponding position and duration of the door 240. For example, the door sensor 237 may generate a first signal indicating that one or all doors 240 are in an open position and the duration of the open position, and may generate a second signal indicating that the door 240 is in a closed position and the duration of the closed position. The door opening frequency and duration information obtained by the door sensor 237 may be combined with the information obtained from the APC unit 215 to determine the impact of the thermal plume within the interior space.

[0057] Alternatively, the door sensor 237 may positively not generate any signal when the door 240 is in the closed position (i.e., the sensor is "silent" when the door 240 is in the closed position). However, the silencing of the door sensor 237 when the door 240 is closed may indicate that the door 240 is in the closed position. In some embodiments, one door sensor 237 may be coupled to two or all of the doors 240. In other embodiments, one door sensor 237 may be provided for each door 240 to independently sense the position of the corresponding door 240.

[0058] Figure 2 The transport climate control system 225 is shown to include a refrigeration loop 250, a climate controller 255, and a data logging device 260. The refrigeration loop 250 is a vehicle climate control loop that is operable to control one or more environmental conditions (e.g., temperature, humidity, atmosphere, air quality, etc.) of the interior space of the transport vehicle 200 based on geographic location-specific data, climate control data, and passenger / load data. The refrigeration loop 250 includes an external heat exchanger 270, an internal heat exchanger 275, a compressor 280, a first ventilator 285, and a second ventilator 290. In the illustrated embodiment, the first ventilator 285 and the second ventilator 290 are fans. The refrigeration loop 250 may also include additional components (not shown). A working fluid (e.g., a refrigerant) flows through the refrigeration components to provide air to the interior space (e.g., Figure 1A The passenger compartment 20 and Figure 1B The cargo hold 150 shown provides conditioned air.

[0059] The speed of the refrigeration loop 250 can be defined as the speed at which the working fluid flows through the external heat exchanger 275 and / or the internal heat exchanger 270. The speed of the refrigeration loop 250 can also be defined as the speed of the compressor 280, the speed of the first air mover 285, and / or the speed of the second air mover 290, as well as the speeds of other components of the refrigeration loop 250.

[0060] In some configurations, in a cooling mode of the refrigerant circuit 250, the external heat exchanger 270 can cool the heated working fluid flowing from the compressor 280. The external heat exchanger 270 can include a gas cooler, or alternatively a condenser, depending on the type of working fluid routed through the refrigeration circuit 250. In other configurations, in a heating mode of the refrigeration circuit 250, the external heat exchanger 270 can heat the cooled working fluid.

[0061] Although not shown, the internal heat exchanger 275 (e.g., evaporator, etc.) can be in fluid communication with the external heat exchanger 270 to receive the cooled working fluid and transfer the heat from the air passing through the internal heat exchanger 275 to the working fluid before the conditioned air enters the interior space. The compressor 280 is in fluid communication with the external heat exchanger 270 and the internal heat exchanger 275 to compress the heated working fluid received from the internal heat exchanger 275 and provide a working fluid flow throughout the refrigeration circuit 250. In some embodiments, the compressor 280 can be a single-speed (e.g., open state and closed state) compressor. In other embodiments, the compressor 280 can be a two-speed compressor (e.g., high speed and low speed). In yet other embodiments, the compressor 280 can be a variable speed compressor that can operate at multiple speeds. The speed of the compressor 280 can be based in part on the desired pressure of the working fluid in the refrigeration circuit 250.

[0062] Typically, the first ventilation device 285 and the second ventilation device 290 include a fan or blower that guides airflow through one or more components of the refrigeration circuit 250. In certain embodiments, the first ventilation device 285 and the second ventilation device 290 can be single-speed (e.g., open state and closed state) ventilation devices. In other embodiments, the first ventilation device 285 and the second ventilation device 290 can be dual-speed (e.g., high speed and low speed) ventilation devices. In certain embodiments, the first ventilation device 285 and the second ventilation device 290 can be variable-speed ventilation devices that can operate at multiple speeds. The first ventilation device 285 is coupled to the external heat exchanger 270, and the speed of the first ventilation device 285 can be based on the desired airflow through the external heat exchanger 270. The first ventilation device 285 can guide air through the external heat exchanger 270 to cool the heated compressed working fluid that flows out from the compressor 280.

[0063] The second air moving device 290 is coupled to the internal heat exchanger 275, and the speed of the second air moving device 290 can be based on the desired air flow through the internal heat exchanger 275. The second air moving device 290 can generally direct air through the internal heat exchanger 275 to condition the air entering the interior space via heat transfer with the cold working fluid flowing through the internal heat exchanger 275.

[0064] The climate controller 255 communicates with the compressor 280 to control the compressor capacity, and communicates with the first ventilator 285 and the second ventilator 290 to control the speed of the first ventilator 285 and the second ventilator 290. The climate controller 255 is operable to change the refrigeration loop 250 between an "off" state and an "on" state, and further control the capacity of the refrigeration loop 250 based in part on the desired temperature of the interior space and further based on the environmental conditions adjacent to the transport climate control system 225. In some embodiments, the climate controller 255 may include a memory portion (not shown) that stores desired climate set points (e.g., a desired temperature set point within the interior space, a desired humidity set point within the interior space, a desired exhaust temperature set point, etc.).

[0065] The climate controller 255 also communicates with a discharge temperature sensor 292, an interior heat exchanger sensor 277, a compressor sensor 282, and an exterior heat exchanger sensor 272. When present, the climate controller 255 may also communicate with one or more interior space temperature sensors 252 and / or one or more interior space humidity sensors 254. The climate controller 255 may also communicate with other sensors (not shown) coupled to components of the refrigeration loop 250. A discharge temperature sensor 292 is disposed proximate the second ventilator 290 to sense the discharge temperature of the conditioned air directed into the interior space.

[0066] The climate controller 255 is configured to direct the transport climate control system 225 to perform one or more load shedding operations. The load shedding operations may include one or more of: changing the desired climate set point of the transport climate control unit 225, changing the operating mode of the transport climate control unit 225, increasing the dead space in the transport climate control unit 225 to reduce the cycling of the compressor 280, and utilizing ambient air for climate control to reduce the use of the refrigeration loop 250 and the components it powers, including the ventilators 285, 290 and the compressor 280.

[0067] The internal heat exchanger sensor 277 is coupled to the internal heat exchanger 275 to sense the temperature of the working fluid flowing through the internal heat exchanger 275 and generate a signal indicating the temperature of the working fluid. In other embodiments, the internal heat exchanger sensor 277 can sense the temperature of the air flowing through the internal heat exchanger 275. In other embodiments, the internal heat exchanger sensor 277 can sense the pressure of the working fluid flowing through the internal heat exchanger 275.

[0068] The compressor sensor 282 is coupled to the compressor 280 to sense the pressure of the working fluid flowing through the compressor 280. In some embodiments, the compressor sensor 282 can monitor the pressure of the working fluid entering the compressor 280 (i.e., the suction pressure). In other embodiments, the compressor sensor 282 can monitor the pressure of the working fluid leaving the compressor 280 (i.e., the discharge pressure). In other embodiments, the compressor sensor 282 can be configured to sense the discharge pressure and the suction pressure of the working fluid flowing through the compressor 280.

[0069] The external heat exchanger sensor 272 is coupled to the external heat exchanger 270 to sense the temperature of the working fluid leaving the external heat exchanger 270 and generate a signal indicative of the sensed temperature. In some embodiments, the external heat exchanger sensor 272 may be located in a refrigeration line (not shown) near and downstream of the external heat exchanger 270.

[0070] One or more interior space temperature sensors 252 may be disposed at various locations within the interior space to sense the temperature within the interior space. One or more (25) interior space humidity sensors 254 may be disposed at various locations within the interior space to sense the humidity within the interior space.

[0071] The refrigeration circuit 250 can operate at various capacities, ranging from zero capacity in an off state to full capacity in an on state. The capacity of the refrigeration circuit 250 is the capacity of the refrigeration circuit 250 that is able to condition the air entering the interior space.

[0072] The full capacity of the refrigeration loop 250 may correspond to a pull-down cooling mode of the transport climate control system 225, and the reduced capacity (i.e., a capacity less than full capacity) of the refrigeration loop 250 may correspond to a reduced capacity cooling mode or a noise reduction mode of the transport climate control system 225. Typically, the speed of one or more transport climate control system components in the reduced capacity mode or the noise reduction mode is slower than the speed of the same component in the pull-down cooling mode, and the transport climate control system 225 in the noise reduction mode may reduce the perceived noise emanating from the transport climate control system 225. For example, when the transport climate control system 225 is operated at full capacity (i.e., in the pull-down cooling mode), the refrigeration loop 250 may operate at a speed that enables the temperature within the interior space to be quickly reduced from near ambient temperature to a desired temperature set point. In some embodiments, when the transport climate control system 225 is operated at a reduced capacity (e.g., in the reduced capacity mode, the noise reduction mode, etc.), the refrigeration loop 250 may operate at a speed slower than the speed required to maintain the desired temperature set point of the interior space.

[0073] The transport climate control system 225 is configured to operate in a variety of operating modes, including, for example, a continuous cooling mode, a cyclic sentinel cooling mode, a pull-down cooling mode, a reduced capacity cooling mode, a heating mode, a defrost mode, a radiation (e.g., noise, CO2, specific substances, nitrogen oxides, etc.) reduction mode, a fuel reduction mode, a humidity reduction mode, a ventilation mode, a reheating mode, etc. The continuous cooling mode can allow the compressor 280 to be continuously maintained in an on state so that the refrigeration circuit 250 can provide cooled air to the interior space. The cyclic sentinel cooling mode can allow the compressor 280 to operate in a mode of cycling in an on state and an off state for a period of time so that the refrigeration circuit 250 can provide cooled air to the interior space. The pull-down cooling mode can allow the refrigeration circuit 250 to operate at full capacity to quickly reduce the temperature in the interior space from near ambient temperature to a desired temperature set point. The reduced capacity cooling mode can allow the refrigeration circuit 250 to operate at a reduced capacity to slow down or stop the temperature reduction in the interior space. The heating mode can allow the refrigeration circuit 250 to provide heated air to the interior space to increase the temperature in the interior space. The defrost mode may allow the refrigeration circuit to defrost, for example, the evaporator coil of the interior heat exchanger 275. The radiation reduction mode may allow the refrigeration circuit 250 to operate so as to reduce radiation of one or more of noise, CO2, certain substances, nitrogen oxides, etc. from the transport climate control system 225. The fuel reduction mode may allow the transport climate control system 225 to reduce the amount of fuel used to operate the transport climate control system 225. The humidity reduction mode may reduce the humidity in the interior space by, for example, operating the second ventilator 290 independently of the compressor 280.

[0074] The data recording device 260 is configured to receive and store real-time information about the transport vehicle 200 and the transport climate control system 225. The data recording device 260 can also operate as a telematics unit and send real-time information about the transport vehicle 200 and the transport climate control system 225 to the host service. In some embodiments, the data recording device 260 can be a first-party data recording and telematics device of the transport climate control system 225, or a third-party data recording and telematics device separate from the transport climate control system 225. The data recording device 260 can also include a vehicle location sensor 262. The vehicle location sensor 262 can be a global positioning system sensor that communicates with a global positioning system (not shown) that determines the location of the transport vehicle 200.

[0075] In some embodiments, the data logging device 260 can access real-time ambient temperature and / or humidity data external to the location of the transport vehicle 200 using, for example, GSM or General Packet Radio Service (GPRS). In some embodiments, the data logging device 260 can access real-time 20 ambient temperature and / or humidity information at the location determined by the vehicle location sensor 262 from, for example, the National Oceanic and Atmospheric Administration (NOAA). In some embodiments, the data logging device 260 is configured to record data collected during the route, such as: the number of stops, the number of door openings, passenger data (such as the number of passengers and / or passenger counts over time during the route), an identifier of the route taken by the vehicle, energy consumption during the route (e.g., the starting energy level and the ending energy level at the vehicle's energy storage source), etc., and report this data to the remote server 245 for use in a predictive model of energy consumption.

[0076] It should be understood that in other embodiments, the vehicle position sensor 262 may be part of, for example, the climate controller 255, the controller 230, the vehicle control system 25220, or another device of the transport vehicle 200. Also, in some embodiments, the data logging device 260 may be embedded in or with the climate controller 255.

[0077] The controller 230 is disposed in the vehicle 200 and may generally be located anywhere on the vehicle 200. The controller 230 communicates with the vehicle control system 220 and the transportation climate control system 225 to monitor the conditions of the vehicle 200 and the climate control system 225, and controls the transportation climate control system 225 in response to the sensed temperature within the interior space and the sensed vehicle conditions. In some embodiments, the controller 230 may be a separate controller 230 in addition to the vehicle control system 220 and the climate controller 255. In other embodiments, the vehicle control system 220 and / or the climate controller 255 may be part of the controller 230 or included in the controller 230.

[0078] In some embodiments, the controller 230 and / or the data recording device 260 can communicate with a remote server 245 that is separate from and remote from the transport vehicle 200. The controller 230 and / or the data recording device 260 can send the energy parameters to the remote server 245, which can then predict the energy utilization of the transport climate control system 225, calculate the energy cost of the transport climate control system 225, determine whether to perform load reduction operations at the transport climate control system 225, etc. In an embodiment, the remote server 245 hosts a predictive model of energy consumption represented by the transport climate control load, traction load, and / or accessory load at the vehicle. The predictive model at the remote server 245 can be, for example, one or more predetermined equations, lookup tables, machine learning algorithms, etc. In an embodiment, the predictive model can be hosted on the vehicle, such as at the controller 230.

[0079] Figure 3 is a schematic diagram of a system 300 for predictive modeling and load shedding, according to an embodiment.

[0080] System 300 includes vehicle 302. Vehicle 302 may be, for example, a transport bus, such as Figure 1A The vehicle 10 shown. Embodiments of the system 300 may be included in other types of vehicles 302, such as Figure 1B A through truck, refrigerated truck, or tractor-trailer, such as tractor 120 and transport unit 125 are shown.

[0081] The vehicle 302 includes an energy storage source 304. The energy storage source 304 may be, for example, one or more batteries, fuel cells, flywheel power storage systems, etc. The energy storage source 304 stores electricity and provides electricity for operation of one or more loads of the vehicle 302. The one or more loads include, for example, a transportation climate control system 310 that provides climate control for the interior space of the vehicle 302. In an embodiment, the energy storage source 304 may be used to provide power to a traction load in the vehicle 302 (i.e., one or more electric motors used to drive the wheels of the vehicle 302).

[0082] The energy storage source 304 may further include a chiller 306. The chiller 306 may provide cooling to the energy storage source 304, such as for managing battery temperature, wherein the energy storage source 304 includes one or more batteries. The chiller 306 may receive cool air or other fluid from a transportation climate control system 310 included in the vehicle 302. Cooling, for example, the batteries of the energy storage source 304 may affect the discharge characteristics of the batteries as power is drawn from the batteries. For example, increasing the HVAC load to ensure a suitable battery temperature may reduce discharge during periods when the traction system of the vehicle 302 draws a large amount of power from the energy storage source 304, such as during hill climbing or stop-and-go traffic.

[0083] The energy storage source 304 interfaces with an energy storage management system 308. In an embodiment, the energy storage management system 308 may be a battery management system. The energy storage management system 308 is configured to obtain the energy level (e.g., charge level) stored by the energy storage source 304. The energy storage management system 308 may provide the energy level stored at the energy storage source 304 to the model predictive control algorithm 314 via a wireless or wired connection. In an embodiment, the antenna 312 is used to send the energy level from the energy storage management system 308 to the model predictive control algorithm 314.

[0084] exist Figure 3 In the illustrated embodiment, the transport climate control system 310 is such as Figure 1B The HVAC system of the transport coach of the vehicle 10 is shown. The transport climate control system 310 may be, for example, included in a through bus (e.g. Figure 1B In an embodiment, the transport climate control system 310 provides cooling utilized by the chiller 306 to cool the energy storage source 304. The transport climate control system 310 may draw power from the energy storage source 304.

[0085] Antenna 312 is configured to allow communication between system components located at vehicle 302 and other system units (e.g., communication via the Internet). Antenna 312 can be, for example, a cellular antenna that provides a wireless data connection (e.g., 3G, 4G, LTE, and / or other such connections).

[0086] System 300 includes a model predictive control algorithm 314. Figure 3 In the illustrated embodiment, the model predictive control algorithm 314 is shown as being hosted in the cloud, on a server that is separate from and remote from the vehicle 302. When the model predictive control algorithm 314 is located remote from the vehicle 302, the model predictive control algorithm can provide control information to a controller (e.g., Figure 2 The controller 230 shown in FIG. 3 provides, for example, a predicted energy consumption for completing a route, instructions for performing a load reduction operation, or instructions for performing a specific load reduction operation. In an embodiment, the model predictive control algorithm 314 can be hosted on the vehicle 302, such as in Figure 2 Controller 230 or climate controller 255 is shown. In this embodiment, model predictive control algorithm 314 receives route condition data via antenna 312, such as traffic and weather data.

[0087] Model predictive control algorithm 314 is configured to predict energy requirements for completing the route. The predicted energy consumption for completing the route may include, for example, the transport climate control energy consumption of transport climate control system 310 and the traction energy consumption of vehicle 302. The energy requirements may also include predicted energy consumption of controls and / or accessory devices, which may be based on, for example, the estimated remaining duration of the route.

[0088] In an embodiment, the model predictive control algorithm 314 can determine the predicted transportation climate control energy consumption. The predicted transportation climate control energy consumption can be determined based on parameters that affect the energy consumption used to operate the transportation climate control unit 310. These parameters can include, for example, the number and / or duration of door openings, the number of passengers, the remaining duration of the route, ambient temperature, temperature prediction, solar intensity, cloud cover, etc. A predictive model can be used to determine the predicted transportation climate control energy consumption. The predictive model can be, for example, a lookup table, a mathematical model, a machine learning algorithm, etc.

[0089] In an embodiment, the model predictive control algorithm 314 may determine a predicted traction energy consumption for the vehicle 302. The predicted traction energy consumption is the amount of energy required to drive the vehicle to move (e.g., to power one or more electric motors that drive the wheels of the vehicle 302 to complete the route). The traction energy consumption may be predicted using a predictive model. The predictive model may be, for example, a lookup table, a machine learning algorithm, etc. The predictive model may determine the predicted traction energy consumption based on parameters that affect energy consumption during the remainder of the route (e.g., remaining distance, expected speed, expected number of start and stop operations, expected altitude changes, and other such factors that affect the energy required to successfully complete the route). In an embodiment, the traction energy consumption is based on route length, traffic data, and altitude data including altitude changes along the route.

[0090] The model predictive control algorithm 314 may be configured to compare the predicted energy consumption to an energy level at the vehicle 302 obtained, for example, from the energy management system 308. The model predictive control algorithm 314 may be configured to direct the performance of a load shedding operation when the predicted energy consumption exceeds the energy level at the vehicle 302. In an embodiment, the predicted energy consumption may be a predicted energy consumption of the transportation climate control unit 310, and the energy level at the vehicle 302 may be based on an energy budget of the transportation climate control system prior to comparison with the predicted energy consumption.

[0091] The load shedding operation may include one or more of: changing the desired climate set point of the transport climate control unit 310, changing the operating mode of the transport climate control unit 310, increasing dead space in the transport climate control unit 310, and utilizing ambient air for climate control.

[0092] Changing the desired climate set point of the transport climate control unit 310 includes changing the desired temperature to be maintained by the transport climate control unit 310, for example, to be closer to the ambient temperature of the vehicle. By reducing the difference between the desired climate set point and the ambient environment, the energy cost for operating the transport climate control unit 310 can be reduced.

[0093] The load shedding operation may include changing the operating mode of the transport climate control unit 310. The operating mode may be a cooling mode, a heating mode, a defrost mode, an empty mode, a dehumidification mode, a reheating mode, etc. Some modes (e.g., the dehumidification mode or the reheating mode) may provide optional adjustments to the air quality. In one example of the load shedding operation, one or more of these optional air quality adjustment operating modes may be deactivated by the transport climate control unit 310 to reduce energy consumption.

[0094] Increasing the deadband of the transport climate control unit 310 may include reducing cycling of the compressor of the transport climate control unit 310. Increasing the deadband may be accomplished, for example, by increasing the allowable deviation from the desired temperature set point for the interior space, introducing a delay period between deactivation and subsequent activation of the compressor, etc. For example, the allowable deviation from the desired temperature set point may be changed from + / - 5 degrees Fahrenheit to + / - 10 degrees Fahrenheit.

[0095] Using ambient air for climate control may include opening dampers to introduce ambient air into one or more spaces receiving climate control from transport climate control unit 310, rather than operating transport climate control unit 310. Using ambient air for climate control may be based on ambient air conditions, such as temperature and humidity.

[0096] In an embodiment, the load reduction operation performed at the transport climate control system 310 includes increasing the amount of cooling provided to the chiller 306. In certain conditions, increasing cooling at the chiller 306 can reduce the discharge of the battery. For example, when the battery temperature is above a certain temperature, the battery may discharge faster. Under high load, the battery temperature will increase, causing extremely fast discharge. For example, increasing the load at the transport climate control system 310 to increase cooling, and directing the cooling to the chiller 306 can allow the vehicle 302 to maintain a desired battery temperature even under high load. During high traction energy use (e.g., climbing or frequent starting and stopping), the increased cooling at 306 can reduce the discharge of the energy storage source 304.

[0097] These load shedding operations may be combined, for example, to meet a target reduction in predicted energy consumption while remaining within constraints imposed on the extent to which one or more load shedding operations may be implemented. The target reduction may be calculated by the model predictive control algorithm 314 when the predicted energy consumption is compared to the energy at the vehicle 302. Constraints on the load shedding operations may be included in the model predictive control algorithm 314.

[0098] The model predictive control algorithm 314 may receive route condition data from external data sources such as a weather data source 316 and a traffic data source 318. The weather data source 316 may be a source of current and / or forecast weather data, such as NOAA. The weather data source 316 may provide data such as current and forecast temperature, humidity, solar intensity, cloud cover, precipitation, etc. The traffic data source 318 may provide data such as current or forecast traffic levels, average speeds, road congestion, accidents, construction, detours, delays, etc. along the route. When the model predictive control algorithm 314 is located at the vehicle 302, data may be received from the weather data source 316 and the traffic data source 318 via the antenna 312.

[0099] The model predictive control algorithm 314 can further interface with remote users, manufacturers, and / or other systems that manage vehicle fleets. Figure 3 In the illustrated embodiment, the model predictive control algorithm 314 can interface with a climate control provider system 320, a vehicle manufacturer system 322, and an end user system 324. When the model predictive control algorithm 314 is located at the vehicle 302, data can be exchanged with the climate control provider system 320, the vehicle manufacturer system 322, and the end user system 324 via the antenna 312.

[0100] Climate control provider system 320 may exchange data with model predictive control algorithm 314. The data may be, for example, data reflecting the performance of transportation climate control system 310. The data may be used to improve the models used in model predictive control algorithm 314 or to determine the health of a climate control unit based on its performance relative to the predictions made by model predictive control algorithm 314.

[0101] The vehicle manufacturer system 322 may exchange data with the model predictive control algorithm 314. The data may include, for example, data reflecting the performance of the traction system of the vehicle. For example, this data may be used to refine the models used in the model predictive control algorithm 314. The data may be used to determine the health or performance of the traction system, for example, based on the relationship of the performance of the traction system relative to the predictions made by the model predictive control algorithm 314. The data may be used to evaluate the performance of the traction system, for example, for a particular route and route characteristics (e.g., the amount of elevation change in the route, traffic, etc.).

[0102] End-user system 324 may be, for example, a dispatch, telematics, or other such system used to coordinate the operation of a fleet of vehicles including vehicle 302. End-user system 324 and model predictive control algorithm 314 may exchange data. The data may include, for example, energy consumption of vehicle 302, energy consumption during a particular route, and / or other such data of interest to the operator of the fleet of vehicles including vehicle 302.

[0103] Figure 4 is a flow chart of a method 400 for energy assessment and load shedding in a vehicle according to an embodiment.

[0104] At 402, method 400 includes obtaining vehicle status data. Vehicle status data is data indicative of conditions at the vehicle that affect energy storage and consumption during a route. The vehicle status data may include, for example, an amount of currently stored energy, such as an energy level of an energy storage source of the vehicle, such as a state of charge of one or more batteries. The vehicle status data may also include, for example, a route assigned to or traveled by the vehicle, a number of stops and / or door openings along the route, a set point of a transportation climate control system, an ambient temperature at the vehicle, a location of the vehicle, a number of passengers on the vehicle, a temperature of an energy storage source of the vehicle, and the like. The vehicle status data may be obtained from one or more sources. The sources of the vehicle status data obtained at 402 may include, for example, a dispatch system, a climate controller such as a Figure 2 Climate controller 255 is shown.

[0105] Method 400 also includes obtaining route condition data at 404. Route condition data may include data about conditions affecting various aspects of the route, such as weather data and traffic data. Weather data may include, for example, current weather data and weather forecast data for temperature, humidity, solar intensity, cloud cover, precipitation, etc. The source of weather data may include, for example, a weather forecast provider, such as NOAA. Traffic data may include, for example, current data and forecast data about average speeds on particular roads, road congestion, accidents, delays, etc. The source of traffic data may include, for example, a dispatch system, a map service, etc.

[0106] Once the vehicle state data is obtained at 402 and the route condition data is obtained at 404, the method 400 proceeds to determine the predicted energy consumption at 406. The predicted energy consumption determined at 406 may include predicted traction energy consumption and / or predicted transportation climate control energy consumption. The predicted energy consumption determined at 406 may further include predicted energy consumption for one or more accessory loads (e.g., lights, radio, controls, entertainment system, navigation system, etc.). The predicted energy consumption may be determined at 406 using one or more mathematical models (e.g., lookup tables, predetermined equations, machine learning models, etc.).

[0107] The predicted traction energy consumption is the amount of energy required to drive the vehicle to move (e.g., to power one or more electric motors driving the vehicle's wheels to complete the route). The traction energy consumption may be predicted using a prediction model. The prediction model may be, for example, a lookup table, a machine learning algorithm, etc. The prediction model may determine the predicted traction energy consumption based on parameters that affect energy consumption during the remainder of the route (e.g., remaining distance, expected speed, expected number of start and stop operations, expected altitude changes, and other such factors that affect the energy required to successfully complete the route). In an embodiment, the traction energy consumption is based on route length, traffic data, and altitude data including altitude changes along the route.

[0108] The predicted transport climate control energy consumption can be determined based on parameters that affect the energy consumption used to operate the transport climate control unit. These parameters can include, for example, the number and / or duration of door openings, the number of passengers, the remaining duration of the route, ambient temperature, temperature forecasts, solar intensity, cloud cover, etc. A prediction model can be used to determine the predicted transport climate control energy consumption. The prediction model can be, for example, a lookup table, a mathematical model, a machine learning algorithm, etc.

[0109] The predicted accessory energy consumption may be determined based on, for example, the remaining duration of the route and the average consumption of the accessory. This determination may vary based on factors such as the operating characteristics of the accessory, whether the operation of the accessory is continuous or intermittent, the variability of the accessory power draw, and other such information included in the model of accessory energy consumption.

[0110] In an embodiment, the predicted energy consumption determined at 406 may be the sum of predicted traction energy consumption, predicted transport climate control energy consumption, and / or predicted accessory energy consumption.

[0111] At 408 , the predicted energy consumption determined at 406 is compared to the amount of stored energy at the vehicle included in the vehicle status data obtained at 402 .

[0112] When it is found at 408 that the predicted energy consumption from 404 is equal to or less than the stored energy at the vehicle, the method 400 proceeds to 410. When it is found at 408 that the predicted energy consumption from 404 is greater than the stored energy at the vehicle, the method 400 proceeds to 414. Optionally, in an embodiment, when it is found at 408 that the predicted energy consumption from 404 is equal to or less than the stored energy at the vehicle, when a predetermined setting allows the operator to increase the load of the transport climate control unit, the method 400 may optionally proceed to 412 instead of 410. When it is determined that the stored energy exceeds the predicted energy consumption by a predetermined amount, the method 400 may proceed to 412. For example, when the difference between the stored energy and the predicted energy consumption is greater than a predetermined threshold, or when the stored energy is a multiple of the predicted energy consumption that exceeds a predetermined value, the method 400 may proceed to 412.

[0113] At 410 , operation of the vehicle may continue unchanged. The transportation climate control system may operate according to its current settings (e.g., temperature set points, deadbands, operating modes, etc.). Method 400 may proceed from 410 to 402 and 404 to iterate, or method 400 may optionally proceed to 416 .

[0114] At optional 412, the load on the transport climate control system may be increased, for example, by changing the set point of the transport climate control system further away from the ambient temperature. For example, the driver of the vehicle may increase the cooling of the passenger compartment to increase passenger comfort.

[0115] At 414, a transport climate control system load shedding operation is performed. The load shedding operation may include one or more of: changing the desired climate set point of the transport climate control unit, changing the operating mode of the transport climate control unit, increasing a dead zone in the transport climate control unit, and utilizing ambient air for climate control. In an embodiment, changing the desired climate set point of the transport climate control unit may include changing the desired set point temperature to be maintained by the transport climate control unit, for example, to bring it closer to the ambient temperature outside the vehicle. This may reduce the energy cost of operating the transport climate control unit for the remaining duration of the route. After performing the load shedding operation at 414, method 400 may optionally proceed to 416.

[0116] The load shedding operation may include changing the operating mode of the transport climate control unit. The operating mode may be a cooling mode, a defrost mode, an air mode, a dehumidification mode, a reheating mode, etc. Certain modes (e.g., the dehumidification mode or the reheating mode) may provide optional adjustments to the air quality. In one example of the load shedding operation, one or more of these optional air quality adjustment operating modes may be deactivated by the transport climate control unit to reduce energy consumption.

[0117] Increasing the deadband of the transport climate control unit (eg, by increasing the allowed deviation from a set point, introducing a delay period between deactivation and subsequent activation of the compressor, etc.) reduces cycling of the transport climate control unit's compressor.

[0118] Using ambient air for climate control may include opening one or more dampers to introduce ambient air into one or more spaces receiving climate control from the transport climate control unit, rather than operating the transport climate control unit. Using ambient air for climate control may be based on ambient air conditions, such as temperature and humidity.

[0119] In an embodiment, the load reduction operation performed at 414 may include increasing the amount of cooling provided to the energy storage source. Increasing the cooling at the energy storage source can reduce or prevent excessive discharge due to high temperatures. These high temperatures may occur under high loads of the energy storage source, such as high traction and / or climate control loads. Providing additional cooling can maintain the preferred operating temperature even during such high load periods. The temperature and load that cause the discharge to increase can be determined based on the properties of a specific battery. High temperatures may be caused by one or more of high ambient air temperatures and heat generated by the energy storage source. High loads may include, for example, vehicle weight (e.g., due to changes in the number of passengers or cargo loads), geographic conditions (e.g., climbing a mountain), etc. Increasing the load at the transportation climate control system to increase the cooling of the energy storage source can allow the vehicle to reduce the discharge of stored energy during high traction energy use (e.g., when climbing a hill or frequently starting and stopping).

[0120] At optional 412, the vehicle operator may be given the option of increasing the load of the transport climate control system. The optional increased load at 412 may be a change to the operation in the transport climate control system that increases energy consumption. For example, the change may be to change the set point of the transport climate control system based on the preferences of the driver or passenger, or to engage in optional air conditioning operations such as dehumidification. For example, the option may be presented to the driver as a prompt (the prompt indicates that the load may be increased), and user input may be accepted to select the operation of the transport climate control system to change. The transport climate control system may be operated according to the increased load selected by the operator at 412. Then, method 400 may proceed to 402 and 404 to iterate again, or method 400 may optionally proceed to 416.

[0121] Optionally, at 416, it is determined whether the route is complete. When it is determined that the route is not complete, method 400 may continue to iterate by returning to 402 and 404. Completion of the route may be determined, for example, based on the location of the vehicle relative to the route, user input, deactivation of the vehicle, etc.

[0122] When it is determined at 416 that the route is complete, method 400 may optionally proceed to 418. When it is determined that the route is not complete, method 400 returns to 402 and 404.

[0123] At optional 418, route end data may be provided to update a model (e.g., model predictive control algorithm 314) at 418. The route end data may include energy consumed during the route, such as starting and ending energy levels. The route end data may also include, for example, an identifier of the completed route, conditions during the route (e.g., weather data, traffic data, number of stops, number of door openings), passenger data (e.g., average number of passengers or number of passengers over a period of time), etc. The model may be updated by incorporating the route end data into the model, such as feeding the route end data into a machine learning algorithm, etc.

[0124] aspect:

[0125] It should be understood that any one of aspects 1-13 may be combined with any one of aspects 14-20.

[0126] Aspect 1. A method for reducing climate control load at a vehicle, comprising:

[0127] obtaining vehicle state data indicative of conditions at the vehicle that affect energy storage and consumption during a route, wherein the vehicle state data includes an amount of stored energy;

[0128] obtaining route condition data indicative of conditions along the route;

[0129] determining a predicted energy consumption based on the vehicle status data and the route condition data;

[0130] comparing the predicted energy consumption to the amount of stored energy; and

[0131] When the predicted energy consumption exceeds the amount of stored energy, a load shedding operation is performed at the transportation climate control system.

[0132] Aspect 2. The method of aspect 1, wherein determining the predicted energy consumption comprises determining predicted HVAC consumption for the route.

[0133] Aspect 3. A method according to aspect 2, wherein the vehicle status data includes the route, and the route condition data includes weather data.

[0134] Aspect 4. A method according to aspect 3, wherein the route of the vehicle includes the number of door openings and the predicted number of passengers.

[0135] Aspect 5. A method according to any one of aspects 1-4, wherein determining the predicted energy consumption includes determining a predicted traction energy consumption for the route.

[0136] Aspect 6. A method according to aspect 5, wherein the vehicle status data includes a route of the vehicle, and the route condition data includes traffic data and altitude data.

[0137] Aspect 7. The method of any one of aspects 1-6, wherein performing the load shedding operation comprises changing a desired climate set point of a transportation climate control system.

[0138] Aspect 8. The method according to any one of aspects 1-7, wherein performing the load shedding operation includes changing an operating mode of the transportation climate control system.

[0139] Aspect 9. The method of any one of aspects 1 to 8, wherein performing the load reduction operation includes increasing a deadband of a compressor included in the transportation climate control system.

[0140] Aspect 10. A method according to any one of aspects 1-9, wherein performing the load reduction operation includes increasing cooling provided to a battery of the vehicle.

[0141] Aspect 11. The method according to any one of Aspects 1-10 further includes: when the vehicle's route is completed, providing feedback data including a route identifier and energy consumption during the route to the processor, and updating a model configured to determine the predicted energy consumption based on the feedback data.

[0142] Aspect 12. The method according to any one of Aspects 1-11 further includes: presenting a prompt to the user to accept or reject the load reduction operation, and receiving user input to accept or reject the load reduction operation, and wherein the load reduction operation is performed when the user input accepting the load reduction operation is received.

[0143] Aspect 13. A method according to any one of aspects 1 to 12, wherein when the predicted energy consumption is less than the stored energy of the vehicle, the load of the transportation climate control system is increased.

[0144] Aspect 14. A load reduction system for a vehicle, comprising:

[0145] Energy storage sources;

[0146] an energy storage management system for determining the amount of stored energy;

[0147] a communications link located on said vehicle;

[0148] Transport climate control systems; and

[0149] The processor is configured as:

[0150] obtaining vehicle state data indicative of conditions at the vehicle that affect energy storage and consumption during a route, the vehicle state data including an amount of stored energy;

[0151] obtaining route condition data indicative of conditions along the route;

[0152] determining a predicted energy consumption based on the vehicle status data and the route condition data;

[0153] comparing the predicted energy consumption to a stored energy of the vehicle; and directly performing a load shedding operation at the transportation climate control system when the predicted energy consumption exceeds the stored energy of the vehicle.

[0154] Aspect 15. The load reduction system of aspect 14, wherein the transportation climate control system is a vehicle HVAC system.

[0155] Aspect 16. The load reduction system according to any one of aspects 14-15, wherein the processor is included in a controller located at the vehicle.

[0156] Aspect 17. The load reduction system according to any one of aspects 14 to 16, wherein the processor is located remote from the vehicle.

[0157] Aspect 18. The load reduction system according to any one of aspects 14 to 17, wherein the energy storage source comprises one or more batteries.

[0158] Aspect 19. The load reduction system of any one of aspects 14 to 18, further comprising a door sensor configured to detect a status of a door of a space receiving climate control from the transport climate control system.

[0159] Aspect 20. The load shedding system of any one of aspects 14-19, wherein the transport climate control system is configured to provide cooling to the energy storage source.

[0160] With respect to the foregoing description, it should be understood that detailed changes may be made without departing from the scope of the present disclosure, particularly in the materials of construction used and the arrangement of shapes, sizes, and components. The word "embodiment" used in this specification may refer to, but not necessarily to, the same embodiment. This specification and the described embodiments are merely examples. Other and further embodiments may be envisioned without departing from the basic scope of the present disclosure, the true scope and spirit of the present disclosure being indicated by the appended claims.

Claims

1. A method for intelligently reducing the climate control load of a transportation climate control system providing climate control for a vehicle, the method comprising: obtaining vehicle state data indicative of conditions at the vehicle that affect energy storage and consumption during a route, wherein the vehicle state data includes an amount of stored energy; obtaining route condition data indicative of conditions along the route; determining a predicted energy consumption for completing the route based on the vehicle status data and the route condition data; comparing the predicted energy consumption to the amount of stored energy; as well as performing a load shedding operation on a climate control load of the transport climate control system when the predicted energy consumption exceeds the amount of stored energy, Wherein, executing the load reduction operation includes: changing a desired climate set point of the transport climate control system; and / or changing the operating mode of the transport climate control system; and / or increasing the deadband of a compressor included in the transport climate control system; and / or Increasing cooling provided to an energy storage source of the vehicle.

2. The method according to claim 1, wherein: Determining the predicted energy consumption includes determining predicted heating, ventilation, and air conditioning consumption for the route.

3. The method according to claim 2, wherein: The vehicle status data includes the route, and the route condition data includes weather data.

4. The method according to claim 3, wherein: The route of the vehicle includes the number of door openings and the predicted number of passengers.

5. The method according to any one of claims 1 to 4, wherein: Determining the predicted energy consumption includes determining a predicted traction energy consumption for the route.

6. The method according to claim 5, wherein: The vehicle status data includes a route of the vehicle, and the route condition data includes traffic data and altitude data.

7. The method according to any one of claims 1 to 4, further comprising: Upon completion of a route for the vehicle, feedback data including a route identifier and energy consumption during the route is provided to a processor, and a model configured to determine the predicted energy consumption is updated based on the feedback data.

8. The method according to any one of claims 1 to 4, further comprising: A prompt is presented to a user to accept or reject the load shedding operation, and a user input for accepting or rejecting the load shedding operation is received, wherein the load shedding operation is performed when the user input for accepting the load shedding operation is received.

9. The method according to any one of claims 1 to 4, wherein: When the predicted energy consumption is less than the stored energy of the vehicle, a load on the transportation climate control system is increased.

10. A load reduction system for a transportation climate control system providing climate control for a vehicle, the load reduction system comprising: Energy storage sources; an energy storage management system configured to determine an amount of stored energy of the energy storage source; a communications link located on said vehicle; transport climate control systems; as well as The processor is configured as: obtaining vehicle state data indicative of conditions at the vehicle that affect energy storage and consumption during a route, the vehicle state data including an amount of stored energy; obtaining route condition data indicative of conditions along the route; determining a predicted energy consumption for completing the route based on the vehicle status data and the route condition data; comparing the predicted energy consumption to the amount of stored energy; as well as performing a load shedding operation directly at the transportation climate control system when the predicted energy consumption exceeds the amount of stored energy, Wherein, executing the load reduction operation includes: changing a desired climate set point of the transport climate control system; and / or changing the operating mode of the transport climate control system; and / or increasing the deadband of a compressor included in the transport climate control system; and / or Increasing cooling provided to an energy storage source of the vehicle.

11. The load reduction system according to claim 10, wherein: The transportation climate control system is a vehicle HVAC system.

12. The load reduction system according to any one of claims 10-11, wherein: The processor is included in a controller located at the vehicle.

13. The load reduction system according to any one of claims 10-11, wherein: The processor is located remotely from the vehicle.

14. The load reduction system according to any one of claims 10-11, wherein: The energy storage source includes one or more batteries.

15. The load shedding system of any of claims 10-11, further comprising a door sensor configured to detect a status of a door of a space receiving climate control from the transport climate control system.

16. The load reduction system according to any one of claims 10-11, wherein: The transport climate control system is configured to provide cooling to the energy storage source.

Images