Climate controlled vehicles, transportation climate control devices, vehicle modifications and operating methods

Abstract

A climate controlled vehicle, comprising: a prime mover; a transport climate control unit; a vehicle power network, comprising: an alternator driven by the prime mover when the prime mover is activated; a main battery electrically connected to the alternator for charging; a secondary battery electrically connected to the alternator for charging; a power supply terminal connecting the vehicle power network to the transport climate control unit; a switch having a closed configuration in which the main battery and the secondary battery are electrically connected to the alternator for charging and an open configuration in which the secondary battery and the power supply terminal are isolated from the main battery to prevent power supply from the main battery to the transport climate control unit. The transport climate control unit is connected to the power supply terminal of the vehicle power network to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open. A controller determines whether to maintain operation of the transport climate control unit or to deactivate it based on a power setting for the transport climate control unit.

Description

Technical Field

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

[0002] A transport climate control system may include, for example, a transport refrigeration system (TRS) and / or a heating, ventilation, and air conditioning (HVAC) system. A 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 maintain cargo (e.g., produce, frozen foods, pharmaceuticals, etc.). In some embodiments, a transport unit may include an HVAC system to control the climate within a passenger space of the vehicle. Summary of the invention

[0003] Embodiments described herein enable temporarily maintaining climate control of an interior space (eg, cargo space, passenger space, etc.) of a transport unit when available energy capacity from a preferred energy source is unavailable.

[0004] The present disclosure discloses a vehicle electrical system for managing loads and multiple energy sources to allow electrical energy to be managed to provide power to a transportation climate control unit (also known as an HVAC-R system) even when the vehicle power source (e.g., a prime mover) is turned off or unable to adequately power the climate control system ("hold").

[0005] Additionally, when vehicle power (eg, power from a prime mover) is insufficient, the vehicle electrical system may use an auxiliary energy source (eg, an auxiliary battery) to boost vehicle power.

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

[0007] Regulations to reduce emissions (e.g., particulate matter emissions, nitrogen oxide emissions, noise emissions, etc.) from, for example, vehicle prime movers (e.g., internal combustion engines, such as diesel engines, etc.) have led to components within the vehicle being electrically driven, and have also led to the addition of emission-reducing components (e.g., emission control devices, automatic start-stop systems, etc.) in the space between the vehicle AC generator and the prime mover in the vehicle power compartment. For example, when the vehicle stops at a traffic light, stops at a store, etc., the automatic start-stop system can shut down the prime mover (i.e., the prime mover is not running). Accordingly, the space available for other components between the vehicle AC generator and the prime mover in the vehicle power compartment is reduced. For example, such reduced space may make it difficult to provide a separate compressor connected to (or attached to, installed to) the prime mover in the vehicle power compartment to provide a high cooling power load and supplement the transportation climate control system. In addition, it may be desirable to provide a transportation climate control unit that is physically separated from the vehicle power compartment.

[0008] The embodiments described herein can provide a transportation climate control system that can be electrically driven by power (e.g., 12V DC power) from a vehicle alternator. Furthermore, the embodiments described herein can help ensure that power for supplying a load (e.g., a transportation climate control system) is available as needed.

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

[0010] According to a first aspect, a climate controlled vehicle is disclosed, the vehicle comprising:

[0011] Prime mover;

[0012] Transport climate control units;

[0013] A vehicle power network, the vehicle power network comprising:

[0014] an alternator configured to be driven by the prime mover when the prime mover is activated;

[0015] a main battery electrically connected to the alternator for charging;

[0016] a secondary battery electrically connected to the alternator for charging;

[0017] a power supply terminal connecting the vehicle power network to the transport climate control unit;

[0018] a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power supply terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit;

[0019] wherein the transport climate control unit is connected to power terminals of the vehicle power network to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open; and

[0020] Wherein the controller is configured to determine whether to maintain operation of the transportation climate control unit or to deactivate the transportation climate control unit based on a power setting for the transportation climate control unit.

[0021] Maintaining operation of the transport climate control unit may include changing an operating mode of the transport climate control unit. The transport climate control unit may have a standard operating mode and a low power operating mode, the low power operating mode being configured to produce lower power consumption than the standard operating mode. The controller may be configured to change the operating mode of the transport climate control unit from the standard operating mode to the low power operating mode in response to deactivation of the prime mover.

[0022] In the low power operating mode, the controller may determine whether the power consumption of the transportation climate control load network exceeds the amount of power available from the vehicle electrical system (e.g., from the vehicle secondary battery when in the hold mode), and the controller may perform a trimming of one or more loads of the transportation climate control load network to reduce the power consumption of the transportation climate control load network until the power consumption of the transportation climate control load network matches the available power from the vehicle electrical system. Trimming one or more loads of the transportation climate control load network may include the controller reducing a speed of a variable speed compressor of the transportation climate control load network. Trimming one or more loads of the transportation climate control load network may include the controller stopping operation of at least one of an evaporator blower, a condenser fan, and a heater.

[0023] Determination by the controller of the power consumption of the transportation climate control load network may include:

[0024] determining one or more loads in operation of a transportation climate control network;

[0025] accessing a power rating of each of one or more loads in operation;

[0026] The power ratings of each of the one or more loads in operation are added together to determine the power consumption of the transport load network.

[0027] The one or more loads include a variable speed compressor.

[0028] Determining by the controller the amount of power available from the vehicle electrical system may include:

[0029] monitoring the amount of current supplied to a DC regulated bus supplied to a vehicle electrical system; and

[0030] The power consumption of the transportation climate control load network is subtracted from the amount of current supplied to the DC regulated bus to determine the amount of power available from the vehicle electrical system.

[0031] Determining by the controller the amount of power available from the vehicle electrical system may include determining a vehicle voltage of a DC regulated bus provided by the vehicle power network to the vehicle electrical system; and determining the amount of power available from the vehicle electrical system based on a drop in the vehicle voltage from an expected vehicle voltage value.

[0032] The transport climate control unit may include a compressor, and the transport climate control unit may be configured to operate the compressor at a lower speed in the low power mode than in the standard operating mode at an equivalent operating point of the transport climate control unit.

[0033] The vehicle power network may be configured to automatically open the switch when the prime mover is deactivated.

[0034] The controller may be configured to receive user input to define the power setting. The vehicle may also include a user input interface to receive user input from a user. The controller may be configured to cause a prompt to be displayed to the user to provide user input to define the power setting, the prompt indicating a first option and a second option, the first option being to maintain operation of the transportation climate control unit and the second option being to deactivate the transportation climate control unit.

[0035] According to a second aspect, there is provided a transport climate control device for a climate-controlled vehicle according to the first aspect, the transport climate control device comprising:

[0036] a transport climate control unit configured to connect to power terminals of the vehicle power network to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open; and

[0037] A controller is configured to determine whether to maintain operation of the transport climate control unit or to deactivate the transport climate control unit based on a power setting for the transport climate control unit.

[0038] The transport climate control unit according to the second aspect may have any features of the transport climate control unit according to the first aspect.The controller according to the second aspect may have any features of the transport climate control unit according to the first aspect.

[0039] According to a third aspect, there is provided a method of retrofitting a vehicle using a transport climate control unit, the vehicle comprising:

[0040] Prime mover;

[0041] A vehicle power network, the vehicle power network comprising:

[0042] an alternator configured to be driven by the prime mover when the prime mover is activated;

[0043] a main battery electrically connected to the alternator for charging;

[0044] a secondary battery electrically connected to the alternator for charging;

[0045] a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power supply terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit;

[0046] The method includes:

[0047] connecting the transport climate control unit to power terminals of the vehicle power network such that the transport climate control unit is configured to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open;

[0048] A controller for a transport climate control unit is provided, the controller being configured to determine whether to maintain operation of the transport climate control unit or to deactivate the transport climate control unit based on a power setting for the transport climate control unit when a prime mover is deactivated.

[0049] The controller and / or the vehicle may be configured such that the converted vehicle has any of the features described above in relation to the first aspect.

[0050] According to a fourth aspect, there is provided a method of operating a climate controlled vehicle, the vehicle comprising:

[0051] Prime mover;

[0052] Transport climate control units;

[0053] A vehicle power network, the vehicle power network comprising:

[0054] an alternator configured to be driven by the prime mover when the prime mover is activated;

[0055] a main battery electrically connected to the alternator for charging;

[0056] a secondary battery electrically connected to the alternator for charging;

[0057] a power supply terminal connecting the vehicle power network to the transport climate control unit;

[0058] a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power supply terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit;

[0059] The method includes:

[0060] Operate the transport climate control unit in prime mover power mode where:

[0061] The prime mover is activated to drive the alternator;

[0062] supplies power from the alternator to operate the transport climate control unit;

[0063] optionally supplying power to charge the primary battery and / or the secondary battery;

[0064] The controller determines deactivation of the prime mover;

[0065] When the prime mover is deactivated, the switch moves from the closed configuration to the open configuration;

[0066] In response to determining deactivation of the prime mover, determining a power setting for the transportation climate control unit corresponding to maintaining operation of the transportation climate control unit or deactivating the transportation climate control unit;

[0067] Based on this power setting, the transport climate control unit is operated in a holding mode in which:

[0068] The prime mover is not activated;

[0069] Power is supplied from the secondary battery to operate the transport climate control unit.

[0070] The method may include, after determining deactivation of the prime mover, receiving user input to define a power setting. The method may also include, after determining deactivation of the prime mover, displaying a prompt to a user to provide user input via a user input interface to define the power setting, the prompt indicating a first option and a second option, the first option being for maintaining operation of the transport climate control unit and the second option being for deactivating the transport climate control unit.

[0071] It should be understood that, except mutually exclusive situations, the features described in any one of the above aspects may be applied to any other aspects when making necessary modifications. In addition, except mutually exclusive situations, any feature described herein may be applied to any aspect and / or combined with any other feature described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] 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.

[0073] Figure 1 shows a side view of a truck having a front wall mounted vehicle powered transport refrigeration unit;

[0074] Figure 2 shows a side view of a van having a roof mounted vehicle powered transport refrigeration unit;

[0075] Figures 3 to 5 is a block diagram schematic diagram of a vehicle electrical system of a climate controlled vehicle;

[0076] Figure 6 is a block diagram schematic diagram of a transportation climate control load network;

[0077] Figure 7 is a flow chart of an exemplary method for managing energy from a vehicle electrical system to a transportation climate control load network;

[0078] Figure 8 is a flow chart of an exemplary method of load management from a vehicle electrical system to a transportation climate control load network;

[0079] Fig. 9 is a flow chart of an exemplary method of operating a climate controlled vehicle.

[0080] Like reference numerals refer to like parts throughout the drawings. DETAILED DESCRIPTION

[0081] The present disclosure relates generally to energy source and load management. More specifically, the present disclosure relates to a method and system for managing and controlling auxiliary electrical storage and loads of multiple energy sources for a climate control system.

[0082] For example, the embodiments described herein may be provided in a transport climate control system such as a TRS or MTRS (Multi-Zone Transport Refrigeration System) for a transport unit (TU), an HVAC system for a vehicle, or the like.

[0083] As defined herein, "low voltage" refers to Class A under ISO 6469-3 in an automotive environment. In particular, the maximum operating voltage is between 0V and 60V DC or between 0V and 30V AC.

[0084] As defined herein, "high voltage" refers to Class B under ISO 6469-3 in an automotive environment. In particular, the maximum operating voltage is between 60V and 1500V DC or between 30V and 1000V AC.

[0085] Figure 1 A temperature controlled direct haul truck 11 is shown that includes a conditioned load space 12 for carrying freight. A transport climate control unit, specifically a transport refrigeration unit (TRU) 14 is mounted to a front wall 16 of the load space 12. The TRU 14 is controlled via a controller 15 to provide temperature control within the load space 12. The truck 11 also includes a vehicle power compartment 18 that houses a prime mover 21, such as an internal combustion engine (e.g., a diesel engine, etc.), that provides power to move the truck 11 and operate the TRU 14. In this example, the prime mover 21 works in conjunction with an alternator 22 to operate the TRU 14.

[0086] although Figure 1 A temperature controlled direct haul truck 11 is shown, but it should be understood that the embodiments described herein may also be applied to any other type of transport unit, including but not limited to containers (e.g., containers on flatbeds, intermodal containers, etc.), box trucks, or other similar transport units.

[0087] Figure 2 A temperature controlled van 80 is shown that includes a conditioned load space 82 (or interior space) for carrying cargo. A transport refrigeration unit (TRU) 85 is mounted to a roof 84 of the load space 82. The TRU 85 is controlled via a controller 83 to provide temperature control within the load space 82. The van 80 also includes a vehicle power compartment 86 that houses a prime mover 87, such as an internal combustion engine (e.g., a diesel engine, etc.), that provides power to move the van 80 and operate the TRU 85. In this example, the prime mover 87 can work in conjunction with an alternator to operate the TRU 85. In a variation of this example, the van 80 can be a hybrid vehicle powered by the prime mover 87 in conjunction with a battery power source.

[0088] It should be understood that a TRU is only one example of a transportation climate control unit.

[0089] Figure 3 A climate controlled vehicle such as Figure 1 Truck 11 or Figure 2 Schematic diagram of a vehicle electrical system 200 of a van 80 of FIG. The vehicle electrical system 200 may be provided to provide power to, for example, Figure 1 TRU 14 or Figure 2 The TRU 85 supplies electrical power.

[0090] Figure 3 The illustrated vehicle electrical system 200 is configured to operate with a prime mover-driven vehicle or a hybrid vehicle driven by a combination of a prime mover and an energy storage device.

[0091] like Figure 3 As shown, vehicle electrical system 200 has three parts, referred to herein as vehicle power network 204, utility power network 208, and transportation climate control load network 212, wherein transportation climate control load network 212 is connected to vehicle power network 204 and the utility power network via DC regulated bus 202. In variations of this example, utility power network 208 may not be present. Figure 3 The positive and negative power lines of the vehicle electrical system are shown using solid and dashed lines. The DC regulated bus 202 can be a 12 volt DC regulated bus. It should be understood that "regulated" is a term in the art. For example, a regulated power supply can convert an unregulated AC (alternating current) power supply to a constant DC with the aid of a rectifier (or AC-DC converter, etc.), and can supply a stable voltage (or in some cases a stable current) to a circuit or device that needs to operate within specific power supply limits. It should also be understood that on a 12 volt regulated bus, the voltage supplied to the bus can vary, for example, between about 11 volts and about 15 volts. In some embodiments, the DC regulated bus 202 can travel from the vehicle power compartment to the cab of the vehicle and / or to the TRU.

[0092] The vehicle electrical system 200 can manage and regulate energy from one or more energy sources of the vehicle power network 204 and the utility power network 208 to the transportation climate control load network 212. In this example, the one or more energy sources include the vehicle alternator 205, the vehicle main battery 210 and the vehicle secondary battery 211 through the vehicle power network 204, and the utility power (also known as shore power) through the utility power network 208. Moreover, the vehicle electrical system 200 is configured to supply energy to one or more loads of the transportation climate control load network 212, such as Figure 6The load may be, for example, a compressor 255 , one or more evaporator blowers 265 , one or more condenser fans 270 , a heater 275 , and a controller 260 of a transport climate control system.

[0093] The vehicle power network 204 includes a vehicle alternator 205, a vehicle main battery 210, and a vehicle sub-battery 211. In this example, the alternator 205 is arranged in parallel with the vehicle main battery 210 and the vehicle sub-battery 211, such that the vehicle main battery 210 and the vehicle sub-battery 211 are both configured to be charged by energy provided by the alternator 205. The vehicle power network 204 also includes a power terminal 207 connected in parallel with the vehicle sub-battery 211 for connecting the vehicle power network to a transportation climate control load network (e.g., via a DC regulated bus).

[0094] The vehicle power network 204 further includes a battery isolation switch 206 (e.g., a contactor switch) disposed between the vehicle main battery 210 and the vehicle sub-battery 211. The battery isolation switch 206 has a closed configuration in which the alternator 205, the vehicle main battery 210, the vehicle sub-battery 211, and the power supply terminal 207 are electrically coupled (e.g., for charging the vehicle main battery 210 and the vehicle sub-battery 211 and for supplying power from the vehicle power network to the transportation climate control load network 212), and an open configuration in which the vehicle sub-battery 211 and the power supply terminal 207 of the vehicle power network 204 are at least electrically isolated from the vehicle main battery 210 (and also from the alternator 205 in this example). Thus, in the closed configuration of the battery isolation switch 206, power supply from the vehicle main battery 210 to the transportation climate control load network is blocked. In contrast, in the closed configuration, power may be provided to the transportation climate control load network from any or all of the alternator 205 , the vehicle main battery 210 , and the vehicle secondary battery 211 .

[0095] The vehicle alternator 205 may be an electrical alternator capable of providing AC power to the vehicle. In some embodiments, the vehicle alternator 205 may include a rectifier or an AC-DC converter (not shown) that rectifies or converts the AC power to DC power. The vehicle alternator 205 is connected to the DC regulated bus 202 via a battery isolation switch 206. The vehicle alternator 205 may provide rectified or converted DC power (e.g., 12V) to the DC regulated bus 202.

[0096] In this example, the vehicle power network is set on the vehicle as set by the OEM (original equipment manufacturer), wherein the vehicle main battery 210 is configured to provide power to the vehicle's key electrical systems (such as the starting circuit), and the vehicle auxiliary battery 211 is set to supply power to the auxiliary system when the prime mover (such as an engine, for example a diesel engine) is deactivated (i.e., not activated) so that the alternator does not generate power, without causing the risk of exhausting the vehicle main battery 210. In such a system, the battery isolation switch 206 can be set on the vehicle as set by the OEM, and the battery isolation switch 206 can be configured to automatically disconnect when the prime mover is deactivated (e.g., when the ignition switch of the prime mover is detected to be turned off). In this example, the transport climate control load network 212 and the utility power network 208 are retrofitted into the OEM vehicle to provide a climate controlled vehicle as described herein. For example, the utility power network 208 and the transport climate control load network 212 can be set in a transport climate control unit such as a TRU, and the vehicle power network can be set in the power room of the vehicle, wherein the DC voltage regulated bus 202 extends between these components. In the examples described herein, a transportation climate control load network is set up in a transportation climate control unit (e.g., a TRU) to provide power to climate control components (e.g., a compressor, a heater, an evaporator fan, etc.) of the climate control unit, so that in these examples, supplying power from the vehicle power network to the transportation climate control loads is equivalent to supplying power to the climate control unit for operating the climate control unit.

[0097] In some embodiments, a voltage sensor (not shown) may be provided in the vehicle power network 204 to monitor the vehicle voltage provided to the DC regulated bus 202, and / or a current sensor (not shown) may be provided to monitor the current flowing into and out of the vehicle main battery 210. Such voltage sensors and / or current sensors may provide signals to the controller 260 of the transportation climate control load network, so that a determination may be made based on the output from the voltage sensors and / or current sensors whether the prime mover is active (ignition on) or inactive (ignition off), and the controller may control the operation of the transportation climate control load network based on the determination.

[0098] The utility power network 208 includes an AC-DC converter 225. A utility power source (e.g., a "main" power source or "shore power" power source from a ground facility or other power connection located outside the vehicle) can be connected to the AC-DC converter 225 to provide an AC power input to the AC-DC converter 225. The AC-DC converter 225 converts the AC power from the utility power source and provides the converted DC power to the DC regulated bus 202. For example, the converted DC power from the AC-DC converter 225 to the DC regulated bus can be 12 volts and 84 amps. Although Figure 3 A single AC-DC converter 225 is shown, but it should be understood that in variations of this example, the vehicle electrical system 200 may include two or more AC-DC converters. In examples where there are two or more AC-DC converters, each of the AC-DC converters may be connected to a utility power source to provide additional power capacity to the vehicle electrical system 200.

[0099] The utility power network 208 is connected to the DC regulated bus 202 via a switch 209, which has a utility configuration and a vehicle power configuration. In the utility configuration, the switch connects the utility power network 208 to supply power to the transportation climate control load network 212 while isolating the vehicle power network from the transportation climate control load network 212, and in the vehicle power configuration, the switch connects the vehicle power network 204 to the transportation climate control load network 212 while isolating the utility power network 208 from the transportation climate control load network. Figure 3 Switch 209 is shown in the vehicle power configuration.

[0100] In this example, the switch 209 is controlled by a controller 260 of the TRU, as will be described in further detail below. The controller 260 may be, for example, Figure 1 The TRS controller 15 shown in FIG. 2 is a schematic diagram of a TRS controller 15 shown in FIG. 2. The remote controller 280 can be connected to the controller 260 wirelessly (e.g., Bluetooth, ZigBee, etc.) or via a wire (e.g., a communication link such as an RS485 communication link). The remote controller 280 can be located in the cab of the vehicle and can be controlled by a user (e.g., a driver). The user can use the remote controller to communicate the user's settings for the components of the transport climate control load network 212 to the controller 260.

[0101] The components of the transport climate control load network 212 may be, for example, part of a transport climate control unit (e.g., a TRU) mounted to the body of a vehicle (e.g., a truck). In some embodiments, the TRU may be located above the cab of the truck. In another embodiment, the TRU may be located on top of the TU (e.g., the top of the box where the external condenser is located). Figure 6As shown, the transport climate control load network 212 includes a compressor drive module (CDM) 250 driving a compressor 255, one or more evaporator blowers 265, one or more condenser fans 270, a heater 275, and a controller 260. The DC regulated bus 202 is connected to each of the CDM 250, the one or more evaporator blowers 265, the one or more condenser fans 270, the heater 275, and the controller 260 and provides power to these components. It should be understood that among the various loads of the transport climate control load network 212, the CDM 250 and the compressor 255 may require the most power.

[0102] CDM 250 is configured to increase power from DC regulated bus 202 and convert the power to AC power to drive compressor 255. In some embodiments, CDM 250 can convert low voltage DC power (e.g., 12V) from DC regulated bus 202 and provide AC power of, for example, 240V to drive compressor 255. In particular, CDM 250 drives compressor 255 to meet the needs of a transportation climate control system.

[0103] In some embodiments, the compressor 255 may be a variable speed compressor. In some embodiments, the compressor 255 may require, for example, 1KW of power to operate. In some embodiments, one or more evaporator blowers 265 may require, for example, 100W of power to operate. In some embodiments, one or more condenser fans 270 may require, for example, 130W of power to operate. In some embodiments, the heater 275 may require, for example, 1200W of power to operate. Moreover, in some embodiments, the heater 275 may be configured to receive power from the CDM 250.

[0104] As mentioned above, Figure 3 The vehicle electrical system is shown in a prime mover power mode in which an alternator 205 is driven by a prime mover (e.g., an engine, such as a diesel engine) of the vehicle to transfer power into a vehicle power network, and in which the vehicle power network provides power to a transportation climate control load network 212 via a DC regulated bus 202. In the prime mover power mode, a battery isolation switch 206 is in a closed configuration such that a power supply terminal 208 of the vehicle power network is electrically coupled to the vehicle alternator 205 and the main and secondary batteries. In this configuration, the vehicle main and secondary batteries may be charging, or may be transferring power to the transportation climate control load network 212, depending on the power consumed by the transportation climate control load network. In the prime mover power mode, a switch 209 is in a vehicle power configuration to isolate the utility power network 208 from the transportation climate control load network. Exemplary current flows in the prime mover power mode are shown by arrows.

[0105] Figure 4 The vehicle electrical system 200 is shown in a shore power mode in which the switch 209 is in a utility configuration to electrically couple the utility power network 208 to supply power to the transport climate control load network 212 while isolating the transport climate control load network 212 from the vehicle power network 204. In this example, the prime mover is inactive in the shore power mode, such that the battery isolation switch 206 is in an open configuration. Exemplary current flows in the shore power mode are shown by arrows.

[0106] Figure 5 The vehicle electrical system 200 is shown in a holding mode, which corresponds to the continued operation of the transport climate control load network even when the prime mover is deactivated. In the holding mode, the switch 209 is in the state of being in accordance with the above reference Figure 3 2. The vehicle power configuration of the prime mover power mode is described, and the battery isolation switch 206 is in the open configuration after the prime mover is deactivated. Therefore, the power supply terminal 207 of the vehicle power network 204 and the vehicle secondary battery 211 are isolated from the vehicle main battery 210. An exemplary current flow in the holding mode is shown by arrows, indicating the supply of power from the vehicle secondary battery 211 to the transportation climate control load network 212, and no power supply from the vehicle main battery 210 to the transportation climate control load network 212.

[0107] Figure 7 is a flow chart of one example of a method 700 for managing energy from the vehicle electrical system 200 to the transportation climate control load network, as described above with respect to FIG. Figures 3 to 6 The method 700 begins at 705, where the controller 260 determines whether the utility power network is connected to a utility power source to supply power from the utility power source to the climate control load network. The controller 260 may determine whether the utility power network 208 is allowed to receive power from the utility power source. For example, the utility power network 208 may be connected to the utility power source, but the utility power network 208 is not allowed to receive power from the utility power source, for example, when the cost of power from the utility power source is too high, the use of the utility power source by the vehicle electrical system 200 is restricted, etc.

[0108] If utility power network 208 is connected to a utility power source and is permitted to receive power from the utility power source, method 700 proceeds to 710. If utility power network 208 is not connected to a utility power source or is not permitted to receive power from the utility power source, method 700 proceeds to 715.

[0109] At 710 , the transport climate control load network 212 operates in shore power mode using utility power (ie, no power is provided by the vehicle power network 204 ). Specifically, the AC-DC converter 225 converts the utility power into DC power that is provided to the DC regulated bus 202 .

[0110] At 715, the controller 260 monitors the ignition state of the vehicle power network, which corresponds to whether the ignition of the vehicle is on (i.e., the prime mover is activated) or off (i.e., the prime mover is not activated / deactivated). The controller 260 can monitor the vehicle voltage or current provided to the DC regulated bus 202 by the vehicle power network 204. A voltage sensor (not shown) can be arranged in the vehicle power network to measure the vehicle voltage. The voltage sensor can then send the vehicle voltage measurement to the controller. Additionally or alternatively, a current sensor (not shown) can be arranged in the vehicle power network 204 to measure the current flowing into and out of the vehicle main battery 210. In these embodiments, the current measurement can be sent to the controller 26 instead of the vehicle voltage measurement. When the climate control unit is retrofitted into the vehicle, the controller can be connected to monitor the ignition state of the vehicle, for example by monitoring the voltage of the vehicle power network, such as the voltage of the ignition circuit of the vehicle power network to monitor the ignition state of the vehicle. For example, a high impedance cable can be installed between the controller and the vehicle power network to send the voltage signal to the controller. Additionally or alternatively, current flow in the vehicle power network may be monitored and communicated to the controller to determine the ignition state based on voltage and / or current. The method then proceeds to 720 .

[0111] At 720, the controller 260 determines whether the prime mover is active (ignition on) or inactive (ignition off). If the controller 260 determines that the prime mover is active, the method proceeds to 725 and the transportation climate control load network 212 operates in the prime mover power mode (i.e., using power from the vehicle power network (725), including power provided by the alternator 205). If the controller 260 determines that the prime mover is inactive (ignition off), the method proceeds to 730.

[0112] At 730, the controller 260 determines whether a maintenance mode is indicated based on the power setting 731 used to operate the transportation climate control unit. For example, the power setting may result in deactivation of the transportation climate control unit (i.e., stopping the power supply to the climate control components of the transportation control unit), or maintaining operation of the transportation climate control unit. The power setting may be stored in the controller 260 of the transportation climate control unit as a predetermined instruction, or may be received as a user input.

[0113] In this example, the controller 260 is configured to receive user input to define the power setting after determining that the prime mover is deactivated at 720. In this example, the remote controller 280 is disposed in the cab of the vehicle and is configured to provide a user input interface that receives user input from the user via a display. The controller 260 causes the remote controller 280 to display a prompt to the user to provide user input to define the power setting. For example, the prompt may indicate a first option for maintaining operation of the transport climate control unit, and a second option for deactivating the transport climate control unit. Upon receiving the user input at the remote controller 280, the power setting is defined, and the controller 260 determines whether to maintain operation of the transport climate control unit (i.e., operate in a hold mode, 735) or deactivate the transport climate control unit (740).

[0114] At 735, the controller operates the vehicle electrical system in the hold mode by causing or allowing switch 209 to move to the vehicle power configuration and controlling the transportation climate control unit to draw power from the vehicle secondary battery 211. As described above, in the event of a prime mover deactivation (as determined at 720), the battery isolation switch 206 automatically moves to the disconnect configuration.

[0115] At 740 , the controller 260 controls the transportation climate control unit to deactivate by controlling components of the transportation climate control unit to stop drawing power from the vehicle power network 204 .

[0116] After operating the climate control unit as described above with respect to blocks 710 , 725 , 735 , or 740 (deactivation), such as after a predetermined period of time, or upon detection of a change in the ignition state of the prime mover, or when utility power is available, the method returns to 705 .

[0117] In this example, the controller 260 is configured to control the operation of the transport climate control unit when the vehicle electrical system is operating in the holding mode to reduce power consumption compared to operation in the vehicle power mode (and / or shore power mode). In particular, the controller 260 has a standard operating mode and a low power operating mode, which is configured to produce a lower power consumption than the standard operating mode under equivalent thermal conditions and set points of the climate transport control unit (i.e., at an equivalent operating point of the transport climate control unit). For example, in the low power operating mode, the controller can be configured to operate the compressor at a lower speed when operating in the low power mode than when operating in the standard operating mode at an equivalent operating point of the transport climate control unit. In particular, in the low power operating mode, the controller is configured to perform a load shedding process of the transport climate control load network 212 based on the amount of energy supplied by the vehicle power network 204 to reduce the amount of energy required by the DC voltage regulation bus 202 and thereby the vehicle power network 204.

[0118] In some embodiments, the controller 260 may instruct the CDM 250 and the compressor 255 to reduce speed in order to reduce the amount of power consumed by the transport climate control load network 212. The degree of reduction in speed of the CDM 250 and the compressor 255 may be determined by the controller 260 in order to match or fall below the amount of power available from the vehicle electrical system 200. In some embodiments, the controller 260 may also instruct one or more evaporator blowers 265, one or more condenser fans 270, and / or heaters 275 to reduce or cease operation in order to reduce the amount of power consumed by the transport climate control load network 212. The controller 260 is configured to reduce or cease operation of one or more loads of the transport climate control load network 212 in order to match or fall below the amount of power available from the vehicle electrical system 200.

[0119] In the hold mode, power consumption of the transport climate control load network is reduced until power consumption of the transport climate control load network matches available power from the vehicle electrical system (ie, power supplied from the vehicle secondary battery 211 , which has a limited power supply capacity).

[0120] Figure 8 4 is a flow chart of an exemplary method 400 of load management for a transportation climate control load network using the vehicle electrical system 200 described above. The load management method may be employed whether power is supplied to the transportation climate control load network in a prime mover power mode, a utility power mode, or a holding mode. As described above, the available power may be reduced in the holding mode compared to the utility mode and the prime mover power mode, such that in this example, the controller is configured to execute the method 400 upon initiation of the holding mode in order to determine whether to leave the standard operating mode (i.e., operate the transportation climate control load network at maximum capacity to meet the operating requirements of the controlled devices), or whether to enter a low power mode to maintain and extend the life of the vehicle secondary battery.

[0121] Method 400 begins at 405 , where controller 260 determines power consumption of transportation climate control load network 212 .

[0122] In some embodiments, controller 260 may store in memory the power rating of each component of transportation climate control load network 212 (i.e., the amount of power used by the component when operating). Controller 260 may monitor transportation climate control load network 212 to determine which components of transportation climate control load network 212 are operating. Controller 260 may access the power ratings of those components of transportation climate control load network 212 that are operating and calculate the power consumption of transportation climate control load network 212.

[0123] In other embodiments, a current sensor may be disposed in the vehicle power network 204 to measure the current provided by the vehicle electrical system 200 to the load transportation climate control load network 212. In these embodiments, the current measurement may be sent to the controller 260. Based on the current measurement, the controller 260 may determine the power consumption of the electric transportation climate control load network 212. The method 400 then proceeds to 410.

[0124] In still other embodiments, controller 260 may determine the power consumption of transport climate control load network 212 based on operational differences of the transport climate control system. For example, a temperature sensor may monitor the interior space of the transport unit (e.g., Figure 1 Controller 260 may measure the interior temperature of a load space 12 (shown in FIG. 1 ) that is regulated using a transport climate control system. Controller 260 may then compare the monitored interior temperature to a desired set point temperature for the interior to obtain an operating gap between the monitored interior temperature and the desired set point temperature. In some embodiments, the operating gap is an absolute difference between the interior temperature and the desired set point temperature for the interior. Based on the operating gap and the type of cargo stored in the transport unit, controller 260 may determine the power consumption of transport climate control load network 212.

[0125] In some embodiments, controller 260 may use a lookup table or a set of equations to determine the power consumption based on the type of cargo stored in the transport unit. In some embodiments, controller 260 may use operating status data of the transport climate control system (e.g., which loads of transport climate control load network 212 are used when executing a particular operating mode of the transport climate control system, etc.) to determine the power consumption. Moreover, in some embodiments, controller 260 may use other data (e.g., weather data, driving data, etc.) to determine the power consumption.

[0126] It should be understood that the urgency of closing the operational gap may vary based on the type of cargo stored in the transport unit. For example, the urgency of maintaining a small operational gap may be higher when the cargo is pharmaceutical cargo than when the cargo is frozen cargo.

[0127] At 410, the controller 260 determines the amount of power available from the vehicle electrical system 200. The controller 260 can determine the amount of power available from the vehicle power network 204 based on the vehicle voltage provided by the vehicle power network 204 to the DC regulated bus 202. When one or more loads of the transportation climate control load network 212 require power that exceeds the available power from, for example, the vehicle secondary battery 211 (when the vehicle electrical system 200 is operating in the holding mode) or from the alternator 205 of the vehicle power network 204 (when in the prime mover power mode), it has been found that the vehicle voltage is lower than the expected vehicle voltage value. The amount of power available from the vehicle power network 204 can be determined based on the drop in vehicle voltage. In some embodiments, a voltage sensor is arranged in the vehicle power network 204 to measure the vehicle voltage. The voltage sensor then sends the vehicle voltage measurement value to the controller 260.

[0128] In some embodiments, controller 260 determines the amount of power available from vehicle power network 204 to supply power to DC regulated bus 202. As discussed above, controller 260 can determine the amount of power available from vehicle power network 204 using the vehicle voltage provided by vehicle power network 204 to DC regulated bus 202.

[0129] In some embodiments, when the utility power network 208 supplies power to the vehicle electrical system 200 , the controller 260 determines the amount of power available from the utility power network 208 for supplying power to the DC regulated bus 202 .

[0130] At 415, the controller 260 determines whether the power consumption of the transportation climate control load network 212 exceeds the amount of power available from the vehicle electrical system 200. If the power consumption of the transportation climate control load network 212 exceeds the amount of power available from the vehicle electrical system 200, the method 400 proceeds to 420. If the power consumption of the transportation climate control load network 212 does not exceed the amount of power available from the vehicle electrical system 200, the method 400 proceeds to 425.

[0131] At 420, controller 260 is configured to derate one or more loads of transportation climate control load network 212 in order to reduce power consumption of transportation climate control load network 212. That is, controller 260 may perform a load shedding process of transportation climate control load network 212 based on the amount of energy supplied by vehicle power network 204 to reduce the amount of energy required by DC regulated bus 202 and, thereby, vehicle power network 204.

[0132] In some embodiments, the controller 260 may instruct the CDM 250 and the compressor 255 to reduce speed in order to reduce the amount of power consumed by the transport climate control load network 212. The amount by which the speed of the CDM 250 and the compressor 255 is reduced may be determined by the controller 260 in order to match or fall below the amount of power available from the vehicle electrical system 200. In some embodiments, the controller 260 may also instruct one or more evaporator blowers 265, one or more condenser fans 270, and / or heaters 275 to reduce or cease operation in order to reduce the amount of power consumed by the transport climate control load network 212. The controller 260 is configured to reduce or cease operation of one or more loads of the transport climate control load network 212 in order to match or fall below the amount of power available from the vehicle electrical system 200.

[0133] At 425 , controller 260 is configured to operate vehicle electrical system 200 to draw power from vehicle power network 204 for transportation climate control load network 212 .

[0134] Method 400 then returns to 405 .

[0135] Fig. 9 is a flow chart of an exemplary method 900 of operating a climate controlled vehicle, such as the vehicle described herein with reference to Figures 1 to 6 The climate controlled vehicle described herein and will be referred to as Figures 3 to 5 The exemplary method 900 is described with reference to the vehicle electrical system 200 of FIG. 905. In block 905, the vehicle electrical system 200 operates in the prime mover power mode, as described above with reference to FIG. Figure 3 In block 910, the controller 260 then determines deactivation of the prime mover as described above (e.g., based on monitoring the voltage in the vehicle power network, such as the voltage between terminals of the ignition circuit connected to the vehicle main battery 210). In block 915, the controller determines a power setting (e.g., a value of a detected or observed power setting) for the transportation climate control unit, such as described above with respect to Figure 7 In this example, despite the deactivation of the prime mover, it is determined that the power setting corresponds to continued operation of the transport climate control unit. Therefore, in block 920, the transport climate control unit is controlled to operate in the hold mode, as described above with respect to Figure 5 , Figure 7 and Figure 8 As described.

[0136] In the above example, the controller 260 can be configured to send an alert to a user (e.g., a vehicle driver), a freight customer, etc., to indicate that the energy of the vehicle electrical system 200 may be insufficient. The alert can be sent via SMS message, email, can be displayed to the vehicle driver via remote controller 280, etc. The alert can instruct the driver to start the vehicle and drive at a fast idle speed (e.g., increase the idle speed of the vehicle's prime mover without increasing the speed of the vehicle's movement), or can instruct the driver to downshift the vehicle's prime mover to operate at a higher prime mover RPM, thereby preventing the transportation climate control system from malfunctioning and preventing the load of the transportation climate control load network 212 from being trimmed or the load of the transportation climate control load network 212 from being derated. The controller 260 can be configured to instruct the vehicle to activate an automatic restart module to start the vehicle and drive at a fast idle speed, thereby preventing the transportation climate control system from malfunctioning and preventing the load of the transportation climate control load network 212 from being trimmed or the load of the transportation climate control load network 212 from being derated. The controller 260 can be configured to instruct the vehicle to deactivate the automatic start / stop system of the vehicle's prime mover. In some embodiments, an alert may be sent a period of time (eg, 1 to 5 minutes) before any action is or needs to be taken.

[0137] In the above example, the controller 260 can determine whether the vehicle electrical system 200 should cut off power to the transportation climate control load network 212 based on the vehicle voltage provided by the vehicle power network 204. That is, the controller 260 can determine whether the DC regulated bus 202 should be prevented from receiving energy from the vehicle power network 204 and, if applicable, from the utility power network 208 and sending the energy to components of the transportation climate control load network 212. For example, the vehicle electrical system 200 should cut off power to the transportation climate control load network 212 when there is not enough available power to power the transportation climate control load network 212 or it may harm the operation of the vehicle. The controller 260 can be configured to determine that the vehicle electrical system 200 should cut off power to the transportation climate control load network 212 when the voltage of the vehicle power network is less than a cut-off threshold. For example, when the DC regulated bus 202 is a 12 volt regulated bus, the controller 260 may determine that the vehicle electrical system 200 should cut off power to the transportation climate control load network 212 when the vehicle voltage provided by the vehicle power network 204 is less than a cut-off threshold (e.g., approximately 11.5 volts). The controller 260 may be configured such that, if it is determined that the vehicle electrical system 200 should cut off power to the transportation climate control load network 212, the controller 260 cuts off power from the vehicle electrical system 200 to the transportation climate control load network 212. The controller 260 may be configured to control the AC-DC converter 225 to block power from the utility power source.

[0138] The terms used in this specification are intended to describe specific embodiments and are not intended to be limiting. Unless otherwise expressly stated, the terms "a", "an" and "the" also include plural forms. When used in this specification, the terms "include" and / or "comprise" represent the presence of stated features, integers, steps, operations, elements and / or parts, but do not exclude the presence or increase of one or more other features, integers, steps, operations, elements and / or parts.

[0139] With respect to the previous description, it should be understood that changes may be made in detail without departing from the scope of the present disclosure, particularly in the structural materials used and the arrangement of shapes, sizes and parts. The term "embodiment" used in this specification may, but does not necessarily, refer to the same embodiment. This specification and the described embodiments are merely examples. Other and further embodiments may be designed without departing from the basic scope of the present disclosure, and the true scope and spirit of the present disclosure are indicated by the appended claims.

Claims

1. A climate controlled vehicle comprising: Prime mover; Transport climate control units; A vehicle power network, the vehicle power network comprising: an alternator configured to be driven by the prime mover when the prime mover is activated; a main battery electrically connected to the alternator for charging; a sub-battery electrically connected to the alternator for charging, wherein the alternator, the main battery and the sub-battery are arranged in parallel with each other; a power supply terminal connecting the vehicle power network to the transport climate control unit, wherein the power supply terminal is arranged in parallel with the secondary battery; a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit; wherein the transport climate control unit is connected to a power terminal of the vehicle power network to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open; and Wherein, the controller is configured to determine whether to maintain operation of the transport climate control unit or to deactivate the transport climate control unit based on a power setting for the transport climate control unit.

2. The climate controlled vehicle of claim 1, wherein: Maintaining operation of the transport climate control unit includes changing an operating mode of the transport climate control unit, wherein the transport climate control unit has a standard operating mode and a low power operating mode, the low power operating mode being configured to produce lower power consumption than the standard operating mode, wherein the controller is configured to change the operating mode of the transport climate control unit from the standard operating mode to the low power operating mode in response to deactivation of the prime mover.

3. The climate controlled vehicle of claim 2, wherein: The transport climate control unit comprises a compressor, and wherein the transport climate control unit is configured to operate the compressor at a lower speed in the low power operating mode than in the standard operating mode at an equivalent operating point of the transport climate control unit.

4. A climate controlled vehicle according to any one of the preceding claims, wherein: The vehicle power network is configured to automatically open the switch when the prime mover is deactivated.

5. A climate controlled vehicle according to any one of claims 1 to 3, wherein: The controller is configured to receive user input to define the power setting.

6. The climate controlled vehicle of claim 5 further comprising a user input interface for receiving user input from a user, and wherein: The controller is configured to cause a prompt to be displayed to the user to provide user input to define the power setting, the prompt indicating a first option for maintaining operation of the transport climate control unit and a second option for deactivating the transport climate control unit.

7. A transport climate control device for a climate-controlled vehicle according to any one of claims 1 to 6, the transport climate control device comprising: a transport climate control unit configured to be connected to power terminals of the vehicle power network to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open; as well as A controller is configured to determine whether to maintain operation of the transport climate control unit or to deactivate the transport climate control unit based on a power setting for the transport climate control unit.

8. A method of retrofitting a vehicle using a transportation climate control unit, the vehicle comprising: Prime mover; A vehicle power network, the vehicle power network comprising: an alternator configured to be driven by the prime mover when the prime mover is activated; a main battery electrically connected to the alternator for charging; a sub-battery electrically connected to the alternator for charging, wherein the alternator, the main battery and the sub-battery are arranged in parallel with each other; a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power supply terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit; The method comprises: connecting the transport climate control unit to a power terminal of the vehicle power network such that the transport climate control unit is configured to receive power from the alternator when the prime mover is activated and the switch is closed, and to receive power from the secondary battery when the prime mover is not activated and the switch is open, wherein the power terminal is arranged in parallel with the secondary battery; A controller is provided for the transport climate control unit, the controller being configured to determine whether to maintain operation of the transport climate control unit or to deactivate the transport climate control unit based on a power setting for the transport climate control unit when the prime mover is deactivated.

9. The method according to claim 8, wherein: The controller and / or the vehicle are configured such that the converted vehicle is consistent with the climate controlled vehicle of any one of claims 2-6.

10. A method of operating a climate controlled vehicle, the climate controlled vehicle comprising: Prime mover; Transport climate control units; A vehicle power network, the vehicle power network comprising: an alternator configured to be driven by the prime mover when the prime mover is activated; a main battery electrically connected to the alternator for charging; a sub-battery electrically connected to the alternator for charging, wherein the alternator, the main battery and the sub-battery are arranged in parallel with each other; a power supply terminal connecting the vehicle power network to the transport climate control unit, wherein the power supply terminal is arranged in parallel with the secondary battery; a switch having a closed configuration in which the main battery and the secondary battery are electrically coupled to the alternator for charging, and an open configuration in which the secondary battery and the power terminal are isolated from the main battery, thereby preventing the supply of power from the main battery to the transport climate control unit; The method comprises: The transport climate control unit is operated in prime mover power mode in which: The prime mover is activated to drive the alternator; supplying electrical power from said alternator to operate said transport climate control unit; optionally supplying power to charge the primary battery and / or the secondary battery; a controller determining deactivation of the prime mover; said switch moves from said closed configuration to said open configuration when said prime mover is deactivated; responsive to determining deactivation of the prime mover, determining a power setting for the transport climate control unit, the power setting corresponding to maintaining operation of the transport climate control unit or deactivating the transport climate control unit; Based on the power setting, operating the transport climate control unit in a holding mode, wherein: said prime mover is not activated; Power is supplied from the secondary battery to operate the transport climate control unit.

11. The method according to claim 10, further comprising: After determining deactivation of the prime mover, receiving user input to define the power setting.

12. The method according to claim 11, further comprising: After determining deactivation of the prime mover, a prompt is displayed to a user to provide user input via a user input interface to define the power setting, the prompt indicating a first option and a second option, the first option being for maintaining operation of the transport climate control unit and the second option being for deactivating the transport climate control unit.

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