No engine electrical communication interface

Abstract

The present invention relates to an engine-less electrical communication interface. Specifically, a control system (300) for a transportable engine-less refrigeration unit (301) includes a controller (302) for communicating between a vehicle (307) and a plurality of vehicle devices, the controller including a vehicle data connection (306) for transmitting data to and from the vehicle; a vehicle engine on / off connection (308) for triggering start of the vehicle engine; a plurality of device data connections (314), each of which transmits data to and from at least one device external to the controller; and a device power connection (313), wherein the device power connection supplies power from the controller to at least one device external to the controller.

Description

Technical Field

[0001] The present invention relates to transport refrigeration units, and more particularly to a control system for a transport engineless refrigeration unit (TERU) and a method of monitoring and controlling the temperature of a TERU. Background Art

[0002] Traditionally, transport refrigeration units, such as those used to transport cargo by sea, rail, or road, are cargo trucks, tractor-trailers, or cargo containers that generally define a (refrigerated) cargo compartment and are modified to include a refrigeration system located at one end of the truck, trailer, or cargo container. A refrigeration system typically includes a compressor, condenser, expansion valve, and evaporator, connected in series by refrigerant lines in a closed refrigerant circuit according to the known refrigerant vapor compression cycle. A dedicated power unit, such as an internal combustion engine, drives the refrigeration unit's compressor and can be diesel-powered, natural gas-powered, or other types of engines. In many tractor-trailer transport refrigeration systems, the compressor is driven by the engine shaft via a belt drive or a mechanical shaft-to-shaft coupling. In other systems, the refrigeration unit's engine drives a generator, which generates electrical power, which in turn drives the compressor.

[0003] Recent developments include the transport engineless refrigeration unit (TERU). These TERUs do not require a dedicated power unit, such as an engine, to power the refrigeration system; instead, the TERU uses a power take-off connection to draw energy from a prime mover (such as the transport vehicle's conventional engine) to provide power. Therefore, they are "engineless" in the sense that a transport refrigeration unit does not have a dedicated engine, but instead draws power from an external prime mover.

[0004] In one known system, the truck's power take-off (PTO) is used to power a hydraulic pump, which in turn powers the refrigeration unit's generator. This is often referred to as "engine-free" power. In this way, no dedicated engine is required to refrigerate the cargo in the vehicle, as all necessary power for refrigeration is provided by the vehicle's internal combustion engine. Such a system can also be used to power other devices in the vehicle, for example, various sensors (such as the TERU's temperature sensor), alarm systems, or telematics features. In such a system, the truck's engine must be running to provide power to the PTO and refrigeration system (as well as any other relevant vehicle devices).

[0005] Typically, the controller for controlling and powering the TERU is integrated into the PTO. An example of such a TERU system is the ECO-DRIVE system developed by Carrier. This system features a PTO power module mounted on the side of the truck chassis and transmits power from the truck's engine in the manner described above. Because the controller is integrated into the PTO, the PTO must receive power from the truck's engine before it can power the TERU and send or receive any control signals.

[0006] Under current environmental trends, improvements in transport refrigeration units are desired, particularly with respect to environmental impact. For environmentally friendly refrigeration units, improvements in reliability, cost, and weight reduction are also desired. Summary of the Invention

[0007] In one aspect, the present invention provides a control system for a transportable engineless refrigeration unit, the control system comprising: a controller for communicating between a vehicle and a plurality of vehicle devices, the controller comprising: a vehicle data connection for transmitting data to and from the vehicle; a vehicle engine on / off connection for triggering start-up of a vehicle engine; a plurality of device data connections, wherein each device data connection transmits data to and from at least one device external to the controller; and a device power connection, wherein the device power connection supplies power from the controller to at least one device external to the controller.

[0008] By having a control system with data and power connections directly to the vehicle device at the control system level (i.e., the hardware of the device data connection and the device power connection), the control system can power and control the device without having to power an intermediate component, such as the PTO described above with respect to the ECO-DRIVE system, and the system can avoid the need to relay data back to the controller via an external path (e.g., transmit the data elsewhere). This avoids the need for unnecessary energy consumption and allows the vehicle device to be utilized more quickly because the vehicle engine does not have to start, operate, and power the PTO, etc.

[0009] As mentioned above, a transport engineless refrigeration unit (TERU) may refer to a transport refrigeration unit, such as one used for transporting cargo by sea, rail, or road. It is a cargo truck, tractor-trailer, or cargo container that generally defines a cargo compartment and instead includes a refrigeration system located at one end of the truck, trailer, or cargo container that does not require a dedicated power unit, such as an engine, to power the refrigeration system. Thus, a TERU does not include a dedicated engine for powering components of the refrigeration unit, such as its compressor. A TERU may utilize a power takeoff connection to utilize energy from a prime mover, such as the transport vehicle's conventional engine, to provide this power to the refrigeration system.

[0010] As discussed further below, the vehicle engine on / off connection is used to trigger the start of the vehicle engine and may be arranged to provide a start request to the vehicle engine, after which safety logic at the vehicle may determine whether the engine should be started. The vehicle engine on / off connection may be an on / off connection that provides a start request to the vehicle engine via the high / low state of a voltage on a suitable line. Typically, this may be a 24V line.

[0011] Advantageously, the controller lacks any safety logic related to starting the vehicle's engines. Therefore, the controller may not be able to determine whether it is safe to start the vehicle's engines. Instead, upon receiving a request to start the engines via the vehicle's engine on / off connection, the vehicle / engine applies safety logic and decides whether the engines can be started. This differs from some prior art systems, in which the TERU's control system bears some responsibility for determining whether it is safe to start the vehicle's engines, as the control system cannot perform its full functions until the engines are started. Consequently, in prior art systems, the TERU's control system may need to periodically insist on starting the vehicle's engines to power the TERU and check its status, such as whether temperature conditions are sufficient to prevent cargo spoilage without refrigeration. In contrast, with the proposed control system, since both power and data connections are present, the control system can power the TERU to obtain temperature sensor data, allowing the necessary status checks to be performed without forcibly starting the vehicle's engines. This means that the vehicle engine on / off connection at the control system may instead request a vehicle start only based on the vehicle itself deeming it safe to do so, with the safety logic being located on the vehicle (optionally only on the vehicle). The control system may be arranged so that a vehicle engine start is only requested when vehicle engine power is required, i.e. for refrigeration or to recharge the batteries.

[0012] At least one of the devices may include a TERU having both power and data connections to the controller. The control system may include the TERU. In this way, the TERU may be controlled and at least partially powered by the control system, without requiring the vehicle's engine to power intermediate or additional components (such as a PTO unit).

[0013] The TERU can include a temperature sensor that can be powered and controlled by the controller via the aforementioned connection. This temperature sensor can thus monitor the temperature of the TERU (e.g., the temperature of the cargo compartment) without activating any intermediate components (e.g., the PTO and / or the vehicle's engine). In this way, the power source for the TERU's refrigeration system (e.g., the PTO) need only be activated when the TERU's temperature is outside a predetermined temperature range. In this way, the TERU can be configured to operate in a sleep mode to reduce power consumption.

[0014] Sleep mode means that the temperature of the TERU (ie, the temperature of the refrigerated compartment of the TERU) can be monitored with substantially no power supplied to the TERU. Any reference herein to monitoring / controlling the temperature of the TERU relates to the temperature-controlled (eg, refrigerated) compartment of the TERU.

[0015] The device power connection may supply DC power (eg, 24V DC) to the device, such as the device power connection supplies power to the TERU in order to power its temperature sensor.

[0016] At least one device may include a power module having at least one data connection to a controller. The control system may include the power module. Optionally, a power connection may also be provided between the power module and the controller. The power module may be arranged to interact with a power take-off (PTO) unit of the vehicle, wherein the PTO unit is configured to supply power to a refrigeration system of a transport engineless refrigeration unit via the power module. In this manner, the controller may control activation of the power module (and therefore the PTO unit) and monitor its status or condition.

[0017] The power module can be configured to supply 400V, three-phase 50Hz power to the TERU. An example of a suitable power module is the Eco-Drive sold by Carrier Corporation. TM .

[0018] References to devices may include any optional device described herein. Examples include, but are not limited to: any TERU; any power module; any PTO; any HMI; any telematics input / input; any battery; any inverter; any generator axle (i.e., a generator mounted on a vehicle axle); any solar panel; any fuel tank gauge; any additional temperature sensor; and / or any fuel cell. A control system may include a device and / or its controller.

[0019] The control system can be configured to retroactively connect to pre-existing conventional devices. These can include pre-existing and conventional TERUs and power modules. When doing so, the pre-existing data links and / or power connections of the TERUs and / or power modules can be utilized to connect to the controller.

[0020] The controller may include an internal battery as a power source for the controller and / or for the device power connections. Alternatively or additionally, the controller may include a power connection for supplying power to the controller from the vehicle or from a device in at least one of the devices. In this way, the controller may be powered by an external source / device, such as an external battery for the vehicle or a dedicated external battery for the controller. Alternatively or additionally, the controller's internal battery may be charged by such an external source / device.

[0021] The power source mentioned above may also provide power to the controller to power at least one device, such as power transmission to the TERU to power its temperature sensor.

[0022] Device data connections can connect the controller to the power modules and carriers. In this way, signals such as control signals and data can be transmitted between these components in the network.

[0023] Data transmitted to and from the controller, vehicle, and device along any data connection may include any telematics data, including, but not limited to: the status of any device; the status of the vehicle and / or vehicle engine; the location of the vehicle; the temperature of the TERU; the outside temperature; the tire pressure of the vehicle; alarm signals; and / or maintenance signals for any device.

[0024] The device power connection referred to herein may be a 0-24 V DC power line, and / or the power connection may be bidirectional.

[0025] The controller may be connected to the carrier via a bidirectional data link, a wake-up signal line, and a power line.

[0026] Utilizing multiple device data connections, a complete data connection network can be formed between any combination of the controller, the vehicle, and any other device mentioned herein. A controller can include a device data connection for each of the corresponding devices. Such a network can be used to relay any control signal and / or data to any component in the network.

[0027] Device data connections can connect the controller to an HMI, and the HMI can be configured to receive input from the system user and / or display output, such as telematics data or the status of the control system. This HMI can be a universal HMI, designed to receive input from and display output from multiple devices. Universal HMIs reduce the complexity and cost of control systems. Additional devices connected to the controller can include additional or alternative HMIs, such as dedicated HMIs for PTOs and / or TERUs. Alternatively or additionally, a display on the vehicle, such as a display in the vehicle's dashboard, can serve as the HMI. Furthermore, a remote device, such as a smartphone or tablet, can serve as the HMI.

[0028] Inputs to any HMI may include overall system settings, including but not limited to: temperature set points; TERU controls (e.g., compartment open / close); common drive parameters; TERU parameters; information on the system (e.g., oil temperature, pressure, etc.).

[0029] The controller may include a controller power connection for supplying power from the vehicle to the controller, or the device may be powered from a device such as a battery. In this way, no additional components are required to power the device (although it will be appreciated that power may be supplied to the device from other sources). The battery may be integrated into the controller. The battery may be periodically recharged; this may be performed while the vehicle is in operation using a power connection for supplying power from the vehicle or device and / or a power connection to the communication device, using a PTO unit and / or using conventional features of the vehicle (such as another battery or fuel cell).

[0030] There may be multiple such controller power connections for supplying power to the controller from multiple sources.

[0031] Any or all of the vehicle data connection, vehicle engine on / off connection, or device data connection may be a wired data bus connection, such as a CAN data bus, including but not limited to a J1939 vehicle bus. Such data connections are generally more robust, more secure, faster, and less susceptible to radio interference than wireless signals. Alternatively, any or all of the data connections may be wireless connections, such as WiFi.

[0032] Telematics data, including the aforementioned equipment data, can be transmitted from the control system to an external point. For example, telematics data can be sent from the controller to a telematics output, where it can be transmitted to another vehicle and / or an external telematics system. A telematics input can also be connected to the controller to receive data. In this way, a global communication network can be established between many vehicles, and their controllers and devices can be set up to share telematics data; for example, the location of all vehicles in the global network, the temperature of the TERU, and / or the external temperature in a region can be tracked.

[0033] In a second aspect, the present invention provides a vehicle for refrigerated or frozen cargo transport, comprising a transport engineless refrigeration unit and any control system for the transport engineless refrigeration unit described above with respect to the first aspect, wherein a plurality of vehicle devices comprise the transport engineless refrigeration units, and the transport engineless refrigeration units are connected to the controller via one of a plurality of device data connections and a device power connection.

[0034] The vehicle may include any of the optional devices described herein. For example, but not limited to, any TERU; any power module; any PTO; any HMI; any telematics input / input; any battery; any inverter; and / or any fuel cell. In some exemplary embodiments, the vehicle includes a control system having a controller and associated connections, and optionally a power module and TERU having the features described above.

[0035] The vehicle may include a PTO configured to power the TERU when the vehicle engine is running, for example by supplying power via a power module of the vehicle.

[0036] As described above, the controller may be arranged to transmit telematics data to the vehicle using the vehicle data connection. Using data from the vehicle data connection, the vehicle dashboard may display telematics data for the vehicle driver. In this way, the driver may monitor any or all of the data previously discussed.

[0037] The vehicle may include safety logic separate from the control system.

[0038] In response to a start request signal from the controller (via the vehicle engine on / off connection) to trigger the start of the vehicle engine, the vehicle's safety logic may determine whether it is safe to start the vehicle engine. If it is determined to be safe, the safety logic may send a start signal to the vehicle engine, and optionally, the vehicle may return a signal to the controller indicating that the engine has been started. If it is determined not to be safe, the safety logic may send a signal to the controller indicating this, and the vehicle engine will not be started.

[0039] The determination by the safety logic as to whether it is safe to start the vehicle engine may be based on any one or a combination of the following parameters: the vehicle's fuel level; the vehicle's engine's oil level; the engine temperature; the vehicle's location (e.g., confined spaces are considered unsafe); the presence of a driver in the vehicle; the vehicle's temperature (including, but not limited to, engine temperature, coolant temperature, transmission temperature, and / or exhaust temperature); the state of the vehicle's transmission (e.g., neutral is safe); and / or the vehicle's speed (e.g., stationary is safe). These parameters may be sent to the safety logic via the vehicle or a controller.

[0040] Determinations based on parameters from any of the optional devices described herein may also be used.

[0041] One such device may be a breathalyzer configured to test a driver's blood alcohol level as an additional parameter.

[0042] As described above, advantageously, by having the safety logic external to the controller in the vehicle, this means that the controller does not have any safety logic related to starting the vehicle engine. Consequently, the controller may not be able to determine whether it is safe to start the vehicle engine. Instead, upon receiving a request to start the engine (a start request signal) via the vehicle engine on / off connection, the vehicle / engine applies the safety logic and determines whether the engine can be started.

[0043] This differs from some prior art systems, in which the TERU's control system bears some responsibility for determining whether it is safe to start the vehicle's engines, as the control system cannot perform its full functions until the engines are started. Consequently, in prior art systems, the TERU's control system may need to periodically insist on starting the vehicle's engines to supply power to the TERU and check its status, such as whether temperature conditions are sufficient to prevent cargo spoilage without refrigeration. In contrast, with the proposed control system, since both power and data connections are available, it becomes possible for the control system to supply power to the TERU in order to obtain temperature sensor data, thereby allowing the required status checks to be performed without forcibly starting the vehicle's engines. This means that the vehicle engine on / off connection at the control system can instead request a vehicle start based solely on the vehicle itself deeming it safe to do so, with the safety logic located onboard (or optionally solely onboard). The control system can be arranged so that vehicle engine start is only requested when vehicle engine power is needed, i.e., for refrigeration or battery recharging.

[0044] Since the safety logic is typically specific to the vehicle that the controller is intended to be installed on, this allows the safety logic to be incorporated into the vehicle by the vehicle manufacturer, rather than being incorporated into the controller by the controller manufacturer (which may be a different entity). Thus, the controller can be used on a wider range of vehicles without having to modify the controller software, etc.

[0045] The communication system may be retrofitted to existing vehicles in the manner previously discussed.

[0046] As previously discussed with respect to telematics output and input, telematics data can be sent globally from a vehicle and / or between vehicles. In this way, a global, large-scale communication network can be established with minimal modification to existing vehicles.

[0047] In a third aspect, the present invention provides a method for monitoring and controlling the temperature of a transportable engineless refrigeration unit of a vehicle as described above with respect to the second aspect, the method comprising: supplying power to a temperature sensor of the transportable engineless refrigeration unit via a device power connection; monitoring the temperature of the transportable engineless refrigeration unit using the temperature sensor; and activating a truck and / or a power output unit to supply power to the transportable engineless refrigeration unit if the temperature of the transportable engineless refrigeration unit is outside a predetermined range.

[0048] It will be appreciated that any control system described above with respect to the first aspect, and any vehicle described with respect to the second aspect, may be configured to perform any method according to the third aspect. It will also be appreciated that the method may utilise any of the features described with respect to the first and / or second aspects.

[0049] By monitoring and controlling the temperature of the transport refrigeration unit, it may be meant that the temperature-controlled compartment of the TERU is maintained within a certain temperature range by periodic cooling via refrigeration.

[0050] Activating the truck and / or the power take-off unit may include starting the vehicle engine.

[0051] The method may further include stopping power to the transportable engineless refrigeration unit when the temperature is within a second predetermined range and continuing to monitor the temperature of the transportable engineless refrigeration unit using the temperature sensor. In this manner, the method may be repeated periodically whenever the temperature of the TERU is unacceptable.

[0052] The second predetermined range may be the same as or different from the first predetermined range.

[0053] For refrigerated cargo, the first and / or second predetermined range may be greater than 10°C, greater than 8°C, greater than 6°C or greater than 4°C.

[0054] For frozen goods, the first and / or second predetermined range may be greater than -22°C, greater than -20°C, greater than -18°C or greater than -16°C.

[0055] The method may include sending a wake-up signal from the controller to the vehicle if the temperature of the transport engineless refrigeration unit is outside of a predetermined range.

[0056] The method may comprise the step of determining whether it is safe to activate the truck and / or the power take-off unit based on safety logic.The vehicle may comprise the safety logic, and the safety logic may be separate from the control system.

[0057] The method may include triggering start of the vehicle engine via an engine on / off connection, and it may also include providing a start request to the vehicle engine, after which safety logic at the vehicle may determine whether the engine should be started, as previously described.

[0058] A start request may be sent to the vehicle engine via the high / low state of the voltage on the appropriate line.

[0059] The method may include applying safety logic in the vehicle / engine to determine whether the engine may be started after receiving a request to start the engine via the vehicle engine on / off connection.

[0060] Thus, the method may comprise requesting the vehicle to start only on the basis that the vehicle itself deems it safe to do so, with the safety logic being located on the vehicle (optionally only on the vehicle).

[0061] The method may include requesting a vehicle start only if vehicle engine power is required (eg, for refrigeration or to recharge batteries).

[0062] The method may include that the determination by the vehicle's safety logic as to whether it is safe to start the vehicle's engine may be based on any one or a combination of the following parameters: the vehicle's fuel level; the vehicle's engine's oil level; the engine temperature; the vehicle's location (e.g., a confined space is considered unsafe); the presence of a driver in the vehicle; the vehicle's temperature (including but not limited to engine temperature, coolant temperature, transmission temperature, and / or exhaust gas temperature); the state of the vehicle's transmission (e.g., neutral is safe); and / or the vehicle's speed (e.g., stationary is safe).

[0063] The method may include sending any of the above parameters to the safety logic via the vehicle or controller, and may also use determinations based on parameters from any of the optional devices described herein.

[0064] The method may include controlling and at least partially powering the TERU without utilizing the vehicle's engine to power intermediate or additional components, such as a PTO unit.

[0065] The TERU may include a temperature sensor, and the method may include supplying power to and controlling the temperature sensor via the above-mentioned connection, and thus monitoring the temperature of the TERU (e.g., the temperature of the cargo compartment) without activating any intermediate components (such as the PTO and / or the vehicle engine).

[0066] The method may include controlling the power module and transmitting data, and / or between the power module and a controller.

[0067] The method may include supplying power from a power take-off (PTO) of a vehicle to a power module; and supplying power to a refrigeration system of a transport engineless refrigeration unit via the power module.

[0068] The method may include controlling / supplying power to any of the optional devices described herein.

[0069] The method may include retroactively connecting the control system to a pre-existing conventional device.

[0070] The method may comprise supplying power to the controller from an external source / device, such as an external battery of the vehicle or a dedicated external battery for the controller. Alternatively or additionally, the method may comprise supplying power to an internal battery of the controller, which may be charged by such an external source / device.

[0071] The method may include periodically charging the controller's battery; this may be performed using a PTO unit while the vehicle is running and / or using conventional features of the vehicle (such as another battery or fuel cell) by using a power connection for supplying power from the vehicle or device and / or a power connection to the communication device.

[0072] The method may include supplying power from the power source to a controller to power at least one device, such as transmitting power to a TERU to power a temperature sensor thereof.

[0073] The method may include transmitting data and / or control signals in a network between any of the devices described herein and a controller.

[0074] The method may include receiving input and / or displaying output using any of the HMIs described herein.

[0075] The method may include transmitting and / or receiving any of the telematics data described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] Certain exemplary embodiments will now be described, by way of example only, and with reference to the accompanying drawings, in which:

[0077] Figure 1 A schematic diagram illustrating a conventional control system for a transport engine-less refrigeration unit is shown;

[0078] Figure 2 Shows the use of Figure 1 A flow chart of a conventional method for monitoring and controlling the temperature of a transport engineless refrigeration unit using a conventional control system as shown in;

[0079] Figure 3 A schematic diagram showing a proposed control system for a transport engine-less refrigeration unit having data connections for the transport engine-less refrigeration unit; and

[0080] Figure 4 Shows the use of Figure 3A flow chart of a method for monitoring and controlling the temperature of a transport engineless refrigeration unit in a control system. DETAILED DESCRIPTION

[0081] Figure 1 A conventional control system 100 for a TERU 101 is shown. Control system 100 includes a controller 102 integrated within a power module 103, which is connected to a power take-off (PTO). Power is supplied to power module 103 via the PTO, which is powered by the internal combustion engine (not shown) of a vehicle 107. Power module 103 includes a hydraulic pump and system (not shown) and a generator (not shown), which is powered by the hydraulic system to deliver substantially constant 400V / 3 / 50Hz power to TERU 101 via power connection 104. This power is used to power the TERU's refrigeration system (not shown) and the TERU's temperature sensor 105. It will be appreciated that in this system, in order to monitor the TERU's temperature and provide refrigeration, the vehicle engine must be running to provide the necessary power.

[0082] There is a bidirectional data link 106 , a 24V wake-up signal line 108 and a 24VDC power connection 109 between the vehicle 107 and the controller 102 .

[0083] The controller 102 includes safety logic 117 for determining whether it is safe to start the vehicle engine at any one time.

[0084] The control system 100 also includes a human machine interface 110. The human machine interface (HMI) 110 is connected to the controller via a 24V DC power line 111 and a bidirectional data connection 112. It will be appreciated that in this system, in order to power the human machine interface, the vehicle engine must be running in order to power the power module 103 (which in turn powers the TERU and HMI).

[0085] Through the bidirectional data connection 111 , a user can enter input for the controller 102 and the power module 103 at the human machine interface and view data sent from the controller and / or power module to the HMI.

[0086] The control system 100 also includes a second human-machine interface 113 for the TERU 101. The second human-machine interface 113 is connected to the TERU via a 24 VDC power line 114 and a bidirectional data connection 115. It should be noted that there is no direct data connection between the TERU (or its sensors) and the controller 102 (or power module), and therefore no direct communication between the TERU and the controller is possible. Instead, data (such as temperature data from the temperature sensor 105 of the TERU 101) is sent to the second human-machine interface 113 via the bidirectional data connection 115, and from the second human-machine interface 113 to the telematics output 116. From the telematics output 116, the data can be transmitted elsewhere (e.g., to an external telematics system) and ultimately relayed back to the controller 102, the user, and / or the vehicle 107. Thus, there is no data connection between the controller and the TERU at the control system (hardware) level.

[0087] Furthermore, the controller 102, TERU 101, human machine interfaces 110, 113 and telematics output 116 all rely on the power module 103 for power, and therefore the vehicle engine must be running for the control system to operate.

[0088] The control system described above can be used to perform the following operations: Figure 2 The method of monitoring and controlling the temperature of a TERU as shown in , particularly while the vehicle engines are shut down (and the vehicle is stationary, e.g. parked overnight). In doing so, the following with respect to Figure 2 The method described is executed periodically at intervals as described below.

[0089] Reference Figure 2 In the method for monitoring and controlling the temperature of a TERU shown in FIG, at step 201 of the method, a timer of a controller measures the amount of time that has elapsed since the last reset. Once this time exceeds a predetermined time limit (e.g., 30 minutes), the method proceeds to step 202, in which a wake-up signal is sent from the controller to the carrier 107 via the wake-up signal line 108. This establishes communication between the carrier 107 and the controller 102 via the bidirectional data link 106.

[0090] At step 203, the controller determines whether it is safe to start the vehicle engine based on the safety logic 117 within the controller. This determination can be made based on any of the parameters previously discussed. If it is determined to be safe to start the vehicle engine, the method proceeds to step 204, and the vehicle engine is started via a command signal sent from the controller to the vehicle via the data link 116. The engine then supplies power to the PTO, which in turn supplies power to the power module 103, which then generates transmission power to the TERU 101, its temperature sensor 105, the telematics output 116, the controller 102, and the first and second human-machine interfaces 110, 113 in the manner described above.

[0091] The method then proceeds to step 205 where the temperature of the TERU is measured using the temperature sensor 105 and the measurement is sent to the second HMI via the bidirectional data connection 115 and then to the telematics output 116 for relay back to the controller 102 .

[0092] At step 206 , if the measured temperature of the TERU is outside a predetermined range (e.g., for refrigerated cargo, if the temperature is higher than 8° C., or for frozen cargo, if the temperature is higher than −18° C.), the refrigeration system of the TERU is activated and powered by the power module 103 to lower the temperature.

[0093] Once the measured temperature is acceptable, the vehicle engine is shut down via another control signal sent from the controller 102 to the vehicle 107 via the data link 106 , and the controller's timer is reset, thus restarting the method 200 at step 201 .

[0094] A problem with this system is that the various components of the control system can be powered and executed Figure 2 The engine must be turned on before using the method shown in .

[0095] Figure 3 is a schematic diagram of a proposed control system 30 for a transportable engine-less refrigeration unit 301, which is Figure 1 It has additional functions compared with the control system of Figure 1 The system shown in Figure 3 The control system includes a controller 302. However, the controller 302 is separate from the power module 303.

[0096] Similar to Figure 1In the system shown in FIG, the power module 303 is powered by a PTO coupled to the internal combustion engine (not shown) of the vehicle 107 and includes a hydraulic pump and hydraulic system (also not shown) and a generator (also not shown), which is powered by the hydraulic system to deliver substantially constant 400V / 3 / 50Hz power to the TERU 301 via the power connection 304 to power the TERU's refrigeration system (not shown).

[0097] Similar to Figure 2 In the system shown in FIG, the controller 302 is connected to the vehicle 307 via a bidirectional data connection 306, a 24V wake-up signal line 308, and a 24V DC power connection 309 between the vehicle 307 and the controller 302. However, there is also a 24V engine on / off signal line 310 between the vehicle and the controller 302. In this particular arrangement, the 24V engine on / off signal line 310 acts as an additional wake-up signal line. Figure 4 The method of monitoring and controlling the temperature of a TERU shown in and described in more detail below will explain the function of these various connections.

[0098] and Figure 2 Compared to the system shown in FIG, the vehicle includes safety logic 317 for determining whether it is safe to start the vehicle engine at any one time.

[0099] The controller is also connected to the power module 303 via a bi-directional data link 311 and a 24V DC power line 312. When the vehicle engine is on and the power module 303 is delivering power, the power line is used to charge the controller's battery (not shown).

[0100] Fundamentally, the controller 302 is also connected to the TERU 301 via a 24V DC power line 313 and a bidirectional data connection 314. This means that the controller can supply some power directly to the TERU, for example, to the temperature sensor 315 that monitors the temperature of the refrigerated compartment in the TERU 301. In addition, the measured temperature can be sent directly from the temperature sensor 3115 to the controller 302 via the bidirectional data link 314. In this way, as described below with reference to Figure 4 As described in more detail by the method shown in , the temperature of the TERU can be monitored without unnecessarily starting the vehicle engine, power module 303 and PTO.

[0101] The controller 302 also has additional bidirectional data connections 316 for communicating with other onboard devices, and additional power lines 317 for supplying power to and / or receiving power from additional onboard devices. These additional onboard devices may include battery packs and inverters, fuel cells, lights, or any form of onboard sensor, such as a temperature sensor, intruder alarm, or maintenance alarm.

[0102] The controller is also connected to an optional universal HMI 318 via a bidirectional data connection 319 and a 24V DC power line 320. The universal HMI can be used to input controls for the controller 302, power module 303, PTO, TERU 301 and vehicle 307 due to the aforementioned data connections 319, 314, 306, 311, the bidirectional data link forming the connection between all of these components at the control system level to form a communication network.

[0103] The controller is also connected to an optional telematics output 321 via a two-way data link 322. The telematics output 321 sends and receives telematics data to and from elsewhere, such as an external telematics system or another vehicle.

[0104] exist Figure 3 There are two other optional HMIs in the control system 300 shown in FIG: a power module HMI 323, which is connected to the power module 303 via a bidirectional data link 325 and a power line 324; and a TERU HMI 326, which is connected to the TERU 301 via a bidirectional data link 327 and a power line 328. These two additional (optional) HMIs can be used for any of the inputs / outputs discussed above.

[0105] The TERU HMI 326 is also connected to a second optional telematics output 329 via a two-way data link 330. The telematics output 330 can transmit / receive and has the telematics data described above.

[0106] The control system described above can be used to perform the following operations: Figure 3 The method 400 of monitoring and controlling the temperature of a TERU is shown in FIG. 4 , particularly while the vehicle engines are shut down (and the vehicle is stationary, eg, parked overnight).

[0107] Method 400 begins at step 401, where the temperature of the refrigerated compartment of the TERU is monitored by a temperature sensor 315. Because the temperature sensor 315 is connected to the controller via a power line 313 and a bidirectional data connection 314, the temperature measurement can be sent to the controller without starting the vehicle engine, power module 303, or PTO. The power supplied from the controller to the temperature sensor can come from the controller's internal battery or another device, such as an external battery.

[0108] In this way, the temperature of the refrigeration compartment of the TERU can be continuously monitored and no timer is required.

[0109] If the measured temperature is outside a predetermined range (e.g., for refrigerated cargo, if the temperature is above 8°C, or for frozen cargo, if the temperature is above -18°C), the method proceeds to step 402 where a wake-up signal is sent from the controller 302 to the carrier 307 via the wake-up signal line 308. This establishes communication between the carrier 307 and the controller 302 via the bidirectional data link 306.

[0110] At step 403, the vehicle 307 then determines whether it is safe to start the vehicle engine based on the safety logic 317 within the vehicle. If it is determined to be safe to start the vehicle engine, the method proceeds to step 404 and the vehicle engine is started. A signal is sent from the vehicle 307 to the controller via the on / off signal line 310, indicating whether the vehicle engine is on. The engine then supplies power to the power module 303 via the PTO, which then transmits power to the TERU's refrigeration system to cool the TERU's refrigerated compartment.

[0111] During this process, the temperature of the refrigerated compartment of the TERU is continuously monitored by the temperature sensor 315, and when the controller determines that the temperature is acceptable, for example, when the temperature is within a second predetermined range (for example, below 6°C for refrigerated cargo, or below -20°C for frozen cargo), the vehicle engine is shut down, and the system returns to a state of monitoring the temperature of the refrigerated compartment of the TERU, but with the engine, PTO, and power module 303 turned off (i.e., sleep mode). In this way, the method is then repeated at step 401 with the temperature continuously monitored.

[0112] This approach reduces the vehicle's energy consumption because it allows a sleep mode of the TERU, in which the temperature can still be monitored.

Claims

1. A control system for a transportable engineless refrigeration unit (TERU), the control system comprising: A controller for communicating between a vehicle and a plurality of vehicle arrangements, the controller comprising: a vehicle data connection for transmitting data to and from the vehicle; a vehicle engine on / off connection for triggering start of the vehicle engine; a plurality of device data connections, wherein each device data connection transmits data to and from at least one carrier device; and a device power connection, wherein the device power connection supplies power from the controller to at least one vehicle device; wherein the controller is configured to trigger starting of the vehicle engine based on a determination by safety logic external to the controller that it is safe to start the engine, wherein the controller thus does not include the safety logic; and Therein, said control system is configured to be retroactively connected to a pre-existing conventional TERU and / or any said vehicle arrangement.

2. The control system according to claim 1, wherein: The at least one carrier device to which the device power connection supplies power and to which a device data connection of the plurality of device data connections transmits data includes the TERU, wherein the TERU includes a temperature sensor.

3. The control system according to any one of claims 1 to 2, wherein: The controller includes a plurality of device data connections, and each device data connection is configured to connect to at least one vehicle device, wherein each vehicle device includes any of the following: a TERU; a power take-off unit (PTO); a human-machine interface (HMI); a battery; an inverter; a generator shaft; a solar panel; a fuel tank gauge; and / or an additional temperature sensor.

4. The control system according to any one of claims 1 to 2, wherein: The controller includes a plurality of device data connections, and each device data connection is configured to connect to at least one vehicle device, wherein each vehicle device includes a fuel cell; and / or a telematics output and / or input.

5. The control system according to any one of claims 1 to 2, wherein: The device data connection, the vehicle data connection and / or the vehicle engine on / off connection are bidirectional data connections such that the device data connection, the vehicle data connection and / or the vehicle engine on / off connection form a communication network between any vehicle devices.

6. The control system according to any one of claims 1 to 2, wherein: The device data connection, the vehicle data connection and / or the vehicle engine on / off connection are wired connections.

7. The control system according to claim 6, wherein: The device data connection is a CAN bus connection.

8. The control system according to any one of claims 1 to 2, wherein: Power is supplied to the controller from an internal battery, and / or wherein the controller comprises a controller power connection for receiving power from the vehicle or from at least one vehicle device.

9. The control system according to any one of claims 1 to 2, wherein: At least one of the vehicle devices to which the device data connection transmits data is a human machine interface (HMI), and wherein the controller is configured such that input and control for the system can be received from the HMI and telematics output can be sent to the HMI.

10. The control system according to any one of claims 1 to 2, wherein: At least one of the vehicle devices to which the device data connection transmits data is a telematics input and / or output configured to transmit / receive data to / from a location external to the system.

11. A vehicle for refrigerated or frozen cargo transport comprising a transport engine-less refrigeration unit and a control system for a transport engine-less refrigeration unit according to any one of claims 1 to 10, wherein the plurality of vehicle devices comprise transport engine-less refrigeration units, and the transport engine-less refrigeration units are connected to the controller via at least one of the plurality of device data connections and the device power connections.

12. The vehicle of claim 11, comprising a power module that supplies power to a refrigeration system of the transport engineless refrigeration unit, wherein the power module is coupled to a power output unit of the vehicle for generating power.

13. A method for monitoring and controlling the temperature of a transport engineless refrigeration unit of a vehicle according to claim 12, the method comprising: supplying power to a temperature sensor of the transportable engineless refrigeration unit via the device power connection; monitoring the temperature of the transportable engineless refrigeration unit using the temperature sensor; as well as activating the carrier and / or the power module to supply power to the transportable engineless refrigeration unit if the temperature of the transportable engineless refrigeration unit is outside a predetermined range; The step of activating the vehicle and / or power module includes: providing a start request from the controller to the vehicle engine; determining whether it is safe to activate the vehicle and / or power module based on safety logic; and starting the vehicle engine, wherein the vehicle includes safety logic and the safety logic is separate from the control system.

14. The method according to claim 13, comprising the steps of: Power is stopped from being supplied to the transportable engineless refrigeration unit when the temperature is within a second predetermined range, and the temperature of the transportable engineless refrigeration unit is then continuously monitored using the temperature sensor.

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