Method and system for minimizing c-ratio fluctuations by adjusting transport climate control system operation

Abstract

A method of minimizing C-rate fluctuations with an electric power accessory (EPA) is disclosed. The EPA is configured for use with at least one of a vehicle, a trailer, and a shipping container having a first controller. The EPA has a second controller. The method includes determining, by the first controller, a first C-rate of a rechargeable energy storage system (RESS). Also, the method includes comparing the first C-rate to a first predetermined threshold. The method further includes the first controller sending a first request to the second controller to adjust a load of the EPA when the first C-rate exceeds the first predetermined threshold. The method further includes the second controller determining a first operating mode of the EPA based on the first request. The method further includes the second controller adjusting the load of the EPA when the first operating mode of the EPA allows the load to change.

Description

Technical Field

[0001] This disclosure relates to methods and systems for minimizing C-ratio fluctuations by adjusting the operation of electric attachments configured for use with at least one of a vehicle, trailer, and / or transport container. More specifically, this disclosure relates to using electric attachments as variable loads and increasing and / or decreasing the power consumption of the electric attachments to reduce C-ratio fluctuations in a rechargeable energy storage system (RESS). Background Technology

[0002] Transportation climate control systems are typically used to control environmental conditions (e.g., temperature, humidity, air quality) within the climate-controlled space of a transport unit (e.g., trucks, containers (e.g., flatbed containers, intermodal containers, etc.), boxcars, semi-tractor-trailers, buses, or other similar transport units). This transport climate control system may include, for example, a transport refrigeration system (TRS) and / or a heating, ventilation, and air conditioning (HVAC) system. The TRS controls the environmental conditions within the climate-controlled space to maintain goods (e.g., agricultural products, frozen foods, pharmaceuticals, etc.). The HVAC system controls the environmental conditions within the climate-controlled space to provide a comfortable travel experience for passengers traveling within the transport unit. In some transport units, the transport climate control system may be installed externally (e.g., on the roof of the transport unit, on the front wall of the transport unit, etc.). Summary of the Invention

[0003] This disclosure relates to methods and systems for minimizing C-ratio fluctuations by adjusting the operation of electric attachments configured for use with at least one of a vehicle, trailer, and / or transport container. More specifically, this disclosure relates to using electric attachments as variable loads and increasing and / or decreasing the power consumption of the electric attachments to reduce C-ratio fluctuations in the RSS.

[0004] In one embodiment, a method is disclosed for minimizing C-ratio fluctuations by adjusting the operation of a Transport Climate Control System (TCCS). The method includes powering the TCCS using a rechargeable energy storage system (RESS). The method also includes determining a first C-ratio of the RESS. Furthermore, the method includes comparing the first C-ratio with the first predetermined threshold. The method further includes, when the first C-ratio exceeds the first predetermined threshold, a controller of the TCCS determines a first operating mode of the TCCS; the method also includes the controller adjusting the load on the TCCS based on the first operating mode.

[0005] In one embodiment, a method is disclosed for minimizing C-ratio fluctuations in a rechargeable energy storage system (RESS). The method includes determining a first C-ratio of the RESS by a vehicle controller. Furthermore, the method includes comparing the first C-ratio with a first predetermined threshold. The method also includes sending a first request to an electric accessory (EPA) to adjust the EPA's load when the first C-ratio exceeds the first predetermined threshold.

[0006] In one embodiment, a method is disclosed for minimizing C-ratio fluctuations using an electric attachment (EPA). The EPA is configured for use with at least one of a vehicle, trailer, and shipping container having a first controller. The EPA has a second controller. The method includes powering the EPA using a rechargeable energy storage system (RESS). The method also includes determining a first C-ratio of the RESS by the first controller. Furthermore, the method includes comparing the first C-ratio with the first predetermined threshold. The method further includes sending a first request to a second controller to adjust the load on the EPA when the first C-ratio exceeds the first predetermined threshold. The method also includes the second controller determining a first operating mode of the EPA based on the first request. The method further includes the second controller adjusting the load on the EPA based on the first operating mode.

[0007] The embodiments disclosed herein can help minimize fluctuations in the charge and / or discharge ratios in a RSS (e.g., a battery), limit detrimental effects on RSS lifespan, maximize / increase RSS lifespan, maximize the use of available power, increase RSS efficiency, and optimize overall power consumption. It will be understood that the loads in the system can have power priorities, where thresholds for the C-ratio (or C-ratio variation) can be set (e.g., implicitly) by the capacity of the power electronics hardware. It should also be understood that adjusting the C-ratio (or C-ratio variation) can include adjusting the distribution of the C-ratio (or C-ratio variation) among loads.

[0008] The embodiments disclosed herein can help determine how an EPA affects the received power from its power source (e.g., a RSS), determine / predict when peak and trough power consumption of the RSS occurs, minimize the power ratio into and out of the RSS, use the EPA as a variable load to optimize available power (e.g., not exceeding power limits anywhere else in the system), and provide opportunistic power dissipation to meet desired operational objectives (e.g., maintaining a steady current flowing into or out of the RSS (e.g., preventing wear on the RSS), and / or minimizing the current flowing into or out of the RSS at a particular moment). Attached Figure Description

[0009] Reference is made to the accompanying drawings, which form part of this disclosure, illustrating embodiments in which the systems and methods described herein may be practiced.

[0010] Figure 1A A side view of a truck with a transport climate control system according to an embodiment is shown.

[0011] Figure 1B A side view of a truck with a transport climate control system according to one embodiment is shown.

[0012] Figure 1C A perspective view of a climate-controlled transport unit according to an embodiment is shown, the transport unit having a transport climate control system attached to a tractor.

[0013] Figure 1D A side view of a climate-controlled transport unit with a multi-zone transport climate control system according to an embodiment is shown.

[0014] Figure 1E A perspective view of a bus vehicle including a transport climate control system according to one embodiment is shown.

[0015] Figure 2 This is a schematic diagram of a climate control circuit according to one embodiment.

[0016] Figure 3 This is a schematic diagram of a system for regulating the power consumption of a load according to one embodiment.

[0017] Figure 4 This is a flowchart illustrating a method for adjusting the power consumption of an electric accessory (EPA) to reduce C-ratio fluctuations in a system, according to one embodiment.

[0018] Throughout the text, the same reference numerals denote the same parts. Detailed Implementation

[0019] This disclosure relates to methods and systems for minimizing C-ratio fluctuations by adjusting the operation of electric attachments configured for use with at least one of a vehicle, trailer, and / or transport container. More specifically, this disclosure relates to using electric attachments as variable loads and increasing and / or decreasing the power consumption of the electric attachments to reduce C-ratio fluctuations in the RSS.

[0020] As defined herein, the C-ratio of a rechargeable energy storage system (RESS, such as a battery) refers to the charge rate and / or discharge rate of the RSS. The C-ratio can be a measure of the charge or discharge rate of the RSS relative to its maximum capacity. The C-ratio can be the charging or discharging current divided by the RSS's rated charge (in ampere-hours). The unit of the C-ratio is "C". For example, for a 500mAh RSS, a discharge current of 5000mA (i.e., 5A) corresponds to a C-ratio of 10C, meaning that this current will discharge a fully charged RSS (such as a battery) in 0.1 hours or 6 minutes. Similarly, for the same RSS, a charging current of 250mA corresponds to a C-ratio of 1 / 2C, meaning that this current will increase the RSS's state of charge by 50% (the percentage is a unit of state of charge) in one hour.

[0021] Figure 1A An embodiment of a climate-controlled truck 100 is depicted, comprising a climate-controlled space 105 for carrying cargo and a transport climate control system 110 for providing climate control within the climate-controlled space 105. The transport climate control system 110 includes a climate control unit (CCU) 115 mounted on the roof 120 of the truck 100. The transport climate control system 110 may also include climate control circuitry (see [link to relevant documentation]). Figure 2 The climate control circuit connects, for example, a compressor, condenser, evaporator, and expansion device to provide climate control within the climate-controlled space 105. It will be understood that the embodiments described herein are not limited to climate-controlled trucks, but can be applied to any type of transport unit (e.g., trucks, containers (e.g., containers on flatbeds, intermodal containers, sea containers, etc.), boxcars, semi-tractor-trailers, buses, or other similar transport units).

[0022] The transport climate control system 110 also includes a programmable climate controller 125 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 110 (e.g., ambient temperature outside the truck 100, ambient humidity outside the truck 100, compressor intake pressure, compressor exhaust pressure, supply air temperature of air supplied from the CCU 115 to the climate-controlled space 105, return air temperature of air returning from the climate-controlled space 105 to the CCU 115, humidity within the climate-controlled space 105, etc.) and transmit the parameter data to the climate controller 125. The climate controller 125 is configured to control the operation of the transport climate control system 110, which includes components comprising climate control circuitry. The climate controller 125 may include a single integrated control unit 126, or a distributed network that may include climate controller elements 126, 127. The number of distributed controller elements in a given network may depend on the specific application of the principles described herein.

[0023] Figure 1B A climate-controlled straight truck 130 is described, comprising a climate-controlled space 131 for carrying cargo and a transport climate control system 132. The transport climate control system 132 includes a climate control unit (CCU) 133 mounted to the front wall 134 of the climate-controlled space 131. The CCU 133 may also include, among other components, climate control circuitry (see [link to documentation]). Figure 2 The circuit connects, for example, a compressor, condenser, evaporator, and expansion device to provide climate control within the climate-controlled space 131.

[0024] The transport climate control system 132 also includes a programmable climate controller 135 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 132 (e.g., ambient temperature outside the truck 130, ambient humidity outside the truck 130, compressor intake pressure, compressor exhaust pressure, supply air temperature of air supplied from the CCU 133 to the climate-controlled space 131, return air temperature of air returning from the climate-controlled space 131 to the CCU 133, humidity within the climate-controlled space 131, etc.) and transmit the parameter data to the climate controller 135. The climate controller 135 is configured to control the operation of the transport climate control system 132, which includes components comprising climate control circuitry. The climate controller 135 may include a single integrated control unit 136, or a distributed network that may include climate controller elements 136, 137. The number of distributed controller elements in a given network may depend on the specific application of the principles described herein.

[0025] Figure 1CAn embodiment of a climate-controlled transport unit 140 attached to a tractor unit 142 is shown. The climate-controlled transport unit 140 includes a transport climate control system 145 for a transport unit 150. The tractor unit 142 is attached to and configured to tow the transport unit 150. Figure 1C The transport unit 150 shown is a trailer.

[0026] The transport climate control system 145 includes a climate control unit (CCU) 152 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within the climate-controlled space 154 of the transport unit 150. The CCU 152 is disposed on the front wall 157 of the transport unit 150. In other embodiments, it will be understood that the CCU 152 may be disposed, for example, on the roof or another wall of the transport unit 150. The CCU 152 includes climate control circuitry (see...). Figure 2 The circuit connects, for example, a compressor, condenser, evaporator, and expansion device to provide conditioned air in the climate-controlled space 154.

[0027] The transport climate control system 145 also includes a programmable climate controller 156 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 145 (e.g., ambient temperature outside the transport unit 150, ambient humidity outside the transport unit 150, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied from the CCU 152 to the climate-controlled space 154, return air temperature of air returning from the climate-controlled space 154 to the CCU 152, humidity within the climate-controlled space 154, etc.) and transmit the parameter data to the climate controller 156. The climate controller 156 is configured to control the operation of the transport climate control system 145, which includes components comprising climate control circuitry. The climate controller 156 may include a single integrated control unit 158, or a distributed network that may include climate controller elements 158, 159. The number of distributed controller elements in a given network may depend on the specific application of the principles described herein.

[0028] Figure 1D Another embodiment of a climate-controlled transport unit 160 is shown. The climate-controlled transport unit 160 includes a multi-zone transport climate control system (MTCS) 162 for a transport unit 164, which can be towed, for example, by a tractor (not shown). It will be understood that the embodiments described herein are not limited to tractor and trailer units, but can be applied to any type of transport unit (e.g., trucks, containers (e.g., containers on flatbeds, intermodal containers, sea containers, etc.), boxcars, semi-tractor units, buses, or other similar transport units, etc.).

[0029] MTCS 162 includes a CCU 166 and multiple remote units 168 that provide environmental control (e.g., temperature, humidity, air quality, etc.) within a climate-controlled space 170 of transport unit 164. The climate-controlled space 170 can be divided into multiple zones 172. The term "zone" refers to a portion of the climate-controlled space 170 separated by walls 174. The CCU 166 can function as a host unit and provide climate control within a first zone 172a of the climate-controlled space 170. The remote units 168a can provide climate control within a second zone 172b of the climate-controlled space 170. The remote units 168b can provide climate control within a third zone 172c of the climate-controlled space 170. Therefore, MTCS 162 can be used to control environmental conditions(s) within each of the multiple zones 172 of the climate-controlled space 170, separately and independently.

[0030] The CCU 166 is disposed on the front wall 167 of the transport unit 164. In other embodiments, it will be understood that the CCU 166 may be disposed, for example, on the roof or another wall of the transport unit 164. The CCU 166 includes climate control circuitry (see [link to relevant documentation]). Figure 2 The climate control circuit connects, for example, a compressor, condenser, evaporator, and expander to provide conditioned air in the climate-controlled space 170. Remote unit 168a is disposed on the ceiling 179 within the second zone 172b, and remote unit 168b is disposed on the ceiling 179 within the third zone 172c. Each remote unit 168a, 168b includes an evaporator (not shown) connected to the remaining climate control circuitry disposed in CCU 166.

[0031] The MTCS 162 also includes a programmable climate controller 180 and one or more sensors (not shown) configured to measure one or more parameters of the MTCS 162 (e.g., ambient temperature outside transport unit 164, ambient humidity outside transport unit 164, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied to each zone 172 by CCU 166 and remote unit 168, return air temperature of air returning from each zone 172 to the corresponding CCU 166 or remote unit 168a or 168b, humidity within each zone 172, etc.) and transmit the parameter data to the climate controller 180. The climate controller 180 is configured to control the operation of the MTCS 162, including components comprising climate control circuitry. The climate controller 180 may include a single integrated control unit 181, or a distributed network that may include climate controller elements 181, 182. The number of distributed controller elements in a given network may depend on the specific application of the principles described herein.

[0032] Figure 1E This is a perspective view of a vehicle 185 including a transport climate control system 187 according to one embodiment. The vehicle 185 is a public bus that can transport passengers (not shown) to one or more destinations. In other embodiments, the vehicle 185 may be a school bus, railcar, subway, or other commercial vehicle carrying passengers. The vehicle 185 includes a climate-controlled space (e.g., a passenger compartment) 189 that can accommodate multiple passengers. The vehicle 185 includes a door 190 located on one side of the vehicle 185. Figure 1E In the illustrated embodiment, the first door 190 is located near the front of the vehicle 185, and the second door 190 is located towards the rear of the vehicle 185. Each door 190 is movable between an open position and a closed position to selectively allow access to the climate-controlled space 189. The transport climate control system 187 includes a CCU 192 attached to the roof 194 of the vehicle 185.

[0033] The CCU 192 includes climate control circuitry (see...). Figure 2 This circuit connects, for example, a compressor, condenser, evaporator, and expander to provide conditioned air in the climate-controlled space 189. The transportation climate control system 187 also includes a programmable climate controller 195 and one or more sensors (not shown) configured to measure one or more parameters of the transportation climate control system 187 (e.g., ambient temperature outside the vehicle 185, ambient temperature inside the climate-controlled space 189, ambient humidity outside the vehicle 185, humidity inside the climate-controlled space 189, etc.) and transmit the parameter data to the climate controller 195. The climate controller 195 is configured to control the operation of the transportation climate control system 187, including components of the climate control circuitry. The climate controller 195 may include a single integrated control unit 196, or a distributed network that may include climate controller elements 196, 197. The number of distributed controller elements in a given network may depend on the specific application of the principles described herein.

[0034] Figure 2 This is a schematic diagram of a climate control circuit 200 according to one embodiment. The climate control circuit 200 can be used, for example, in TCCS (e.g., Figure 1A -E is shown in TCCS 110, 132, 145 and 187 and MTCS 162).

[0035] Climate control circuit 200 typically includes compressor 220, condenser 240, expander 260, and evaporator 280. In one embodiment, compressor 220 may be a variable speed compressor.

[0036] Climate control circuit 200 is an example and can be modified to include additional components. For example, in one embodiment, climate control circuit 200 may include other components such as, but not limited to, energy-saving heat exchangers, one or more flow control devices, liquid receivers, dryers, wicking heat exchangers, one or more condenser fans (blowers), one or more evaporator fans (blowers), one or more sensors, controllers, etc.

[0037] In one embodiment, one or more condenser / evaporator fans may be two-speed fans, full-speed fans (i.e., having more than two speeds), low-voltage DC fans, high-voltage AC fans, etc. It should be understood that a two-speed fan refers to a fan with both high and low speeds (typically corresponding to a two-speed motor / generator driving the fan). One or more condenser / evaporator fans may be configured to operate continuously and / or in a cyclic sentinel mode.

[0038] As defined herein, “low voltage” refers to ISO 6469-3 Class A in an automotive environment. Specifically, “low voltage” refers to the maximum operating voltage between 0V and 60V DC or between 0V and 30V AC. For example, low voltage can be 12VDC, 24VDC, 48VDC, or other suitable DC voltage.

[0039] As defined herein, “high voltage” refers to Class B of ISO 6469-3 in an automotive environment. Specifically, “high voltage” refers to a maximum operating voltage between 60V and 1500V DC or between 30V and 1000V AC. For example, high voltage can be 350VDC, 400VDC, 700VDC, 800VDC, or other suitable DC voltages.

[0040] The climate control circuit 200 can typically be applied to various systems that control environmental conditions (e.g., temperature, humidity, air quality, etc.) in a space (often referred to as a conditioned space). Examples of such systems include, but are not limited to, HVACR systems, transport refrigeration units, etc. In one embodiment, the HVAC system may be a rooftop unit or a heat pump air conditioning unit.

[0041] The compressor 220, condenser 240, expander 260, and evaporator 280 are fluidly connected. In one embodiment, the climate control circuit 200 can be configured as a cooling system (e.g., an air conditioning system) capable of operating in a cooling mode. In another embodiment, the climate control circuit 200 can be configured as a heat pump system capable of operating in both a cooling mode and a heating / defrosting mode.

[0042] The climate control circuit 200 can operate based on well-known principles. The climate control circuit 200 can be configured to heat or cool a liquid process fluid (e.g., a heat transfer fluid or medium (e.g., a liquid such as, but not limited to, water)), in which case the climate control circuit 200 typically represents a liquid cooler system. Alternatively, the climate control circuit 200 can be configured to heat or cool a gaseous process fluid (e.g., a heat transfer medium or fluid (e.g., a gas such as, but not limited to, air)), in which case the climate control circuit 200 typically represents an air conditioner or heat pump.

[0043] In operation, the compressor 220 compresses the working fluid (e.g., a heat transfer fluid (e.g., a refrigerant, etc.)) from a relatively low-pressure gas to a relatively high-pressure gas. The relatively high-pressure gas is also at a relatively high temperature, which is discharged from the compressor 220 and flows through the condenser 240. According to generally known principles, the working fluid flows through the condenser 240 and dissipates heat to the process fluid (e.g., water, air, etc.), thereby cooling the working fluid. The cooled working fluid, now in liquid form, flows to the expansion device 260. The expansion device 260 reduces the pressure of the working fluid. As a result, a portion of the working fluid is converted to a gaseous state. The working fluid, now in a mixture of liquid and gas, flows to the evaporator 280. The working fluid flows through the evaporator 280 and absorbs heat from the process fluid (e.g., a heat transfer medium (e.g., water, air, etc.), heating the working fluid and converting it to a gaseous state. The gaseous working fluid then returns to the compressor 220. This process continues when the heat transfer circuit is operating, for example, in cooling mode.

[0044] Figure 3 This is a schematic diagram of a system 300 for regulating the power consumption of loads 320 and / or 340 according to one embodiment. System 300 includes a vehicle 310 and an electric accessory (EPA) 320 configured for use with at least one of the vehicle 310, a trailer, and / or a transport container. System 300 also includes a resuspension 330, an electrical load(s) 340, and an optional EPARESS 325.

[0045] The vehicle 310 includes an on-board charger 311, a vehicle electrical system (VES) 312, sensors 313, and a power distribution unit (PDU) 314. The vehicle 310 may be, for example, a climate-controlled truck 100, a climate-controlled direct truck 130, a tractor 142 attached to a climate-controlled transport unit 140, a climate-controlled transport unit 160, and / or Figure 1A-1E Vehicles 185 and / or recreational vehicles (RVs).

[0046] VES 312 can provide power to the vehicle's electrical load 340 and / or charge or discharge the vehicle's energy storage device (e.g., RESS 330). Sensors (one or more) 313 can be inference sensors and / or C-ratio (and / or C-ratio change) sensors (one or more). PDU 314 may include a controller (not shown) configured to control the distribution of power to the load 340 of the vehicle 310.

[0047] Electrical load 340 may include a vehicle powertrain. Similarly, electrical load 340 may include low-voltage (LV) DC loads, such as solenoids, fans, controllers, battery chargers, etc. Electrical load 340 may also include high-voltage (HV) DC loads, such as fan motors, compressor motors, battery chargers. Electrical load 340 may also include HVAC loads, such as fan motors, compressor motors, battery chargers, on-board chargers, AC power modules (ACPMs), etc. The ACPM may be a power converter for taking single-phase or three-phase AC power input and generating DC power. Likewise, electrical load 340 may include heaters, displays, telematics, and / or motors with power converters, which may include DC / DC converters and / or motor control inverters.

[0048] The EPA 320 can be, for example... Figure 1A-1E The transport climate control system 110, 132, 145, 162 and / or 187. EPA 320 includes controller 321. The controller 321 may be, for example... Figure 1A -E represents controllers 125, 135, 156, 180, and / or 195. The EPA 320 also includes sensors (one or more) 322. Sensors (one or more) 322 may be inference sensors and / or C-ratio (and / or C-ratio change) sensors (one or more). The EPA 320 may include HV and / or LV loads, including AC (single-phase and / or three-phase) and / or DC loads, such as heaters (one or more), displays (one or more), and / or telematics.

[0049] The EPA RESS 325 can provide the power to operate the EPA 320. The RESS 330 may include a vehicle battery (or battery pack, such as a vehicle traction battery), solar power / storage, auxiliary power / storage, electric APU auxiliary energy storage, fuel cell power / storage, undermount power, liftgate energy storage, etc. The RESS 330 can connect to and power the EPA 320 via, for example, ePTO. The vehicle 310 can communicate with the RESS 330 to enable / disable the ePTO feature.

[0050] Figure 3 Power lines (solid lines) and communication lines (dotted lines) between / within components are also shown. It will be understood that communication (one or more) between / within components can be accomplished wirelessly or via wired connections (one or more), through any suitable communication medium, and / or using any suitable communication protocol. Power lines may be part of the DC bus of system 300.

[0051] Figure 4 This illustrates an embodiment for regulating the power consumption of an electric accessory (EPA) to reduce system power consumption (see [reference]). Figure 3 A flowchart of a method 400 for C-ratio fluctuation in ) is shown. In one embodiment, the system may include Figure 1A-1E Any one or more of 100, 130, 140 / 142, 160 and 185 shown.

[0052] While the embodiments described herein illustrate different implementations of a transport climate control system, it should be understood that the Electric Attachment (EPA) is not limited to a transport climate control system or a climate control unit (CCU, or climate-controlled transport unit (CCTU)) of a transport climate control system. It should be understood that the CCU / CCTU can be, for example, a transport refrigeration unit (TRU). In other embodiments, the EPA can be, for example, a crane attached to a vehicle, a cement mixer attached to a truck, one or more food appliances on a food truck, a boom connected to a vehicle, a concrete pump truck, a garbage truck, a fire truck (with a powered ladder, pump, lights, etc.), etc. It should be understood that the EPA may need to operate continuously even when the vehicle's ignition is off and / or the vehicle is parked and / or idling and / or charging. The EPA may need to operate at high power as needed and / or operate continuously and / or autonomously on a required basis, independent of operating modes (e.g., controlling the temperature / humidity / airflow of the climate-controlled space).

[0053] Method 400 begins at 410, where the control flow begins. It should be understood that the control flow in method 400 can be controlled by a controller (e.g., Figure 1A -E (controllers 125, 135, 156, 180 and / or 195) are executed. Then, method 400 proceeds to 420.

[0054] In 420, EPA (e.g., Figure 1AThe TCCS (Traffic Control Center) shown in Figure -E, such as TCCS 110, 132, 145, and 187 and / or MTCS 162, is in the open state and operable (e.g., opened or operated by a controller or user via a controller). For example, when the TCCS is in the open state and operable, it can keep goods (e.g., agricultural products, frozen foods, pharmaceuticals, etc.) safe and / or fresh. The goods may be regulated by government agencies or have high economic value. Regulated goods may include pharmaceuticals, meat, seafood, agricultural products, dairy products, and / or frozen foods, etc. Goods with high economic value may include beverages, canned foods, paints, flowers, and / or plants, etc. The TCCS can prevent damage to the goods by, for example, maintaining the temperature of the goods at or below a set temperature.

[0055] It should be understood that different cargoes may have different TCCS operating parameters. For example, pharmaceuticals may require a different operating mode (strict temperature control), which may be more power-intensive / sensitive compared to other cargoes. Agricultural products such as berries may require a constant airflow compared to cargoes with discontinuous airflow, which may require additional power. Thus, regulated cargoes and / or economically valuable cargoes can be converted to different operating controls: strict temperature control, lower setpoint temperature, continuous airflow, periodic sentinel, and / or lenient temperature control, etc., in descending order of power requirements.

[0056] Then, method 400 proceeds to 430. In 430, the controller determines whether the C-ratio of the RESS is changing. The RESS may include a vehicle battery (or battery pack, such as a vehicle traction battery), solar power / storage, auxiliary power / storage, APU electric auxiliary energy storage, fuel cell power / storage, under-frame power / storage, liftgate energy storage, etc. The RESS can be connected to, for example, an electric vehicle power supply unit (EVSE), regenerative braking, utility (shore) power, onboard generator, power take-off (ePTO) connection, and solar power, etc. The RESS can provide power to the vehicle, EPA, or other loads (e.g., the vehicle powertrain).

[0057] The C-ratio of the RESS includes the C-ratio of the electricity entering the RESS (charge rate) and / or the C-ratio of the electricity escaping from the RESS (discharge rate). In one embodiment, the C-ratio of the RESS can change during charging. For example, a regenerative braking event in a vehicle can cause a large influx of current and instantaneous power.

[0058] It should be understood that regenerative braking is a power recovery mechanism that slows down a vehicle or object by converting its kinetic energy into a form that can be used immediately or stored until needed. In this mechanism, an electric motor can be used to utilize the vehicle's momentum to recover energy that would otherwise be lost as heat to the brake discs due to friction, for example, in the brakes. It should be understood that, in addition to improving the overall efficiency of the vehicle, regenerative braking can also extend the life of the braking system because its components wear out less quickly.

[0059] In one embodiment, a large amount of power generated within a very short time, such as by a regenerative braking event of a vehicle, can cause the C ratio entering the RESS to fluctuate rapidly. It should be understood that high fluctuations in the C ratio can lead to a shortened lifespan of the RESS.

[0060] In one embodiment, when the RESS is fully charged or nearly fully charged, power generated, for example by a regenerative braking event or by the vehicle's mechanical braking system, may be wasted (e.g., immediately dissipated as heat in the resistor).

[0061] The controller can determine the C ratio (and / or C ratio change) via sensing data from, for example, one or more sensors. The one or more sensors may include voltage sensors (one or more) and / or current sensors (one or more) to obtain, for example, the current flowing into (or out of) the RESS, the voltage drop (or rise) on the DC bus (see...). Figure 3The sensors may include, for example, the power entering, exiting, and flowing out of the RESS. One or more sensors may also include accelerometer sensors (one or more) or speed sensors (one or more) to obtain the vehicle's speed and / or speed ratio. One or more sensors may further include temperature sensors (one or more) on the RESS and / or other power electronics (e.g., ambient temperature, RESS temperature) and / or other RESS sensors (e.g., pressure, RESS state of charge, RESS charge level, etc.). Similarly, one or more sensors may include GPS for predicting vehicle engine load (e.g., uphill or downhill), a revolutions per minute (RPM) sensor for the vehicle's drivetrain (or a torque sensor (one or more) for the electric motor), a pressure or electrical sensor (one or more) for actuating the gas / brake pedal, etc. Sensing data obtained from one or more sensors can be used to determine or predict the C-ratio (and / or C-ratio change) of the RESS. It will be understood that the sensors (one or more) discussed above can be defined as inferential sensors (one or more) (i.e., sensors (one or more) that use other measurements to infer quantities not directly measured), and data sensed from these inferential sensors (one or more) can be used to determine or predict the C-ratio (and / or C-ratio change) of the RESS. It should also be understood that one or more sensors may include any other suitable inference sensors (one or more). It should be understood that machine learning can be used to determine or predict the C-ratio (and / or C-ratio change) of the RESS or the amount of change in the C-ratio (and / or C-ratio change). It will be understood that one or more sensors may also include sensors that directly sense the C-ratio (and / or C-ratio change) of the RESS. It will be understood that one or more sensors may be positioned in the vehicle, in the EPA, or in both. If the controller determines that the C-ratio (and / or C-ratio change) of the RESS is changing, method 400 then proceeds to 440. If the controller determines that the C-ratio (and / or C-ratio change) of the RESS has not changed (e.g., a constant value), method 400 then returns to 420. It will also be appreciated that at 430, the controller may send an explicit command / message to the variable load (e.g., the EPA) to alleviate the load. In this embodiment, method 400 then skips 440 and proceeds to 450.

[0062] At 440, the controller determines whether the load should be adjusted (e.g., as...). Figure 3The load of the EPA and / or load(one or more) shown is 340). In some embodiments, the C-ratio (and / or C-ratio change) of the RESS is compared with a predetermined threshold by, for example, a controller. If the C-ratio (and / or C-ratio change) does not exceed the predetermined threshold (no need for the EPA to adjust its load), method 400 then returns to 420. If the C-ratio (and / or C-ratio change) exceeds the predetermined threshold (need for the EPA to adjust its load), method 400 then proceeds to 450. It will be understood that, in one embodiment, the predetermined threshold may be a value pre-stored in the memory of the EPA, a value from a lookup table, and / or (e.g., by the controller) a value determined relative to a previously measured value over a predetermined period of time (e.g., less than one second).

[0063] For example, a large power inrush can occur (e.g., from a regenerative braking event). When the RSS is fully charged or nearly fully charged, the RSS cannot absorb or accept this additional energy, and then method 400 proceeds to 450. When the RSS is not fully charged or nearly fully charged, and the RSS can absorb or accept this additional energy, method 400 then returns to 420. In another example, a large amount of power can be drawn from the RSS (e.g., for running / operating loads such as traction drives, air conditioning compressors, cabin heaters, etc.). When the discharge ratio (the C-ratio of the RSS outflow) exceeds a predetermined threshold, method 400 then proceeds to 450; otherwise, method 400 returns to 420.

[0064] It should be understood that the electrical load of the EPA can be increased and / or decreased to minimize the C-ratio (and / or C-ratio variation) on the RESS. For example, the EPA can act as a variable load on the vehicle to increase (or decrease) the EPA's power consumption by increasing (or decreasing) speed, etc., to minimize the C-ratio (and / or C-ratio variation) of the RESS, limit the adverse effects on RESS lifetime (or maximum RESS lifetime), and improve efficiency by, for example, reducing C-ratio fluctuations and / or the overall C-ratio in and out of the RESS. In one embodiment, the vehicle can be considered as a load on a power source. The power source can be a temporary power source, such as a regenerative braking system (which generates regenerative braking events(one or more)). It should be understood that, in the absence of an EPA as a variable load, the variable on-demand load on an electric vehicle can be the RESS (e.g., the battery), and all power can be transferred there. It should also be understood that, in the absence of an EPA as a variable load, some vehicle systems can have on-board resistors(one or more) that can convert excess power (e.g., power that the RESS cannot safely accept when, for example, the RESS is fully or nearly fully charged) into inefficient heat. In such cases, for example when a large C ratio (and / or C ratio variation) cannot exceed the limit of RESS, the resistors (one or more) can dissipate power as heat, which is not efficient in using electricity.

[0065] In one embodiment, the C-ratio of the RSS can change during the discharge of the RSS. For example, operating / operating loads on the vehicle (e.g., traction drive, air conditioning compressor, cabin heater, etc.) may increase the C-ratio leaving the RSS. In this embodiment, the EPA may reduce its load to minimize power extraction from the RSS, thereby minimizing the C-ratio (and / or C-ratio variation) on the RSS.

[0066] At 450, the controller is configured to request load (e.g., Figure 3 The load and / or load(s) 340 shown in the diagram of the EPA are adjusted (increased and / or decreased) to adjust their power consumption. It will be understood that 450 may be optional if the controller is the controller of the EPA and / or the controller controls the EPA. Then, method 400 proceeds to 460.

[0067] At 460, the controller is configured to determine whether the EPA is able to regulate its load (and / or whether it is able to regulate such loads). Figure 3The load(s) shown are 340). In some embodiments, this includes a controller being configured to determine the current operating mode of the EPA. For example, when the EPA is a TCCS or a CCTU of a TCCS, there may be a set of operating modes, such as strict temperature control, lower setpoint temperature, continuous airflow, start-stop, and / or loose temperature control, etc. The operating mode of the EPA may be determined based on, for example, the contents of the goods (e.g., agricultural products, frozen foods, pharmaceuticals, etc.) stored as parameters in the controller's memory. The controller has an algorithm that can determine whether the EPA is allowed to adjust its load based on the determined operating mode.

[0068] In one embodiment, adjusting the load on the EPA may include increasing and / or decreasing the load on the EPA. Increasing the load on the EPA may include increasing the speed of the EPA's compressor (e.g., a variable-speed compressor) and / or increasing the speed of one or more of the EPA's fans (e.g., one or more variable-speed condenser fans and / or one or more variable-speed evaporator fans). Decreasing the load on the EPA may include decreasing the speed of the EPA's compressor and / or decreasing the speed of the EPA's fans (one or more). It should be understood that other loads on the DC / DC converter, such as those on the EPA, may also be used to increase / decrease the load on the EPA. For example, the load on the DC / DC converter (e.g., a heater, a display, a telematics device, etc.) may be turned on and / or off by, for example, a controller.

[0069] It will be understood that a defined operating mode may not allow for EPA load adjustment. For example, if a defined EPA operating mode requires stringent temperature control (e.g., for regulated pharmaceuticals), load adjustment for the EPA may not be permitted because it is more temperature-sensitive than other cargoes. Some EPA operating modes may allow for increased load but not decreased load, or vice versa. For example, agricultural products such as berries may require a constant airflow compared to cargoes with discontinuous airflow, which may require additional power. Thus, increasing the EPA load may be permitted, but decreasing it may not. Some EPA operating modes may allow for both increased and decreased load. For example, for frozen foods, some customers require deep-freezing temperatures (e.g., around -20°F), while others require freezing temperatures (e.g., around 10°F). Deep-freezing is more power-intensive than freezing. Typically, there is a tolerance (predetermined) for the setpoint of the controlled temperature, and this tolerance is sufficient to accommodate the adjustment requirements (based on, for example, regenerative braking events and / or operating / management loads on the vehicle). For example, EPA compressors / fans (one or more) can be configured to work harder (e.g., at increased speed) to achieve temperatures lower than freezing / deep freezing temperatures. EPA compressors / fans (one or more) can also be configured to reduce their workload (e.g., at reduced speed) while still appropriately maintaining the temperature of the cargo within tolerable ranges.

[0070] It should be understood that, for example, the controller can use a set of predetermined parameters associated with the EPA's operating mode to determine whether the EPA allows its load to be adjusted based on the determined operating mode.

[0071] If the EPA allows its load to be adjusted based on the determined operating mode, then method 400 proceeds to 470. If the EPA does not allow its load to be adjusted based on the determined operating mode, then method 400 proceeds to 420 or optionally 480.

[0072] At 470, the controller is configured to control the EPA to adjust (increase and / or decrease) its load (its electrical power consumption), or as... Figure 3The load (one or more) 340 is adjusted to accommodate a request from 450. For example, a significant power surge can be generated from a regenerative braking event (e.g., a 10-second downhill descent in an electric / hybrid vehicle). Without an EPA as a variable load, the RESS, when fully or nearly fully charged, cannot absorb or accept this extra energy; the onboard resistor will transfer this extra power to heat and waste it. Using the EPA as a variable load gives the variable load (EPA) the opportunity to accept this extra power to function. The EPA can convert this extra mechanical / electrical force and store the extra energy as heat. For example, the controller can control the EPA's compressor to accelerate (or control the EPA's fan (one or more) to accelerate or run continuously instead of cyclic sentinel operation) to generate more cool air. Typically, a 10-second regenerative braking event may not cause significant fluctuations in the CCTU's enclosure temperature (e.g., increasing / decreasing the speed of the compressor / fan (one or more), etc., within 10 seconds due to a regenerative braking event will not result in large fluctuations in enclosure temperature), and the extra power generated by the regenerative braking event can be saved (e.g., reducing enclosure temperature).

[0073] It should be understood that the C-rate can be proportional to the current. Due to the resistance of the components, current cycling through electronic components can cause thermal cycling. Thermal cycling typically leads to faster component wear. Therefore, a stable C-rate is required. It should be understood that the embodiments disclosed herein can improve RSS lifetime and maintain a more constant / stable / solid C-rate (rather than, for example, nothing after a large spike). The embodiments disclosed herein can also maintain the desired / target operating point of the RSS (e.g., kept at 50%, 75%, or other percentage (in units of state of charge) or near) and adjust EPA operation to change instantaneous power consumption (e.g., short-term power consumption) to the desired / target setpoint operation (long-term optimization / efficient power consumption). This can reduce short-term C-rate noise / fluctuations. Method 400 then returns to 420.

[0074] At an optional 480, the EPA can communicate (at 450) to the requester that the EPA cannot accommodate the load change request. For example, the EPA's controller can generate an alert message to the requester at 450 (e.g., notifying the requester that it cannot accommodate the load change request). It should be understood that 480 is optional if the requester (at 450) is the EPA's controller and / or controls the EPA. Then, method 400 returns to 420.

[0075] It will be appreciated that in the first embodiment, the vehicle includes a vehicle electrical system (VES) and a power distribution unit (PDU) controller. The vehicle also includes a controller (e.g., a VES controller or a PDU controller). In one embodiment, the controller described at 420-480 in method 400 may be a vehicle controller. In such an embodiment, the vehicle controller controls the vehicle and the EPA and obtains sensed data from sensors (e.g., determining the C-ratio or C-ratio change of the RESS). In such an embodiment, since the vehicle controller has control over both the vehicle and the EPA, 450 and 480 can both be optional.

[0076] In the second embodiment, the EPA may have a controller. The controller of the EPA may be, for example... Figure 1A-1E The programmable climate controller is 125, 135, 156, 180, or 195. In one embodiment, the controller described at 420-480 in method 400 may be an EPA controller. In such an embodiment, the EPA controller controls the EPA and can directly monitor the RESS and obtain sensed data from sensors (e.g., determine the C-ratio or C-ratio change of the RESS). In such an embodiment, 450 and 480 may be optional because the EPA controller has control over both the vehicle and the EPA.

[0077] In a third embodiment, the system, which includes both the vehicle and the EPA, may have a controller. In one embodiment, the controller described at 420-480 in method 400 may be the system controller. In such an embodiment, the system controller controls both the vehicle and the EPA and obtains sensed data from sensors (e.g., determining the C-ratio of the RSS or C-ratio changes). In such an embodiment, 450 and 480 are optional because the system controller has control over both the vehicle and the EPA.

[0078] In the fourth embodiment, the vehicle includes a controller (e.g., a VES controller or a PDU controller). The EPA may have a controller. The EPA's controller may be, for example... Figure 1A-1E Programmable climate controllers 125, 135, 156, 180, or 195.

[0079] In the fourth embodiment, when the RSS is a vehicle RSS (e.g., a vehicle traction battery), the controllers described at 430 (to determine a change in the C-ratio or a change in the C-ratio variation), 440 (to determine whether the change in the C-ratio or the change in the C-ratio variation exceeds a predetermined limit), and 450 (to communicate with the EPA and request the EPA to adjust its load) can be vehicle controllers. The vehicle RSS can be connected to and powered by the EPA, for example, via an ePTO. It should be understood that an ePTO can be defined, for example, as an application that draws electric power from a power source and transmits the power via an electric mechanism to an attached tool or a separate machine. The controllers at 420 (to turn on and operate the EPA), 460 (to determine the EPA's operating mode and whether the EPA can adjust the load), 470 (to control the EPA to adjust the load), and optionally 480 (for communicating with the requester that a load change request cannot be accommodated) can be EPA controllers.

[0080] In the fourth embodiment, when the RESS is an EPA RESS (e.g., an auxiliary battery) or other RESS, the controller at 430 (determining a change in the C-ratio or a change in the C-ratio variation), at 440 (determining whether the change in the C-ratio or the change in the C-ratio variation exceeds a predetermined limit), and at 450 (communicating with the EPA and requesting the EPA to adjust its load) can be the controller of the EPA RESS (e.g., a battery management system (BMS) controller), or it can be the controller of the EPA. The controller at 420 (turning on and operating the EPA), at 460 (determining the EPA's operating mode and determining whether the EPA can adjust the load), at 470 (controlling the EPA to adjust the load), and optionally at 480 (for communicating with the requester that a load change request cannot be accommodated) can be the EPA controller.

[0081] In the fourth embodiment, when the controller described at 430, 440, and 450 is a vehicle controller (or BMS controller), communication between the vehicle controller (or BMS controller) and the EPA controller (e.g., at 450 and / or 480, and / or between 420 and 430) can be performed via power line communication, pulse width modulation (PWM) communication, local interconnection network (LIN) communication, controller area network (CAN) communication, local area network (LAN) communication, wide area network (WAN) communication, internet communication, pilot signal analog feedback, serial bus communication, Ethernet communication, short-range wireless communication (e.g., WiFi and / or Bluetooth), and / or any other suitable communication. Communication between the vehicle controller (or BMS controller) and the EPA controller can utilize any suitable communication, including wired and / or wireless, analog and / or digital communication. In one embodiment, communication between the vehicle controller (or BMS controller) and the EPA controller may include telematics-based and / or cloud-based communication. In one embodiment, communication between the vehicle controller (or BMS controller) and the EPA controller can be explicit commands / messages (one or more), broadcast messages (one or more), or implicit messages (e.g., from checking the status of the vehicle / RESS / EPA). For example, when there is an increase or decrease in the current flowing into / out of the RESS, there may be communication with the EPA (e.g., a request) to increase or decrease its electrical load. The EPA can accept this request, and if the EPA is in a mode that allows adjustments, it can respond accordingly.

[0082] It will be understood that the EPA needs to be on and in operating mode to allow for adjustment of the EPA load (if the operating mode allows for adjustment). The EPA can, for example, reduce the load or lower the rated power during vehicle start-up from a dead stop, and consume more power, for example, during regenerative braking events. The embodiments disclosed herein can operate the system more efficiently and utilize available power while also appropriately maintaining the EPA's functionality (e.g., maintaining the temperature of the cargo). The embodiments disclosed herein can provide more predictable loads and minimize fluctuations in the RSS charge / discharge ratio, and minimize the maximum instantaneous power that the RSS needs to provide to the system.

[0083] aspect

[0084] It should be recognized that any aspect of aspects 1-10 may be combined with any aspect of aspects 11-14 and 15-16, and any aspect of aspects 11-14 may be combined with any aspect of aspects 15-16.

[0085] Aspect 1: A method for minimizing C-ratio fluctuations using Climate-Controlled Transport Units (CCTUs), the method comprising:

[0086] Determine the first C ratio for a rechargeable energy storage system (RESS);

[0087] Compare the first C ratio with a first predetermined threshold;

[0088] When the first C ratio exceeds the first predetermined threshold, the CCTU controller determines the first operating mode of the CCTU;

[0089] The controller adjusts the load on the CCTU based on the first operating mode.

[0090] Aspect 2, according to the method described in aspect 1, further includes:

[0091] Change the operating mode of RESS between charging and discharging modes;

[0092] Determine the second C ratio of RESS;

[0093] Compare the second C ratio with the second predetermined threshold;

[0094] When the second C ratio exceeds the second predetermined threshold, the controller determines the second operating mode of the CCTU;

[0095] The controller adjusts the load on the CCTU based on the second operating mode.

[0096] Aspect 3, according to the method of aspect 1 or aspect 2, wherein the first C-ratio of the RESS is the C-ratio of the current flowing into the RESS, and

[0097] Adjusting the CCTU load based on the first operating mode includes increasing the CCTU load.

[0098] Aspect 4, according to the method of aspect 3, wherein increasing the load of the CCTU includes increasing the speed of the CCTU's compressor and / or increasing the speed of the CCTU's fan.

[0099] Aspect 5, according to the method of aspect 3, wherein increasing the load of the CCTU includes turning on the load of the CCTU, the load including at least one of a heater, a display, and / or a telematics.

[0100] Aspect 6, according to any one of Aspects 2-5, wherein the second C ratio of the RSS is the C ratio of the current flowing out of the RSS, and

[0101] Adjusting the CCTU load based on the second operating mode includes reducing the CCTU load.

[0102] Aspect 7, according to the method of aspect 6, wherein reducing the load on the CCTU includes reducing the speed of the CCTU's compressor and / or reducing the speed of the CCTU's fan.

[0103] Aspect 8, according to the method of aspect 6, wherein reducing the load of the CCTU includes shutting off the load of the CCTU, the load including at least one of a heater, a display, and / or a telematics.

[0104] Aspect 9 of the method according to any one of aspects 1-8 further includes:

[0105] Determine whether the CCTU's first operating mode allows for load changes; and

[0106] When the first operating mode does not allow load changes, the controller generates an alarm message.

[0107] Aspect 10 is the method according to any one of aspects 1 to 9, wherein the first C ratio is affected by the regenerative braking event.

[0108] Aspect 11 A method for minimizing the C-ratio fluctuation of a vehicle, the method comprising:

[0109] The vehicle's controller determines the first C-ratio of the rechargeable energy storage system (RESS); and

[0110] Compare the first C ratio with a first predetermined threshold;

[0111] When the first C ratio exceeds the first predetermined threshold, the controller sends a first request to the electric accessory (EPA) to adjust the load on the EPA.

[0112] Aspect 12, according to the method of aspect 11, further includes:

[0113] The controller receives the first feedback from the EPA based on the first request.

[0114] The method described in aspect 13, aspect 11, or 12, further includes:

[0115] Change the operating mode of RESS between charging and discharging modes;

[0116] The second C ratio of RESS is determined by the vehicle's controller;

[0117] Compare the second C ratio with the second predetermined threshold; and

[0118] When the second C ratio exceeds the second predetermined threshold, the controller sends a second request to the EPA to adjust the EPA's load.

[0119] Aspect 14, according to the method of aspect 13, further includes:

[0120] The controller receives a second feedback from the EPA based on the second request.

[0121] Aspect 15 A method for minimizing C-ratio fluctuations using an electric attachment (EPA), the attachment being configured for use with at least one of a vehicle, trailer, and transport container having a first controller, the EPA having a second controller, the method comprising:

[0122] The first controller determines the first C ratio of the rechargeable energy storage system (RESS);

[0123] Compare the first C ratio with a first predetermined threshold;

[0124] When the first C ratio exceeds the first predetermined threshold, the first controller sends a first request to the second controller to adjust the load of the EPA;

[0125] The second controller determines the first operating mode of the EPA based on the first request;

[0126] The controller adjusts the load on the CCTU based on the first operating mode.

[0127] Aspect 16, according to the method of aspect 15, further includes:

[0128] Change the operating mode of RESS between charging and discharging modes;

[0129] The second C ratio of RESS is determined by the first controller;

[0130] Compare the second C ratio with the second predetermined threshold;

[0131] When the second C ratio exceeds the second predetermined threshold, the controller sends a second request to the second controller to adjust the load of the EPA;

[0132] The second controller determines the second operating mode of the EPA based on the second request;

[0133] The second controller adjusts the load on the CCTU based on the second operating mode.

[0134] The terminology used in this specification is intended to describe particular embodiments and is not intended to be limiting. Unless otherwise expressly stated, the terms "a," "an," and "the" also include the plural forms. When used in this specification, the terms "comprising" and / or "including" indicate the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, and / or components.

[0135] Regarding the foregoing description, it should be understood that detailed changes can be made, particularly in terms of the building materials used and the shape, size, and arrangement of components, without departing from the scope of this disclosure. This specification and the described embodiments are merely exemplary, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A method of minimizing C ratio fluctuations using climate controlled transport units, characterized by, The method comprises: determining a first C-rate of a rechargeable energy storage system, the C-rate being a measure of a rate of charge or discharge of the rechargeable energy storage system relative to its maximum capacity, the C-rate being in units of "C"; comparing the first C-rate to a first predetermined threshold; when the first C-rate exceeds the first predetermined threshold, a controller of the climate-controlled transport unit determines a first operating mode of the climate-controlled transport unit; the controller adjusts a load of the climate-controlled transport unit based on the first operating mode; changing an operating mode of the rechargeable energy storage system between a charging mode and a discharging mode; determining a second C-rate of the rechargeable energy storage system; comparing the second C-rate to a second predetermined threshold; when the second C-rate exceeds the second predetermined threshold, the controller determines a second operating mode of the climate-controlled transport unit; the controller adjusts a load of the climate-controlled transport unit based on the second operating mode; the second C-rate of the rechargeable energy storage system is a C-rate for current flowing out of the rechargeable energy storage system, and wherein adjusting the load of the climate-controlled transport unit based on the second operating mode comprises reducing the load of the climate-controlled transport unit.

2. The method of claim 1, wherein, the first C-rate of the rechargeable energy storage system is a C-rate for current flowing into the rechargeable energy storage system, and wherein adjusting the load of the climate-controlled transport unit based on the first operating mode comprises increasing the load of the climate-controlled transport unit.

3. The method of claim 2, wherein, increasing the load of the climate-controlled transport unit comprises increasing a speed of a compressor of the climate-controlled transport unit.

4. The method of claim 2, wherein, increasing the load of the climate-controlled transport unit comprises increasing a speed of a fan of the climate-controlled transport unit.

5. The method of claim 1, wherein, reducing the load of the climate-controlled transport unit comprises reducing a speed of a compressor of the climate-controlled transport unit.

6. The method of claim 1, wherein, reducing the load of the climate-controlled transport unit comprises reducing a speed of a fan of the climate-controlled transport unit.

7. The method of claim 1, wherein, further comprising: determining whether the first operating mode of the climate-controlled transport unit allows for load variation; and when the first operating mode does not allow for load variation, the controller generates an alert message.

8. The method of claim 1, wherein, the first C-rate is affected by a regenerative braking event.

9. A method of minimizing C-ratio fluctuations using an electrically powered accessory configured for use with at least one of a vehicle, a trailer, and a shipping container having a first controller, the electrically powered accessory having a second controller, the method comprising: The method comprises: determining, by the first controller, a first C-rate of a rechargeable energy storage system, the C-rate being a measure of a rate of charge or discharge of the rechargeable energy storage system relative to its maximum capacity, the C-rate being in units of "C"; comparing the first C-rate to a first predetermined threshold; when the first C-rate exceeds the first predetermined threshold, the first controller sends a first request to the second controller to adjust a load of the electrically powered accessory; the second controller determines a first operating mode of the electrically powered accessory based on the first request; the second controller adjusts the load of the electrically powered accessory based on the first operating mode.

10. The method of claim 9, wherein, further comprising: the first controller receives first feedback from the electrically powered accessory based on the first request.

11. The method according to claim 9 or 10, characterized in that, further comprising: changing an operating mode of the rechargeable energy storage system between a charging mode and a discharging mode; determining, by the first controller, a second C-rate of the rechargeable energy storage system; comparing the second C-rate to a second predetermined threshold; when the second C-rate exceeds the second predetermined threshold, the first controller sending a second request to the second controller to adjust a load of the electrically powered accessory; the second controller determining a second operating mode of the electrically powered accessory based on the second request; the second controller adjusting the load of the electrically powered accessory based on the second operating mode.

12. The method of claim 9 or 10, wherein, the first C-rate of the rechargeable energy storage system is a C-rate for current flowing into the rechargeable energy storage system, and wherein adjusting the load of the electrically powered accessory based on the first operating mode comprises increasing the load of the electrically powered accessory.

13. The method of claim 9 or 10, wherein, Further comprising: determining whether the first operating mode of the electrically powered accessory allows for a change in load; and when the first operating mode does not allow for a change in load, the controller generating an alert message.

14. The method of claim 9 or 10, wherein, the first C-rate is affected by a regenerative braking event.

15. The method of claim 11, wherein, Further comprising: the first controller receiving second feedback from the electrically powered accessory based on the second request.

16. The method of claim 11, wherein, the second C-rate of the rechargeable energy storage system is a C-rate for current flowing out of the rechargeable energy storage system, and wherein adjusting the load of the electrically powered accessory based on the second operating mode comprises decreasing the load of the electrically powered accessory.

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