Power supply management for climate control systems associated with vehicle applications

Abstract

The technology described herein relates to delivering power to primary and accessory electrical components associated with a vehicle that is at least partially powered, as well as the vehicle's own power source. To operate one or more accessory electrical components and deliver power to a vehicle battery via a power distribution unit, the embodiments facilitate understanding the dynamic power available to the accessory electrical components and the vehicle battery, and distributing the power in a prioritized manner to optimize the system for power demand and power availability for the most efficient power delivery process. Management of power supplied to a climate control unit can be performed by a controller electrically connected to at least one climate control unit, the climate control unit being used in a transportation climate control system that provides climate control to at least one of the vehicle's interior spaces.

Description

Technical Field

[0001] The technology disclosed and described herein generally relates to providing continuous and peak power balancing for operation of electrical accessories in an electrical system associated with at least one of a vehicle, a trailer, and a shipping container that is at least partially powered. Background Art

[0002] A transport climate control system is typically used to control one or more environmental conditions (e.g., temperature, humidity, air quality, etc.) within a climate-controlled space of a transport unit (e.g., a truck, a container (e.g., a container on a flatbed, an intermodal container, etc.), a box truck, a semi-trailer tractor, a bus, or other similar transport unit). The 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 may control one or more environmental conditions within the climate-controlled space to preserve cargo (e.g., products, frozen foods, pharmaceuticals, etc.). The HVAC system may control one or more environmental conditions within the climate-controlled space to provide comfort for passengers in the transport unit while in motion. In some transport units, the transport climate control system may be mounted externally (e.g., on the roof of the transport unit, on the front wall of the transport unit, etc.). Summary of the Invention

[0003] The embodiments described and documented herein are directed to delivering electrical power to major and accessory electrical components associated with an at least partially powered vehicle, as well as the vehicle's own power source.

[0004] In order to operate one or more accessory electrical components via a power distribution unit while delivering power to a vehicle battery, the embodiments described, documented, and proposed herein facilitate understanding the dynamic power available to the accessory electrical components as well as the vehicle battery, and then distribute the power in a prioritized manner to optimize the system with respect to power demand and power availability for the most efficient power delivery process.

[0005] The embodiments described and documented herein utilize known communication signals from the charging device as the basis for reducing the current demand on the unit. That is, control signals from the power source or power supply device inform the unit's power draw decisions.

[0006] As defined herein, an accessory electrical component is an electrically powered accessory configured for use with at least one of a vehicle, a trailer, and a shipping container.

[0007] According to at least one embodiment, a method for managing power supplied to an electrical system associated with a vehicle application may be performed by a controller electrically connected to at least the electrical system. The method includes at least the following operations: connecting the electrical system to a power source; determining a maximum current available from the power source; inhibiting startup of the electrical system when the determined maximum current available is less than a minimum amount of current for starting the electrical system; adjusting (e.g., limiting) the power or current supplied to the electrical system when the determined maximum current available exceeds the minimum amount of power or current for starting the electrical system but does not provide an expected steady-state current; and removing any restrictions on the electrical system when the determined maximum current available is greater than an expected maximum current for the system.

[0008] According to at least one other embodiment, a computer-readable medium stores executable instructions that, when executed, cause a power distribution controller to protect electrical system power supply equipment by performing functions, the power distribution controller being electrically connected to a power source and an electrical system, the functions comprising at least: receiving information from the power source indicating a maximum current available to the electrical system; prohibiting startup of the electrical system when the maximum current available to the electrical system from the power source does not exceed a first threshold; adjusting electrical system operation to reduce current draw when the maximum current available to the electrical system from the power source exceeds a first threshold but does not exceed a second threshold; and allowing unrestricted power from the power source to the electrical system when the maximum current available to the electrical system from the power source exceeds both the first threshold and the second threshold.

[0009] According to at least one other embodiment, a power distribution unit for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system includes a controller. The controller may include a computer-readable medium storing executable instructions that cause a power distribution controller electrically connected to a power source and an electrical system to protect the electrical system and powered equipment by performing functions comprising at least: receiving information from the power source indicating a maximum current available to the electrical system; inhibiting startup of the electrical system when the maximum current available from the power source to the electrical system does not exceed a first threshold; regulating (e.g., limiting) power or current from the power source to the electrical system when the maximum current available from the power source to the electrical system exceeds a first threshold but does not exceed a second threshold; and allowing unrestricted power or current from the power source to the electrical system when the maximum current available from the power source to the electrical system exceeds both the first and second thresholds. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Please refer to the accompanying drawings which form a part of the present invention and which illustrate the embodiments described in this specification. Various changes and modifications will become apparent to those skilled in the art through the following detailed description. The use of the same reference numerals in different figures indicates similar or identical items.

[0011] Figure 1A A side view of a van with a transportation climate control system is illustrated according to at least one exemplary embodiment described or claimed herein.

[0012] Figure 1B A side view of a truck having a transportation climate control system according to at least one exemplary embodiment described or claimed herein is illustrated.

[0013] Figure 1C A perspective view of a climate controlled transport unit having a transport climate control system attached to a tractor is illustrated according to at least one exemplary embodiment described or claimed herein.

[0014] Figure 1D A side view of a climate controlled transport unit having a multi-zone transport climate control system according to at least one exemplary embodiment described or claimed herein is illustrated.

[0015] Figure 1E A perspective view of a passenger vehicle including a transportation climate control system is illustrated according to at least one exemplary embodiment described or claimed herein.

[0016] Figure 2A and Figure 2B Schematic diagrams of powered accessories connected to AC and DC power sources via optimized power lines are illustrated according to various embodiments described or documented herein.

[0017] Figure 3A and Figure 3B Different embodiments of optimized first ends of power lines are illustrated.

[0018] Figure 4 A socket for a powered accessory is illustrated according to one embodiment.

[0019] Figure 5 A system is shown by which energy supplied to an electrical system associated with a vehicle application may be managed by a controller according to at least one exemplary embodiment described or claimed herein.

[0020] Figure 6 A process flow is shown by which power supplied to an electrical system associated with a vehicle application may be managed by a controller according to at least one exemplary embodiment described or claimed herein. DETAILED DESCRIPTION

[0021] The technology disclosed and described herein generally relates to delivering power to primary and accessory electrical components associated with at least one of a vehicle, trailer, and shipping container, as well as the vehicle's own power source, wherein the at least one of the vehicle, trailer, and shipping container is at least partially powered.

[0022] Embodiments of the present invention generally relate to climate control systems for transport units. More specifically, exemplary embodiments described and documented herein relate to utilizing communication signals from electrical supply equipment (ESE) to adjust the current ramp distribution to various electrical loads on a transport refrigeration unit or HVAC unit.

[0023] In the detailed description that follows, reference is made to the accompanying drawings, which are included in this description as part of the present description. In the accompanying drawings, similar symbols generally represent similar parts, unless the context dictates otherwise. In addition, unless otherwise indicated, the description of each subsequent figure may refer to features from one or more previous figures to provide a clearer context and a more accurate explanation of the current exemplary embodiment. In addition, the exemplary embodiments described in the detailed description, drawings, and claims are not restrictive. Other embodiments may be utilized and other changes may be made without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the various aspects of the invention as generally described herein and illustrated in the accompanying drawings may be arranged, replaced, combined, separated, and designed in a wide variety of different configurations, all of which should be expressly incorporated herein.

[0024] Although the embodiments described below illustrate different embodiments of a transport climate control system, it should be understood that the powered accessories are not limited to a transport climate control system or a climate control unit (CCU) of the transport climate control system. It should be understood that the CCU can be, for example, a transport refrigeration unit (TRU). In other embodiments, the powered accessories 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 attached to a vehicle, a concrete pump delivery truck, a garbage truck, a fire truck (with a powered ladder, pump, lights, etc.), etc. It should be understood that the powered accessories 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 powered accessories will further require a large amount of power to operate as needed and / or to operate continuously and / or autonomously (e.g., to control the temperature / humidity / airflow of a climate-controlled space), regardless of the vehicle's operating mode.

[0025] Figure 1A A climate-controlled van 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 comprises a CCU 115, which is mounted to a roof panel 120 of the van 100. The transport climate control system 110 may include, among other components, climate control circuitry (not shown) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide climate control within the climate-controlled space 105. It should be noted that the embodiments described herein are not limited to climate-controlled vans, but may be applied to any type of transport unit (e.g., a truck, a container (e.g., a container on a flatbed, an intermodal container, an ocean container, etc.), a box truck, a semi-trailer tractor-trailer, a bus, or other similar transport unit).

[0026] 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 van 100, ambient humidity outside the van 100, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied to the climate-controlled space 105 by the CCU 115, return air temperature of air returned 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 at least the operation of the transport climate control system 110, including the climate control circuit components. The climate controller 125 may include a single integrated control unit 126, or may include a distributed network of climate controller elements 126, 127. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0027] The climate controller 125 can be configured, programmed, or otherwise designed to manage power input from at least one of, for example, a power supply and utility power, and to prioritize and control power flow to the vehicle and one or more electrical accessories (e.g., a climate control unit).

[0028] The climate controller 125 may be further configured, programmed, or otherwise designed to transmit information received from the power supply to the vehicle and to transmit information received from the vehicle to the power supply.

[0029] The climate controller 125 can communicate with the power supply device using, for example, power line communication, pulse width modulation (PWM) communication, local interconnect network (LIN) communication, controller area network (CAN) communication, pilot signal analog feedback, etc. to support, for example, CCS, ChadeMO, national standard recommended standard 20234, Tesla Supercharger and / or other power supply equipment standards.

[0030] Communications between the climate controller 125 and the power supply device may include, for example, a control pilot (CP) line and a proximity pilot (PP) line. The CP line may be used, for example, by the controller to indicate one or more power receiving levels of, for example, the vehicle and / or powered accessories (e.g., a climate control unit), to initiate power reception, and / or to communicate other information to the power supply device.

[0031] As referred to herein, the CP line can be used for power line carrier (PLC) signaling, basic signaling, or high-level communication (HLC). PLC can be used to communicate with the grid power source, for example, to receive parameters of the local power source. Basic signaling utilizes a 1kHz PWM signal sent by the charging station to the vehicle via the CP signal. HLC utilizes power line modulation via the CP signal via a wired connection or a LAN Ethernet network utilizing power contacts, or utilizes a wireless connection (e.g., Wi-Fi, Zigbee, etc.) to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data to the controller 125 indicating the maximum current output of the ESE. A VFD, soft starter, DC-DC converter, LDO, or other power electronic device corresponding to the controller 125 can then be used to ramp the AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, and control the ramp rate based on the CP signal. Thus, the power electronics described above may be provided between a power source (e.g., ESE, battery, etc.) and an electrical load / accessory (e.g., motor, inverter, etc.) and internally calculate what the ramp rate should be or receive this information from another controller that receives a control pilot signal.

[0032] The PP line, ie the plug present line, can be used to determine the state of the plug in the socket when the latch mechanism is used (see Figure 4 Once the latch is pressed or closed, the controller 125 can receive a signal to establish an appropriate power sequencing strategy. For example, when the latch is detected to be pressed, power can be ramped down to prevent current spikes that could damage one or more components of the electrical load. Rapid changes in current (e.g., surges) can cause malfunctions, as can voltage spikes from inductors in the electrical load, which can cause damage.

[0033] Communication between the controller 125 and the power supply device may further include utilizing a vehicle to grid (V2G) protocol as described and implemented in the technical specification SAE J2836 for plug-in electric vehicles (PEV), which is incorporated herein by reference.

[0034] Furthermore, communication between the controller 125 and the power supply equipment may further include utilizing communication via smart power distribution, which is described and implemented in the technical specification SAE J2847, the contents of which are incorporated herein by reference.

[0035] The climate controlled van 100 may further include a vehicle PDU (power distribution unit) 101, a VES (vehicle energy source) 102, a standard charging port 103, and / or an enhanced charging port 104 (for a detailed description of the standard charging port and the enhanced charging port, see Figure 3A and Figure 3B ). The VES 102 may include a controller (not shown). The vehicle PDU 101 may include a controller (not shown). In one embodiment, the vehicle PDU controller may be part of the VES controller, or vice versa. In one embodiment, power may be distributed from, for example, an EVSE (Electric Vehicle Supply Equipment, not shown) to the vehicle PDU 101 via a standard charging port 103. Power may also be distributed from the vehicle PDU 101 to a power supply equipment (ESE, not shown) and / or a CCU 115 (see solid lines representing power lines and dashed lines representing communication lines). In another embodiment, power may be distributed from, for example, an EVSE (not shown) to an ESE (not shown) and / or a CCU 115 via an enhanced charging port 104. The ESE may then distribute power to the vehicle PDU 101 via the standard charging port 103. For a more detailed discussion of the ESE, see Figure 2A and Figure 2B 、 Figure 3A and Figure 3B .

[0036] Figure 1BA climate-controlled single-unit truck 130 is depicted that includes a climate-controlled space 131 for carrying cargo and a transport climate control system 132. The transport climate control system 132 includes a CCU 133 mounted to a front wall 134 of the climate-controlled space 131. The CCU 133 may include, among other components, climate control circuitry (not shown) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide climate control within the climate-controlled space 131.

[0037] 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 suction pressure, compressor discharge pressure, supply air temperature of air supplied to the climate-controlled space 131 via the CCU 133, 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 at least the operation of the transport climate control system 132, including the climate control circuit components. The climate controller 135 may include a single integrated control unit 136, or may include a distributed network of climate controller elements 136, 137. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0038] The climate controller 135 can be configured, programmed, or otherwise designed to manage power input from at least one of, for example, a power supply and utility power, and to prioritize and control power flow to the vehicle and one or more electrical accessories (e.g., a climate control unit).

[0039] The climate controller 135 may be further configured, programmed, or otherwise designed to transmit information received from the power supply to the vehicle and to transmit information received from the vehicle to the power supply.

[0040] The climate controller 135 can communicate with the power supply device using, for example, power line communication, pulse width modulation (PWM) communication, local interconnect network (LIN) communication, controller area network (CAN) communication, pilot signal analog feedback, etc. to support, for example, CCS, ChadeMO, national standard recommended standard 20234, Tesla super charging station and / or other power supply equipment standards.

[0041] As referenced herein, the CP line can be used for basic signaling or high-level communication (HLC). Basic signaling utilizes a 1kHz PWM signal transmitted by the charging station to the vehicle via the CP signal. HLC utilizes power line modulation or a wireless connection (e.g., Wi-Fi, Zigbee, etc.) via the CP signal to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data indicating the maximum current output of the ESE to the controller 125. A VFD, soft starter, DC-DC converter, LDO, or other power electronics device corresponding to the controller 125 can then be used to ramp the AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, controlling the ramp rate based on the CP signal. Thus, the power electronics device described above can be positioned between the power source (e.g., ESE, battery, etc.) and the electrical load / accessory (e.g., motor, inverter, etc.) and either internally calculate the ramp rate or receive this information from another controller that receives a control pilot signal. Alternatively, a surge limiting resistor with a positive temperature coefficient can be used to limit the rate of change of current to less than a peak threshold from the power supply. As determined by the controller, an additional switch can short-circuit the resistor when current rate limiting is no longer required.

[0042] The PP line, or plug present line, can be used to determine the status of the plug in the receptacle. Once the latch is pressed or closed, the controller 135 can receive a signal to establish an appropriate power sequencing strategy. For example, when the latch is detected to be pressed, power can be ramped down to prevent current spikes that could damage one or more components of the electrical load. Rapid changes in current (e.g., surges) can cause malfunctions in operation, and voltage spikes from inductors in the electrical load can cause damage.

[0043] Communication between the controller 135 and the power supply equipment may further include utilizing a vehicle-to-grid (V2G) protocol as described and implemented in the technical specification SAE J2836 for plug-in electric vehicles (PEV), the contents of which are incorporated herein by reference.

[0044] Furthermore, communication between the controller 135 and the power supply equipment may further include utilizing communication via smart power distribution, which is described and implemented in the technical specification SAE J2847, the contents of which are incorporated herein by reference.

[0045] Similar to Figure 1A The climate controlled van 100 shown in FIG. Figure 1B The climate controlled single unit truck 130 may also include a vehicle PDU (e.g. Figure 1AVehicle PDU 101 shown in ), VES (e.g. Figure 1A VES 102 shown in FIG), a standard charging port (e.g. Figure 1A ), and / or an enhanced charging port (e.g., a standard charging port 103 shown in FIG. Figure 1A ), which communicates with the corresponding ESE and / or CCU 133 and distributes power from or to the corresponding ESE and / or CCU 133.

[0046] Figure 1C One embodiment of a climate controlled transport unit 140 is illustrated attached to a tractor 142. The climate controlled transport unit 140 includes a transport climate control system 145 for a transport unit 150. The tractor 142 is attached to the transport unit 150 and is configured to tow the transport unit 150. Figure 1C The transport unit 150 shown is a trailer.

[0047] The transport climate control system 145 includes a CCU 152 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within a climate-controlled space 154 of the transport unit 150. The CCU 152 is disposed on a front wall 157 of the transport unit 150. In other embodiments, it should be understood that the CCU 152 may be disposed, for example, on the ceiling or other walls of the transport unit 150. The CCU 152 includes climate control circuitry (not shown) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide conditioned air within the climate-controlled space 154.

[0048] 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 to the climate-controlled space 154 by the CCU 152, return air temperature of air returned 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 at least the operation of the transport climate control system 145, including the climate control circuit components. The climate controller 156 may include a single integrated control unit 158, or may include a distributed network of climate controller elements 158, 159. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0049] The climate controller 156 can be configured, programmed, or otherwise designed to manage power input from at least one of, for example, a power supply and utility power, and to prioritize and control power flow to the vehicle and one or more electrical accessories (e.g., a climate control unit).

[0050] The climate controller 156 may be further configured, programmed, or otherwise designed to transmit information received from the power supply to the vehicle and to transmit information received from the vehicle to the power supply.

[0051] The climate controller 156 can communicate with the power supply device using, for example, power line communication, pulse width modulation (PWM) communication, local interconnect network (LIN) communication, controller area network (CAN) communication, pilot signal analog feedback, etc. to support, for example, CCS, ChadeMO, national standard recommended standard 20234, Tesla super charging station and / or other power supply equipment standards.

[0052] As referenced herein, the CP line can be used for basic signaling or high-level communication (HLC). Basic signaling utilizes a 1kHz PWM signal sent by the charging station to the vehicle via the CP signal. HLC utilizes power line modulation or a wireless connection (e.g., Wi-Fi, Zigbee, etc.) via the CP to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data to the controller 156 indicating the ESE's maximum current output. A VFD, soft starter, DC-DC converter, LDO, or other power electronics device corresponding to the controller 156 can then be used to ramp the AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, controlling the ramp rate based on the CP signal. Thus, the power electronics device described above can be positioned between the power source (e.g., ESE, battery, etc.) and the electrical load / accessory (e.g., motor, inverter, etc.) and either internally calculate the ramp rate or receive this information from another controller that receives a control pilot signal.

[0053] The PP line, ie the plug present line, can be used to determine the status of the plug in the socket.

[0054] Communication between the controller 156 and the power supply equipment may further include utilizing a vehicle-to-grid (V2G) protocol as described and implemented in the technical specification SAE J2836 for plug-in electric vehicles (PEV), the contents of which are incorporated herein by reference.

[0055] Furthermore, communication between the controller 156 and the power supply equipment may further include utilizing communication via smart energy distribution as described and implemented in the technical specification SAE J2847, the contents of which are incorporated herein by reference.

[0056] In some embodiments, the tractor 142 may include an optional APU (auxiliary power system) 108. The optional APU 108 may be an electric auxiliary power unit (eAPU). In addition, in some embodiments, the tractor 142 may also include a vehicle PDU 101 and a VES 102 (not shown). The APU 108 may provide power to the vehicle PDU 101 for distribution. It should be understood that for connections, solid lines represent power lines and dashed lines represent communication lines. The climate-controlled transport unit 140 may include a PDU 121 that is connected to a power source for the climate-controlled transport unit 140, including, for example, an optional solar power source 109, an optional power source 122 (e.g., a generator set, a fuel cell, a down-mounted power unit, an auxiliary battery pack, etc.), and / or an optional liftgate battery 107. The PDU 121 may include a PDU controller (not shown). The PDU controller may be part of the climate controller 156. The PDU 121 can distribute power from the climate controlled transport unit 140 power supply to, for example, a transport climate control system 145. The climate controlled transport unit 140 can also include an optional lift door 106. An optional lift door battery 107 can provide power to open and / or close the lift door 106.

[0057] Similar to the climate controlled van 100, attached to Figure 1C The climate controlled transport unit 140 of the tractor 142 may also include a VES (e.g. Figure 1A VES 102 shown in FIG), a standard charging port (e.g. Figure 1A ), and / or an enhanced charging port (e.g., a standard charging port 103 shown in FIG. Figure 1A ), which communicates with and distributes power from or to the corresponding ESE and / or CCU 152 .

[0058] Figure 1DAnother 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 may be towed, for example, by a tractor (not shown). It should be understood that the embodiments described herein are not limited to tractor-trailer units, but may be applied to any type of transport unit (e.g., a truck, a container (e.g., a container on a flatbed, an intermodal container, an ocean container, etc.), a box truck, a semi-trailer tractor, a bus, or other similar transport units).

[0059] The MTCS 162 includes a CCU 166 and a plurality of remote units 168 that provide environmental control (e.g., temperature, humidity, air quality, etc.) within a climate-controlled space 170 of the transport unit 164. The climate-controlled space 170 can be divided into a plurality of zones 172. The term "zone" refers to a portion of an area of the climate-controlled space 170 separated by walls 174. The CCU 166 can operate as a master unit and provide climate control within a first zone 172a of the climate-controlled space 166. The remote unit 168a can provide climate control within a second zone 172b of the climate-controlled space 170. The remote unit 168b can provide climate control within a third zone 172c of the climate-controlled space 170. Thus, the MTCS 162 can be used to individually and independently control one or more environmental conditions within each of the plurality of zones 172 of the climate-controlled space 162.

[0060] The CCU 166 is disposed on a front wall 167 of the transport unit 160. In other embodiments, it will be appreciated that the CCU 166 may be disposed, for example, on a ceiling or other wall of the transport unit 160. The CCU 166 includes climate control circuitry (not shown) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide conditioned air within the climate-controlled space 170. A remote unit 168a is disposed on a ceiling wall 179 within the second zone 172b, and a remote unit 168b is disposed on a ceiling wall 179 within the third zone 172c. Each of the remote units 168a, 168b includes an evaporator (not shown) that is connected to the remainder of the climate control circuitry provided in the CCU 166.

[0061] MTCS 162 also includes a programmable climate controller 180 and one or more sensors (not shown) configured to measure one or more parameters of 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 via CCU 166 and remote unit 168, return air temperature of air returned from each zone 172 to the corresponding CCU 166 or remote unit 168a or 168b, humidity within each zone 118, etc.), and transmit the parameter data to climate controller 180. Climate controller 180 is configured to control at least the operation of MTCS 162, including the climate control circuit components. Climate controller 180 may include a single integrated control unit 181, or may include a distributed network of climate controller elements 181, 182. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0062] The climate controller 180 can be configured, programmed, or otherwise designed to manage power input from at least one of, for example, a power supply and utility power, and to prioritize and control power flow to the vehicle and one or more electrical accessories (e.g., a climate control unit).

[0063] The climate controller 180 may be further configured, programmed, or otherwise designed to transmit information received from the power supply to the vehicle and to transmit information received from the vehicle to the power supply.

[0064] The climate controller 180 can communicate with the power supply device using, for example, power line communication, pulse width modulation (PWM) communication, local interconnect network (LIN) communication, controller area network (CAN) communication, pilot signal analog feedback, etc. to support, for example, CCS, ChadeMO, national standard recommended standard 20234, Tesla super charging station and / or other power supply equipment standards.

[0065] As referred to herein, the CP line can be used for basic signaling or high-level communication (HLC). Basic signaling utilizes a 1kHz PWM signal sent by the charging station to the vehicle via the CP signal. HLC utilizes power line modulation or a wireless connection (e.g., Wi-Fi, Zigbee, etc.) via the CP to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data indicating the maximum current output of the ESE to the controller 180. A voltage and / or current control device corresponding to the controller 180, such as a VFD, soft starter, DC-DC converter, LDO, or other power electronics device, can then be used to ramp the AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, controlling the ramp rate based on the CP signal. Thus, the power electronics device can be positioned between the power source (e.g., ESE, battery, etc.) and the electrical load / accessory (e.g., motor, inverter, etc.), and either internally calculate the ramp rate or receive this information from another controller that receives a control pilot signal.

[0066] The PP line, or plug present line, can be used to determine the status of the plug in the receptacle. Once the latch is pressed or closed, the controller 180 can receive a signal to establish an appropriate power sequencing strategy. For example, when the latch is detected to be pressed, power can be ramped down to prevent current spikes that could damage one or more components of the electrical load. Rapid changes in current (e.g., surges) can cause malfunctions in operation, and voltage spikes from inductors in the electrical load can cause damage.

[0067] Communication between the controller 180 and the power supply equipment may further include utilizing a vehicle-to-grid (V2G) protocol as described and implemented in the technical specification SAE J2836 for plug-in electric vehicles (PEV), the contents of which are incorporated herein by reference.

[0068] Furthermore, communication between the controller 180 and the power supply equipment may further include utilizing communication via smart power distribution as described and implemented in the technical specification SAE J2847, the contents of which are incorporated herein by reference.

[0069] Similar to Figure 1A The climate controlled van 100 shown in FIG. Figure 1D The climate controlled transport unit 160 may also include a vehicle PDU (e.g. Figure 1A Vehicle PDU 101 shown in ), VES (e.g. Figure 1A VES 102 shown in FIG), a standard charging port (e.g. Figure 1A), and / or an enhanced charging port (e.g., a standard charging port 103 shown in FIG. Figure 1A The enhanced charging port 104 shown communicates with and distributes power from or to the corresponding ESE and / or CCU 166 .

[0070] Figure 1E 1 is a perspective view of a vehicle 185 including a transportation climate control system 187 according to one embodiment. The vehicle 185 is a public transportation vehicle that can carry one or more passengers (not shown) to one or more destinations. In other embodiments, the vehicle 185 can be a school bus, a rail car, a subway car, or other commercial vehicle that carries passengers. The vehicle 185 includes a climate controlled space (e.g., a passenger compartment) 189 that can accommodate multiple passengers. The vehicle 185 includes doors 190 located on one side of the vehicle 185. Figure 1E In the illustrated embodiment, a first door 190 is located near the front end of the vehicle 185 and a second door 190 is located near the rear end 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 transportation climate control system 187 includes a CCU 192 connected to a roof 194 of the vehicle 185.

[0071] CCU 192 includes a climate control circuit (not shown) that connects, for example, a compressor, condenser, evaporator, and expansion device to provide conditioned air within climate-controlled space 189. Transport 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 transport climate control system 187 (e.g., ambient temperature outside vehicle 185, space temperature within climate-controlled space 189, ambient humidity outside vehicle 185, space humidity within climate-controlled space 189, etc.) and transmit parameter data to climate controller 195. Climate controller 195 is configured to control at least the operation of transport climate control system 187, including the components of the climate control circuit. Climate controller 195 may include a single integrated control unit 196 or may include a distributed network of climate controller elements 196, 197. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0072] The climate controller 195 can be configured, programmed, or otherwise designed to manage power input from at least one of, for example, a power supply and utility power, and to prioritize and control power flow to the vehicle and one or more electrical accessories (e.g., a climate control unit).

[0073] The climate controller 195 may be further configured, programmed, or otherwise designed to transmit information received from the power supply to the vehicle and to transmit information received from the vehicle to the power supply.

[0074] The climate controller 195 can communicate with the power supply device using, for example, power line communication, pulse width modulation (PWM) communication, local interconnect network (LIN) communication, controller area network (CAN) communication, pilot signal analog feedback, etc. to support, for example, CCS, ChadeMO, national standard recommended standard 20234, Tesla super charging station and / or other power supply equipment standards.

[0075] As referenced herein, the CP line can be used for basic signaling or high-level communication (HLC). Basic signaling utilizes a 1kHz PWM signal sent by the charging station to the vehicle via the CP signal. HLC utilizes power line modulation or a wireless connection (e.g., Wi-Fi, Zigbee, etc.) via the CP to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data to the controller 195 indicating the ESE's maximum current output. A VFD, soft starter, DC-DC converter, LDO, or other power electronics device corresponding to the controller 195 can then be used to ramp AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, controlling the ramp rate based on the CP signal. Thus, the power electronics device described above can be positioned between a power source (e.g., an ESE, battery, etc.) and an electrical load / accessory (e.g., a motor, inverter, etc.) and either internally calculate the ramp rate or receive this information from another controller that receives a control pilot signal.

[0076] The PP line, or plug present line, can be used to determine the status of the plug in the receptacle. Once the latch is pressed or closed, the controller 195 can receive a signal to establish an appropriate power sequencing strategy. For example, when the latch is detected to be pressed, power can be ramped down to prevent current spikes that could damage one or more components of the electrical load. Rapid changes in current (e.g., surges) can cause malfunctions in operation, and voltage spikes from inductors in the electrical load can cause damage.

[0077] Communication between the controller 195 and the power supply equipment may further include utilizing a vehicle-to-grid (V2G) protocol as described and implemented in the technical specification SAE J2836 for plug-in electric vehicles (PEV), the contents of which are incorporated herein by reference.

[0078] Furthermore, communication between the controller 195 and the power supply equipment may further include utilizing communication via smart energy distribution, which is described and implemented in technical specification SAE J2847, the contents of which are incorporated herein by reference.

[0079] Similar to the climate controlled van 100, including Figure 1E The vehicle 185 in the transportation climate control system 187 may also include a vehicle PDU (e.g. Figure 1A Vehicle PDU 101 shown), VES (e.g. Figure 1A VES 102 shown), a standard charging port (e.g. Figure 1A Standard charging port 103 shown), and / or enhanced charging port (e.g. Figure 1A ), which communicates with the corresponding ESE and / or CCU 192 and distributes power from or to the corresponding ESE and / or CCU 192.

[0080] In some embodiments, the CCU (e.g., CCU 115, CCU 133, CCU 152, CCU 166, CCU 192) can be an electric climate control unit. In addition, in some embodiments, the CCU can include a rechargeable power storage device (not shown) that can provide power to the transportation climate control system (e.g., transportation climate control systems 110, 132, 145, 162, 187). In some embodiments, the rechargeable power storage device can be charged by AC power (e.g., three-phase AC power, single-phase AC power, etc.). In some embodiments, the rechargeable power storage device can be charged by DC power. In some embodiments, components of the transportation climate control system 110 (e.g., a compressor, one or more fans, one or more sensors, a controller, etc.) may require AC power or DC power to operate. The CCU can include an outlet (see Figure 4 ), the outlet having AC contacts, DC contacts, and communication contacts for receiving a single plug at a first end of an optimized power line. The second end of the optimized power line has an AC plug connected to an AC power source and a DC plug connected to a DC power source separate from the AC power source. For example, in one embodiment, the AC power source may be a utility power source and the DC power source may be an electric vehicle charging station. In some embodiments, the AC plug at the second end of the optimized power line may have three-phase contacts. In some embodiments, the AC plug at the second end of the optimized power line may have single-phase contacts.

[0081] The related U.S. application No. 16 / 565,282, filed on September 9, 2019, is entitled “OPTIMIZED POWER CORD FOR TRANSFERERRING POWER TO A TRANSPORT CLIMATE-CONTROL SYSTEM,” and the specification and drawings of that application are incorporated herein by reference and may be cited to supplement the description herein.

[0082] Figure 2A A schematic diagram of a first embodiment of a powered accessory 200 is shown, configured for use with at least one of a vehicle, a trailer, and a shipping container, the powered accessory 200 being connected to an AC power source 210 and a DC power source 215 via an optimized power line 205. The powered accessory 200 may be, for example, a CCU (e.g., Figures 1A to 1E 15, CCU 133, CCU 152, CCU 166, CCU 170 shown in FIG. 15 ). The electric accessory 200 includes a receptacle 202 for receiving an optimized power line 205. In some embodiments, the receptacle 202 can be part of a power distribution unit (not shown) for the electric accessory 200, which can distribute AC power and DC power to various components of the electric accessory 200, including, for example, a rechargeable power storage device (not shown). The power distribution unit can be electrically and / or communicatively connected between an AC power source 210 and a DC power source 215 at one end thereof, and electrically and / or communicatively connected to the vehicle and / or CCU 200 at the other end thereof. The structure and function of such a power distribution unit are described in more detail in U.S. patent application Ser. No. 16 / 565,205, “Transport Climate Control System with an Enhanced Power Distribution Unit for Managing Electrical Accessory Loads.”

[0083] AC power source 210 can be, for example, a utility power source. In some embodiments, AC power source 210 can be a three-phase AC power source. In other embodiments, AC power source 210 can be a single-phase power source. DC power source 215 can be, for example, an electric vehicle charging station.

[0084] The optimized power cord 205 includes a first end 225 and a second end 230. The first end 225 of the optimized power cord 205 includes a single plug 220 that is connected to the outlet 202 of the electric accessory 200. The second end 230 of the optimized power cord 205 includes a first plug 235 and a second plug 240, the first plug 235 being connected to the AC power source 210 and the second plug 240 being connected to the DC power source 215. Therefore, the optimized power cord 205 can simultaneously provide AC power and DC power from the AC power source 210 and the DC power source 215 to the electric accessory 200 by virtue of the single plug 220 at the first end 225 of the optimized power cord 205. For details of the first end 225 of the optimized power cord 205, refer to Figure 3A and Figure 3B It is described below.

[0085] Figure 2B A schematic diagram of a second embodiment of an electric accessory 200 is illustrated, the electric accessory 200 being configured for use with at least one of a vehicle, a trailer, and a shipping container, the electric accessory 200 being connected to a power supply equipment (ESE) (e.g., an electric vehicle charging station) 250 including both an AC power source 210 and a DC power source 215 via an optimized power line 255. As described above, the electric accessory 200 may be, for example, a CCU (e.g., Figures 1A to 1E 15, CCU 133, CCU 152, CCU 166, CCU 170 shown in FIG. ). The powered accessory 200 includes a receptacle 202 for receiving an optimized power cord 255. In some embodiments, the receptacle 202 can be part of a power distribution unit (not shown) of the powered accessory 200, which can distribute AC power and DC power to various components of the powered accessory 200, including, for example, a rechargeable power storage device (not shown).

[0086] The optimized power cord 255 includes a first end 265 and a second end 270. The first end 265 of the optimized power cord 255 includes a single plug 260 that connects to the outlet 202 of the powered accessory 200. The second end 280 of the optimized power cord 255 also includes a single plug 285 that connects to the ESE 250. The ESE 250 can include an AC power source 290 and a DC power source 295 within it. Thus, the optimized power cord 255 can simultaneously provide AC power and DC power from the ESE 250 to the powered accessory 200 via the single plug 260 at the first end 265 of the optimized power cord 255 and the single plug 285 at the second end 280 of the optimized power cord 255.

[0087] The optimized power lines 205 , 255 may be connected to the AC power source 210 , the DC power source 215 , and the ESE 250 using one or a combination of a Mode 1 charging mode, a Mode 2 charging mode, a Mode 3 charging mode, and a Mode 4 charging mode.

[0088] In a Mode 1 charging mode according to IEC 62196, the AC power source 210 and / or the ESE 250 may include a conventional AC outlet that accepts, for example, a NEMA 16-20P plug and does not provide for communication with the powered accessory 200 .

[0089] In Mode 2 charging mode, the AC power source 210 and / or ESE 250 may include a conventional AC outlet that accepts, for example, a NEMA 15-50P plug, and the optimized power lines 205 , 255 may include communications with powered accessories.

[0090] In Mode 3 charging mode, the AC power source 210 and / or the ESE 250 may be an AC base or a wall-mounted EVSE having the second end 230 , 280 permanently secured to the AC power source 210 and / or the ESE 250 .

[0091] In a Mode 4 charging mode according to IEC 62196, the DC power source 215 and / or the ESE 250 may provide DC charging with the second terminals 230 , 280 permanently fixed to the DC power source 215 and / or the ESE 250 .

[0092] Furthermore, the optimized power lines 205, 255 can simultaneously connect the vehicle's electrical system and / or powered accessories 200 to both the AC power source 210 and the DC power source 215, or to the ESE 250. Thus, the rechargeable power storage device of the powered accessory 200 can be simultaneously connected to the DC power source 215, 295, and the vehicle's electrical system can be connected to the AC power source 210, 290 via the same optimized power lines 205, 255. Furthermore, the rechargeable power storage device of the powered accessory 200 can be simultaneously connected to the DC power source 215, 295, and the vehicle's electrical system can be connected to the DC power source 215, 295 via the same optimized power lines 205, 255.

[0093] Figure 3A 1 illustrates a first end 305 (eg, Figure 2A and Figure 2B255 ). The optimized power cord 300 may include an AC cord 302, a DC cord 304, and a single plug 310 at the first end 305. The AC cord 302 transmits three-phase or single-phase AC power through the optimized power cord 300. The DC cord 304 transmits DC power through the optimized power cord 300. The AC cord 302 and the DC cord 304 may be bundled together within a single cable jacket 306 through the first end 305 of the optimized power cord 300 to the single plug 310. The single plug 310 may be connected to the first end of the AC cord 302 and the first end of the DC cord 304. The single plug 310 includes AC contacts 315, DC contacts 320, and communication contacts 325. The first end 305 of the optimized power cord 300 is configured to connect to an electric accessory (e.g., Figures 1A to 1E The CCU 115, CCU 133, CCU 152, CCU 166, CCU 170 and Figure 2A and Figure 2B ), the electric accessory being configured for use with at least one of a vehicle, a trailer, and a shipping container.

[0094] AC contact 315 can transfer three-phase AC power or single-phase AC power out of optimized power line 300. AC contact 315 may include neutral contact 326 and line phase contacts 327, 328, 329, each contact 327, 328, 329 providing a separate line phase of three-phase AC power. When AC contact 315 supplies single-phase AC power, neutral contact 326 and one of line phase contacts 327, 328, 329 (e.g., line phase contact 327) may be utilized.

[0095] The DC contacts 320 may be configured to transfer DC power out of the optimized power line 300. The DC contacts 320 include a positive DC contact 331 and a negative DC contact 332.

[0096] Communication contacts 325 can be configured to communicate with powered accessories. Communication contacts 325 can include a control pilot contact 333 that provides post-insertion signaling, a proximity pilot contact 334 that provides post-insertion signaling, and a protective ground contact 335 that can provide a full-current protective grounding system. Protective ground contact 335 is a safety feature that can reduce the potential for an electric shock, for example, if there is a faulty connection.

[0097] Figure 3BA first end 355 of an optimized power cord 350 is illustrated according to at least one other exemplary embodiment. The optimized power cord 350 includes an AC cord 302, a DC cord 304, and a single plug 360 at the first end 355. The AC cord 302 can transmit single-phase AC power through the optimized power cord 350. The DC cord 304 transmits DC power through the optimized power cord 350. The AC cord 302 and the DC cord 304 can be bundled together within a single cable jacket 306 through the first end 355 of the optimized power cord 350 to the single plug 360. The single plug 360 is connected to the first end of the AC cord 302 and the first end of the DC cord 304. The single plug 360 includes single-phase AC contacts 365, DC contacts 320, and communication contacts 325. The first end 355 of the optimized power cord 350 is configured to connect to an electric accessory (e.g., Figures 1A to 1E The CCU 115, CCU 133, CCU 152, CCU 166, CCU 170 and Figure 2A and Figure 2B The electric accessory 200 shown in FIG.

[0098] The single-phase AC contacts 365 may be configured to transmit single-phase AC power out of the optimized power line 350. The single-phase AC contacts 365 include a neutral contact 366 and a line contact 367 that provide the line phase of the single-phase AC power.

[0099] The DC contacts 320 may be configured to transmit DC power out of the optimized power line 350. The DC contacts 320 include a positive DC contact 331 and a negative DC contact 332.

[0100] The communication contacts 325 can be configured to communicate with the powered accessory and include a control pilot contact 333 that provides a post-insertion signal, a proximity pilot contact 334 that provides a post-insertion signal, and a protective ground contact 335 that can provide a full current protective grounding system.

[0101] It should be understood that although the optimized power lines 300, 350 are illustrated using a Type 2 configuration reflecting the VDE-AR-E 2623-2-2 plug specification, it should be understood that in other embodiments, the optimized power lines 300, 350 may use a Type 3 configuration reflecting the EV Plug Alliance specification and / or use a fast charging coupler reflecting, for example, the ChadeMO specification. Furthermore, in some embodiments, the optimized power line 350 may use a Type 1 configuration reflecting the SAE J1772 / 2009 automotive plug specification.

[0102] The optimized power cord 300, 350 also includes an unlocking tab 340 configured to allow a user to remove the optimized power cord 300, 350 from an outlet (e.g., Figure 4 400 shown in FIG.

[0103] Figure 4 The diagram shows the motorized accessories (e.g. Figures 1A to 1E The CCU 115, CCU 133, CCU 152, CCU 166, CCU 170 and Figure 2A and Figure 2B 1. One embodiment of a receptacle 400 for an electric accessory 200 configured for use with at least one of a vehicle, a trailer, and a shipping container is shown in FIG.

[0104] In some embodiments, the socket 400 may be a powered accessory (e.g., Figure 2A and Figure 2B The power distribution unit 200 shown is part of a power distribution unit (not shown) that can distribute AC power and DC power to various components of the power accessory, including, for example, a rechargeable power storage device (not shown).

[0105] The outlet 400 is configured to receive an optimized power line (eg, Figure 3A and Figure 3B 300, 350) of a single plug (e.g., Figure 3A and Figure 3B ). The receptacle 400 may include AC contacts 415, DC contacts 420, and communication contacts 425.

[0106] AC contact 415 can be from an optimized power line (e.g., Figure 3A and Figure 3B , 350) receives three-phase AC power or single-phase AC power. The AC contact 415 includes a neutral contact 426 and line phase contacts 427, 428, 429, each contact 427, 428, 429 receiving a separate line phase of the three-phase AC power. When the AC contact 415 receives single-phase AC power, only one of the neutral contact 426 and line phase contacts 427, 428, 429 (e.g., line phase contact 427) may be used. Furthermore, in some embodiments, when the AC contact 415 receives single-phase AC power, the outlet 400 may be adapted to not include the unused line phase contacts 427, 428, 429 (e.g., line phase contacts 428, 429). The neutral contact 426 is configured to mate with the neutral contact of the optimized power line (e.g., Figure 3A and Figure 3B Each of the line phase contacts 427, 428, 429 is configured to be connected to the line phase contacts 327, 328, 329 of the optimized power line.

[0107] The DC contact 420 can receive DC power from the optimized power line. The DC contact 420 includes a positive DC contact 431 and a negative DC contact 432. The positive DC contact 431 is configured to contact the positive DC contact of the optimized power line (e.g., Figure 3A and Figure 3B The negative DC contact 432 is configured to connect to the negative DC contact of the optimized power line (e.g., Figure 3A and Figure 3B The negative DC negative contact 332) shown in FIG is connected.

[0108] As described above with respect to controllers 125, 135, 156, 180, and 195, the controllers and power supply devices may include, for example, a control pilot (CP) line and a proximity pilot (PP) line. The CP line may be used by, for example, the controller to indicate one or more power levels received by, for example, the vehicle and / or powered accessories (e.g., a climate control unit), initiate power reception, and / or communicate other information to the power supply device. The PP line, or plug presence line, may further be used to determine the state of a latch mechanism or plug in a receptacle.

[0109] Thus, the communication contacts 425 that facilitate communication with the powered accessory include a control pilot contact 433 that provides a post-insertion signal, a proximity pilot contact 434 that provides a post-insertion signal, and a protective ground contact 435 that can provide a full current protective grounding system. The control pilot contact 433 is coupled to an optimized power line control pilot contact (e.g., Figure 3A and Figure 3B The proximity pilot contact 434 is configured to be connected to the proximity pilot contact of the optimized power line (e.g., Figure 3A and Figure 3B The protective ground contact 435 is configured to connect to the protective ground contact of the optimized power line (e.g., Figure 3A and Figure 3B The protective ground contact 435) shown in FIG.

[0110] The configuration of outlet 400 allows powered accessories to simultaneously receive AC power from an AC power source and DC power from a DC power source from a single plug of an optimized power cord.

[0111] Although the receptacle 400 is shown as accepting a Type 2 combination plug configuration reflecting the VDE-AR-E 2623-2-2 plug specification, it should be understood that in other embodiments, the receptacle 400 can be modified to accept a Type 3 combination plug configuration reflecting the EV Plug Alliance specification and / or a fast charging coupler plug configuration reflecting, for example, the CHAdeMO specification. Furthermore, in some embodiments, the receptacle 400 can be modified to accept a Type 1 combination configuration reflecting the SAE J1772 / 2009 automotive plug specification.

[0112] The receptacle 400 also includes a latch mechanism 440 configured to lock a single plug when the receptacle is connected to the receptacle 400. In some embodiments, the latch mechanism 440 is a motor-driven device that physically blocks an unlocking tab (e.g., a latch) of the single plug when the receptacle is connected to the receptacle 400. Figure 3A and Figure 3B ) as a safety feature that prevents a user from removing a single plug from the receptacle 400 until it is safe to do so. The PP line can also be used to determine the status of a locking mechanism or plug in a receptacle.

[0113] Figure 5 Illustrated is a system 500 by which energy supplied to an electrical system associated with a vehicle application may be managed by a controller 515 , according to at least one exemplary embodiment described or claimed herein.

[0114] Grid power 505 may refer to the utility power source as described above, as well as the utility infrastructure or local power grid. Grid power 505 may also be used to provide communications, such as PLC or Ethernet, to provide peak and continuous power thresholds for electrical accessories in the electrical system.

[0115] Power supply 510 may refer to a power supply device, such as ESE 250 , which may include an AC power source and / or a DC power source.

[0116] Controller 515 can refer to any of controllers 125, 135, 156, 180, and / or 195 of powered accessories 240 (e.g., a climate control unit). According to embodiments described herein, controller 515 can be configured, programmed, or designed to distribute AC power received from grid power 505 via power supply device 220 and / or DC power from power supply device 220 to powered accessories 240.

[0117] The controller 515 can be electrically connected to the power source 510 via the optimized power line 255. The optimized power line 255 can provide AC power and DC power from the power source 510 to the electrical load 520 simultaneously.

[0118] The controller 515 can be further configured, programmed, or designed to communicate with the power source 510 via, for example, a CP line, power line communication (PLC; which can facilitate Ethernet communication over the power line), etc., which can be used to transmit from the power source 510 to the controller 515, for example, one or more power receiving levels of the vehicle and / or powered accessories (e.g., a climate control unit) to begin receiving power and / or to transmit other information to the powered device. The CP line can be used for basic signaling or high-level communication (HLC). Basic signaling utilizes a 1kHz PWM signal that is sent by the charging station to the vehicle in excess of the CP signal. HLC utilizes power line modulation or a wireless connection in excess of the CP to establish a connection between the ESE and the vehicle using, for example, the digital communication protocol ISO 15118. Both basic signaling and HLC allow the ESE to provide data to the controller 125 indicating the maximum current output of the ESE.

[0119] Thus, based on the received control pilot signal, the controller 515 may be further configured, programmed, or otherwise designed to calculate a ramp rate based on the received control pilot signal; determine a maximum current that can be obtained from the current source 510; prohibit starting one or more components in the electrical load 520 when the determined maximum current available is less than the minimum amount of power required to start at least one component; limit the power or current flowing to the electrical load 520 when the determined maximum current available exceeds the minimum amount of power or current for starting one or more components in the electrical load 520 but does not provide the maximum steady-state current; and remove the limitation on one or more components in the electrical load 520 when the determined maximum current available provides the maximum steady-state current.

[0120] According to at least some example embodiments, controller 515 may issue a warning when controller 515 prohibits activation of one or more components in electrical load 520. The warning may be implemented in various forms, including an error message sent to power supply 510 via the CP line.

[0121] According to at least some example embodiments, when controller 515 limits current to electrical load 520 , controller 515 may adjust ramp rates of one or more components in electrical load 520 based on the determined maximum current available and limit the maximum current draw of electrical load 520 .

[0122] Furthermore, according to at least some example embodiments, when the controller 515 removes the limit on the electrical load 520, the controller 515 may adjust the ramp rate of one or more components in the electrical load 520 based on the determined maximum current available to reduce the maximum current drawn by the electrical load 520. Furthermore, the controller 515 may implement or allow operation of the components in the electrical load 520 without reducing the reverse steady-state current drawn from the power source 520.

[0123] Power electronics corresponding to controller 515, such as a VFD, soft starter, DC-DC converter, LDO, etc., can ramp AC or DC current to various electrical loads on a transport refrigeration or HVAC unit, controlling the ramp rate based on the CP signal. The power electronics can be positioned between the power source and the electrical loads / accessories. Alternatively, a surge limiting resistor with a positive temperature coefficient can be used to limit the current rate of change to less than a peak threshold from the power source. When current rate limiting is no longer required, as determined by the controller, an additional switch can short-circuit the resistor.

[0124] Electrical load 520 may refer to an electrically powered accessory, such as Figures 1A to 1E Any of the CCUs 115, 133, 152, 166, and 170 shown in FIG. The electrical load 520 may include a socket for receiving an optimized power line. The socket may be included in a power distribution unit of the electrical load 520.

[0125] Figure 6 A process flow 600 is shown by which power supplied to an electrical system associated with a vehicle application can be managed by a controller according to at least one exemplary embodiment described or recorded herein. As shown, the process flow 600 includes: Figure 5 The controller 515 shown and Figures 1A to 1E 605, frame 610, frame 615, frame 620, frame 625, frame 630, frame 635, frame 640, frame 645, frame 650, and frame 655. These various operations, functions, or actions, for example, can correspond to software, program code, or program instructions that can be executed by a digital processor that performs the functions. Operations can begin at frame 605.

[0126] Block 605 (Confirm Connection to Power Source) may refer to the controller 515 confirming at least a communication connection to the power supply device (e.g., ESE 250). As described above, the controller 515 may communicate with the power supply 510 using, for example, PLC, PWM communication, LIN communication, CAN communication, pilot signal analog feedback, etc., to support, for example, CS, ChadeMO, GB Recommended Standard 20234, Tesla Supercharger, and / or other power supply device standards. The communication between the controller 515 and the power supply 510 may include, for example, a CP line, which may be used by the controller 515 to indicate the power receiving level of the electrical load 520 (e.g., the vehicle and / or powered accessories, such as a climate control unit), to begin receiving power, and / or to transmit other information to the power supply device.

[0127] The CP line can be used for basic signaling that utilizes a 1kHz PWM signal sent by the power supply 510 to, for example, a controller 515 or a load 520 via the CP signal; or the CP line can be used for HLC that utilizes power line modulation or wireless connectivity (Wi-Fi or Zigbee) via CP to communicatively connect the power supply 510 and, for example, the controller 515 or the load 520 using, for example, a digital communication protocol ISO 15118.

[0128] Both the basic signal representation and the HLC allow the power supply 510 to provide data to the controller 515 indicating the maximum current output from the power supply 510. A VFD, soft starter, DC-DC converter, LDO, or other power electronics device corresponding to the controller 515 can then be used to ramp AC or DC current to various electrical loads on the transport refrigeration unit or HVAC unit, controlling the ramp rate based on the CP signal. Thus, the controller 515 can be configured, programmed, or otherwise designed to calculate what the ramp rate should be or to receive this information from another controller that receives the control pilot signal. Processing can then proceed to block 610.

[0129] Block 610 (Determine Available Maximum Current) may refer to the controller 515 determining the maximum current available from the power supply 510 based on information received from the power supply 510 over the CP or other communication protocol described herein (e.g., PLC CAN, etc.). The "maximum" current available may be relative based on knowledge of the power supply, such as its infrastructure and hardware characteristics. For example, the power supply may be connected in series with a circuit breaker rated for a certain current, and thus the ESE may have a rated current for which its internal components are rated. Therefore, the maximum current may be available in both peak and continuous variables, with the peak variable affecting the gradient limit associated with the rate of change of current, i.e., inrush. Processing may proceed to decision block 615.

[0130] Decision block 615 (Minimum power available?) can refer to the controller 515 determining whether the minimum power required by one or more components of the electrical load 520 is available based on the maximum current available from the power source 510. As described above, the controller 515 can utilize the CP line to indicate the power receiving level of the components of the electrical load 520 to begin receiving power and / or transmit other information to the power source 510. If the determination is "no," the process can proceed to block 620; if the determination is "yes," the process can proceed to decision block 625.

[0131] Block 620 (Inhibit Startup) may refer to the controller 515 inhibiting startup of one or more components in the electrical load 520. The controller 515 may inhibit startup by, for example, issuing a warning to the power supply 510 via the CP line and / or displaying an error message indicating that there is insufficient power for one or more components of the electrical load 520. If the minimum power from the ESE is not available, the components in the electrical load 520 cannot be started based on the power provided to them. However, other power sources may be present, such as a battery, an engine, etc., although the battery cannot be charged when powering the electrical load 520 because the electrical load 520 draws more current from the battery than when the power source is input.

[0132] Decision block 625 (Maximum steady-state current available?) may refer to the controller 515 determining whether the maximum steady-state current from the power source 510 is available based on the control pilot signal from the power source 510. The maximum steady-state current refers to the maximum expected current draw of the electrical load 520. If the determination is "no," the process may proceed to block 630; if the determination is "yes," the process may proceed to decision block 655.

[0133] Block 630 (Limited Power Mode) may refer to the controller 515 implementing a limited power mode for one or more components in the electrical loads 520. For example, a compressor driver or battery charger may be placed in a limited power mode, which shuts down one or more constant power components, such as a heater, telematics, or lights, or operates at a lower speed or a lower level of charging current. The process may then proceed to block 635.

[0134] Block 635 (Reducing Load) may refer to the controller 515 reducing or causing a reduction in load-based power to one or more components of the electrical load 520. As non-limiting examples, the controller 515 may, through action or instruction, cause a fan speed to be reduced, a compressor speed to be reduced, a battery charging rate to be reduced, power to an electric heater to be varied, a constant power component to be turned off, etc. The process may then proceed to block 640.

[0135] Block 640 (Adjust Up-Ramp Rate) may refer to the controller 515 adjusting the ramp rate of one or more components in the electrical load 520 based on the determined maximum current available from the power source 510, and limiting the maximum power draw of the one or more components by, for example, slowly ramping up a compressor or soft-starting a motor (e.g., starting with a delta winding configuration and switching to a wye winding configuration). The adjustment of the ramp may vary depending on the device used for the purpose; for example, a VFD may change the increase in output frequency to slow the ramp-up of the current draw. The process may then proceed to block 645.

[0136] Block 645 (Remove Restriction on Power Mode) may refer to the controller 515 determining that components in the electrical load 520 may be powered without restriction. Processing may proceed to block 650.

[0137] Block 650 (Adjust Up-Ramp Rate) may refer to controller 515 adjusting the up-ramp rate of components in electrical load 520 to reduce the maximum transient current draw based on the determined maximum current available from power source 510 . Processing may proceed to block 655 .

[0138] Block 655 (Operate Unblocked Units) may refer to operating components in the electrical load 520 without reducing steady-state power draw.

[0139] As described and documented herein, known communication signals from a charging device can be utilized as a basis for reducing a unit's current demand. That is, a control signal from a power source or power supply device informs a unit's power draw decisions.

[0140] Various aspects:

[0141] It should be understood that any of the following aspects may be combined:

[0142] Aspect 1. A method for managing power supplied to an electrical system associated with a vehicle application, the method being performed by a controller electrically connected to at least the electrical system, the method comprising:

[0143] connecting the electrical system to a power source;

[0144] determining the maximum power delivery available from the power source;

[0145] modifying system operation for the electrical system when the determined maximum available power delivery is less than a minimum amount of power or current for starting the electrical system;

[0146] adjusting power or current to the electrical system when the determined maximum available power delivery exceeds a minimum amount of power or current for starting the electrical system but does not provide maximum steady-state power delivery; and

[0147] When the determined available maximum power delivery provides a maximum steady-state power delivery, any restrictions on the electrical system are removed.

[0148] Aspect 2. The method according to Aspect 1, wherein the connection comprises: electrically connecting the controller to the power supply.

[0149] Aspect 3. The method of aspect 1 or aspect 2, wherein the determining comprises: receiving data indicating an available maximum power delivery from the power source in a communication signal.

[0150] Aspect 4. The method according to any one of aspects 1 to 3, wherein the connection comprises: wirelessly communicatively connecting the controller to the power source.

[0151] Aspect 5. The method according to any one of aspects 1 to 4, wherein the modification comprises: displaying an error message indicating that insufficient power or current is available to the electrical system.

[0152] Aspect 6. The method according to any one of aspects 1 to 5, wherein adjusting the power or current of the electrical system comprises reducing a load for the electrical system based on the determined maximum power delivery available.

[0153] Aspect 7. A method as described in any one of Aspects 1 to 6, wherein adjusting the power or current used for the electrical system further includes: based on the determined maximum available power delivery, using power electronic equipment during startup to slowly gradient the power to the load to limit the maximum transient power draw for the power system.

[0154] Aspect 8. A method as described in any one of Aspects 1 to 7, wherein removing any limitations on the electrical system includes: based on the determined maximum available power delivery, using power electronic equipment to slowly ramp the power to the load to limit the maximum transient power draw for the electrical system.

[0155] Aspect 9. The method of any one of aspects 1 to 8, wherein removing any restriction on the electrical system further comprises operating the electrical system without reducing the backward steady-state current drawn from the power source.

[0156] Aspect 10. A computer-readable medium storing executable instructions that, when executed, cause a power distribution controller electrically connected to both a power source and an electrical system to protect the electrical system by performing functions comprising:

[0157] receiving information from the power source indicating a maximum power delivery available to the electrical system;

[0158] modifying system operation for the electrical system when an available maximum power delivery to the electrical system from a power source does not exceed a first threshold;

[0159] adjusting power or current from the power source to the electrical system when the maximum power delivery available from the power source to the electrical system exceeds a first threshold but does not exceed a second threshold; and

[0160] When the available maximum power delivery from the power source to the electrical system exceeds both the first threshold and the second threshold, unlimited power or current is allowed from the power source to the electrical system.

[0161] Aspect 11. The computer-readable medium of aspect 10, wherein the controller receives information from the power source via a control pilot signal indicating an available maximum power delivery to the electrical system.

[0162] Aspect 12. The computer-readable medium of aspect 10 or aspect 11, wherein the controller receives information indicating an available maximum power delivery to the electrical system from the power source via a wireless connection.

[0163] Aspect 13. The computer-readable medium of any one of aspects 10 to 12, wherein the first threshold value based on which the controller inhibits startup for the electrical system is a minimum amount of power or current for startup of the electrical system.

[0164] Aspect 14. The computer-readable medium of any one of aspects 10 to 13, wherein the second threshold according to which the controller limits power or current from the power source is a maximum steady-state power delivery.

[0165] Aspect 15. The computer-readable medium of any one of aspects 10 to 14, wherein the controller limits the power or current from the power source by reducing the load applied to the electrical system.

[0166] Aspect 16. The computer-readable medium of any one of aspects 10 to 15, wherein the controller limits the power or current from the power source by further adjusting a ramp-up rate of a load and limiting a maximum power or current draw for the electrical system.

[0167] Aspect 17. The computer-readable medium of any one of aspects 10 to 16, wherein the controller allows unlimited power or current from the power source by adjusting an up-ramp rate of a load to reduce a maximum power or current draw for the electrical system.

[0168] Aspect 18. The computer-readable medium of any one of aspects 10 to 17, wherein the controller allows unlimited power or current from the power source by enabling operation of the electrical system without reducing the backward steady-state power drawn from the power source.

[0169] Aspect 19. A computer-readable medium as described in any of Aspects 10 to 18, wherein the computer-readable medium is associated with a power distribution unit, the power distribution unit being used for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system that provides climate control for at least one of the interior space of the vehicle, the interior space of a trailer, and the interior space of a container.

[0170] Aspect 20. A power distribution unit for a vehicle, the power distribution unit for a vehicle that is at least partially powered and a climate control unit for use in a transportation climate control system, the power distribution unit comprising a controller comprising the computer-readable medium of aspect 10.

[0171] Aspect 21. A power distribution unit for a vehicle, the power distribution unit being for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution unit comprising a controller comprising the computer-readable medium of aspect 10 or aspect 11.

[0172] Aspect 22. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 12.

[0173] Aspect 23. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 13.

[0174] Aspect 24. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 14.

[0175] Aspect 25. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 15.

[0176] Aspect 26. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 16.

[0177] Aspect 27. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 17.

[0178] Aspect 28. A power distribution unit for a vehicle, the power distribution unit being for use with a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 18.

[0179] Aspect 29. A power distribution unit for a vehicle, the power distribution unit being for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution comprising a controller comprising the computer-readable medium of any one of aspects 10 to 19.

[0180] Aspect 30. A method for managing power or current supplied to at least a climate control unit in a transportation climate control system for providing climate control to at least one of an interior space of a vehicle, the method being performed by a controller electrically connected to at least an electrical system, the method comprising:

[0181] communicatively connecting the climate control unit to a power source;

[0182] determining the maximum power delivery available from the power source;

[0183] modifying system operation for the climate control unit when the determined maximum available power delivery is less than a minimum amount of power or current for activating the climate control unit;

[0184] adjusting power or current to the electrical system when the determined maximum available power delivery exceeds a minimum amount of power or current for starting the climate control unit but does not provide maximum steady-state power delivery; and

[0185] When the determined available maximum power delivery provides a maximum steady-state power delivery, any restrictions on the electrical system are removed.

[0186] Aspect 31. The method of Aspect 30, wherein the connecting comprises electrically connecting the controller to the power source.

[0187] Aspect 32. The method of aspect 30 or aspect 31, wherein the determining comprises receiving data in a control pilot signal from the power source indicating an available maximum power delivery.

[0188] Aspect 33. The method of any one of aspects 30 to 32, wherein the communicatively connecting comprises wirelessly communicatively connecting the controller to the power source.

[0189] Aspect 34. The method of any one of aspects 30 to 33, wherein the modifying comprises displaying an error message indicating insufficient power or current for the climate control unit.

[0190] Aspect 35. The method of any one of aspects 30 to 34, wherein adjusting the power or current for the climate control unit comprises reducing a load on the electrical system based on the determined maximum power delivery available.

[0191] Aspect 36. A method as described in any of Aspects 30 to 35, wherein adjusting the power or current used for the climate control unit further includes: adjusting the load ramp rate based on the determined maximum power delivery available and limiting the maximum power or current draw for the climate control unit.

[0192] Aspect 37. The method of any one of aspects 30 to 36, wherein removing any restriction on the climate control unit comprises adjusting an upward ramp rate of a load based on the determined maximum power delivery available to reduce a maximum power or current draw for the climate control unit.

[0193] Aspect 38. The method of any one of aspects 30 to 37, wherein removing any constraints on the climate control unit further comprises operating the climate control unit without reducing the backward steady-state power or current drawn from the power source.

[0194] Aspect 39. A computer-readable medium storing executable instructions that, when executed, cause a power distribution controller to protect the electrical system by performing functions, the power distribution controller being electrically connected to at least one of a power source and a climate control unit for a transportation climate control system that provides climate control to at least one of an interior space of a vehicle, the functions comprising:

[0195] receiving information from the power source indicating an available maximum power delivery to the climate control unit;

[0196] modifying system operation for the climate control unit when an available maximum power delivery from the power source to the climate control unit does not exceed a first threshold;

[0197] adjusting power or current from the power source to the climate control unit when the maximum power delivery available from the power source to the climate control unit exceeds a first threshold but does not exceed a second threshold; and

[0198] When the available maximum power delivery from the power source to the climate control unit exceeds both the first threshold and the second threshold, unlimited power or current is allowed from the power source to the climate control unit.

[0199] Aspect 40. The computer-readable medium of aspect 39, wherein the controller receives information from the power source via a control pilot signal indicating an available maximum power delivery to the climate control unit.

[0200] Aspect 41. The computer-readable medium of any one of aspects 39 to 40, wherein the controller receives information indicative of an available maximum power delivery to the climate control unit from the power source via a wireless connection.

[0201] Aspect 42. The computer-readable medium of any one of aspects 39 to 41, wherein the first threshold value based on which the controller inhibits activation of the climate control unit is a minimum amount of power or current for activation of the climate control unit.

[0202] Aspect 43. The computer-readable medium of any one of aspects 39 to 42, wherein the second threshold according to which the controller limits power or current from the power source is a maximum steady-state power delivery.

[0203] Aspect 44. The computer-readable medium of any one of Aspects 39 to 43, wherein the controller limits the power or current from the power source by reducing a load on the climate control unit.

[0204] Aspect 45. The computer-readable medium of any one of aspects 39 to 44, wherein the controller limits the power or current from the power source by further adjusting the ramp-up rate of the load and limiting the maximum power or current draw for the climate control unit.

[0205] Aspect 46. A computer-readable medium as described in any of aspects 39 to 45, wherein the controller allows unlimited power or current from the power source by adjusting the ramp-up rate of the load to reduce the maximum power or current draw of the climate control unit.

[0206] Aspect 47. A computer-readable medium as described in any of Aspects 39 to 46, wherein the controller allows unlimited power or current from the power source by enabling operation of the climate control unit without reducing the backward steady-state power or current draw from the power source.

[0207] Aspect 48. A computer-readable medium as described in any of Aspects 39 to 47, wherein the computer-readable medium is associated with a power distribution unit, the power distribution unit being used for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the transportation climate control system providing climate control for at least one of the interior space of the vehicle, the interior space of the trailer, and the interior space of the container.

[0208] Aspect 49. A power distribution unit for a vehicle, the power distribution unit for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the power distribution unit comprising a controller comprising the computer-readable medium of any one of aspects 39 to 49.

[0209] Aspect 50. A method for managing power supplied to a transportation climate control system that provides climate control to at least one of an interior space of a vehicle, the method being performed by a controller electrically connected to at least the power system, the method comprising:

[0210] communicatively connecting the transportation climate control system to a power source;

[0211] determining the maximum power delivery available from the power source;

[0212] modifying system operation for the transportation climate control system when the maximum available electrical power is less than a minimum amount of electrical power for activating the transportation climate control system;

[0213] adjusting power to the transportation climate control system when the determined maximum available power delivery exceeds a minimum amount of power for activating the transportation climate control system; and

[0214] When the determined available maximum power delivery provides a maximum steady-state power delivery, any restrictions on the transportation climate control system are removed.

[0215] Aspect 51. The method of Aspect 50, wherein the connecting comprises electrically connecting the controller to the power source.

[0216] Aspect 52. The method of aspect 50 or aspect 51, wherein the determining comprises receiving data indicating an available maximum power delivery via communication with the power source.

[0217] Aspect 53. The method of any one of aspects 50 to 52, wherein the communicatively connecting comprises wirelessly communicatively connecting the controller to the power source.

[0218] Aspect 54. The method of any one of aspects 50 to 53, wherein the modifying comprises displaying an error message indicating that insufficient power is available to power the transportation climate control system.

[0219] Aspect 55. The method of any one of aspects 50 to 54, wherein adjusting power for the transportation climate control system comprises reducing a load on the transportation climate control system based on the determined maximum power delivery available.

[0220] Aspect 56. A method as described in any of Aspects 50 to 55, wherein adjusting the power used for the transportation climate control system further includes: using power electronic devices to slowly ramp power to a load based on the determined maximum power delivery available to limit the expected maximum transient power draw for the transportation climate control system.

[0221] Aspect 57. A method as described in any of Aspects 50 to 56, wherein removing any limitations on the transportation climate control system includes: based on the determined maximum power delivery available, using power electronics to slowly ramp power to a load to limit the expected maximum transient power draw for the transportation climate control system.

[0222] Aspect 58. The method of any one of aspects 50 to 57, wherein removing any restrictions on the transportation climate control system further comprises operating the climate control system without reducing a rearward steady-state power draw from the power source.

[0223] Aspect 59. A computer-readable medium storing executable instructions that, when executed, cause a power distribution controller to protect the electrical system by performing functions, the power distribution controller being electrically connected to at least one of a power source and a climate control unit for a transportation climate control system that provides climate control to at least one of an interior space of a vehicle, the functions comprising:

[0224] receiving information from the power source indicating a maximum power delivery available to the climate control system;

[0225] modifying system operation for the climate control system when an available maximum power delivery from the power source to the climate control system does not exceed a first threshold;

[0226] adjusting power or current from the power source to the climate control system when the maximum power delivery available from the power source to the climate control system exceeds a first threshold but does not exceed a second threshold; and

[0227] When the available maximum power delivery from the power source to the climate control system exceeds both the first threshold and the second threshold, unlimited power or current is allowed from the power source to the climate control system.

[0228] Aspect 60. The computer-readable medium of aspect 59, wherein the controller receives information from the power source via communication with the power source indicating an available maximum power delivery to the transportation climate control system.

[0229] Aspect 61. The computer-readable medium of aspect 59 or aspect 60, wherein the controller receives information indicative of an available maximum power delivery to the transportation climate control system from the power source via a wireless connection.

[0230] Aspect 62. The computer-readable medium of any one of aspects 59 to 61, wherein the first threshold value at which the controller inhibits activation of the transportation climate control system is a minimum amount of power for activation of the transportation climate control system.

[0231] Aspect 63. The computer-readable medium of any one of aspects 59 to 62, wherein the second threshold according to which the controller limits power from the power source is a maximum steady-state power delivery.

[0232] Aspect 64. The computer-readable medium of any one of aspects 59 to 63, wherein the controller limits power from the power source by reducing a load on the transportation climate control system.

[0233] Aspect 65. The computer-readable medium of any one of aspects 59 to 64, wherein the controller limits power from the power source by further adjusting a ramp-up rate of a load and limiting a maximum power draw for the transportation climate control system.

[0234] Aspect 66. The computer-readable medium of any one of aspects 59 to 65, wherein the controller allows unlimited power from the power source by adjusting a ramp-up rate of a load to reduce a maximum power draw of the transportation climate control system.

[0235] Aspect 67. A computer-readable medium as described in any of Aspects 59 to 66, wherein the controller allows unlimited power from the power source by enabling operation of the climate control system without reducing backward steady-state power or current draw from the power source.

[0236] Aspect 68. A computer-readable medium as described in any of Aspects 59 to 67, wherein the computer-readable medium is associated with a power distribution unit, the power distribution unit being used for a vehicle that is at least partially powered and a climate control unit used in a transportation climate control system, the transportation climate control system providing climate control for at least one of the interior space of the vehicle, the interior space of the trailer, and the interior space of the container.

[0237] Aspect 69. A power distribution unit for a vehicle, the power distribution unit being used for at least partially powered vehicle and transportation climate control systems, the power distribution unit comprising a controller comprising the computer-readable medium of any one of aspects 59 to 68.

[0238] Aspect 70. A method for managing power supplied to a transportation climate control system that provides climate control to at least one of an interior space of a vehicle, the method being performed by a controller electrically connected to at least an electrical system, the method comprising:

[0239] communicatively connecting the transportation climate control system to a power source;

[0240] determining the maximum power delivery available from the power source;

[0241] modifying system operation for the transportation climate control system when the maximum available power is less than a minimum amount of power for activating the transportation climate control system; and

[0242] When the determined available maximum power delivery provides a maximum steady-state power delivery, any restrictions on the transportation climate control system are removed.

[0243] Aspect 71. A method as described in Aspect 70, wherein the connecting includes: electrically connecting the controller to the power supply.

[0244] Aspect 72. The method of aspect 70 or aspect 71, wherein the determining comprises receiving data indicative of the available maximum power delivery via communication with the power source.

[0245] Aspect 73. The method of any one of Aspects 70 to 72, wherein the communicatively connecting comprises wirelessly communicatively connecting the controller to the power source.

[0246] Aspect 74. The method of any one of aspects 70 to 73, wherein the modifying comprises displaying an error message indicating that insufficient power is available to power the transportation climate control system.

[0247] Aspect 75. The method of any one of aspects 70 to 74, further comprising adjusting the power delivered to the transport climate control system by reducing a load on the transport climate control system based on the determined maximum power delivery available.

[0248] Aspect 76. A method as described in any of Aspects 70 to 75, wherein the adjusting the power used for the transportation climate control system also includes: based on the determined maximum power delivery available, using power electronic equipment to slowly fade the power to the load to limit the expected maximum transient power draw for the transportation climate control system.

[0249] Aspect 77. A method as described in any of Aspects 70 to 76, wherein removing any limitations on the transportation climate control system includes: based on the determined maximum power delivery available, using power electronics to slowly ramp power to a load to limit the expected maximum transient power draw for the transportation climate control system.

[0250] Aspect 78. The method of any one of aspects 70 to 77, wherein removing any restrictions on the transportation climate control system further comprises operating the transportation climate control system without reducing a rearward steady-state power draw from the power source.

[0251] Aspect 79. A computer-readable medium storing executable instructions that, when executed, cause a power distribution controller electrically connected to at least a power source and a transportation climate control system providing climate control to at least one of an interior space of a vehicle to protect the transportation climate control system by performing functions comprising:

[0252] receiving information from the power source indicating a maximum power delivery available to the transportation climate control system;

[0253] modifying system operation for the transportation climate control system when the maximum power delivery available to the transportation climate control system from the power source does not exceed a first threshold; and

[0254] Unrestricted power is allowed from the power source to the transportation climate control system when the maximum power delivery available from the power source to the transportation climate control system exceeds both the first threshold and a second threshold.

[0255] Aspect 80. The computer-readable medium of aspect 79, wherein the controller receives information from the power source via communication with the power source indicating the maximum power delivery available to the transportation climate control system.

[0256] Aspect 81. The computer-readable medium of aspect 79 or aspect 80, wherein the controller receives information indicating the maximum power delivery available to the transportation climate control system from the power source via a wireless connection.

[0257] Aspect 82. The computer-readable medium of any one of aspects 79 to 81, wherein the first threshold value at which the controller inhibits activation of the transportation climate control system is a minimum amount of power for activation of the transportation climate control system.

[0258] Aspect 83. The computer-readable medium of any one of aspects 79 to 82, wherein the second threshold according to which the controller limits power from the power source is a maximum steady-state power delivery.

[0259] Aspect 84. The computer-readable medium of any one of aspects 79 to 83, wherein the controller limits power from the power source by reducing a load for the transportation climate control system.

[0260] Aspect 85. The computer-readable medium of any one of aspects 79 to 84, wherein the controller limits power from the power source by further adjusting a ramp-up rate of a load and limiting a maximum power draw for the transportation climate control system.

[0261] Aspect 86. The computer-readable medium of any one of aspects 79 to 85, wherein the controller allows unlimited power from the power source by adjusting a ramp-up rate of a load to reduce a maximum power draw for the transportation climate control system.

[0262] Aspect 87. A computer-readable medium as described in any of Aspects 79 to 86, wherein the controller allows unlimited power from the power source by enabling operation of the transportation climate control system without reducing the backward steady-state power draw from the power source.

[0263] Aspect 88. A computer-readable medium as described in any of Aspects 79 to 87, wherein the computer-readable medium is associated with a power distribution unit, which is used to at least partially power a vehicle and a transportation climate control system, which provides climate control for at least one of the interior space of the vehicle, the interior space of the trailer, and the interior space of the container.

[0264] Aspect 89. A power distribution unit for an at least partially powered vehicle and transportation climate control system, the power distribution unit comprising a controller comprising the computer-readable medium of any one of aspects 79 to 88.

[0265] The terms used in this specification are intended to describe specific embodiments and are not intended to be limiting. Unless otherwise expressly stated, the terms "a," "an," and "the," or even the absence of these quantifiers, include plural forms. The terms "comprise" and / or "comprising," when used in this specification, indicate the presence of the stated features, numbers, steps, operations, elements, and / or components, but do not preclude the presence or additional presence of one or more other features, numbers, steps, operations, elements, and / or components.

[0266] With respect to the foregoing description, it should be understood that various modifications may be made thereto, particularly with respect to the materials of construction employed and the shapes, sizes, and arrangements of the components, without departing from the scope of the present invention. The term "embodiment" as used herein may (but does not necessarily) refer to the same embodiment. This description and the described embodiments are intended to be exemplary only. Other and further embodiments may be devised without departing from the basic scope of the present invention, the actual scope and spirit of the present invention being determined by the appended claims.

Claims

1. A method for managing power supplied to a transportation climate control system that provides climate control to an interior space of a vehicle, the method being performed by a controller electrically connected to at least an electrical system, the method comprising: communicatively connecting the transportation climate control system to a power source; determining the maximum power delivery available from the power source; adjusting power delivery to the transportation climate control system by reducing power to electrical loads of the transportation climate control system to modify system operation for the transportation climate control system when the available maximum power delivery is less than a minimum amount of power for activating the transportation climate control system; as well as When the determined available maximum power delivery provides the maximum steady-state power delivery, any restriction on the transportation climate control system power delivery is removed.

2. The method according to claim 1, wherein The communicatively connecting includes electrically connecting the controller to the power source.

3. The method according to claim 1, wherein The determining includes receiving data indicative of the available maximum power delivery via communication with the power source.

4. The method according to any one of claims 1 to 3, wherein The communicatively connecting includes wirelessly communicatively connecting the controller to the power source.

5. The method according to any one of claims 1 to 3, wherein The adjusting power delivery to the transportation climate control system includes displaying an error message indicating that insufficient power is available to the transportation climate control system.

6. The method according to any one of claims 1 to 3, wherein Also included is adjusting power for the transportation climate control system by reducing power to electrical loads of the transportation climate control system based on the determined available maximum power delivery.

7. The method according to claim 6, wherein: Adjusting power for the transportation climate control system further includes slowly ramping power to the electrical loads using power electronics during startup to limit an expected maximum transient power draw for the transportation climate control system based on the determined available maximum power delivery.

8. The method according to any one of claims 1 to 3, wherein Removing any limitations on the transportation climate control system includes slowly ramping power to the electrical load using power electronics to limit an expected maximum transient power draw for the transportation climate control system based on the determined available maximum power delivery.

9. The method of claim 8, wherein: Removing any constraints on the transportation climate control system also includes operating the transportation climate control system without reducing a rearward steady-state power draw from the power source.

10. A computer-readable medium storing executable instructions that, when executed, cause a power distribution controller electrically connected to at least a power source and the transportation climate control system providing climate control to an interior space of a vehicle to protect a transportation climate control system by performing functions comprising: receiving information from the power source indicating a maximum power delivery available to the transportation climate control system; adjusting power delivery to the transportation climate control system by reducing power to electrical loads of the transportation climate control system to modify system operation for the transportation climate control system when the available maximum power delivery to the transportation climate control system from the power source does not exceed a first threshold; as well as When the available maximum power delivery from the power source to the transportation climate control system exceeds both the first and second thresholds, unrestricted power is allowed from the power source to the transportation climate control system.

11. The computer-readable medium of claim 10, wherein: The controller receives information from the power source via communication with the power source indicative of the available maximum power delivery for the transportation climate control system.

12. The computer-readable medium of claim 10, wherein: The controller receives information from the power source via a wireless connection indicating the available maximum power delivery for the transportation climate control system.

13. The computer-readable medium of any one of claims 10 to 12, wherein: The first threshold value, based on which the controller inhibits activation of the transportation climate control system, is a minimum amount of electrical power for activation of the transportation climate control system.

14. The computer-readable medium of any one of claims 10 to 12, wherein: The second threshold according to which the controller limits power from the power source is a maximum steady state power delivery.

15. The computer-readable medium of any one of claims 10 to 12, wherein: The controller limits power from the power source by reducing power to electrical loads of the transportation climate control system.

16. The computer-readable medium of any one of claims 10 to 12, wherein: The controller limits power from the power source by further adjusting an up-ramp rate of power to the electrical loads and limiting a maximum power draw for the transportation climate control system.

17. The computer-readable medium of any one of claims 10 to 12, wherein: The controller allows unlimited power from the power source by adjusting a load ramp rate to reduce a maximum power draw for the transportation climate control system.

18. The computer-readable medium of any one of claims 10 to 12, wherein: The controller allows unrestricted power from the power source by enabling operation of the transportation climate control system without reducing a rearward steady-state power draw from the power source.

19. The computer-readable medium of any one of claims 10 to 12, wherein: The computer-readable medium is associated with a power distribution unit for an at least partially powered vehicle and a transport climate control system that provides climate control for at least one of an interior space of the vehicle, an interior space of a trailer, and an interior space of a container.

20. A power distribution unit for an at least partially powered vehicle and transportation climate control system, the power distribution unit comprising a controller comprising the computer readable medium of any one of claims 10 to 19.

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