Power protection system for power modules of a transport climate control system

Abstract

A power module for a transportation climate control system is provided that supplies power to a plurality of components of the transportation climate control system. The power module includes a power module housing, a power terminal, and a power guard. The power terminal extends through an outer surface of the power module housing. The power guard extends from the outer surface of the power module housing. The power guard includes a curved wall having a horseshoe shape that surrounds the power terminal.

Description

TECHNICAL FIELD

[0001] The present invention relates generally to transport climate control systems. More specifically, the present invention relates to a power protection system for a power module of a transport climate control system. BACKGROUND

[0002] Transport climate control systems are commonly used to control one or more environmental conditions of a transport unit, such as, but not limited to, temperature, humidity, air quality, or combinations thereof. Examples of transport units include, but are not limited to, a truck, a container (e.g., a container on a flatbed truck, a container for intermodal shipping, a container for shipping on a ship, a container for shipping on a train, etc.), a box truck, a tractor-trailer, a passenger vehicle, or other similar transport unit. Refrigerated transport units are often used to transport perishable items, such as to transport produce, frozen foods, and meat products. SUMMARY

[0003] The present invention relates generally to transport climate control systems. More specifically, the present invention relates to a power protection system for a power module of a transport climate control system.

[0004] Embodiments described herein can mechanically prevent a non-designated power connector from being connected to a power module of a transport climate control system and from receiving power from the power module.

[0005] In particular, embodiments described herein provide a power module of a transport climate control system that includes a shroud that surrounds each of one or more power terminals disposed on the power module. The shroud surrounds the power terminals and limits the number of power terminal connectors that can be connected to the power terminals. Thus, the number of power terminal connectors connected to the power terminals can be controlled by a customer, thereby preventing a non-designated party from connecting additional power terminal connectors to the power terminals to prevent the transfer of power from an authorized load to one or more unauthorized loads.

[0006] The transport climate control system includes and is controlled by a transport climate control system controller. In some embodiments, the transport climate control system controller is a distributed controller that includes a main application controller having a human machine interface (HMI), a telematics unit, a low power module, and a high power module. The high power module can include a plurality of power terminals configured to provide regulated power to one or more components of the transport climate control system.

[0007] In one embodiment, a power module for a transport climate control system is provided that supplies power to a plurality of components of the transport climate control system. The power module includes a power module housing, a power terminal, and a power guard. The power terminal extends through an outer surface of the power module housing. The power guard extends from the outer surface of the power module housing. The power guard includes a curved wall having a horseshoe shape that surrounds the power terminal.

[0008] In another embodiment, a transport climate control system is provided that provides climate control within a climate-controlled space of a transport unit. The transport climate control system includes a climate control circuit, a transport climate control system controller, and a power module. The climate control circuit includes a compressor configured to compress working fluid passing through the climate control circuit to provide climate control within the climate-controlled space of the transport unit. The transport climate control system controller is configured to control operation of the transport climate control system including the compressor. The power module is configured to supply power to a plurality of components of the transport climate control system. The power module includes a power module housing, a power terminal, and a power guard. The power terminal extends through an outer surface of the power module housing. The power guard extends from the outer surface of the power module housing. The power guard includes a curved wall having a horseshoe shape that surrounds the power terminal. BRIEF DESCRIPTION OF DRAWINGS

[0009] With reference to the appended drawings, in which the figures illustrate embodiments of the systems and methods described herein, like reference characters designate like elements throughout the several views.

[0010] FIG. 1A is a side view of a van having a transport climate control system according to an embodiment.

[0011] FIG. 1B is a side view of a truck having a transport climate control system according to an embodiment.

[0012] FIG. 1C is a perspective view of a climate-controlled transport unit according to an embodiment.

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

[0014] FIG. 2 is a schematic view of a climate control circuit according to an embodiment.

[0015] FIG. 3 illustrates a schematic block diagram of one embodiment of a power system for powering a transport climate control system according to an embodiment.

[0016] FIG. 4A and FIG. 4BAn embodiment of a high power module of a transport climate control system controller is illustrated.

[0017] In the drawings, like reference numerals refer to like parts throughout the various views. DETAILED DESCRIPTION

[0018] The present disclosure relates generally to transport climate control systems. More specifically, the present disclosure relates to a power protection system for a high power module of a transport climate control system controller.

[0019] Transport climate control systems are commonly used to control one or more environmental conditions of a transport unit, such as, but not limited to, temperature, humidity, air quality, or combinations thereof. Examples of transport units include, but are not limited to, a truck, a container (e.g., a container on a flatbed truck, a container for intermodal shipping, a container for shipping on a ship, a container for shipping on a train, etc.), a box truck, a semi-trailer tractor, a passenger vehicle, or other similar transport unit. Refrigerated transport units are often used to transport perishable items, such as, for example, produce, frozen food, and meat products.

[0020] Climate-controlled transport units (e.g., transport units that include a climate control system) can be used to transport perishable items, such as, but not limited to, produce, frozen food, and meat products.

[0021] Climate control systems are commonly used to control one or more environmental conditions of a transport unit, such as, but not limited to, temperature, humidity, and / or air quality. Climate control systems include, for example, a refrigeration system for controlling refrigeration of a climate-controlled space of a refrigerated transport unit. Climate control systems can include a vapor-compressor type refrigeration system, a regenerator type refrigeration system, or any other suitable refrigeration system that can use a refrigerant, cold plate technology, etc.

[0022] Climate control systems can include a climate control unit (CCU) that is attached to a transport unit to control one or more environmental conditions (e.g., temperature, humidity, air quality, etc.) of a climate-controlled space of a refrigerated transport unit. A CCU can include, but is not limited to, a compressor, a condenser, an expansion valve, an evaporator, and one or more fans or blowers to control heat exchange between air within the climate-controlled space and ambient air outside of the refrigerated transport unit.

[0023] FIGS. 1A-1D Various transport climate control systems are shown. FIG. 1A is a side view of a box truck 100 having a transport climate control system 105 according to an embodiment. FIG. 1B is a side view of a truck 150 having a transport climate control system 155 according to an embodiment. FIG. 1Cis a perspective view of a climate-controlled transport unit 200 according to embodiments that is attachable to a tractor 205. The climate-controlled transport unit 200 includes a transport climate control system 210. FIG. 1D is a side view of a climate-controlled transport unit 275 according to embodiments that includes a multi-zone transport climate control system 280.

[0024] FIG. 1A depicts a van 100 having a climate control system 105 for providing climate control within a climate-controlled space 110. The transport climate control system 105 includes a climate control unit (CCU) 115 that is mounted on a roof 120 of the van 100. In one embodiment, the CCU 115 can be a transport refrigeration unit.

[0025] The transport climate control system 105 can include, among other components, a climate control circuit (see, e.g., FIG. 2 ) that connects, e.g., a compressor, a condenser, an evaporator, and an expansion device (e.g., an expansion valve) to provide climate control within the climate-controlled space 110. It should be understood that the described embodiments are not limited to vans or climate-controlled vans, but can be applied to any type of transport unit (e.g., a truck, a container (e.g., a container on a flatbed truck, a container for intermodal shipping, a container for shipping on a ship, a container for shipping on a train, etc.), a box truck, a semi-trailer tractor, a bus, a passenger car, or other similar transport unit) within the scope of the principles of the application.

[0026] The transport climate control system 105 also includes a programmable climate controller 125 and one or more climate control sensors (not shown) that are configured to measure one or more parameters of the transport climate control system 105 (e.g., an ambient temperature outside the van 100, an ambient humidity outside the van 100, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU 115 into the climate-controlled space 110, a return air temperature of air returned from the climate-controlled space 110 to the CCU 115, a humidity within the climate-controlled space 110, etc.) and to communicate the measured parameters to the climate controller 125. The one or more climate control sensors can be positioned at various locations outside the van 100 and / or inside the van 100 (including within the climate-controlled space 110).

[0027] The climate controller 125 is configured to control operation of the transport climate control system 105 including components of the climate control circuit. The climate controller 125 can include a single integrated control unit 130 or can include a distributed network of climate controller elements 130, 135. The number of distributed control elements in a given network can depend on the particular application of the principles of the present disclosure. Measured parameters obtained by one or more climate control sensors can be used by the climate controller 125 to control operation of the climate control system 105. In some embodiments, the climate controller 125 can include a high power module, a low power module, a main application controller, a human machine interface, a telematics unit, etc.

[0028] The van 100 includes a stand-alone sensor 140. In the illustrated embodiment, the stand-alone sensor 140 is represented as a single sensor. It should be appreciated that in other embodiments, the van 100 can include multiple stand-alone sensors 140. In some embodiments, the stand-alone sensor 140 is a dedicated regulation sensor that can provide independent verification of climate control parameters (e.g., temperature, humidity, atmosphere, etc.) within the climate controlled space 110. The climate controller 125 does not use the stand-alone sensor 140 to control operation of the transport climate control system 105. The stand-alone sensor 140 is in electronic communication with a power source (not shown) of the CCU 115. In one embodiment, the stand-alone sensor 140 is in electronic communication with the climate controller 125 (see below FIG. 3 ). It should be appreciated that the electronic communication between the stand-alone sensor 140 and the climate controller 125 enables network communication of sensed verification values or parameters (e.g., temperature data of the cargo stored in the climate controlled space 300) measured by the stand-alone sensor 140. The electronic communication between the climate controller 125 and the stand-alone sensor 140 does not enable use of the sensed verification values or parameters for control of the control unit 115.

[0029] FIG. 1B A climate controlled single body truck 150 is depicted that includes a climate controlled space 160 for carrying cargo and a transport climate control system 155. The transport climate control system 155 includes a CCU 165 mounted to a front wall 170 of the climate controlled space 160. The CCU 165 can include, among other components, a climate control circuit (see, e.g., FIG. 2 ) that connects, e.g., a compressor, a condenser, an evaporator, and an expansion device to provide climate control within the climate controlled space 160. In one embodiment, the CCU 165 can be a transport refrigeration unit.

[0030] The transport climate control system 155 also includes a programmable climate controller 175 and one or more climate control sensors (not shown) configured to measure one or more parameters of the transport climate control system 155 (e.g., ambient temperature outside the truck 150, ambient humidity outside the truck 150, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied by the CCU 165 into the climate controlled space 160, return air temperature of air returned from the climate controlled space 160 to the CCU 165, humidity within the climate controlled space 160, etc.) and to communicate climate control data to the climate controller 175. The one or more climate control sensors can be positioned at various locations outside the truck 150 and / or inside the truck 150 (including within the climate controlled space 160).

[0031] The climate controller 175 is configured to control operation of the transport climate control system 155 including the climate control line components. The climate controller 175 can include a single integrated control unit 175 or can include a distributed network of climate controller elements 175, 180. The number of distributed control elements in a given network can depend on the particular application of the principles described herein. The measured parameters obtained by the one or more climate control sensors can be used by the climate controller 175 to control operation of the climate control system 155.

[0032] The truck 150 includes an independent sensor 185. In the illustrated embodiment, the independent sensor 185 is represented as a single sensor. It should be understood that in other embodiments, the truck 150 includes a plurality of independent sensors 185. In some embodiments, the independent sensor 185 is a dedicated conditioning sensor that can provide independent verification of climate control parameters (e.g., temperature, humidity, atmosphere, etc.) within the climate controlled space 160. The climate controller 175 does not use the independent sensor 185 to control operation of the transport climate control system 155. The independent sensor 185 is in electronic communication with a power source (not shown) of the CCU 165. In one embodiment, the independent sensor 185 is in electronic communication with the climate controller 175. It should be understood that the electronic communication between the independent sensor 185 and the climate controller 175 enables network communication of sensed verification values or parameters (e.g., temperature data of the cargo stored in the climate controlled space 300) measured by the independent sensor 185. The electronic communication between the climate controller 175 and the independent sensor 185 does not enable use of the sensed verification values or parameters for control of the control unit 165.

[0033] FIG. 1COne embodiment of a climate-controlled transport unit 200 attached to a tractor 205 is illustrated. The climate-controlled transport unit 200 includes a transport climate control system 210 for a transport unit 215. The tractor 205 is attached to the transport unit 215 and is configured to tow the transport unit 215. FIG. 1C The illustrated transport unit 215 is a trailer.

[0034] The transport climate control system 210 includes a CCU 220 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within a climate-controlled space 225 of the transport unit 215. The CCU 220 is disposed on a front wall 230 of the transport unit 215. In other embodiments, it should be understood that the CCU 220 can be disposed, for example, on a roof or other wall of the transport unit 215. The CCU 220 includes climate control circuitry (e.g., see FIG. 2 ) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide conditioned air within the climate-controlled space 225. In one embodiment, the CCU 220 can be a transport refrigeration unit.

[0035] The transport climate control system 210 also includes a programmable climate controller 235 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 210 (e.g., ambient temperature outside the transport unit 215, ambient humidity outside the transport unit 215, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied by the CCU 220 into the climate-controlled space 225, return air temperature of air returned from the climate-controlled space 225 to the CCU 220, humidity within the climate-controlled space 225, etc.) and to communicate climate control data to the climate controller 235. The one or more climate control sensors can be positioned at various locations outside the transport unit 200 and / or inside the transport unit 200 (including within the climate-controlled space 225).

[0036] The climate controller 235 is configured to control operation of the transport climate control system 210, including components of the climate control circuitry. The climate controller 235 can include a single integrated control unit 240, or can include a distributed network of climate controller elements 240, 245. The number of distributed control elements in a given network can depend on the particular application of the principles described herein. The measured parameters obtained by the one or more climate control sensors can be used by the climate controller 235 to control operation of the climate control system 210.

[0037] The climate-controlled transport unit 200 includes an independent sensor 250. In the illustrated embodiment, the independent sensor 250 is represented as a single sensor. It should be understood that in other embodiments, the climate-controlled transport unit 200 can include multiple independent sensors 250. In some embodiments, the independent sensor 240 is a dedicated regulation sensor that can provide independent verification of a climate control parameter (e.g., temperature, humidity, atmosphere, etc.) within the climate-controlled space 225. The climate controller 235 does not use the independent sensor 250 to control operation of the transport climate control system 210. The independent sensor 250 is in electronic communication with a power source (not shown) of the CCU 220. In one embodiment, the independent sensor 250 is in electronic communication with the climate controller 235. It should be understood that the electronic communication between the independent sensor 250 and the climate controller 235 can enable network communication of a sensed verification value or parameter (e.g., temperature data of the cargo stored in the climate-controlled space 300) measured by the independent sensor 250. The electronic communication between the climate controller 235 and the independent sensor 250 can not use the sensed verification value or parameter for control of the control unit 220.

[0038] FIG. 1D Embodiments of a climate-controlled transport unit 275 are illustrated. The climate-controlled transport unit 275 includes a multi-zone transport climate control system (MTCS) 280 for a transport unit 285, which can be, for example, towed by a tractor (not shown). It should be understood that the embodiments described herein are not limited to tractor and trailer units, but can be applied to any type of transport unit (e.g., a truck, a container (e.g., a container on a flatbed truck, a intermodal container, a shipping container, a rail container, etc.), a box truck, a semi-trailer tractor, a passenger vehicle, or other similar transport unit), etc.

[0039] The MTCS 280 includes a CCU 290 and a plurality of remote units 295 that provide environmental control (e.g., temperature, humidity, air quality, etc.) within the climate controlled space 300 of the transport unit 275. The climate controlled space 300 can be divided into a plurality of zones 305. The term "zone" refers to a portion of the area of the climate controlled space 300 that is separated by a wall 310. The CCU 290 can operate as a host unit and provide climate control within a first zone 300a of the climate controlled space 305. A remote unit 295a can provide climate control within a second zone 300b of the climate controlled space 305. A remote unit 295b can provide climate control within a third zone 300c of the climate controlled space 305. Thus, the MTCS 280 can be used to separately and independently control one or more environmental conditions within each of the plurality of zones 305 of the climate controlled space 300.

[0040] The CCU 290 is disposed on a front wall 315 of the transport unit 275. In other embodiments, it should be understood that the CCU 290 can be disposed on, for example, a roof or other wall of the transport unit 275. The CCU 290 includes climate control circuitry (see, e.g., FIG. 3) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide conditioned air within the climate controlled space 300. The remote unit 295a is disposed on a top wall 320 within the second zone 305b and the remote unit 295b is disposed on the top wall 320 within the third zone 305c. Each remote unit 295a, 295b includes an evaporator (not shown) that is connected to the remainder of the climate control circuitry provided in the CCU 290. In one embodiment, the CCU 290 can be a transport refrigeration unit. FIG. 2

[0041] The MTCS 280 also includes a programmable climate controller 325 and one or more climate control sensors (not shown) that are configured to measure one or more parameters of the MTCS 280 (e.g., ambient temperature outside of the transport unit 275, ambient humidity outside of the transport unit 275, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied by the CCU 290 and the remote units 295 into each zone 305, return air temperature of air returned from each zone 305 to the respective control unit 290 or remote unit 295a or 295b, humidity within each zone 305, etc.) and communicate climate control data to the climate controller 325. The one or more climate control sensors can be positioned at various locations outside of the transport unit 275 and / or inside of the transport unit 275 (including within the climate controlled space 300).

[0042] ​The climate controller 325 is configured to control the operation of the MTCS 280 including components of the climate control circuit. The climate controller 325 can include a single integrated control unit 330 or can include a distributed network of climate controller elements 330, 335. The number of distributed control elements in a given network can depend on the particular application of the principles described herein. Measured parameters obtained by one or more climate control sensors can be used by the climate controller 325 to control the operation of the MTCS 280.

[0043] The climate-controlled transport unit 275 includes a stand-alone sensor 340. In the illustrated embodiment, the stand-alone sensor 340 is represented as a single sensor. It should be understood that in other embodiments, the climate-controlled transport unit 275 can include multiple stand-alone sensors 340. In some embodiments, the stand-alone sensor 340 is a dedicated regulation sensor that can provide independent verification of climate control parameters (e.g., temperature, humidity, atmosphere, etc.) within the climate-controlled space 300. The stand-alone sensor 340 is not used by the climate controller 325 to control the operation of the MTCS 280. The stand-alone sensor 340 is in electronic communication with a power supply (not shown) of the CCU 290. In one embodiment, the stand-alone sensor 340 is in electronic communication with the climate controller 325. It should be understood that the electronic communication between the stand-alone sensor 340 and the climate controller 325 can enable network communication of sensed verification values or parameters (e.g., temperature data of the cargo stored in the climate-controlled space 300) measured by the stand-alone sensor 340. The electronic communication between the climate controller 325 and the stand-alone sensor 340 can not use the sensed verification values or parameters for control of the control unit 290. Further details regarding control will be discussed in detail in accordance with FIG. 4 below.

[0044] In one embodiment, the CCU (e.g., the CCU in FIGS. 1A-1D may be an electrically powered climate control unit. Further, in one embodiment, the CCU can include a rechargeable energy storage device (not shown) that can supply power to the transport climate control system (e.g., the transport climate control system in FIGS. 1A-1D In one embodiment, the rechargeable energy storage device can be charged by AC (alternating current) power (e.g., three-phase AC power, single-phase AC power, etc.). In one embodiment, the rechargeable energy storage device can be charged by DC (direct current) power.

[0045] FIG. 2is a schematic illustration of a climate control circuit 400 according to some embodiments. The climate control circuit 400 generally includes a compressor 405, a condenser 410, an expansion device 415, and an evaporator 420. The compressor 405 can be, for example, a scroll compressor, a reciprocating compressor, or the like. In some embodiments, the compressor 405 can be a mechanically driven compressor. In other embodiments, the compressor 405 can be an electrically driven compressor.

[0046] The climate control circuit 400 is illustrative and can be modified to include additional components. For example, in some embodiments, the climate control circuit 400 can include an economizer heat exchanger, one or more flow control devices (e.g., valves, or the like), a receiver tank, a desiccant, a pumped liquid heat exchanger, or the like.

[0047] The climate control circuit 400 can be generally applied in a variety of systems for controlling environmental conditions (e.g., temperature, humidity, air quality, or the like) in a space (generally referred to as a climate controlled space). Examples of these systems include, but are not limited to, the above described climate control systems according to some embodiments. FIGS. 1A-1D

[0048] The components of the climate control circuit 400 are fluidly connected. The climate control circuit 400 can be specifically configured as a cooling system (e.g., an air conditioning system) capable of operating in a cooling mode. Alternatively, the climate control circuit 400 can be specifically configured as a heat pump system that can operate in a cooling mode and a heating / defrosting mode.

[0049] The climate control circuit 400 operates according to generally well-known principles. The climate control circuit 400 can be configured to heat or cool a heat transfer fluid or medium (e.g., a gas (e.g., but not limited to, air, or the like)), in which case the climate control circuit 400 can generally represent an air conditioner or a heat pump.

[0050] ​In operation, compressor 405 compresses a heat transfer fluid (e.g., refrigerant, etc.) from a relatively low-pressure gas to a relatively high-pressure gas. The relatively high-pressure and high-temperature gas is discharged from compressor 405 and flows through condenser 410. According to generally known principles, the heat transfer fluid flows through condenser 410 and dissipates heat to the heat transfer fluid or medium (e.g., air, etc.), thereby cooling the heat transfer fluid. The cooled heat transfer fluid, now in liquid form, flows to expansion device 415 (e.g., expansion valve, etc.). Expansion device 415 reduces the pressure of the heat transfer fluid. As a result, a portion of the heat transfer fluid is converted to gaseous form. The heat transfer fluid, now in a mixed liquid and gaseous form, flows to evaporator 420. The heat transfer fluid flows through evaporator 420 and absorbs heat from the heat transfer medium (e.g., air, etc.), which heats the heat transfer fluid and converts it to gaseous form. The gaseous heat transfer fluid then returns to compressor 405. The above process continues when the heat transfer line is operating, for example, in cooling mode (e.g., when compressor 405 is activated).

[0051] FIG. 3 Examples are given for use in transportation climate control systems (e.g., FIGS. 1A-1D This is a schematic block diagram of one embodiment of the power system 500 powered by the transport climate control systems 105, 155, 210, 280 shown. The power system 500 includes a prime mover power network 504, an auxiliary power network 506, a utility power network 508, and a transport climate control load network 512 connected to a power module 540. It should be understood that in some embodiments, the power system 500 may include one or more of the prime mover power network 504, the auxiliary power network 506, and / or the utility power network 508. For example, in one embodiment, the power system 500 includes only the prime mover power network 504, excluding the auxiliary power network 506 and / or the utility power network 508. In another embodiment, the power system 500 includes the prime mover power network 504 and the utility power network 508, excluding the auxiliary power network 506. The power system 500 can supply power to the transport climate control load network 512 at any given time using one or more of the prime mover power network 504, auxiliary power network 506, and utility power network 508. The power system 500 is configured as a hybrid power system, powered by the prime mover power network 504 in combination with the auxiliary power network 506 and / or the utility power network 508. However, it should be understood that the embodiments described herein can be used with fully electric systems that do not include a prime mover or prime mover power network but still supply power to the transport climate control system.

[0052] The prime mover power network 504 includes a prime mover 510 and an electric machine 505 that is capable of supplying power to the power module 540. The prime mover 510 is configured to generate mechanical power, and the electric machine 510 is configured to convert the mechanical power to electrical power. The generated electrical power is then sent by the prime mover power network 504 to the power module 540. In some embodiments, the prime mover 510 can be a vehicle prime mover for moving a vehicle that also supplies power to the transport climate control load network 512 when available. It should be understood that in these embodiments, the mechanical power generated by the prime mover 510 that can be used in the system 500 can be inconsistent and based on the operation of the vehicle and the vehicle load demands. In other embodiments, the prime mover 510 and the electric machine 505 can be part of a generator set that supplies power to the transport climate control load network 512. In some other embodiments, the prime mover 510 and the electric machine 505 can be part of a CCU (e.g., the CCU 115, the CCU 165, the CCU 220, the CCU 290 shown in FIGS. 1-3) that supplies power to the transport climate control load network 512. It should be understood that in some embodiments, the maximum available power from the prime mover power network 504 can never be sufficient to operate a transport climate control system operating at full load. FIGS. 1A-1D

[0053] In some embodiments, the electric machine 505 can be a generator that is capable of providing DC power to the transport climate control load network 512. In some embodiments, the electric machine 505 can include an alternator and a rectifier or AC-DC converter (not shown) that rectifies or converts AC (alternating current) power generated by the electric machine 505 to DC power.

[0054] It should be understood that when the vehicle is an electric vehicle, there can not be a prime mover 510. The electric machine 505 can be an electric generator that runs the vehicle that is used with a high voltage (e.g., in the range of 60V to 1500V; e.g., 400V, 800V, etc.) DC battery. The electric vehicle can also provide a relatively high voltage (e.g., 400V, 800V, etc.) DC power source (e.g., a battery pack, a rechargeable energy storage system (RESS), etc.). The electric vehicle can include one or more DC-DC converters (e.g., two DC-DC converters) that convert the relatively high voltage (e.g., 400V, 800V, etc.) to a low voltage (e.g., in the range of 0V to 60V; e.g., 12V). That is, to be able to provide prime mover network power to the power module 540, the electric machine 505 can be replaced with a DC-DC converter having similar parameters as the electric machine 505.

[0055] ​In some embodiments, the electric machine 505 can provide low voltage (e.g., 12V) from the prime mover power network 504 to the power module 540 for powering the transport climate control load network 512. In some embodiments, the electric vehicle can provide 7 kilowatt hours of energy from the 45 kilowatt hours of storage of the prime mover power network 504 to the power module 540 to run the transport climate control load network 512, for example. In some embodiments, the prime mover power network 504 can tap a power take-off (e.g., an electric power take-off (ePTO)) from a low voltage (e.g., 12V) system for loads such as the power module 540. High voltage power can be provided for driving the vehicle (e.g., a transmission power take-off) and the power system 500, but can not draw power from the high point voltage system.

[0056] It should be appreciated that in a hybrid vehicle, there can be a machine (e.g., the electric machine 505) and / or a low voltage DC power source that is capable of providing low voltage (e.g., 12V) to the power module 540.

[0057] It should be appreciated that any type of power source can supply power to the power system 500 and can be part of the prime mover power network 504. This can include the electric machine 505, a battery, a RESS, a generator, an axle mounted generator, a power take-off (PTO) device or an ePTO device with an auxiliary converter, etc., for example.

[0058] The auxiliary power network 506 includes an energy storage source 530 and an energy storage management system 535. In some embodiments, the auxiliary power network 506 can be part of the transport climate control system and can be housed within the CCU. In other embodiments, the auxiliary power network 506 can be external to the transport climate control system and part of the prime mover power network 504. In still other embodiments, the auxiliary power network 506 can be external to the transport climate control system and external to the prime mover power network 504.

[0059] In some embodiments, the energy storage source 530 can include one or more batteries. For example, in one embodiment, the energy storage source 530 can include two batteries (not shown). Each battery can also be connected to the power module 540. It should be appreciated that the energy storage source 530 can provide enough energy to power the transport climate control load network 512 by itself. In some embodiments, the energy storage source 530 can provide 12V DC or 24V DC. In other embodiments, the energy storage source 530 can provide 48V DC.

[0060] The energy storage management system 535 is configured to monitor the charge level of the one or more batteries of the energy storage source 530 and to charge the one or more batteries of the energy storage source 530. The energy storage management system 535, for example, can communicate with the controller 560 and / or a controller (not shown) of the power module 540 to provide the charge level of the one or more batteries of the energy storage source 530. Also, the energy storage management system 535, for example, can receive instructions from the controller 560 and / or the controller of the power module 540 instructing the amount of power from the energy storage source 530 that should be provided to the power module 540.

[0061] It should be appreciated that in other embodiments, the energy storage management system 535 can be configured to monitor other parameters (e.g., monitor a fuel level for an engine driven system) and communicate the monitored data with, for example, the controller 560 and / or a controller (not shown) of the power module 540.

[0062] The power module 540 is configured to convert power from both the prime mover power network 504 and the auxiliary power network 506 to load power compatible with the one or more loads of the transport climate control load network 512. The power module 540 can include a high power module (not shown) and a low power module (not shown), which are discussed in more detail below. That is, the power module 540 is configured to step down or step up power from the prime mover power network 504 and is configured to step down or step up power from the auxiliary power network 506 to obtain the desired load power. In some embodiments, the power module 540 can include one or more DC / DC converters. For example, the power module 540 can include a first DC / DC converter and a second DC / DC converter, where the first DC / DC converter is used to convert power generated by the prime mover power network 504 and / or the auxiliary power network 506 to a voltage compatible with the one or more loads of the transport climate control load network 512, and the second DC / DC converter is used to convert auxiliary network power to a voltage compatible with the one or more loads of the transport climate control load network 512. The converted power from the prime mover power network 504 and the converted power from the auxiliary power network 506 are combined to obtain the load power compatible with the one or more loads of the transport climate control load network 512. The load power output by the power module 540 can then be provided on the load DC bus 502 to the transport climate control load network 512. In some embodiments, the load power can be low voltage DC power (e.g., between 0 V DC to 60 V DC). In other embodiments, the load power can be high voltage DC power (e.g., between 60 V DC to 1500 V DC).

[0063] In some embodiments, the power module 540 can include a controller (not shown) configured to monitor and control the power module 540. In some embodiments, the controller can be in communication with the controller 560.

[0064] The power system 500, and in particular the power module 540, is controlled by the controller 560 of the transport climate control load network 512. The controller 560 can be, for example, the controller 125, 175, 235, 325 shown in FIGS. 1-3, respectively. In some embodiments, the power module 540 can monitor the amount of current and / or voltage provided by the prime mover power network 504. Further, in some embodiments, the power module 540 can monitor the amount of current and / or voltage drawn by the components of the transport climate control load network 512. The power module 540 can be configured to communicate the amount of current and / or voltage provided by the prime mover power network 504 and the amount of current and / or voltage drawn by the components of the transport climate control load network 512. FIGS. 1A-1D

[0065] The components of the transport climate control load network 512 can be, for example, part of a CCU mounted to the body of a vehicle (e.g., a truck, van, etc.). In some embodiments, the CCU can be above the cab of the truck (as shown in FIG. 1). In another embodiment, the CCU can be on top of the transport unit (e.g., on top of the box where the external condenser is located) (see FIG. 2). In some embodiments, the components of the transport climate control load network 512 can be DC powered components. In some embodiments, the components of the transport climate control load network 512 can be AC powered components. In some embodiments, the transport climate control load network 512 can include both DC powered components and AC powered components. FIG. 1B FIG. 1C

[0066] As shown in FIG. 4, the power module 540 can be in communication with the controller 560 of the transport climate control load network 512. In some embodiments, the power module 540 can be in communication with the controller 560 via a wired connection. In some embodiments, the power module 540 can be in communication with the controller 560 via a wireless connection. In some embodiments, the power module 540 can be in communication with the controller 560 via a combination of wired and wireless connections. FIG. 3 ​​​As shown, the transport climate control load network 512 includes at least one compressor 555, one or more evaporator blower fans 565, one or more condenser fans 570, a heater 575, and a controller 560. It should be understood that, in some embodiments, the transport climate control load network 512 does not include the heater 575. It should also be understood that, in some embodiments, the transport climate control load network 512 does not include the at least one compressor 555. It should also be understood that, in some embodiments, the transport climate control load network 512 can include thermal management of batteries, power electronics, and the like. The transport climate control load network 512 also includes an inverter 550 configured to step up the load power and convert the stepped-up load power to AC load power. That is, the inverter 550 is configured to step up power from the DC load bus 502 and convert the power to AC power to drive the compressor 555. In some embodiments, the inverter 550 can convert the load power to high voltage AC power. As FIG. 3 As shown, the inverter 550 is configured to power the compressor 555 and, optionally, the heater 575. It should be understood that, in other embodiments, the inverter 550 can power other components of the transport climate control load network 512, such as the one or more evaporator blower fans 565, the one or more condenser fans 570, and the like. In some embodiments, the inverter 550 can be a compressor drive module (CDM).

[0067] In some embodiments, the inverter 550 can convert low voltage DC power (e.g., 12V DC, 24V DC, 48V DC) from the load DC bus 502 and provide AC power (e.g., 530V AC three phase, 460V AC three phase, and the like) to drive the compressor 555. Specifically, the inverter 550 drives the compressor 555 to meet the requirements of the transport climate control system.

[0068] The load DC bus 502 is connected to and powers each of the inverter 550, the one or more evaporator blower fans 565, the one or more condenser fans 570, the heater 575, and the controller 560. It should be understood that the inverter 550 with the compressor 555 can require the maximum power of the various loads of the transport climate control load network 512. As FIG. 3 As shown, in some embodiments, the inverter 550 can also power the heater 575.

[0069] The utility power network 508 is configured to charge the energy storage source 530 of the auxiliary power network 506, for example, when the vehicle is parked and has access to a utility power source 520. In some embodiments, the utility power network 508 can also provide power for operating the transportation climate control load network 512, for example, when the vehicle is parked and has access to a utility power source. The utility power network 508 includes an AC-DC converter 525. A utility power source (e.g., shore power, etc.) 520 can be connected to the AC-DC converter 525 to provide an alternating current power input to the AC-DC converter 525. The AC-DC converter 525 is configured to convert the alternating current power from the utility power source 520 and provide converted DC power to the power module 540.

[0070] While FIG. 3 A single AC-DC converter 525 is illustrated as part of the utility power network 508, but it should be understood that in other embodiments, the power system 500 can include two or more AC-DC converters. In embodiments where there are two or more AC-DC converters, each of the AC-DC converters can be connected to the utility power source 520 to provide additional amounts of power to the power system 500. In some embodiments, each of the AC-DC converters can provide different amounts of power. In some embodiments, each of the AC-DC converters can provide the same amount of power.

[0071] In some embodiments, the utility power source 520 can be directly connected to the compressor 555 and provide power to drive the compressor 555, thereby bypassing the inverter 550. In some embodiments, the inverter 550 can function as an AC-DC converter and convert power received from the utility power source 520 to DC power that can be provided by the inverter 550 to the load DC bus 502.

[0072] In some embodiments, the compressor 555 can be a variable speed compressor. In other embodiments, the compressor 555 can be a fixed speed (e.g., two speed) compressor. Further, in some embodiments, the heater 575 can be configured to receive power from the inverter 550. While FIG. 3 The compressor 555 shown in FIG. 5 is powered by AC power, but it should be understood that in other embodiments, the compressor 555 can also be powered by DC power or mechanical power. Further, in some embodiments, the prime mover 510 can be directly connected (not shown) to the compressor 555 to provide mechanical power to the compressor 555.

[0073] When the compressor 555 and / or the heater 575 are powered directly by the utility power source 520, the compressor 555 and / or the heater 575 can be turned on and off (e.g., operate in a start / stop mode) to control the amount of cooling provided by the compressor 555 and / or the amount of heating provided by the heater 575.

[0074] The controller 560 is configured to monitor and control the operation of the transport climate control system. In particular, the controller 560 can control the operation of the compressor 555, the heater 575, the one or more condenser fans 570, the one or more evaporator blowers 565, and any other components of the vehicle power transport climate control system. In some embodiments, the controller 560 can monitor the amount of power drawn by the components of the transport climate control load network 512. The controller 560 can also be configured to control the power system 500. The power system 500 can also include one or more sensors (not shown) configured to measure one or more power parameters (e.g., voltage, current, etc.) throughout the power system 500 and transmit power parameter data to the controller 560. As shown, the controller 560 can communicate with all of the components of the transport power system 500 via a communication link. FIG. 3

[0075] In some embodiments, the controller 560 can be a distributed controller that includes a main application controller (part of the controller 560), a human-machine interface (not shown), a telematics unit (not shown), and a power module 540. As noted above, in some embodiments, the power module 540 can include a high power module and a low power module. It should be understood that the high power module, the low power module, the main application controller, the telematics unit, and the human-machine interface can communicate via one or more communication links using one or more protocols, including, for example, a Controller Area Network (CAN) communication protocol, an RS232 communication protocol, an RS485 communication protocol, a Bluetooth communication protocol, etc. In some embodiments, the controller 560 can also include other modules, including, for example, a telematics unit that can provide a wireless network connection (e.g., cellular, Bluetooth, etc.) that allows for remote control of the transport climate control system.

[0076] The main application controller can monitor and operate the transport climate control system (e.g., FIGS. 1A-1D ​The transportation climate control systems 105, 155, 210, and 280 shown are illustrated. In some embodiments, power module 540 includes a low-power module and a high-power module. The high-power module may include a processor capable of driving the inputs and outputs of the high-power module. The high-power module can regulate (e.g., filter and smooth) power received, for example, from battery DC power (e.g., a battery pack, a rechargeable energy storage system (RESS), etc.) such as energy storage source 530, and from the public power grid 508 via AC-DC converter 525, from prime mover 510 via motor 505, etc. The high-power module may subsequently provide regulated power to, for example, a human-machine interface, a telematics unit, a low-power module, high-current components such as heaters, one or more fans, an inverter 550, a compressor drive module, etc. Embodiments of the high-power module are illustrated in FIG4 and discussed below. Low-power modules can store sensor data before it is sent to the main application controller and can drive low-current components (e.g., digital inputs / outputs, temperature and / or pressure sensors, pressure transducers, throttle valves, solenoid valves, etc.).

[0077] FIG. 4A and FIG. 4B An embodiment of a high-power module 600 according to one embodiment is illustrated. The high-power module 600 includes a power module housing 605 that houses or similarly features a processor, power circuitry, input / output circuitry, safety buzzer, etc. The power module housing 605 includes an outer surface 610. The outer surface 610 includes a plurality of recesses 612, a plurality of input / output connectors 613, a safety buzzer cover 614, and a plurality of power protection shields 615. A plurality of power terminals 620 extend through the outer surface 610 and allow regulated power to be supplied to various components, such as one or more fans, inverters (e.g., ...). FIG. 3 Inverter 550 shown, etc. FIG. 4A A high-power module 600 without a power terminal connector connected to power terminal 620 is shown. FIG. 4A As shown, each power terminal 620 has a cylindrical shape. However, it should be understood that in other embodiments, each power terminal 620 may have a different shape depending on customer requirements. FIG. 4B An example is illustrated of the same high-power module 600 having multiple power terminal connectors 650 connected to power terminals 620. Multiple connector nuts 652 are also provided for securing the power terminal connectors 650 to their respective power terminals 620. It should be understood that in other embodiments, other securing mechanisms may be used instead of the connector nuts 652.

[0078] A power protection shield 615 is provided to protect the power terminals 620 from damage from the outside world and, as discussed in more detail below, can also limit the number of power terminal connectors that can be connected to the power terminals 620. For example, during assembly, if the high power module 600 is dropped, the power protection shield 615 can protect the power terminals 620. In addition, the power protection shield 615 can act as a drip barrier to cause fluid (e.g., water) that drips onto the high power module 600 to flow away from the power terminals 620. Each power protection shield 615 extends from the outer surface 610 and includes a curved wall 622 having a horseshoe shape that surrounds a respective power terminal 620. The curved wall 622 includes a curved portion 623 having a top edge 624, a first edge 626 extending from a first end 625 of the top edge 624 to the outer surface 610 of the power module housing 605, and a second edge 628 extending from a second end 627 of the top edge 624 to the outer surface 610 of the power module housing 605.

[0079] The first edge 626 is a first sloped edge that tapers from the top of the first end 625 of the curved portion 623 toward the outer surface 610 of the power module housing 605. Similarly, the second edge 628 is a second sloped edge that tapers from the top of the second end 627 of the curved portion 623 toward the outer surface 610 of the power module housing 605.

[0080] The curved wall 622 forms the horseshoe-shaped power protection shield 615 and defines a cavity 630 in which the power terminal 620 extends. The curved wall 622 also defines a gap 632 between the first edge 626 and the second edge 628 that is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620. For example, in the embodiment shown in FIG. 6, the gap 632a of the power protection shield 615a only allows up to three power terminal connectors 650 to be connected to the respective power terminal 620a. The gap 632b of the power protection shield 615b only allows up to two power terminal connectors 650 to be connected to the respective power terminal 620b. The gap 632c of the power protection shield 615c only allows up to three power terminal connectors 650 to be connected to the respective power terminal 620c. The gap 632d of the power protection shield 615d only allows up to two power terminal connectors 650 to be connected to the respective power terminal 620d. FIG. 4A and FIG. 4B In the embodiment shown in FIG. 6, the height of each power terminal 620 is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620. For example, in the embodiment shown in FIG. 6, the height of the power terminal 620a is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620a. The height of the power terminal 620b is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620b. The height of the power terminal 620c is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620c. The height of the power terminal 620d is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620d.

[0081] In the embodiment shown in FIG. 6, the height of each power terminal 620 is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620. For example, in the embodiment shown in FIG. 6, the height of the power terminal 620a is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620a. The height of the power terminal 620b is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620b. The height of the power terminal 620c is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620c. The height of the power terminal 620d is configured to limit the number of power terminal connectors 650 that can be connected to the respective power terminal 620d. FIG. 4AAs shown, each power terminal 620 protrudes vertically from the outer surface 610 by the same specific distance (i.e., each power terminal 620 has the same height). It should be understood that in other embodiments, the height of each power terminal 620 can be varied as needed to limit the number of power terminal connectors 650 that can be connected to a corresponding power terminal 620. It should be understood that the height of each power terminal 620 does not extend beyond the height of the corresponding power shield 615. That is, the height of each power terminal 620 is the same as or lower than the height of the corresponding power shield 615. If an attempt is made to connect more power terminal connectors 650 to the corresponding power terminal 620 beyond the intended limit, the corresponding connector nut 652 will not have sufficient threads to securely attach to the corresponding power terminal 620. When the connector nut 652 is not securely attached to the corresponding power terminal 620, the power terminal connector 650 connected to the corresponding power terminal 620 will, for example, detach during transport. Therefore, the height of each power terminal 620 can limit the number of power terminal connectors 650 that can be connected to the corresponding power terminal 620, based on customer requirements.

[0082] It should be understood that the actual number of power terminal connectors 650 connected to the corresponding power terminal 620 can vary between zero and the maximum number of power terminal connectors allowed based on the corresponding size of the corresponding cavity 630, the corresponding gap 632, and the height of the corresponding power terminal 620. Therefore, as FIG. 4B As illustrated, three power terminal connectors 650 are connected to power terminal 620a, two power terminal connectors 650 are connected to power terminals 620b and 620c respectively, and one power terminal connector 650 is connected to power terminal 620d. Furthermore, although in FIG. 4A and FIG. 4B In the illustrated embodiment, the height of the cavity 630, gap 632, and corresponding power terminal 620 limits the number of power terminal connectors 650 to be connected to the corresponding power terminal 620 (e.g., cavities 630b, 630d and gaps 632b, 632d), or limits the number of power terminal connectors 650 to be connected to the corresponding power terminal 620 (e.g., cavities 630a, 630c and gaps 632a, 632c). However, in other embodiments, the height of the cavity 630, gap 632, and corresponding power terminal 620 may be sized to, for example, limit the maximum number of power terminal connectors 650 that can be connected to the corresponding power terminal 620 based on customer requirements.

[0083] By limiting the maximum number of power terminal connectors 650 that can be connected to a particular power terminal 620, one or more additional power terminal connectors from a non- authorized party can be prevented from being connected to the power terminal 620, and thereby power from an authorized load can be prevented from being diverted to one or more unauthorized loads.

[0084] The security buzzer cover 614 covers and protects a speaker (not shown) of the high power module 600. The security buzzer cover 614 is configured to be securely attached to the outer surface 610 and tamper proof so as to prevent, for example, the speaker from being damaged using a pin. The security buzzer cover 614 is also configured to prevent water from entering the speaker. The security buzzer cover 614 includes a slot to allow sound from the speaker to pass through the security buzzer cover 614.

[0085] Each recess 612 is disposed on the outer surface 610 and leads from one side of the housing 605 toward one input / output connector 613. The recess 612 is configured to allow a finger to access each input / output connector 613 to add or remove a connection to the input / output connector 613.

[0086] The input / output connectors 613 include a high current connector 613a that is configured to, for example, drive current to various components of the transport climate control system (e.g., a heater, one or more fans, etc.). As defined herein, the high current can refer to a current greater than 5 amps. The input / output connectors 613 also include a low current connector 613b that is configured to, for example, send and receive signals to and from low power modules, a main application controller, a telematics unit, and a human machine interface. As defined herein, the low current can refer to a current less than 5 amps. In some embodiments, each input / output connector 613 can be secured and / or connected to a particular connector cable in a poka-yoke fashion. This can prevent the connector cable from being connected to the wrong input / output connector 613 during, for example, installation or service.

[0087] In some embodiments, the high power module 600 can also include one or more light emitting diodes (LEDs) (not shown) that can be observed from the outer surface 610. These LEDs can provide various operating states of the high power module to a user. These LEDs can include, for example, a power indicator LED, a communication indicator LED, a fault / warning indicator LED, etc.

[0088] Various aspects:

[0089] Note that any of aspects 1-8 can be combined with any of aspects 9-15.

[0090] Aspect 1. A power module for a transport climate control system, the power module supplying power to a plurality of components of the transport climate control system, the power module comprising:

[0091] a power module housing;

[0092] a power terminal extending through an outer surface of the power module housing; and

[0093] a power guard extending from the outer surface of the power module housing, wherein the power guard comprises a curved wall having a horseshoe shape that surrounds the power terminal.

[0094] Aspect 2. The power module according to Aspect 1, wherein the curved wall of the power guard comprises a curved portion having a top edge, a first edge extending from a first end of the top edge to the outer surface of the power module housing, and a second edge extending from a second end of the top edge to the outer surface of the power module housing.

[0095] Aspect 3. The power module according to Aspect 2, wherein the first edge is a first tapered edge that tapers from a top of the first end of the curved portion toward the outer surface of the power module housing; and

[0096] the second edge is a second tapered edge that tapers from a top of the second end of the curved portion toward the outer surface of the power module housing.

[0097] Aspect 4. The power module according to any one of Aspects 2 and 3, wherein the curved wall of the power guard forming the horseshoe shape defines a cavity with the power terminal extending in the cavity; and

[0098] the curved wall of the power guard forming the horseshoe shape defines a gap between the first edge and the second edge, the gap being configured to limit a number of power terminal connectors connected to the power terminal.

[0099] Aspect 5. The power module according to any one of Aspects 1 to 4, further comprising: a second power terminal extending through the outer surface of the power module housing; and

[0100] a second power guard extending from the outer surface of the power module housing, wherein the second power guard has a horseshoe shape that surrounds the second power terminal.

[0101] Aspect 6. The power module according to any one of Aspects 1 to 5, wherein the power guard prevents more than three power terminal connectors from being connected to the power terminal.

[0102] Aspect 7. The power module of any one of aspects 1-6, wherein the power guard prevents more than two power terminal connectors from being connected to the power terminal.

[0103] Aspect 8. The power module of any one of aspects 1-7, wherein the power terminal has a cylindrical pin shape.

[0104] Aspect 9. A transport climate control system that provides climate control within a climate controlled space of a transport unit, the transport climate control system comprising:

[0105] a climate control circuit that includes a compressor that compresses working fluid passing through the climate control circuit to provide climate control within the climate controlled space of the transport unit;

[0106] a transport climate control system controller that controls operation of the transport climate control system including the compressor;

[0107] a power module that supplies power to a plurality of components of the transport climate control system, the power module comprising:

[0108] a power module housing;

[0109] a power terminal that extends through an outer surface of the power module housing; and

[0110] a power guard that extends from the outer surface of the power module housing, wherein the power guard includes a curved wall having a horseshoe shape that surrounds the power terminal.

[0111] Aspect 10. The power module of aspect 9, wherein the curved wall of the power guard includes a curved portion having a top edge, a first edge extending from a first end of the top edge to the outer surface of the power module housing, and a second edge extending from a second end of the top edge to the outer surface of the power module housing.

[0112] Aspect 11. The power module of aspect 10, wherein the first edge is a first tapered edge that tapers from a top of the first end of the curved portion toward the outer surface of the power module housing; and

[0113] the second edge is a second tapered edge that tapers from a top of the second end of the curved portion toward the outer surface of the power module housing.

[0114] Aspect 12. The power module of any one of aspects 9 to 11, wherein the curved wall of the horseshoe shape of the power shield defines a cavity, wherein the power terminals extend in the cavity; and

[0115] the curved wall of the horseshoe shape of the power shield defines a gap between the first edge and the second edge, the gap configured to limit a number of power terminal connectors connected to the power terminals.

[0116] Aspect 13. The power module of any one of aspects 9 to 12, further comprising: a second power terminal extending through the outer surface of the power module housing; and

[0117] a second power shield extending from the outer surface of the power module housing, wherein the second power shield has a horseshoe shape around the second power terminal.

[0118] Aspect 14. The power module of any one of aspects 9 to 13, wherein the power shield prevents more than three power terminal connectors from being connected to the power terminals.

[0119] Aspect 15. The power module of any one of aspects 9 to 14, wherein the power shield prevents more than two power terminal connectors from being connected to the power terminals.

[0120] The terminology used in this description is intended to describe particular embodiments and is not intended to limit the scope of the present application. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art. The articles "a", "an" and "the" are used herein to refer to one or to more than one (i.e. to at least one) of the grammatical object of the article. By the use of the term "includes" or "including" followed by one or more

[0121] With respect to the foregoing description, it is to be understood that the means for carrying out details of the present application can vary, without departing from the scope of the present application. Depending upon specific requirements, the present application can be implemented as an architecture, an algorithm, a method, a process, or any combination of these. The present application is not limited to the embodiments described above but can vary and comprise modifications without departing from the scope and spirit of the present application. The present application is only limited by the claims that follow.

Claims

1. A power module for a transport climate control system, the power module supplying power to a plurality of components of the transport climate control system, the power module comprising: a power module housing; a power terminal extending through an outer surface of the power module housing, wherein the power terminal is configured to allow power to be supplied to the components; and a power guard extending from the outer surface of the power module housing, wherein the power guard comprises a curved wall having a horseshoe shape around the power terminal, wherein the curved wall of the power guard comprises a curved portion having a top edge, a first edge extending from a first end of the top edge to the outer surface of the power module housing, and a second edge extending from a second end of the top edge to the outer surface of the power module housing, wherein the first edge is a first tapered edge that narrows from a top of the first end of the curved portion toward the outer surface of the power module housing; and the second edge is a second tapered edge that narrows from a top of the second end of the curved portion toward the outer surface of the power module housing.

2. The power module of claim 1, wherein, the curved wall of the power guard forming the horseshoe shape defines a cavity in which the power terminal extends; and the curved wall of the power guard forming the horseshoe shape defines a gap between the first edge and the second edge, the gap configured to limit a number of power terminal connectors connected to the power terminal.

3. The power module of any one of claims 1-2, wherein, further comprising: a second power terminal extending through the outer surface of the power module housing; and a second power guard extending from the outer surface of the power module housing, wherein the second power guard has a horseshoe shape around the second power terminal.

4. The power module of any one of claims 1-2, wherein, the power guard prevents more than three power terminal connectors from being connected to the power terminal.

5. The power module of any one of claims 1-2, wherein, the power guard prevents more than two power terminal connectors from being connected to the power terminal.

6. The power module of any one of claims 1-2, wherein, the power terminal has a cylindrical pin shape.

7. A transport climate control system providing climate control within a climate controlled space of a transport unit, the transport climate control system comprising: a climate control circuit including a compressor that compresses working fluid passing through the climate control circuit to provide climate control within the climate controlled space of the transport unit; a transport climate control system controller controlling operation of the transport climate control system including the compressor; the power module of claim 1 supplying power to a plurality of components of the transport climate control system, the power module comprising: a power module housing; a power terminal extending through an outer surface of the power module housing; and a power guard extending from the outer surface of the power module housing, wherein the power guard comprises a curved wall having a horseshoe shape around the power terminal.

8. The transport climate control system of claim 7, wherein, The curved wall of the horseshoe shape of the power protection shield defines a cavity, wherein the power terminals extend in the cavity; And The curved wall of the horseshoe shape of the power protection shield defines a gap between the first edge and the second edge, the gap configured to limit the number of power terminal connectors connected to the power terminals.

9. The transport climate control system of any of claims 7-8, wherein, Also included: a second power terminal extending through the outer surface of the power module housing; And a second power protection shield extending from the outer surface of the power module housing, wherein the second power protection shield has a horseshoe shape around the second power terminal.

10. The transport climate control system of any of claims 7-8, wherein, The power protection shield prevents more than three power terminal connectors from being connected to the power terminals.

11. The transport climate control system of any of claims 7-8, wherein, The power protection shield prevents more than two power terminal connectors from being connected to the power terminals.

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