Method and system for controlling a hybrid power system powering a transport climate control system

Abstract

A method for controlling a power system that provides power to a load is provided. The power system includes a prime mover, an electric machine coupled to the prime mover, a battery source, an inverter coupled to the battery source, and a power system controller configured to control operation of the power system. The method includes monitoring a power demand from the load for the power system. The method also includes comparing the monitored power demand to a load threshold. Additionally, the method includes determining that the monitored power demand is less than the load threshold. Moreover, the method includes upon determining that the monitored power demand is less than the load threshold: deactivating the prime mover, and instructing the inverter and the battery source to supply power to the load.

Description

Technical Field

[0001] This disclosure generally relates to a power system for powering, for example, a transportation climate control system. More specifically, this disclosure relates to a method and system for controlling the power system. Background Technology

[0002] Power systems such as generator sets (also referred to as "gensets" in this text) can be used to power transport climate control systems, fixed equipment (e.g., construction hoists), and so on. Generator sets are portable energy sources that can be used to provide power when public power sources (e.g., the power grid, shore power, etc.) are unavailable, such as during transport.

[0003] A transport climate control system may include, for example, a transport refrigeration system (TRS) and / or a heating, ventilation, and air conditioning (HVAC) system. A TRS is typically used to control environmental conditions (e.g., temperature, humidity, air quality, etc.) within the cargo space of a transport unit (e.g., truck, container (e.g., container on a flatbed, intermodal container, etc.), van, semi-tractor, bus, or other similar transport unit). The TRS can maintain one or more environmental conditions in the cargo space to sustain the cargo (e.g., agricultural products, refrigerated food, pharmaceuticals, etc.). In some embodiments, the transport unit may include an HVAC system to control the climate within the passenger space of the vehicle. Summary of the Invention

[0004] This disclosure generally relates to a power system for powering, for example, a transportation climate control system. More specifically, this disclosure relates to a method and system for controlling the power system.

[0005] The embodiments described herein allow the prime mover (e.g., a diesel engine) of a power system (e.g., a generator set) to become inactive (e.g., shut down, de-energized, switched off, etc.) during low-demand operating cycles of equipment powered by that power system. The power system's battery source can provide the necessary power during low-demand operating cycles. During high-demand operating cycles of equipment powered by the power system, the prime mover can be turned on to provide the necessary power.

[0006] Therefore, the embodiments described herein can avoid prime mover operation when low load requirements exist. This prevents the rapid formation of exhaust deposits on, for example, injector ends, exhaust pipes, exhaust gas recirculation (EGR) coolers, EGR valves, EGR lines, exhaust manifolds, diesel oxidation catalyst (DOC), exhaust sensors, and other relevant components of the powertrain, which can occur when the prime mover is running and low load requirements exist. The formation of these deposits can degrade prime mover performance and efficiency and increase the frequency of maintenance intervals.

[0007] In some embodiments, the prime mover can also charge the battery source during high-demand operating cycles. Therefore, by supplementing battery charging while the prime mover is running, the embodiments described herein can also facilitate higher load demands on the prime mover.

[0008] In one example, a generator set with a prime mover (e.g., a diesel engine) and an electric motor (e.g., a three-phase AC generator) is used to power the transportation climate control system. In some embodiments, the transportation climate control system can operate in a start-stop cooling mode, in which the transportation climate control system controller is configured to instruct the compressor to operate in a periodic cycle. During each periodic cycle, the compressor is configured to compress the working fluid for a first time period (start-up portion), and then the compressor is configured to stop compressing the working fluid for a second time period (stop portion). The compressor will continue to cycle between compressing and not compressing the working fluid until the temperature within the climate-controlled space reaches the desired setpoint temperature. When the transportation climate control system operates in the stop portion (e.g., the compressor is configured to stop compressing the working fluid), the power required by the transportation climate control system may be low. To prevent the adverse effects of operating the prime mover under low demand (e.g., low EGT, which promotes the rapid formation of exhaust deposits on injector ends, exhaust pipes, EGR coolers, EGR valves, EGR lines, exhaust manifolds, DOC, exhaust sensors, and other relevant components), the generator set can deactivate (e.g., shut down, disconnect, or switch off) the prime mover and use the battery power source and the generator set's inverter to supply power (e.g., three-phase AC power) to the transport climate control system. When the transport climate control system is operating in the start-up phase (e.g., the compressor is configured to compress the working fluid), the generator set can use the prime mover and motor to supply power (e.g., three-phase AC power) to the transport climate control system (including the compressor). Furthermore, during the start-up phase, the prime mover and motor can supply power to charge the battery power source, allowing the prime mover to operate at peak torque and thus more efficiently.

[0009] It should be understood that the period during which a transport climate control system is partially shut down can be significantly longer than the period during which it is partially activated, especially when the transport climate control system is operating to provide a cooling temperature range within a climate-controlled space (e.g., well below 32°F, such as between approximately -10°F and -40°F). By supplying the transport climate control system with power via a battery source instead of a prime mover during the partial shutdown period, the adverse effects of low EGT can be significantly reduced.

[0010] In one embodiment, a method is provided for controlling a power system that provides power to a load. The power system includes a prime mover, a motor coupled to the prime mover, a battery power source, an inverter coupled to the battery power source, and a power system controller configured to control the operation of the power system. The method includes monitoring a power demand on the power system from the load. The method further includes comparing the monitored power demand to a load threshold. Additionally, the method includes determining that the monitored power demand is less than the load threshold. Furthermore, the method includes, upon determining that the monitored power demand is less than the load threshold, deactivating the prime mover and instructing the inverter and the battery power source to supply power to the load.

[0011] In another embodiment, a power system for supplying power to a load is provided. The power system includes a prime mover, a motor, a battery power source, an inverter, and a power system controller. The prime mover is configured to generate mechanical power. The motor is connected to the prime mover. Additionally, the motor is configured to convert the mechanical power from the prime mover into a first electrical power supply for providing power to the load. The battery power source is configured to supply a second electrical power supply to the inverter. The inverter is connected to the battery power source. Additionally, the inverter is configured to convert the second electrical power from the battery power source into the first electrical power supplied to the load. The power system controller is configured to control the operation of the power system. The power system controller is configured to: monitor the power demand of the load on the power system; compare the monitored power demand with a load threshold; and determine whether the monitored power demand is less than the load threshold. When it is determined that the monitored power demand is less than the load threshold, the power system controller is configured to deactivate (e.g., shut down, disconnect, or turn off) the prime mover and instruct the inverter and the battery power source to supply the first electrical power to the load. Attached Figure Description

[0012] Reference is made to the accompanying drawings, which form part of this disclosure, and these drawings illustrate embodiments in which the systems and methods described herein may be implemented.

[0013] Figure 1A The illustration shows a perspective view of a container including a transport climate control system according to one embodiment.

[0014] Figure 1B This is a perspective view of a refrigerated transport unit attached to a tractor according to one embodiment.

[0015] Figure 1C This is a side view of a truck with a transport climate control system according to one embodiment.

[0016] Figure 1D This is a side view of a truck with a transport climate control system according to one embodiment.

[0017] Figure 1E This is a perspective view of a passenger vehicle including a climate control system according to one embodiment.

[0018] Figure 2 This is a schematic diagram of a power system according to one embodiment.

[0019] Figure 3 The illustration shows a control according to one embodiment. Figure 2 The flowchart of the method for the dynamic system.

[0020] Figure 4 This is a schematic diagram of a climate control loop according to one embodiment.

[0021] The same reference numerals denote the same parts throughout. Detailed Implementation

[0022] This disclosure generally relates to power systems for powering, for example, transportation climate control systems. More specifically, this disclosure relates to methods and systems for controlling power systems.

[0023] The power system described herein can be a generator set. A generator set (“genset”) typically comprises a combination of an electric motor (e.g., a generator) and a prime mover (e.g., an engine such as a diesel engine) that can be used to generate electricity. As described in more detail below, a generator set may also include a combination of a battery source and an inverter that can also be used to generate electricity. Generator sets can be used to power equipment when a public power source is unavailable.

[0024] A transport climate control system is typically 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, trucks, containers (e.g., containers on flatbeds, intermodal containers, ocean containers, rail containers, etc.), vans, semi-tractors, passenger vehicles, or other similar transport units. Climate-controlled transport units can be used to transport perishable goods, such as pharmaceuticals, agricultural products, refrigerated foods and meat products, and / or can be used to provide climate comfort for occupants in the passenger compartment of a passenger vehicle.

[0025] Climate control systems are typically used to control one or more environmental conditions of a transportation unit, such as, but not limited to, temperature, humidity, and / or air quality. In some embodiments, a climate control system includes, for example, a refrigeration system for controlling the cooling of a climate-controlled space within a climate-controlled transportation unit. The climate control system may include a vapor compressor-type climate-controlled system, a heat storage system, or any other suitable climate-controlled system that may use a working fluid (e.g., refrigerant), cold plate technology, etc. In some embodiments, a climate control system includes, for example, an HVAC system for controlling the climate within the passenger space of a climate-controlled transportation unit. The climate control system may include a vapor compressor-type HVAC system, a heat storage system, or any other suitable HVAC system that may use a working fluid (e.g., refrigerant), cold plate technology, etc.

[0026] The climate control system may include a climate control unit (CCU) attached to the transport unit to control one or more environmental conditions (e.g., temperature, humidity, air quality, etc.) in the climate-controlled space of the refrigerated transport unit. The CCU may include, but is not limited to, a compressor, a condenser, an expansion valve, an evaporator, and one or more fans or blowers for controlling heat exchange between the air in the climate-controlled space and the ambient air outside the refrigerated transport unit.

[0027] Figures 1A to 1E Various different transport climate control systems are illustrated. It should be understood that the embodiments described herein are not limited to the examples provided below, but can be applied to any type of transport unit (e.g., trucks, containers (e.g., containers on flatbeds, intermodal containers, ocean containers, etc.), vans, semi-tractors, passenger vehicles, or other similar transport units).

[0028] Figure 1A An embodiment of a multimodal container 10 with a transport climate control system 15 and a power system 20 is illustrated. The multimodal container 10 can be used for different modes of transport, including, for example, ships, railways, tractor-trailers, etc.

[0029] The transport climate control system 15 includes a climate control unit (CCU) 25 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within the climate-controlled space 12 of the intermodal container 10. The climate control system 15 also includes a programmable climate controller 30 and one or more sensors (not shown) configured to measure one or more parameters of the climate control system 15 (e.g., ambient temperature outside the intermodal container 10, space temperature within the climate-controlled space 12, ambient humidity outside the intermodal container 10, space humidity within the climate-controlled space 12, etc.) and transmit the parameter data to the climate controller 30.

[0030] When operating in continuous cooling mode and / or start-stop cooling mode, the transport climate control system 15 can operate in pull-down setting and steady-state setting modes. Pull-down setting typically occurs, for example, when the climate-controlled space 12 cools down from ambient temperature to a desired setpoint temperature so that the transport climate control system 15 can lower the temperature to the desired setpoint temperature as quickly as possible. Steady-state setting typically occurs, for example, when the climate in the climate-controlled space 12 has reached or is nearly at the desired setpoint temperature and the transport climate control system 15 is operating to maintain that desired setpoint temperature.

[0031] The CCU 25 is disposed on the front wall 14 of the intermodal container 10. In other embodiments, it should be understood that the CCU 25 may be disposed, for example, on the roof or other wall of the intermodal container 10. The CCU 25 includes a transport climate control loop (not shown) that connects, for example, a compressor, condenser, evaporator, and expander (e.g., an expansion valve) to provide conditioned air within the climate-controlled space 12.

[0032] Climate controller 30 may include a single integrated control unit or a distributed network (not shown) that may include climate controller elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. Climate controller 30 is configured to control the operation of climate control system 15, which includes a transport climate control loop.

[0033] The climate control system 15 is powered by a power system 20, which can distribute power to the climate control system 15 when a public power source is unavailable. In this embodiment, the power system 20 is a generator set mounted on the bottom wall 16 of the intermodal container 10 and electrically connected to one or more components of the climate control system 15 (e.g., a compressor, one or more fans and / or blowers, a climate controller 30, one or more sensors, etc.).

[0034] In this embodiment, the power system 20 includes a housing 22 attached to the frame 23 via a mounting assembly 24. The mounting assembly 24 may extend between the housing 22 and a transverse member 26 that is part of the frame 23. The mounting assembly 24 may be made of a high-strength material (e.g., steel) for rigidly attaching the power system 20 to the intermodal container 10. The power system 20 includes a power system controller 35 configured to control the operation of the power system 20. (See below for further details.) Figure 2 and Figure 3 The operation of the power system (e.g., power system 20) will be discussed in further detail.

[0035] Figure 1B An embodiment of a climate-controlled transport unit 102 attached to a tractor 103 is illustrated. The climate-controlled transport unit 102 includes a climate control system 100 for a transport unit 105. The tractor 103 is attached to the transport unit 105 and configured to tow the transport unit 105. Figure 1B The transport unit 105 shown is a trailer.

[0036] The transport climate control system 100 includes a climate control unit (CCU) 110 that provides environmental control (e.g., temperature, humidity, air quality, etc.) within the climate-controlled space 106 of the transport unit 105. The climate control system 100 also includes a programmable climate controller 107 and one or more sensors (not shown) configured to measure one or more parameters of the climate control system 100 (e.g., ambient temperature outside the transport unit 105, space temperature within the climate-controlled space 106, ambient humidity outside the transport unit 105, space humidity within the climate-controlled space 106, etc.) and transmit the parameter data to the climate controller 107.

[0037] The transportation climate control system 100 can operate in multiple operating modes, including, for example, continuous cooling mode, start-stop cooling mode, heating mode, defrosting mode, and idling mode. When operating in continuous cooling mode and / or start-stop cooling mode, the transportation climate control system 100 can operate in pull-down setting and steady-state setting modes. Pull-down setting typically occurs, for example, when the climate-controlled space 106 cools down from ambient temperature to a desired setpoint temperature so that the transportation climate control system 100 can lower the temperature to the desired setpoint temperature as quickly as possible. Steady-state setting typically occurs, for example, when the climate in the climate-controlled space 106 has reached or is close to the desired setpoint temperature and the transportation climate control system 100 is operating to maintain that desired setpoint temperature.

[0038] The CCU 110 is disposed on the front wall 108 of the transport unit 105. In other embodiments, it should be understood that the CCU 110 may be disposed, for example, on the ceiling or other wall of the transport unit 105. The CCU 110 includes a transport climate control loop (not shown) that connects, for example, a compressor, condenser, evaporator, and expander (e.g., an expansion valve) to provide conditioned air within the climate-controlled space 106.

[0039] Climate controller 107 may include a single integrated control unit 112, or a distributed network (not shown) that may include climate controller elements 112, 113. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. Climate controller 107 is configured to control the operation of climate control system 100, which includes a transport climate control loop.

[0040] The climate control system 100 is powered by a power system (see example) Figure 2 The system provides power to the climate control system 100 when a public power source is unavailable. In some embodiments, the power system may be a generator set (not shown) attached to the transport unit 105 and electrically connected to one or more components of the climate control system 100 (e.g., a compressor, one or more fans and / or blowers, a climate controller 107, one or more sensors, etc.). Figure 2 and Figure 3 The operation of the power system will be discussed in further detail.

[0041] Figure 1C This is a side view of a truck 120 having a transport climate control system 124 according to an embodiment. The truck 120 includes a climate-controlled space 122 for carrying cargo. The transport climate control system 124 includes a climate control unit (CCU) 126 mounted to the front wall 128 of the climate-controlled space 122. Among other components, the CCU 126 may also include a climate control loop (not shown) connected to, for example, a compressor, condenser, evaporator, and expander (e.g., an expansion valve) to provide climate control within the climate-controlled space 122. In one embodiment, the CCU 126 may be a transport refrigeration unit.

[0042] The transport climate control system 124 also includes a programmable climate controller 125 and one or more climate control sensors (not shown) configured to measure one or more parameters of the transport climate control system 124 (e.g., ambient temperature outside the truck 120, ambient humidity outside the truck 120, compressor suction pressure, compressor discharge pressure, supply air temperature supplied by the CCU 126 to the climate-controlled space 122, return air temperature of the air returning from the climate-controlled space 122 to the CCU 126, humidity within the climate-controlled space 122, etc.) and transmit climate control data to the climate controller 125. The one or more climate control sensors may be located at various locations outside the truck 120 and / or inside the truck 120 (including within the climate-controlled space 122).

[0043] The transportation climate control system 124 can operate in various modes, including, for example, continuous cooling mode, start-stop cooling mode, heating mode, defrosting mode, and idling mode. When operating in continuous cooling mode and / or start-stop cooling mode, the transportation climate control system 124 can operate in pull-down setting and steady-state setting modes. Pull-down setting typically occurs, for example, when the climate-controlled space 122 cools down from ambient temperature to a desired setpoint temperature so that the transportation climate control system 124 can lower the temperature to the desired setpoint temperature as quickly as possible. Steady-state setting typically occurs, for example, when the climate in the climate-controlled space 122 has reached or is close to the desired setpoint temperature and the transportation climate control system 124 is operating to maintain that desired setpoint temperature.

[0044] Climate controller 125 is configured to control the operation of transportation climate control system 124, including components of a climate control loop. Climate controller 125 may include a single integrated control unit or a distributed network (not shown) that may include climate controller elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. Climate controller 125 may use measured parameters obtained from one or more climate control sensors to control the operation of climate control system 124.

[0045] The climate control system 124 is powered by a power system (see example) Figure 2 The system provides power to the climate control system 124 when a public power source is unavailable. In some embodiments, the power system may be a generator set (not shown) attached to the truck 120 and electrically connected to one or more components of the climate control system 124 (e.g., a compressor, one or more fans and / or blowers, a climate controller 125, one or more sensors, etc.). Figure 2 and Figure 3 The operation of the power system will be discussed in further detail.

[0046] Figure 1D A side view of a truck 130 according to one embodiment is depicted, having a transportation climate control system 135 for providing climate control within a climate-controlled space 132. The transportation climate control system 135 includes a climate control unit (CCU) 140 mounted to the roof 134 of the truck 130. In one embodiment, the CCU 140 may be a transportation refrigeration unit. The climate control system 135 also includes a programmable climate controller 145 and one or more sensors (not shown) configured to measure one or more parameters of the climate control system 135 (e.g., ambient temperature outside the truck 130, space temperature within the climate-controlled space 132, ambient humidity outside the truck 130, space humidity within the climate-controlled space 132, etc.) and transmit the parameter data to the climate controller 145.

[0047] In addition to other components, the transport climate control system 135 may also include a transport climate control loop (not shown) that connects, for example, a compressor, condenser, evaporator, and expander (e.g., an expansion valve) to provide climate control within the climate-controlled space 132.

[0048] The transportation climate control system 135 can operate in various modes, including, for example, continuous cooling mode, start-stop cooling mode, heating mode, defrosting mode, and idling mode. When operating in continuous cooling mode and / or start-stop cooling mode, the transportation climate control system 135 can operate with pull-down setting and steady-state setting. Pull-down setting typically occurs, for example, when the climate-controlled space 132 cools down from ambient temperature to a desired setpoint temperature so that the transportation climate control system 135 can lower the temperature to the desired setpoint temperature as quickly as possible. Steady-state setting typically occurs, for example, when the climate in the climate-controlled space 132 has reached or is nearly at the desired setpoint temperature and the transportation climate control system 135 is operating to maintain that desired setpoint temperature.

[0049] Climate controller 145 may include a single integrated control unit or a distributed network (not shown) that may include climate controller elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. Climate controller 145 is configured to control the operation of climate control system 135, which includes a transport climate control loop.

[0050] The climate control system 135 is powered by a power system (see example) Figure 2The system provides power and can distribute power to the climate control system 135 when a public power source is unavailable. In some embodiments, the power system may be a generator set (not shown) attached to the truck 130 and electrically connected to one or more components of the climate control system 135 (e.g., a compressor, one or more fans and / or blowers, a climate controller 145, one or more sensors, etc.). Figure 2 and Figure 3 The operation of the power system will be discussed in further detail.

[0051] Figure 1E This is a perspective view of a passenger vehicle 150 including a transport climate control system 155 according to one embodiment. Figure 1E In the illustrated embodiment, passenger vehicle 150 is a public transport bus capable of transporting one or more occupants (not shown) to one or more destinations. In other embodiments, passenger vehicle 150 may be a school bus, railcar, subway car, or other commercial vehicle carrying occupants. Hereinafter, the term "vehicle" will be used to refer to all such passenger vehicles and should not be construed as limiting the application to public transport buses. A transport climate control system 155 can provide climate control within a climate-controlled space (occupant compartment 154 in this embodiment).

[0052] Passenger vehicle 150 includes a frame 152, a passenger compartment 154 supported by the frame 152, wheels 153, and a cabin 156. The frame 152 includes doors 158 positioned on one side of the passenger vehicle 150. A first door 158a is located near the front end of the passenger vehicle 150, and a second door 158b is positioned on the frame 152 near the rear end of the passenger vehicle 150. Each door 158 is movable between an open position and a closed position to selectively allow access to the passenger compartment 154.

[0053] The transportation climate control system 155 includes a climate control unit (CCU) 160 mounted to the roof 151 of the passenger vehicle 150. In one embodiment, the CCU 160 may be an HVAC unit. The climate control system 155 also includes a programmable climate controller 165 and one or more sensors (not shown) configured to measure one or more parameters of the transportation climate control system 155 (e.g., ambient temperature outside the passenger vehicle 150, ambient temperature inside the passenger compartment 154, ambient humidity outside the passenger vehicle 150, ambient humidity inside the passenger compartment 154, etc.) and transmit the parameter data to the climate controller 165.

[0054] Among other components, the transport climate control system 155 may also include a transport climate control loop (not shown) that connects, for example, a compressor, condenser, evaporator, and expander (e.g., an expansion valve) to provide climate control within the passenger compartment 154.

[0055] The transportation climate control system 155 can operate in various modes, including, for example, continuous cooling mode, start-stop cooling mode, heating mode, defrosting mode, and idling mode. When operating in continuous cooling mode and / or start-stop cooling mode, the transportation climate control system 155 can operate in pull-down setting and steady-state setting modes. Pull-down setting typically occurs, for example, when the passenger compartment 154 cools down from ambient temperature to a desired setpoint temperature so that the transportation climate control system 155 can lower the temperature to the desired setpoint temperature as quickly as possible. Steady-state setting typically occurs, for example, when the climate in the passenger compartment 154 has reached or is nearly at the desired setpoint temperature and the transportation climate control system 155 is operating to maintain that desired setpoint temperature.

[0056] Climate controller 165 may include a single integrated control unit or a distributed network (not shown) that may include climate controller elements. The number of distributed control elements in a given network may depend on the specific application of the principles described herein. Climate controller 165 is configured to control the operation of climate control system 155, which includes a transport climate control loop.

[0057] The climate control system 155 is powered by a power system (see example) Figure 2 The system provides power to the climate control system 155 when a public power source is unavailable. In some embodiments, the power system may be a generator set (not shown) attached to the passenger vehicle 150 and electrically connected to one or more components of the climate control system 155 (e.g., a compressor, one or more fans and / or blowers, a climate controller 165, one or more sensors, etc.). Figure 2 and Figure 3 The operation of the power system will be discussed in further detail.

[0058] The compartment 156 is located near the rear end of the passenger vehicle 150 and may include a powertrain. In some embodiments, the compartment 156 may be located at other locations on the vehicle 150 (e.g., adjacent to the front end, etc.).

[0059] It should be understood that the above combination Figures 1A to 1E The described transport climate control system can operate in multiple operating modes, including, for example, continuous cooling mode, start / stop cooling mode (also known as circulating sentry cooling mode), heating mode, defrosting mode, idling mode, etc.

[0060] Of particular note is that, in continuous cooling mode, the transport climate control system controller is configured to instruct the compressor to continuously compress the working fluid until the temperature within the climate-controlled space reaches the desired setpoint temperature. In start-stop cooling mode, the transport climate control system controller is configured to instruct the compressor to operate in a cyclical manner, in which, during each cycle, the compressor is configured to compress the working fluid for a first time period, and then the compressor is configured to stop compressing the working fluid for a second time period. The compressor will continue to cycle between compressing and not compressing the working fluid until the temperature within the climate-controlled space reaches the desired setpoint temperature. In some embodiments, the compressor is configured to compress the working fluid and direct the compressed working fluid from the compressor to the condenser during the start-up phase, and to be deactivated (e.g., shut down, de-energized, switched off, etc.) and / or configured to not compress the working fluid during the stop phase. In some embodiments, during the stop phase of the start-stop cooling mode, one or more fans of the condenser and evaporator are deactivated (e.g., shut down, de-energized, switched off, etc.) and do not operate.

[0061] It should be understood that the period of operation of the transport climate control system in the shutdown phase of the start-stop cooling mode can be significantly longer than the period of operation in the start phase of the start-stop cooling mode, especially when the transport climate control system is operating to provide a cooling temperature range within a climate-controlled space (e.g., well below 32°F, such as between approximately -10°F and -40°F). ° This is the case when (between F). By supplying power to the transport climate control system via a battery source instead of a prime mover during periods of inactivity, the adverse effects of low EGT can be significantly reduced.

[0062] Figure 2 This is a schematic diagram of a power system 200 according to one embodiment. In some embodiments, the power system 200 may be for powering a transportation climate control system (e.g., Figures 1A to 1E The transport climate systems shown (15, 100, 124, 135 and 155) are powered by generator sets.

[0063] The power system 200 includes a prime mover 205 (e.g., an engine such as a diesel engine), an electric motor 210, a battery power source 215, an inverter 220, a battery management system 225, and a power system controller 230.

[0064] The prime mover 205 may be an engine (e.g., a diesel engine) configured to provide mechanical power to the electric motor 210. In some embodiments, the prime mover 205 may be a mechanical fuel injection engine. In some embodiments, the prime mover 205 may be a common rail fuel injection engine. In some embodiments, the prime mover 205 may include and be controlled by an engine control unit (ECU) (not shown). The ECU may be configured to regulate the amount of fuel delivered to the prime mover 205 and may be configured to operate the prime mover 205 at at least a first non-zero speed and a second non-zero speed. The ECU may be configured such that the prime mover 205 may be maintained at a first non-zero speed or a second non-zero speed within the range of one or more power demand loads on the prime mover 205. In some embodiments, the first non-zero speed may be about 1800 revolutions per minute (RPM), and the second non-zero speed may be about 15000 RPM. In other embodiments where the prime mover 205 is a variable-speed prime mover, the ECU may be configured such that the prime mover 205 may operate at a plurality of speeds between the first non-zero speed and the second non-zero speed. For example, in some embodiments, the prime mover 205 can operate at multiple speeds between approximately 800 RPM and 2600 RPM. In some embodiments, the ECU can be coupled to the powertrain controller 230.

[0065] Motor 210 may be a generator configured to convert mechanical power from prime mover 205 into electrical power, which may be used to power one or more loads and / or charge battery source 215. When motor 210 is a generator, it may be coupled to prime mover 205 via a flexible disc (not shown) that transfers mechanical energy from prime mover 205 to motor 210. In some embodiments, motor 210 may also be indirectly coupled to prime mover 205 via a drive belt. Motor 210 may include a power outlet (not shown) connected via wires (not shown) to one or more loads (e.g., a transportation climate control system, etc.). Figures 1A to 1E The transport climate control system shown is electrically connected, thereby providing power to the transport climate control system.

[0066] In some embodiments, motor 210 may be a three-phase alternating current (AC) generator that converts mechanical power from prime mover 205 into three-phase AC electricity. Motor 210 may include, for example, a rotor (not shown), a stator (not shown), and a voltage regulator (not shown). The rotor may be coupled to a flexible disk such that prime mover 205 is operable to drive the rotor to rotate at least at a first non-zero speed and a second non-zero speed. The stator may be a fixed component of motor 210 including pole pairs (e.g., two pole pairs). The voltage regulator may include a field voltage and a field current generated by a regulating element (not shown) coupled to the voltage regulator. In some embodiments, the regulating element may include a battery or other solid-state component that generates direct current through the voltage regulator. The field voltage and field current may define a field excitation. The field excitation of motor 210 can generally be considered as the field of motor 210. This field may be part of the rotor and stator.

[0067] The rotation of the rotor through the magnetic field induces an output current from the motor 210. This induced output current generates an output voltage from the motor 210, which is then directed to one or more loads via a power outlet. It should be noted that other types of motors can be used instead of the generator. The motor 210 described above is merely exemplary.

[0068] In some embodiments, the motor 210 may also include an output frequency that may be influenced by the speed of the prime mover 205 or the field voltage of the motor 210. For example, when the prime mover 205 operates at a first non-zero speed, the motor 210 may provide a first output frequency (e.g., ~60 Hz), and when the prime mover 205 operates at a second non-zero speed, the motor 210 may provide a second output frequency (e.g., ~50 Hz). It should be understood that in some embodiments, one or more loads may operate at two frequencies. In other embodiments, the motor 210 may operate at only a single output frequency. In some embodiments, the prime mover 205 may be a variable-speed prime mover capable of operating at multiple speeds between the first and second non-zero speeds.

[0069] The output voltage of motor 210 may be affected by its output frequency. Therefore, motor 210 can provide a first output voltage in response to operation at a first frequency. Motor 210 can provide a second output voltage in response to operation at a second frequency. For example, when motor 210 operates at a first non-zero speed / frequency (e.g., ~1800 RPM / 60 Hz), the first output voltage may be approximately 460 volts of alternating current (VAC). When motor 210 operates at a second non-zero speed / frequency (e.g., ~1500 RPM / 50 Hz), the second output voltage may be approximately 380 VAC. Therefore, the speed of prime mover 205 can affect the frequency and output voltage of motor 210.

[0070] Motor 210 can be configured to supply a relatively constant load capacity, sufficient to power one or more loads under various conditions. The load on motor 210 may correspond to, for example, climate control requirements on a transport climate control system (e.g., the power required by the transport climate control system), and the load on motor 210 may vary in response to changes in climate control requirements on the transport climate control system.

[0071] Battery source 215 may include one or more batteries configured to provide DC power to inverter 220. In some embodiments, battery source 215 may be one or more battery packs, a rechargeable energy storage system (RESS), etc. In some embodiments, battery source 215 may include a small battery source (e.g., a battery source of about 2 kWh (kW-hr)). In some embodiments, battery source 215 may include a large battery source (e.g., a battery source of about 40 kW-hr). In some embodiments, battery source 215 may include both a small battery source and a large battery source.

[0072] Inverter 220 is configured to convert DC power from battery power source 215 into three-phase AC power. It should be understood that the power output by the inverter may depend on the design specifications of power system 200.

[0073] The battery management system 225 is configured to charge the battery source 215 using three-phase AC power generated by the motor 210. In some embodiments, the battery management system 225 is configured to convert the three-phase AC power from the motor 210 into single-phase direct current (DC) power for charging the battery source 215. The battery management system 225 may also be configured to: perform AC and DC power conversion, monitor the battery source 215, provide data on the state of one or more batteries of the battery source 215 for control logic functions (e.g., determining the capacity range of the battery source 215; determining a recharge voltage capacity trigger value based on the battery capacity degradation rate of one or more batteries of the battery source 215; performing safety functions to prevent runaway thermal / chemical / self-destruction conditions (one or more), and filtering power supply). The battery management system 225 may include, for example, one or more power inverters, a thermal management system, one or more power filters, etc. In some embodiments, the battery management system 225 may monitor power demand from one or more loads, such as power demand from one or more loads when the prime mover 205 is turned off, and transmit that power demand to the power system controller 225.

[0074] The powertrain controller 230 is configured to control the operation of the powertrain 200. When the prime mover 205 includes an ECU, the powertrain controller 230 can be coupled to the ECU via, for example, a communication local area network (e.g., J1939 CAN). The powertrain controller 230 can receive information from the ECU and can command the ECU to change the prime mover 205 between different speeds (e.g., between a first non-zero speed and a second non-zero speed). In some embodiments, the powertrain controller 230 can receive sensor data from one or more sensors (not shown) of the powertrain 200, which can be used to monitor power demand from one or more loads. In one example, the powertrain controller 230 can receive sensor data that can be used to monitor the prime mover load percentage (PM%LOD), which indicates the amount of air / fuel delivered through the prime mover 205 at the current speed of the prime mover 205 relative to the amount of air / fuel delivered to the prime mover 205 when the throttle is fully open (e.g., the prime mover is operating at peak torque). In other words, the prime mover load percentage can indicate the percentage of peak available torque of the prime mover 205. In some embodiments, the powertrain controller 230 can also communicate with the battery management system 225. Specifically, the powertrain controller 230 can communicate with the battery management system 225 to determine whether the battery source 215 has sufficient energy (e.g., charge) to power (one or more) loads. Furthermore, the powertrain controller 230 can communicate with the battery management system 225 to instruct the battery management system 225 to request power from the motor 210 to charge the battery source 215.

[0075] Furthermore, the powertrain controller 230 can allocate power demand between supplying power from the prime mover 205 and supplying power from the battery source 215. In some embodiments, the powertrain controller 230 can monitor power demand from one or more loads powered by the powertrain 200 and determine, based on the monitored power demand, which of the prime mover 205 and the battery source 215 should supply power to the load(s). In some embodiments, the powertrain controller 230 can receive sensor data from one or more sensors (not shown) of the powertrain 200. For example, in one embodiment, the powertrain controller 230 can receive sensor data that can be used to monitor the prime mover load percentage (PM%LOD), which indicates the amount of air / fuel delivered through the prime mover 205 at its current speed relative to the amount of air / fuel delivered to the prime mover 205 when the throttle is fully open (e.g., the prime mover is operating at peak torque). In other words, the prime mover load percentage can indicate the percentage of peak available torque of the prime mover 205. In some embodiments, the powertrain controller 230 may receive sensor data (e.g., acceleration of the prime mover RPM, amount of injected fuel, etc.) from the ECU of the prime mover 205. In other examples, the powertrain controller 230 may monitor power demand based on, for example, the operating mode of a transport climate control system, environmental conditions (e.g., ambient air temperature, solar load, wind, etc.), vehicle speed (e.g., indicating forced convection on the surface of a climate-controlled transport unit), respiration data of goods (e.g., fresh produce) within a climate-controlled space, estimated loss / leakage rates within a climate-controlled space, the state of the battery source 215, etc. In some embodiments, the powertrain controller 230 may receive sensor data for monitoring, for example, compressor speed, compressor discharge and suction pressures, to calculate the power consumed by the compressor. In some embodiments, the powertrain controller 230 may monitor power demand from one or more loads by adding, for example, the power extracted by the compressor to the power extracted by one or more condenser fans and one or more evaporator blowers. The following is in conjunction with... Figure 3 The operation of the power system controller 230 is described in more detail.

[0076] It should be understood that in some embodiments, the power system 200 (e.g., a generator set) and, in particular, the power system controller 230, may not be able to communicate directly with the load(s) (e.g., a transportation climate control system). Therefore, even when the load(s) may be operating in an idling setting (e.g., partially operating in a start-stop cooling mode), the power system 200 may still need to continuously power the load(s). However, by monitoring the power demand from the load(s), the power system controller 230 can infer how the transportation climate control system is operating.

[0077] It should be understood that the prime mover 205 can be most efficient when operating at full throttle (e.g., peak torque). However, in many cases, the load(s) that require power from the power system 200 do not require the level of power that the prime mover 205 needs to operate at full throttle, and the load(s) may not be connected to the power system 200. The advantage of the power system 200, which includes both the prime mover 205 and the battery source 215, is that the prime mover 205 does not need to operate when the load(s) that require power from the power system 200 are low (e.g., below 20% of the prime mover load) or do not require power at all. In other words, when the power required by the load(s) is less than a certain threshold (e.g., less than 20% of the prime mover load), the power system controller 230 can instruct the battery source 215 to supply power to the load(s) and can instruct the prime mover 205 to be deactivated (e.g., shut down, disconnected, switched off, etc.).

[0078] Figure 3 A flowchart of a method 300 for controlling a power system 200 according to one embodiment is shown. Method 300 begins at 305, where a prime mover 200, coupled with a motor 210, supplies power (e.g., AC electricity) to one or more loads, and an inverter 220 and a battery power source 215 do not supply power to those loads. The method then proceeds to 310.

[0079] At 310, the powertrain controller 230 communicates with the battery management system 225 to determine whether the battery source 215 has sufficient energy (e.g., state of charge (SOC)) to power (one or more) loads. In some embodiments, the powertrain controller 230 may determine whether the battery source 215 has sufficient energy, for example, when the battery source 215 has sufficient charge / capacity (e.g., 0.2 kW-hr to 1 kW-hr) to restart the prime mover 205 for recharging the battery source 215. In some embodiments, the powertrain controller 230 may determine whether the battery source 215 has sufficient energy based on whether the SOC is greater than a SOC threshold. In some embodiments, the SOC threshold may be, for example, 20%. It should be understood that the SOC threshold may be based on a battery manufacturer's recommendation. When the powertrain controller 230 determines that the battery source 215 does not have sufficient energy to power (one or more) loads, method 300 proceeds to 315. When the powertrain controller 230 determines that the battery source 215 has sufficient energy to power (one or more) loads, method 300 proceeds to 320.

[0080] At 315, the power system controller 230 instructs the battery management system 225 to request power from the motor 210 to charge the battery source 215. Method 300 then proceeds to 320.

[0081] At 320, the powertrain controller 230 monitors the power demand from one or more loads being powered by the powertrain 200. In some embodiments, the powertrain controller 230 is configured to receive sensor data from one or more sensors of the powertrain 200 that can be used to monitor the power demand from one or more loads. In one example, the powertrain controller 230 may receive sensor data that can be used to monitor prime mover load percentage (PM%LOD), which indicates the amount of air / fuel delivered through the prime mover at its current speed relative to the amount of air / fuel delivered to the prime mover when the throttle is fully open (e.g., the prime mover is operating at peak torque). In other words, the prime mover load percentage may indicate the percentage of peak available torque of the prime mover 205. In some embodiments, the powertrain controller 230 may receive sensor data (e.g., acceleration of the prime mover RPM, amount of fuel injected, etc.) from the ECU of the prime mover 205. In other examples, the power system controller 230 may monitor power demand based on, for example, the operating mode of a transport climate control system, environmental conditions (e.g., ambient air temperature, solar load, wind, etc.), vehicle speed (e.g., indicating forced convection on the surface of a climate-controlled transport unit), respiration data of goods (e.g., fresh produce) within a climate-controlled space, estimated loss / leakage rates within the climate-controlled space, the state of battery power source 215, etc. In some embodiments, the power system controller 230 may monitor power demand from one or more loads by, for example, adding the power consumed by the compressor to the power consumed by one or more condenser fans and one or more evaporator blowers. Method 300 then proceeds to 325.

[0082] At 325, the powertrain controller 230 is configured to determine whether the power demand monitored at 320 has decreased below a load threshold. When the powertrain controller 230 determines that the monitored power demand has decreased below the load threshold, method 300 proceeds to 330. When the powertrain controller 230 determines that the monitored power demand has not decreased below the load threshold, method 300 returns to 305. In some embodiments, when the powertrain controller 230 is monitoring the prime mover load percentage, the load threshold may be a prime mover load percentage threshold. For example, in some embodiments, the prime mover load percentage threshold may be 20%. In this example, when the powertrain controller 230 determines that the monitored prime mover load percentage has decreased below 20%, the method proceeds to 330. When the powertrain controller 230 determines that the monitored prime mover load percentage has not decreased below 20%, the method returns to 305.

[0083] In some embodiments, when the load(s) are from the transport climate control system, the power system controller 230 can determine that the monitored power demand has dropped below a load threshold, at which point the transport climate control system is operating in the stop portion of a start-stop cooling mode, wherein the compressor of the transport climate control system is deactivated (e.g., shut down, de-energized, switched off, etc.) or otherwise configured not to compress the working fluid (e.g., refrigerant). In some embodiments, when the transport climate control system is operating in the start portion of a start-stop cooling mode, wherein the compressor of the transport climate control system is on, the power system controller 230 can determine that the monitored power demand has not dropped below a load threshold.

[0084] At 330, the power system controller 230 instructs the prime mover 205 to deactivate (e.g., shut down, disconnect, or turn off), and instructs the inverter 220 and battery power source 215 to supply power (e.g., AC power) to one or more loads. Method 300 then proceeds to 335.

[0085] At 335, the powertrain controller monitors the power demand from one or more loads being powered by the powertrain 200. In some embodiments, the powertrain controller 230 is configured to receive sensor data from one or more sensors in the powertrain 200 that can be used to monitor the power demand from one or more loads. In some embodiments, the battery management system 225 can monitor, for example, the power demand from one or more loads when the prime mover 205 is turned off, and the battery management system 225 can transmit this power demand to the powertrain controller 225. Method 300 then proceeds to 340.

[0086] At 340, the power system controller 230 determines whether the power demand monitored at 335 has reached or increased above a load threshold. The load threshold may be a preset value based on the amount of battery capacity of the battery source 215 capable of restarting the prime mover 205. In some embodiments, the load threshold may be based on, for example, the battery capacity of the battery source 215, the power required by the starter of the prime mover, and the output of the prime mover 205. In some embodiments, the load threshold may be, for example, between 1% and 5% of the total charge capacity of the battery source 215. When the power system controller 230 determines that the monitored power demand has reached or increased above the load threshold, method 300 proceeds back to 305. When the power system controller 230 determines that the monitored power demand has not reached or increased above the load threshold, method 300 proceeds back to 330.

[0087] Figure 4This is a schematic diagram of a climate control loop 400 according to one embodiment. The climate control loop 400 typically includes a compressor 405, a condenser 410, an expander 415 (e.g., an expansion valve, etc.), and an evaporator 420. The climate control loop 400 is exemplary and can be modified to include additional components. For example, in some embodiments, the climate control loop 400 may include an economizer heat exchanger, one or more flow control devices (e.g., valves, etc.), a receiving tank, a dryer, a liquid suction heat exchanger, etc.

[0088] Climate control loops 400 can typically be applied to a variety of different systems used to control environmental conditions (e.g., temperature, humidity, air quality, etc.) in a space (often referred to as a climate-controlled space). Examples of such systems include, but are not limited to, those described above. Figures 1A to 1E A transport climate control system is shown and described.

[0089] Components are fluidly connected to the climate control loop 400. The climate control loop 400 may be specifically configured as a cooling system (e.g., an air conditioning system) capable of operating in a cooling mode. Alternatively, the climate control loop 400 may be specifically configured as a heat pump system capable of operating in both a cooling mode and a heating / defrosting mode. In other embodiments, the climate control loop 400 may include one or more resistance heating rods as a heat source option.

[0090] Climate control loop 400 operates based on well-known principles. Climate control loop 400 can be configured to heat or cool heat transfer fluids or media (e.g., gases such as, but not limited to, air), in which case climate control loop 400 can typically represent an air conditioner or air conditioner or heat pump.

[0091] Compressor 405 may be, for example, a scroll compressor, a reciprocating compressor, etc. In some embodiments, compressor 405 may be a mechanically driven compressor. In other embodiments, compressor 405 may be an electrically driven compressor. Compressor 405 is configured to compress a working fluid (e.g., refrigerant) and direct the working fluid through a climate control loop 400, in a climate-controlled space (e.g., Figures 1A to 1E Temperature control is provided within the climate-controlled space shown. Specifically, compressor 405 is configured to direct compressed working fluid (gas) to condenser 410.

[0092] The condenser 410 may include a condenser coil (not shown) and one or more condenser fans. The condenser 410 is configured to allow the working fluid received from the compressor 405 to change from a gas to a liquid by releasing the heat absorbed by the working fluid to the surrounding environment outside the climate-controlled space. In other words, the condenser 410 is configured to cool and condense the working fluid. The condenser 410 is configured to direct the liquid working fluid to the expander 415.

[0093] Expander 415 is configured to receive liquid working fluid from condenser 410 and to restrict the flow of gaseous working fluid to evaporator 420. In some embodiments, expander 415 may be an expansion valve. Gaseous working fluid is directed to evaporator 420 via expander 415.

[0094] Evaporator 420 may include evaporator coils (not shown) and one or more evaporator fans. Evaporator 420 is configured to allow working fluid received from expander 415 to evaporate from liquid to gas by absorbing heat from the climate-controlled space, thereby providing cooling to the climate-controlled space.

[0095] Controller (e.g., Figure 1A exist Figure 1E The climate controller shown is configured to control the climate control loop 200 to operate in a variety of different operating modes, including, for example, continuous cooling mode, start-stop cooling mode, heating mode, etc.

[0096] Of particular note is that, in continuous cooling mode, the controller is configured to instruct compressor 405 to continuously compress the working fluid until the temperature within the climate-controlled space reaches the desired setpoint temperature. In start-stop cooling mode, the controller is configured to instruct compressor 405 to operate in a periodic cycle, wherein during each cycle, compressor 405 is configured to compress the working fluid for a first time period (e.g., during the start-up portion of the start-stop cooling mode), and then the compressor 405 is configured to stop compressing the working fluid for a second time period (e.g., during the stop portion of the start-stop cooling mode). Compressor 405 will continue to cycle between compressing and not compressing the working fluid until the temperature within the climate-controlled space reaches the desired setpoint temperature. In some embodiments, compressor 405 is configured to compress the working fluid during the start-up portion and direct the compressed working fluid from compressor 405 to condenser 410, and is configured to deactivate (e.g., shut down, de-energize, close, etc.) and / or not compress the working fluid during the stop portion. In some embodiments, during the stop portion of the start-stop cooling mode, one or more fans of the condenser 410 and evaporator 420 are deactivated (e.g., shut down, de-energized, switched off, etc.) and do not operate.

[0097] When operating in continuous cooling mode and / or the start-up portion of start-stop cooling mode, compressor 405 compresses the working fluid (e.g., refrigerant, etc.) from a relatively low-pressure gas to a relatively high-pressure gas. The relatively high-pressure and higher-temperature gas is discharged from compressor 405 and flows through condenser 410. According to known principles, the working fluid flows through condenser 410 and dissipates heat to a heat transfer fluid or medium (e.g., air, etc.), thereby cooling the working fluid. The cooled working fluid, now in liquid form, flows to expander 415. Expander 415 reduces the pressure of the working fluid. As a result, a portion of the working fluid is converted to a gaseous form. The working fluid, now in a mixture of liquid and gaseous form, flows to evaporator 420. The working fluid flows through evaporator 420 and absorbs heat from a heat transfer medium (e.g., air, etc.), thereby heating the working fluid and converting it to a gaseous form. The gaseous working fluid then returns to compressor 405.

[0098] aspect:

[0099] It should be noted that any of aspects 1 to 7 can be combined with any of aspects 8 to 15.

[0100] Aspect 1. A method for controlling a power system that provides power to a load, the power system including a prime mover, a motor connected to the prime mover, a battery power source, an inverter connected to the battery power source, and a power system controller configured to control the operation of the power system, the method comprising:

[0101] Monitor the power demand of the load on the power system;

[0102] Compare the monitored power demand with the load threshold;

[0103] Determine that the monitored power demand is less than the load threshold; and

[0104] When it is determined that the monitored power demand is less than the load threshold:

[0105] Disabling the prime mover, and

[0106] The inverter and the battery power source are instructed to supply power to the load.

[0107] Aspect 2. The method according to Aspect 1 further includes determining that the monitored power demand is not less than the load threshold; and

[0108] When it is determined that the monitored power demand is not less than the load threshold, the motor and the prime mover are instructed to supply power to the load.

[0109] Aspect 3. The method according to aspect 2, wherein when it is determined that the monitored power demand is not less than the load threshold, the motor sends power to the battery source for charging the battery source.

[0110] Aspect 4. The method according to any one of Aspects 1 to 3, wherein the power system is a generator set, the prime mover is a diesel engine configured to provide mechanical power to the motor, and the motor is a three-phase alternating current (AC) generator configured to convert the mechanical power from the diesel engine into three-phase alternating current.

[0111] Aspect 5. The method according to any one of Aspects 1 to 4, wherein the load is a transport climate control system, the transport climate control system comprising a compressor configured for compressing the working fluid.

[0112] Aspect 6. The method according to any one of Aspects 1 to 5, wherein monitoring the power demand on the power system from the load comprises: monitoring a prime mover load percentage indicating a percentage of the peak available torque of the prime mover, and

[0113] The comparison of the monitored power demand with the load threshold includes comparing the monitored prime mover load percentage with the prime mover load percentage threshold.

[0114] Aspect 7. The method according to aspect 6, wherein the prime mover load percentage threshold is 20%.

[0115] Aspect 8. A power system for supplying power to a load, the power system comprising:

[0116] Prime mover, which is configured to generate mechanical power;

[0117] An electric motor connected to the prime mover, wherein the motor is configured to convert the mechanical power from the prime mover into a first electrical power for powering the load;

[0118] A battery source, configured to supply a second power to the inverter;

[0119] An inverter connected to the battery source, wherein the inverter is configured to convert the second power from the battery source into the first power supplied to the load; and

[0120] A powertrain controller, configured to control the operation of the powertrain, wherein the powertrain controller is configured to:

[0121] Monitor the power demand of the load on the power system;

[0122] Compare the monitored power demand with the load threshold;

[0123] Determine whether the monitored power demand is less than the load threshold; and

[0124] When it is determined that the monitored power demand is less than the load threshold:

[0125] Disabling the prime mover, and

[0126] The inverter and the battery source are instructed to supply the first power to the load.

[0127] Aspect 9. The power system according to aspect 8, wherein the power system controller is configured to: instruct the motor and the prime mover to supply the first power to the load when it is determined that the monitored power demand is not less than the load threshold.

[0128] Aspect 10. The power system according to any one of Aspects 8 and 9 further includes a battery management system configured to convert the first electrical energy into the second electrical energy.

[0129] The power system controller is configured to, when determining that the monitored power demand is not less than the load threshold:

[0130] The instruction states that the motor sends the first power to the battery management system.

[0131] The battery management system described in the instructions converts the first power into the second power, and

[0132] The battery management system is instructed to send the second power to the battery source for charging the battery source.

[0133] Aspect 11. The power system according to any one of Aspects 8 to 10, wherein the power system is a generator set, the prime mover is a diesel engine configured to provide mechanical power to the electric motor, and the electric motor is a generator configured to convert the mechanical power from the diesel engine into the first electrical power.

[0134] Aspect 12. The power system according to any one of Aspects 8 to 11, wherein the load is a transport climate control system, the transport climate control system comprising a compressor configured for compressing the working fluid.

[0135] Aspect 13. The power system according to any one of Aspects 8 to 12, wherein the power system controller is configured to monitor the power demand on the power system from the load, comprising: the power system controller being configured to monitor a prime mover load percentage indicating a percentage of the peak available torque of the prime mover, and

[0136] The power system controller is configured to compare the monitored power demand with a load threshold, including: the power system controller is configured to compare the monitored prime mover load percentage with a prime mover load percentage threshold.

[0137] Aspect 14. The power system according to aspect 13, wherein the prime mover load percentage threshold is 20%.

[0138] Aspect 15. The power system according to any one of Aspects 8 to 14, wherein the first power is three-phase alternating current (AC) power and the second power is single-phase direct current (DC) power.

[0139] The terminology used in this specification is intended to describe particular embodiments and not to be limiting. Unless otherwise expressly stated, the terms "a," "an," and "the," as well as "described," also include the plural forms. The terms "comprising" and / or "including" as used in this specification indicate the presence of the listed features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, and / or components.

[0140] Regarding the foregoing description, it should be understood that changes in details, particularly in terms of the shape, size, and arrangement of the construction materials and components, may be made without departing from the scope of this disclosure. This specification and the described embodiments are merely exemplary, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A method for controlling a power system that provides power to a load, the power system comprising a prime mover, a motor connected to the prime mover, a battery power source, an inverter connected to the battery power source, and a power system controller configured to control the operation of the power system, wherein, The motor and the inverter are connected to the load to supply power from the motor and / or the inverter to the load, the method comprising: Monitor the power demand of the load on the power system; Compare the monitored power demand with the load threshold; Determine that the monitored power demand is less than the load threshold; When it is determined that the monitored power demand is less than the load threshold: Disabling the prime mover, and The inverter and the battery power source are instructed to supply power to the load. Determine that the monitored power demand is not less than the load threshold; When it is determined that the monitored power demand is not less than the load threshold, the motor and the prime mover are instructed to supply power to the load. When it is determined that the monitored power demand is not less than the load threshold, the motor sends power to the battery source to charge the battery source.

2. The method according to claim 1, wherein, The power system is a generator set, the prime mover is a diesel engine configured to provide mechanical power to the motor, and the motor is a three-phase alternating current (AC) generator configured to convert the mechanical power from the diesel engine into three-phase alternating current.

3. The method according to any one of claims 1-2, wherein, The load is a transport climate control system, which includes a compressor configured to compress the working fluid.

4. The method according to any one of claims 1-2, wherein, Monitoring the power demand on the power system from the load includes: monitoring the prime mover load percentage, which indicates the percentage of the peak available torque of the prime mover, and The comparison of the monitored power demand with the load threshold includes comparing the monitored prime mover load percentage with the prime mover load percentage threshold.

5. The method according to claim 4, wherein, The threshold for the load percentage of the prime mover is 20%.

6. A power system for supplying power to a load, the power system comprising: Prime mover, which is configured to generate mechanical power; An electric motor connected to the prime mover, wherein the electric motor is configured to convert the mechanical power from the prime mover into a first electrical power for providing power to the load; A battery source, configured to supply a second power to the inverter; An inverter connected to the battery source, wherein the inverter is configured to convert the second power from the battery source into the first power supplied to the load; and A powertrain controller, configured to control the operation of the powertrain, wherein the powertrain controller is configured to: Monitor the power demand of the load on the power system; Compare the monitored power demand with the load threshold; Determine whether the monitored power demand is less than the load threshold; and When it is determined that the monitored power demand is less than the load threshold: Disabling the prime mover, and The inverter and the battery power source are instructed to supply the first power to the load. When it is determined that the monitored power demand is not less than the load threshold, the motor and the prime mover are instructed to supply power to the load. When it is determined that the monitored power demand is not less than the load threshold, the motor sends power to the battery source to charge the battery source.

7. The power system of claim 6 further includes a battery management system configured to convert the first electrical energy into the second electrical energy. in, The power system controller is configured to, when it is determined that the monitored power demand is not less than the load threshold: The instruction states that the motor sends the first power to the battery management system. The battery management system described in the instructions converts the first power into the second power, and The battery management system is instructed to send the second power to the battery source for charging the battery source.

8. The power system according to claim 6 or 7, wherein, The power system is a generator set, the prime mover is a diesel engine configured to provide mechanical power to the motor, and the motor is a generator configured to convert the mechanical power from the diesel engine into the first electrical power.

9. The power system according to claim 6 or 7, wherein, The load is a transport climate control system, which includes a compressor configured to compress the working fluid.

10. The power system according to claim 6 or 7, wherein, The powertrain controller is configured to monitor the power demand on the powertrain from the load, including: the powertrain controller is configured to monitor a prime mover load percentage, indicating a percentage of the peak available torque of the prime mover, and The power system controller is configured to compare the monitored power demand with a load threshold, including: the power system controller is configured to compare the monitored prime mover load percentage with a prime mover load percentage threshold.

11. The power system according to claim 10, wherein, The threshold for the load percentage of the prime mover is 20%.

12. The power system according to any one of claims 6, 7 and 11, wherein, The first power is three-phase alternating current (AC) power, and the second power is single-phase direct current (DC) power.

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