A transport climate control system and method

Abstract

Transport climate control systems including a controller configured to determine a power demand of a climate control loop of the system and provide power to the climate control loop in a first power mode when the power demand is above a power threshold and in a second power mode when the power demand is at or below the power threshold are described. In the first power mode, power is provided by a prime mover, while in the second power mode, power is provided by an energy storage source. A transport climate control system including a controller configured to estimate a future power output of one or more solar panels at a time t is also described. When the future power output exceeds a threshold, the controller provides power to components of the climate control loop using an energy storage source to deplete the energy storage source before the time t; and recharges the energy storage source using the solar panels at the time t. Methods for controlling a transport climate control system are also described.

Description

TECHNICAL FIELD

[0001] Embodiments of the present disclosure generally relate to transport climate control systems and methods. BACKGROUND

[0002] Transport climate control systems can include, for example, transport refrigeration systems (TRSs) and / or heating, ventilation, and air conditioning (HVAC) systems. TRSs are often used to control environmental conditions (e.g., temperature, humidity, air quality, and the like) within a climate-controlled space of a transport unit (e.g., a truck, a container (e.g., a container on a flatbed truck, a rail container, etc.), a box truck, a tractor-trailer, a bus, or other similar transport unit). The TRS can maintain the environmental condition(s) of the climate-controlled space to maintain goods (e.g., produce, frozen food, pharmaceuticals, etc.). In some embodiments, the transport unit can include an HVAC system to control environmental conditions (e.g., temperature, humidity, air quality, etc.) within a passenger space of the transport unit.

[0003] Hybrid transport climate control systems including both an engine and a battery power source are known. Such systems are able to utilize battery power in certain situations to improve efficiency. However, there remains a need to optimize control and energy usage in such systems. SUMMARY

[0004] According to one aspect, there is provided a transport climate control system comprising: a climate control circuit having a compressor, a condenser, an evaporator, and an expansion valve to provide conditioned air to a climate-controlled space of a transport unit; a prime mover configured to provide electrical power to components of the climate control circuit; an energy storage source configured to provide electrical power to components of the climate control circuit; and a controller configured to determine a power demand of the climate control circuit, and to provide electrical power to the climate control circuit in a first power mode when the power demand is above a power threshold, and to provide electrical power to the climate control circuit in a second power mode when the power demand is at or below the power threshold; wherein, in the first power mode, electrical power is provided from the prime mover, and in the second power mode, electrical power is provided from the energy storage source and not the prime mover; wherein the controller is configured to control a fan of the evaporator such that it operates at a lower speed when in the second power mode than when in the first power mode.

[0005] The controller can be configured to set the speed of the evaporator fan based on a remaining energy in the energy storage source.

[0006] The controller can be configured to predict a duration of second power mode usage, and set the speed of the evaporator fan based on the predicted duration and the remaining energy in the energy storage source.

[0007] In the second power mode, power can be provided exclusively from the energy storage source.

[0008] In the first power mode, power can be provided exclusively from the prime mover.

[0009] In the second power mode, the prime mover can be turned off.

[0010] The controller can be configured to use the second power mode when the compressor of the climate control circuit is inactive.

[0011] The controller can be configured to use the second power mode when a setpoint temperature is reached.

[0012] The controller can dynamically determine the threshold power.

[0013] The controller can be configured to determine the threshold power based on power available in the second power mode.

[0014] The energy storage source can include one or more batteries.

[0015] The controller can determine the power demand based on an operating mode or condition of the climate control circuit.

[0016] According to another aspect, there is provided a method for controlling a transport climate control system, comprising: determining a power demand of a transport climate control circuit of the system; using a prime mover to provide power to the transport climate control circuit in a first power mode if the demand is above a power threshold, wherein an evaporator fan of the transport climate control circuit is operated at a first speed; and using an energy storage source instead of the prime mover to provide power to the transport climate control circuit in a second power mode if the demand is at or below the power threshold, wherein the evaporator fan of the transport climate control circuit is operated at a second speed that is lower than the first speed.

[0017] According to another aspect, there is provided a transport climate control system, comprising: a climate control circuit having a compressor, a condenser, an evaporator, and an expansion valve to provide conditioned air to a climate-controlled space of a transport unit; an energy storage source configured to provide power to components of the climate control circuit; a prime mover configured to provide power to components of the climate control circuit; one or more solar panels configured to provide power to components of the climate control circuit and / or the energy storage source; and a controller configured to: estimate a future power output of the one or more solar panels at a time t; provide power to components of the climate control circuit using the energy storage source in preference to the prime mover in the event that the future power output exceeds a threshold value, so as to deplete the energy storage source prior to the time t; and recharge the energy storage source using the one or more solar panels at the time t.

[0018] The controller can receive weather forecast information, and determine the future power output of the one or more solar panels based on the weather forecast information.

[0019] The controller can receive GPS information, and determine the future power output of the one or more solar panels based on the weather forecast information and the GPS information.

[0020] The controller can receive route information, and determine the future power output of the one or more solar panels based on the weather forecast information for an estimated location of the transport unit at a time t.

[0021] The weather forecast information can comprise solar intensity and / or cloud cover data.

[0022] According to another aspect, there is provided a method for controlling a transport climate control system, comprising: estimating a future power output of one or more solar panels of the transport climate control system at a time t; and providing power to components of a climate control circuit of the transport climate control system using an energy storage source in preference to a prime mover in the event that the future power output exceeds a threshold value, so as to deplete the energy storage source prior to the time t; and recharging the energy storage source using the one or more solar panels at the time t. BRIEF DESCRIPTION OF DRAWINGS

[0023] Reference is made to the accompanying drawings, which form a part of this disclosure, and which illustrate embodiments of the systems and methods described in this specification.

[0024] Figure 1AFIG. 1 illustrates a perspective view of a climate-controlled transport unit having a transport climate control system attached to a tractor, according to one embodiment.

[0025] Figure 1B FIG. 2 illustrates a side view of a truck having a transport climate control system, according to one embodiment.

[0026] Figure 1C FIG. 3 illustrates a side view of a van having a transport climate control system, according to one embodiment.

[0027] Figure 1D FIG. 4 illustrates a perspective view of a passenger vehicle including a transport climate control system, according to one embodiment.

[0028] Figure 2 FIG. 5 illustrates a block diagram schematic of one embodiment of a power system for powering a transport climate control system, according to one embodiment.

[0029] Figure 3 FIG. 6 is a flowchart of a method for controlling a transport climate control system, according to one embodiment.

[0030] Figure 4 FIG. 7 is a flowchart of a method for controlling a transport climate control system, according to another embodiment. DETAILED DESCRIPTION

[0031] Figure 1A FIG. 1 illustrates an embodiment of a climate-controlled transport unit 102 attached to a tractor 103. The climate-controlled transport unit 102 includes a transport climate control system 100 for a transport unit 105. The tractor 103 is attached to the transport unit 105 and is configured to tow the transport unit 105. Figure 1A The transport unit 105 shown in FIG. 1 is a trailer. It will be appreciated 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 rail container, a sea container, etc.), a box truck, a semi-trailer truck, a bus, or other similar transport unit), etc.

[0032] 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 a climate-controlled space 106 of a transport unit 105. The transport 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 transport 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 communicate parameter data to the climate controller 107.

[0033] The CCU 110 is disposed on a front wall 108 of the transport unit 105. In other embodiments, it will be appreciated that the CCU 110 can be disposed, for example, on a roof or another wall of the transport unit 105. The CCU 110 includes a transport climate control circuit (see Figure 2 ) that connects, for example, a compressor, a condenser, an evaporator, and an expansion valve to provide conditioned air within the climate-controlled space 106.

[0034] The climate controller 107 can include a single integrated control unit or can include a distributed network of climate controller elements 112, 113, as shown. The number of distributed control elements in a given network can depend on the particular application of the principles described herein. The climate controller 107 is configured to control operation of the transport climate control system 100, including the transport climate control circuit.

[0035] In embodiments, the climate controller 107 is configured to obtain one or more route parameters. The one or more route parameters can include, for example, a route traveled by the transport unit 105 that includes the transport climate control system 100, a type of cargo being transported in the climate-controlled space 106 regulated by the transport climate control system 100, a number of stops made by the transport unit 105 during the route, an estimated number of times a door providing access to the climate-controlled space 106 will be opened during the route, an estimated amount of time a door providing access to the climate-controlled space 106 will be open during the route.

[0036] In embodiments, the climate controller 107 is configured to obtain the one or more route parameters via a communication link 114 (e.g., from a remote server 119). In embodiments, the climate controller 107 is configured to direct the display 109 to prompt a user to input the one or more route parameters and obtain the one or more route parameters from a human-machine interface included in the display 109, for example, in the form of a user input device (e.g., a touchscreen, a keyboard, a keypad, or the like).

[0037] The climate controller 107 is configured to obtain one or more conditions affecting the route from the remote server 119 via the communication link 114. The one or more conditions affecting the route can include, for example, weather forecasts, current weather data, traffic predictions, current traffic data, charging system location data, and customer delivery time constraints.

[0038] The climate controller 107 is configured to receive an energy level of an energy storage source from, for example, an energy storage management of a battery management system including a battery in the CCU 110.

[0039] The communication link 114 is operably connected to the climate controller 107 and provides communication between the climate controller 107 and the remote server 119 such that the climate controller 107 can obtain, for example, one or more conditions affecting the route from the remote server 119. The communication link 114 can be, for example, a wireless modem configured to communicate with the remote server 119 via the Internet using a cellular data network such as 3G, 4G, LTE, or the like.

[0040] The remote server 119 is a server separate from the tractor 103 and the climate controlled transport unit 102. The remote server 119 is configured such that one or more conditions affecting the route of the transport unit 105 are available to the climate controller 107. The one or more conditions affecting the route can include, for example, weather forecasts, current weather data, traffic predictions, current traffic data, charging system location data, and customer delivery time constraints. In embodiments, the remote server 119 is incorporated into or in communication with a dispatch or fleet management system. In embodiments, the remote server 119 is configured to supply one or more of the route parameters to the climate controller 107 including, for example, a route to be traveled by a transport unit including a transport climate control system, a type of cargo being transported in a space regulated by the transport climate control system, a number of stops to be made by the transport unit during the route, an estimated number of times a door of the space regulated by the transport climate control system will be opened during the route, an estimated amount of time a door providing access to the climate controlled space 106 will be open during the route, etc.

[0041] The tractor 103 includes a display 109. The display 109 can be connected to the climate controller 107 and the climate controller 107 can direct specific messages (e.g., alerts and notifications) to be presented on the display 109. In embodiments, the display 109 further includes a user input (e.g., a touchscreen, keypad, keyboard, or the like) to function as a human-machine interface (HMI), for example, to prompt for and accept input of one or more route parameters (e.g., route duration, number of door opening events, average duration of door opening events, and the like).

[0042] The climate-controlled transport unit 102 includes a door sensor 118 located at a door (not shown) of the climate-controlled space 106 and configured to determine whether the door (not shown) of the climate-controlled space 106 is open or closed. The door sensor 118 can be, for example, a mechanical, electrical, or optical sensor. The door sensor 118 can communicate with the climate controller 107, for example, via wired or wireless communication.

[0043] Figure 1B A temperature-controlled unit truck 120 including a climate-controlled space 122 for transporting goods and a transport climate control system 124 is depicted. The transport climate control system 124 includes a CCU 126 mounted to a front wall 128 of the loading space 122. The CCU 126 is controlled via a climate controller 130 to provide climate control within the climate-controlled space 122. The CCU 126 can include, among other components, a transport climate control circuit (see Figure 2 ) connecting, for example, a compressor, a condenser, an evaporator, and an expansion valve to provide climate control within the climate-controlled space 122.

[0044] The transport climate control system 124 also includes a programmable climate controller 130 and one or more 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, space temperature within the climate-controlled space 122, ambient humidity outside the truck 120, space humidity within the climate-controlled space 122, etc.) and communicate parameter data to the climate controller 130. The climate controller 130 is configured to control operation of the transport climate control system 124, including the transport climate control circuit.

[0045] The unit truck 120 includes a communication link 114 as described above. The communication link 114 allows the climate controller 130 to communicate with a remote server 119 as described above. The unit truck 120 includes a display 109, for example, located in a cab 132.

[0046] The unit truck 120 includes a door sensor 134 located at a door (not shown) of the climate-controlled space 122 and configured to determine whether the door (not shown) of the climate-controlled space 122 is open or closed. The door sensor 134 can be, for example, a mechanical, electrical, or optical sensor. The door sensor 134 can communicate with the climate controller 130, for example, via wired or wireless communication.

[0047] Figure 1CA temperature-controlled van 141 is depicted that includes a climate-controlled space 143 for transporting cargo and a transport climate control system 135 for providing climate control within the climate-controlled space 143. The transport climate control system 135 includes a CCU 140 that is mounted to a roof 144 of the climate-controlled space 143. The transport climate control system 135 can include, among other components, a transport climate control circuit (see Figure 2 ) that connects, for example, a compressor, a condenser, an evaporator, and an expansion valve to provide climate control within the climate-controlled space 143.

[0048] The transport climate control system 135 also includes a programmable climate controller 145 and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system 135 (e.g., ambient temperature outside the van 141, space temperature within the climate-controlled space 143, ambient humidity outside the van 141, space humidity within the climate-controlled space 143, etc.) and communicate parameter data to the climate controller 145. The climate controller 145 is configured to control operation of the transport climate control system 135, including the transport climate control circuit.

[0049] The temperature-controlled van 141 includes a communication link 114 as described above. The communication link 114 allows the climate controller 145 to communicate with a remote server 119 as described above. The temperature-controlled van 141 includes a display 109, for example, located in a cab 142 of the temperature-controlled van 141.

[0050] The temperature-controlled van 141 includes a door sensor 147 that is located at a door (not shown) of the climate-controlled space 143 and is configured to determine whether the door (not shown) of the climate-controlled space 143 is open or closed. The door sensor 147 can be, for example, a mechanical, electrical, or optical sensor. The door sensor 147 can communicate with the climate controller 145, for example, via wired or wireless communication.

[0051] Figure 1D is a perspective view of a vehicle 150 that includes a transport climate control system 155, in accordance with one embodiment. The vehicle 150 is a mass transit bus that can transport passenger(s) (not shown) to one or more destinations. In other embodiments, the vehicle 150 can be a school bus, a rail vehicle, a subway car, or other commercial vehicle that transports passengers. The vehicle 150 includes a climate-controlled space (e.g., a passenger cabin) 160 that can accommodate a plurality of passengers. The vehicle 150 includes a door 165 that is positioned on a side of the vehicle 150. In Figure 1DIn the embodiment shown in FIG. 1, the first door 165 is positioned proximate a front end of the vehicle 150, and the second door 165 is positioned toward a rear end of the vehicle 150. Each door 165 is movable between an open position and a closed position to selectively allow access to the climate-controlled space 160. The transport climate control system 155 includes a CCU 170 attached to a roof 175 of the vehicle 150.

[0052] The CCU 170 includes a transport climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator, and an expansion device to provide conditioned air within the climate-controlled space 160. The transport climate control system 155 also includes a programmable climate controller 180 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 155 and communicate parameter data to the climate controller 180. The climate controller 180 can include a single integrated control unit or can include a distributed network of climate controller elements. The number of distributed control elements in a given network can depend on the particular application of the principles described herein. The climate controller 180 is configured to control operation of the transport climate control system 155, including the transport climate control circuit.

[0053] The vehicle 150 includes the communication link 114 as described above. The communication link 114 allows the climate controller 180 to communicate with the remote server 119 as described above. The vehicle 150 includes a display 109 in the field of view of, for example, a driver seat (not shown) within the climate-controlled space 160.

[0054] The vehicle 150 includes a door sensor 182 positioned at, for example, each of the doors 165 and configured to determine whether any of the doors 165 is open or closed. The door sensor 182 can be, for example, a mechanical, electrical, or optical sensor. The door sensor 182 can communicate with the climate controller 180, for example, via wired or wireless communication.

[0055] Figure 2 A block diagram schematic of one embodiment of a power system 200 for powering a transport climate control system is illustrated. The power system 200 can power the transport climate control systems 100, 124, 135, 155 shown in FIGS. 1-3. Figures 1A to 1D The power system 200 includes a prime mover power network 204, an auxiliary power network 206, a utility power network 208, and a transport climate control load network 212 connected to a power conversion module 240. In other embodiments, the power system 200 can not include the utility power network 208.

[0056] The power system 200 can use one or more of the prime mover power network 204, the auxiliary power network 206, and the utility power network 208 to provide power to the transport climate control load network 212 at any given time.

[0057] The prime mover power network 204 includes a prime mover 210 (e.g., an internal combustion engine (e.g., a diesel engine)) and an electric machine 205 that can provide electric power to the power conversion module 240. The prime mover 210 is configured to generate mechanical power, and the electric machine 210 is configured to convert the mechanical power to electric power. The generated electric power is then sent by the prime mover power network 205 to the power conversion module 240. The prime mover 210 and the electric machine 205 can be part of a generator set that provides power to the transport climate control load network 212. The prime mover 210 and the electric machine 205 can be part of a CCU (e.g., the CCU 110, 126, 140, 170 shown in FIG. 1) to provide power to the transport climate control load network 212. Figures 1A to 1D

[0058] In some embodiments, the electric machine 205 can be a generator that can provide DC power to the transport climate control load network 212. In some embodiments, the electric machine 205 can include an alternator and a rectifier or an AC-DC converter (not shown) that rectifies or converts the AC power generated by the electric machine 205 to DC power.

[0059] The auxiliary power network 206 includes an energy storage source 230 and an energy storage management system 235. In some embodiments, the auxiliary power network 206 can be housed within the CCU. In other embodiments, the auxiliary power network 206 can be external to the CCU.

[0060] In some embodiments, the energy storage source 230 can include one or more batteries. Each of the batteries can also be connected to the power conversion module 240. In some embodiments, the energy storage source 230 can provide 12 V DC or 24 V DC. In other embodiments, the energy storage source 230 can provide 48 V DC.

[0061] The energy storage management system 235 is configured to monitor the charge level of the one or more batteries of the energy storage source 230 and to charge the one or more batteries of the energy storage source 230. The energy storage management system 235 can communicate with, for example, the controller 260 to provide the charge level of the one or more batteries of the energy storage source 230. In addition, the energy storage management system 235 can receive instructions from, for example, the controller 260 that indicate the amount of power from the energy storage source 230 that should be supplied to the power conversion module 240.

[0062] ​The auxiliary power network 206 may include one or more solar panels 233 used to charge the energy storage source 230. In some embodiments, when sufficient power is generated, the solar panels 233 may directly supply power to the transport climate control load network 212. In other embodiments, the output from the solar panels 233 may always be buffered by the energy storage source 230 before being used by the transport climate control network 212.

[0063] Power conversion module 240 is configured to convert power from both prime mover power network 204 and auxiliary power network 206 into load power compatible with one or more loads of transport climate control load network 212. Specifically, power conversion module 240 is configured to step down or boost power from prime mover power network 204 and power from auxiliary power network 206 to obtain the desired load power. In some embodiments, power conversion module 240 may include one or more DC / DC converters. The load power output by power conversion module 240 can then be provided to transport climate control load network 212 on load DC bus 202. In some embodiments, the load power may be low-voltage DC power (e.g., between 0 V DC and 60 V DC). In other embodiments, the load power may be high-voltage DC power (e.g., between 60 V DC and 1500 V DC).

[0064] The power system 200, and particularly the power conversion module 240, is controlled by a controller 260. The controller 260 may be, for example... Figures 1A to 1D The controllers 107, 130, 145, and 180 are shown. In some embodiments, the power conversion module 240 can monitor the amount of current and / or voltage supplied by the prime mover power network 204. Furthermore, in some embodiments, the power conversion module 240 can monitor the amount of current and / or voltage drawn by components of the transport climate control load network 212. The power conversion module 240 can be configured to transmit the amount of current and / or voltage supplied by the prime mover power network 204 and the amount of current and / or voltage drawn by components of the transport climate control load network 212.

[0065] Components of the transport climate control load network 212 may be, for example, part of a CCU mounted on the body of a vehicle (e.g., a truck, van, etc.). In some embodiments, the CCU may be located above the cab of a truck (e.g., Figure 1A (As shown). In another embodiment, the CCU may be on top of the TU (for example, on top of the box where the external condenser is located) (see...). Figure 1BIn some embodiments, components of the transport climate control load network 212 may be DC-powered components. In some embodiments, components of the transport climate control load network 212 may be AC-powered components. In some embodiments, the transport climate control load network 212 may include both DC-powered and AC-powered components.

[0066] like Figure 2 As shown, the transport climate control load network 212 includes at least one compressor 255, one or more evaporator (fan) blowers 265, one or more condenser fans 270, and a heater 275. It will be understood that in some embodiments, the transport climate control load network 212 does not include the heater 275. It will be further understood that in some embodiments, the transport climate control load network 212 may include thermal management for batteries, power electronics, etc. The transport climate control load network 212 also includes an inverter 250 configured to boost load power and convert the boosted load power into AC load power. That is, the inverter 250 is configured to boost power from the DC load bus 202 and convert the power into AC power to drive the compressor 255. In some embodiments, the inverter 250 may convert load power into high-voltage AC power. Figure 2 As shown, inverter 250 is configured to power compressor 255 and optional ground heater 275. It will be understood that in other embodiments, inverter 250 may power other components of the transport climate control load network 212, such as, for example, one or more evaporator blowers 265, one or more condenser fans 270, etc. In some embodiments, inverter 250 may be a compressor drive module (CDM).

[0067] In some embodiments, inverter 250 can convert low-voltage DC power (e.g., 12V DC, 24V DC, 48V DC) from load DC bus 202 and provide AC power (e.g., 230V AC three-phase, 460V AC three-phase, etc.) to drive compressor 255. Specifically, inverter 250 drives compressor 255 to meet the needs of a transportation climate control system.

[0068] The load DC bus 202 is connected to and powers each of the inverter 250, one or more evaporator blowers 265, one or more condenser fans 270, heaters 275, and controller 260. It will be understood that the inverter 250, with compressor 255, may need to transport the majority of the power to the various loads in the climate-controlled load network 212. For example... Figure 2 As shown, in some embodiments, inverter 250 can also power heater 275.

[0069] The utility power network 208 is configured to charge the energy storage source 230 of the auxiliary power network 206 when, for example, the vehicle is parked and accessible to a utility power source 220. In some embodiments, the utility power network 208 can also provide power to operate the transport climate control load network 212 when, for example, the vehicle is parked and accessible to a utility power source. The utility power network 208 includes an AC-DC converter 225. A utility power source (e.g., shore power, etc.) 220 can be connected to the AC-DC converter 225 to provide an AC power input to the AC-DC converter 225. The AC-DC converter 225 is configured to convert the AC power from the utility power source 220 and provide the converted DC power to the power conversion module 240.

[0070] While Figure 2 While a single AC-DC converter 225 is shown, it is understood that in other embodiments, the power system 200 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 220 to provide additional power capacity to the power system 200. In some embodiments, each of the AC-DC converters can provide a different amount 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 220 can be directly connected to the compressor 255 and provide power to drive the compressor 255, thereby bypassing the inverter 250. In some embodiments, the inverter 250 can be used as an AC-DC converter and convert power received from the utility power 220 to DC power that can be provided by the inverter 250 to the load DC bus 202.

[0072] In some embodiments, the compressor 255 can be a variable speed compressor. In other embodiments, the compressor 255 can be a fixed speed (e.g., two-speed) compressor. Further, in some embodiments, the heater 275 can be configured to receive power from the inverter 250. While Figure 2 While the compressor 255 shown in FIG. 1 is powered by AC power, it is understood that in other embodiments, the compressor 255 can be powered by DC power or mechanical power. Further, in some embodiments, the prime mover 210 can be directly connected (not shown) to the compressor 255 to provide mechanical power to the compressor 255.

[0073] When the compressor 255 and / or the heater 275 are directly powered by the utility power 220, the compressor 255 and / or the heater 275 can be turned on and off (e.g., operate in start / stop mode) in order to control the amount of cooling provided by the compressor 255 and / or the amount of heating provided by the heater 275.

[0074] Controller 260 is configured to monitor and control the operation of a transport climate control system. Specifically, controller 260 may control the operation of compressor 255, heater 275, one or more condenser fans 270, one or more evaporator blowers 265, and any other components of the vehicle-powered transport climate control system. In some embodiments, controller 260 may monitor the amount of power drawn by components of the transport climate control load network 212. Controller 260 may also be configured to control electrical system 200. Electrical system 200 may also include one or more sensors (not shown) configured to measure one or more electrical parameters (e.g., voltage, current, etc.) passing through electrical system 200 and transmit the electrical parameter data to controller 260. Figure 2 As shown, the controller 260 can communicate with all components of the transport power system 200 via a communication link (shown with dotted lines).

[0075] In this embodiment, the power system 200 can operate in at least two power modes. Figures 1A to 1D The transportation climate control systems 100, 124, 135, and 155 shown are powered. Specifically, in a first power mode, power system 200 supplies power from prime mover power network 204 to transportation climate control load network 212, and in a second power mode, power system 200 supplies power only from auxiliary power network 206 (i.e., from one or more batteries) to transportation climate control load network 212. Controller 260 can be configured to detect when the power demand of transportation climate control load network 212 falls below a predefined threshold power and automatically switch from the first power mode to the second power mode. For example, when transportation climate control systems 100, 124, 135, and 155 only need to circulate air using evaporator blower 265 and do not require heating or cooling (for example, when the setpoint temperature has been reached, in "fresh" or "zero" mode), power system 200 can supply sufficient power from energy storage source 230, and therefore prime mover 210 can be shut off. This may be particularly advantageous in urban areas for reducing emissions. The controller 260 can directly detect power demand using appropriate sensors, or it can infer power demand based on the operating conditions of the transport climate control systems 100, 124, 135, 155 (for example, based on the operating mode).

[0076] The evaporator blower 265 has a variable speed motor, such as a 48 V DC motor. In the second power mode, the controller 260 sets the speed of the evaporator blower 265 to a lower speed than when in the first power mode. This reduces energy consumption when power is supplied solely by the auxiliary power network 206 (i.e., by one or more batteries).

[0077] The controller 260 can estimate a predicted duration of operation in the second power mode and set the speed of the blower 265 based on the predicted duration. For example, where the second power mode is activated in order to reduce emissions in an urban area, the controller can estimate the predicted duration based on when the vehicle is expected to leave the urban area. The controller 260 can use traffic data and predictions (e.g., average traffic levels, current traffic updates and alerts, or the like) to estimate the future location of the vehicle relative to time and identify when the first power mode can be reactivated. The speed of the blower 265 can be set by the controller 260 in order to ensure that the auxiliary power network 206 is able to meet the power demand for the predicted duration. The controller 260 uses information from the auxiliary power network 206 regarding the remaining energy stored (e.g., the state of charge of one or more batteries) to calculate and set the speed of the blower 265. For example, if the second power mode only requires 1 hour, the controller 260 can set the blower 265 to a higher speed than if the second power mode requires 3 hours (e.g., if a higher speed will result in the remaining energy being used before the end of the predicted duration). Thus, the speed of the blower 265 and the predicted duration can be inversely proportional over at least a portion of the operating range of the predicted duration. On the other hand, the speed of the blower 265 and the remaining energy can be directly proportional over at least a portion of the operating range of the remaining energy, such that a higher speed is used where there is more energy remaining. In some examples, the speed of the blower 265 can be changed in discrete steps / thresholds of the predicted duration and / or the remaining energy.

[0078] In calculating the speed of the blower 265, the controller 260 can take into account the energy required to restart the prime mover. Thus, the controller 260 can avoid the auxiliary power network 206 becoming so depleted that the prime mover is unable to restart. The energy required to restart the prime mover can be a dynamic value based on the temperature of the prime mover (i.e., the colder the engine, the more power required to restart). The controller 260 can be adaptive such that when a power source with greater capacity is connected to the TRU, the evaporator blower 265 can operate at a higher speed when in the second power mode.

[0079] The controller 260 can receive information about the charge level of the energy storage source 230 and switch to the second power mode only if sufficient charge remains (e.g., if the charge level exceeds a threshold). The threshold charge level can be determined dynamically based on information about the route of the vehicle and conditions affecting the route. In other embodiments, the controller 260 can switch to the second power mode regardless of the remaining charge in the energy storage source 230. In particular, power from the auxiliary power network 206 can be prioritized over the prime mover power network 204, and if the energy storage source 230 becomes depleted enough that it can no longer provide necessary power, the power system 200 can return to the first power mode in which the prime mover 210 is turned on again. Thus, the controller 260 can use the auxiliary power network 206 alone whenever the auxiliary power network 206 is able to provide sufficient power.

[0080] In other embodiments, the controller 260 can activate the second power mode only in certain locations. For example, the controller 260 can use GPS data to determine whether the vehicle is within a certain area (e.g., within city or town boundaries) and activate the second power mode only in such areas.

[0081] In embodiments, the controller 260 obtains information about weather forecasts. In particular, the weather forecast information can be provided based on the current location of the vehicle as determined using GPS, or can be provided based on the future location of the vehicle as determined by a predetermined route. The controller 260 can also use traffic data and predictions (e.g., average traffic levels, current traffic updates and alerts, or the like) to estimate the future location of the vehicle relative to time. The weather forecast can include information about cloud cover, solar intensity, and the like. Based on the weather forecast information, the controller 260 is able to estimate the future power output of the solar panel 233.

[0082] In the event that the controller 260 determines that the future power output of the solar panel 233 exceeds a threshold, the controller 260 is configured to utilize the energy storage source 230 in order to provide power to the transport climate control load network 212. For example, the controller 260 can switch to the second power mode such that power is provided only by the auxiliary power network 206, or can switch to the third power mode in which power from the prime mover power network 204 is supplemented by power from the auxiliary power network 206. Thus, the energy storage source 230 can be depleted before the power output of the solar panel 233 exceeds the threshold, and thus can be recharged from the solar panel 233 at that future time. Without such proactive action, power from the solar panel 233 can be wasted as there is a surplus that cannot be stored in the energy storage source 230.

[0083] As described above, the controller 260 can take into account the charge level of the energy storage source 230 when determining whether to switch to the second power mode. The power provided by the auxiliary power network 206 in the second power mode can also include a contribution from the solar panel 233. The controller 260 can utilize weather forecast information to estimate a future power output of the solar panel 233 that can be used, along with the charge level of the energy storage source 230, to determine whether to switch to the second power mode.

[0084] Figure 3 is a flowchart of a method 300 for controlling a transport climate control system (e.g., the transport climate control systems 100, 124, 135, 155 shown in FIGS. 1-4) according to one embodiment. The transport climate control system can be powered by, for example, the power system 200 shown in FIG. 5. Figures 1A to 1D is a flowchart of a method 400 for controlling a transport climate control system (e.g., the transport climate control systems 100, 124, 135, 155 shown in FIGS. 1-4) according to another embodiment. The transport climate control system can be powered by, for example, the power system 200 shown in FIG. 5. Figure 2

[0085] At 302, a controller (e.g., the climate controller 107, 130, 145, or 180) determines a power demand of the transport climate control system (i.e., the transport climate control load network 212).

[0086] At 304, the controller determines whether the power demand is less than a threshold power. If the power demand is not less than the threshold, the controller configures the power system 200 to operate in a first power mode at 306 in which power is supplied to the transport climate control load network 212 from the prime mover power network 204. If the power demand is less than the threshold, the controller configures the power system 200 to operate in a second power mode at 308 in which power is supplied to the transport climate control load network 212 only from the auxiliary power network 206. The method returns to 302 where the controller repeatedly evaluates the power demand. The power demand can be evaluated at set time intervals or in response to a trigger. For example, a change in the operating mode of the transport climate control system can trigger the controller to evaluate the power demand and / or change the power mode.

[0087] Figure 4 is a flowchart of a method 400 for controlling a transport climate control system (e.g., the transport climate control systems 100, 124, 135, 155 shown in FIGS. 1-4) according to another embodiment. The transport climate control system can be powered by, for example, the power system 200 shown in FIG. 5. Figures 1A to 1D Figure 2

[0088] ​​​At 402, a controller (e.g., climate controller 107, 130, 145, or 180) estimates a future power output of one or more solar panels 233 at time t. The future power output can be estimated based on weather forecast information (e.g., solar intensity and / or cloud cover). The weather forecast information can be based on the location of the transport unit at time t.

[0089] At 404, the controller determines whether the future power output is greater than a threshold power. If it is determined that the power demand is greater than the threshold, the controller configures the power system 200 to operate in a power mode at 406 in which power is supplied from the auxiliary power network 206 to the transport climate control load network 212 in preference to the prime mover power network 204. In other words, the power system 200 supplies power from the energy storage source 230 before power is provided from the prime mover 210. As a result, the prime mover 210 can be shut down or its operation minimized. Thus, the energy storage source 230 is used and depleted as such before time t.

[0090] At 408, the energy storage source 230 can be recharged at time t using the solar panels 233 as they provide a high enough output to do so.

[0091] As an example, the solar panels 233 can be producing very little power due to current weather conditions. However, the controller can determine from weather forecast information whether the weather conditions will change in 1 hour such that the solar panels will produce enough power at that time to recharge the energy storage source 230. Thus, the controller can utilize power from the energy storage source 230 for the next hour such that power from the solar panels 233 can be put to use at that later time. As a result, the use of the prime mover 210 can be reduced.

[0092] The terminology used in this specification intends to describe specific embodiments and is not intended to be limiting. Unless otherwise expressly stated, the terms "a," "an" and "the" do not imply that a limitation of quantity of just one occurrence. The terms "comprises," "comprising," "includes," "including" and "containing," when used in this specification, indicate the presence of the stated features, integers, steps, operations, elements, and / or components but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0093] With respect to the foregoing description, it is to be understood that changes can be made in detail, especially in matters of the construction materials employed and the shape, size and arrangement of the parts without departing from the scope of the disclosure. The words "example" and "exemplary" are used herein to mean serving as an example, instance, or illustration. Any implementation described herein as an "example" or "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations. Unless otherwise indicated, the description of an example implementation is not intended to be exclusive of other example implementations. Accordingly, unless otherwise indicated, the description of an example implementation is intended to be illustrative of many variations that are currently unspecifiable but are nevertheless fully contemplated by those of ordinary skill in the art. The disclosure is not to be limited in scope by the specific embodiments described herein. Express language, such as "the best mode for carrying out the disclosure" or "the only means for carrying out the disclosure" or the like, is not intended to be limiting.

Claims

1. A transport climate control system, comprising: a climate control circuit having a compressor, a condenser, an evaporator, and an expansion valve to provide conditioned air to a climate-controlled space of a transport unit; a prime mover configured to provide electrical power to components of the climate control circuit; an energy storage source configured to provide electrical power to components of the climate control circuit; and a controller configured to determine and compare a power demand of the climate control circuit to a power threshold, and based on the comparison, selectively operate the transport climate control system in a first power mode or a second power mode, wherein upon determining that the power demand is above the power threshold, the controller operates the transport climate control system in the first power mode in which electrical power is provided to the climate control circuit from the prime mover, and upon determining that the power demand is at or below the power threshold, the controller operates the transport climate control system in the second power mode in which electrical power is provided to the climate control circuit from the energy storage source and not from the prime mover; wherein the controller is configured to control a fan of the evaporator such that the fan operates at a lower speed when in the second power mode than when in the first power mode; and wherein the controller is configured to predict a duration of use of the second power mode and set the speed of the fan of the evaporator based on the predicted duration and a remaining energy in the energy storage source.

2. The transport climate control system of claim 1, in the second power mode, electrical power is provided exclusively from the energy storage source; and / or wherein wherein in the first power mode, electrical power is provided exclusively from the prime mover. in the second power mode, the prime mover is turned off.

3. The transport climate control system of any preceding claim, wherein, the controller is configured to use the second power mode when the compressor of the climate control circuit is inactive.

4. The transport climate control system of any preceding claim, wherein, the controller is configured to use the second power mode when a setpoint temperature is reached.

5. The transport climate control system of any preceding claim, wherein, the controller dynamically determines the threshold power.

6. The transport climate control system of any preceding claim, wherein, the controller is configured to determine the threshold power based on electrical power available in the second power mode.

7. The transport climate control system of claim 6, wherein, the energy storage source comprises one or more batteries.

8. The transport climate control system of any preceding claim, wherein, the controller determines the power demand based on an operating mode or condition of the climate control circuit.

9. The transport climate control system of any preceding claim, wherein, 10. A method for controlling a transport climate control system, comprising: determining and comparing a power demand of a transport climate control circuit of the transport climate control system to a power threshold; based on the comparison, selectively operating the transport climate control system in a first power mode or a second power mode, wherein upon determining that the power demand is above the power threshold, operating the transport climate control system in the first power mode in which electrical power is provided to the climate control circuit from a prime mover, wherein a fan of an evaporator of the transport climate control circuit operates at a first speed, and wherein upon determining that the power demand is at or below the power threshold, operating the transport climate control system in the second power mode in which electrical power is provided to the climate control circuit from an energy storage source and not from the prime mover. wherein upon determining that the power demand is at or below the power threshold, operating the transport climate control system in the second power mode in which power is provided to the climate control circuit from the energy storage source instead of from the prime mover, wherein the evaporator fan of the transport climate control circuit is operated at a second speed that is lower than the first speed, and predicting a duration of use of the second power mode, and setting the speed of the evaporator fan based on the predicted duration and a remaining energy in the energy storage source.

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