System and method for controlling operation of transport refrigeration unit in vehicle

Abstract

Embodiments of the present disclosure describe systems and methods for controlling operation of a transport refrigeration unit (TRU) of a vehicle including a container configured to store cargo. The method includes receiving first input information from at least one sensor positioned inside the container. Further, the method includes determining a current amount of cargo load in the container based on the received first input information from the at least one sensor. Further, the method includes controlling operation of the TRU by setting one or more temperature regulation parameters of the container based on the determined current amount of cargo load in the container. Further, in response to detecting a type of refrigerant leakage in the vehicle, the operation of the TRU is controlled by triggering a particular type of safety mode of a plurality of modes.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 508,935, filed on June 19, 2023, which is incorporated herein by reference in its entirety. Technical Field

[0002] The present disclosure relates generally to the field of transport refrigeration systems and, more particularly, to systems and methods for controlling the operation of a transport refrigeration unit (TRU) in a transport vehicle. Background Art

[0003] Freight containers (also known as cargo containers or intermodal containers) are designed to be used across various modes of transportation, such as ship, rail or truck. These containers are standardized and enable efficient transportation of commodities. Refrigerated freight containers are specifically used to transport cargo loads that require temperature regulation, such as perishable foods or pharmaceuticals.

[0004] Currently, for cargo transportation, when cargo is loaded into the container, the refrigeration system associated with the container is operated at a standard setting manually set by a user. In an example, the refrigeration system may be operated based on the temperature difference between the set point and the temperature control. However, this traditional approach may often result in temperatures exceeding the set point and poor regulation near the set point because the refrigeration system is operated at full capacity without considering the cargo load present in the cargo container.

[0005] In addition, for the operational safety of the aforementioned container, one or more safety devices (e.g., safety sensors) are usually installed in the cargo container to monitor any refrigerant leaks in real time. However, even if a refrigerant with moderate or higher flammability, such as A2L or A3, is present, current refrigeration systems are designed to take into account the low flammability limit of the safety device. Therefore, such a safety device may be triggered too many times for A2L or A3 refrigerant leaks, thereby causing excessive stops of the vehicle carrying the cargo container.

[0006] Therefore, efficient refrigeration systems and methods are needed to overcome the above challenges. Summary of the invention

[0007] This summary is provided to introduce a selection of concepts in a simplified format that are further described in the detailed description of the present disclosure. This summary is neither intended to identify key or essential inventive concepts of the present disclosure nor is it intended to be used to determine the scope of the present disclosure.

[0008] Disclosed herein is a method for controlling operation of a transport refrigeration unit (TRU) of a vehicle, the vehicle comprising a container configured to store cargo. The method comprises receiving first input information from at least one sensor positioned inside the container. Further, the method comprises determining a current amount of cargo load in the container based on the received first input information from the at least one sensor. Further, the method comprises controlling operation of the TRU by setting one or more temperature adjustment parameters of the container based on the determined current amount of cargo load in the container.

[0009] In one or more embodiments, the determining includes determining the current amount of cargo load in the container based on a distance of one or more objects associated with the cargo load from the location of the at least one sensor inside the container, wherein the distance is determined based on a time-of-flight measurement of a signal transmitted from the at least one sensor to the one or more objects associated with the cargo load.

[0010] In one or more embodiments, controlling the operation of the TRU includes setting the one or more temperature regulation parameters by controlling the operation of at least one of the following: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve, and an evaporator fan in the TRU of the vehicle.

[0011] In one or more embodiments, the method further includes receiving second input information from at least one refrigerant sensor positioned inside the container, the second input information indicating a current concentration level of a type of refrigerant being used in the vehicle. In addition, the method includes processing the second input information to determine whether the current concentration level of the type of refrigerant is greater than a predefined threshold concentration level of the type of refrigerant.

[0012] In one or more embodiments, controlling the operation of the TRU further includes selecting a safety mode among a plurality of safety modes, wherein each of the plurality of safety modes indicates a specific safety trigger mechanism based on a determined current amount of the cargo load in the container and a determination that the current concentration level is greater than the predefined threshold concentration level.

[0013] In one or more embodiments, the plurality of safety modes includes a first safety trigger mechanism based on an alarm, a second safety trigger mechanism involving shutting down the TRU, and a third safety trigger mechanism for pumping down the refrigerant.

[0014] In one or more embodiments, the at least one sensor includes a 3D Light Detection and Ranging (LiDAR) sensor, a return air sensor, and a supply air sensor.

[0015] In one or more embodiments, the method further includes receiving third input information associated with a current travel route and a current location of the vehicle, wherein controlling the operation of the TRU includes setting the one or more temperature adjustment parameters of the container based on the determined current amount of the cargo load and the third input information.

[0016] In one or more embodiments, the method further includes receiving fourth input information associated with a cargo weight and cargo type inside the container of the vehicle, wherein controlling the operation of the TRU includes setting the one or more temperature adjustment parameters of the container based on the fourth input information.

[0017] Also disclosed herein is a system for controlling the operation of a transport refrigeration unit (TRU) of a vehicle, the vehicle comprising a container configured to store cargo. The system comprises at least one sensor positioned inside the container of the vehicle and at least one processor communicatively coupled to the at least one sensor. The at least one processor is configured to receive first input information from the at least one sensor positioned inside the container. The at least one processor is further configured to determine a current amount of cargo load in the container based on the received first input information from the at least one sensor. The at least one processor is further configured to control the operation of the TRU by setting one or more temperature adjustment parameters of the container based on the determined current amount of cargo load in the container.

[0018] In one or more embodiments, the at least one processor is further configured to determine the current amount of cargo load in the container based on a distance of one or more objects associated with the cargo load from the location of the at least one sensor inside the container, wherein the distance is determined based on a time-of-flight measurement of a signal transmitted from the at least one sensor to the one or more objects associated with the cargo load.

[0019] In one or more embodiments, the at least one processor is further configured to control the operation of the TRU by setting the one or more temperature regulation parameters based on the operation of controlling at least one of the following items: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve and an evaporator fan in the TRU of the vehicle.

[0020] In one or more embodiments, the at least one processor is further configured to receive second input information from at least one refrigerant sensor positioned inside the container, the second input information indicating a current concentration level of a type of refrigerant being used in the vehicle. In addition, the at least one processor is configured to process the second input information to determine whether the current concentration level of the type of refrigerant is greater than a predefined threshold concentration level of the type of refrigerant.

[0021] In one or more embodiments, in order to control the operation of the TRU, the at least one processor is further configured to select a safety mode among multiple safety modes, wherein each of the multiple safety modes indicates a specific safety trigger mechanism based on a determined current amount of the cargo load in the container and a determination that the current concentration level is greater than the predefined threshold concentration level.

[0022] In one or more embodiments, the plurality of safety modes includes a first safety trigger mechanism based on an alarm, a second safety trigger mechanism involving shutting down the TRU, and a third safety trigger mechanism for pumping down the refrigerant.

[0023] In one or more embodiments, the at least one sensor includes a 3D Light Detection and Ranging (LiDAR) sensor, a return air sensor, and a supply air sensor.

[0024] In one or more embodiments, the at least one processor is further configured to receive third input information associated with a current travel route and a current location of the vehicle; and to control the operation of the TRU by setting the one or more temperature adjustment parameters of the container based on the determined current amount of the cargo load and the third input information.

[0025] In one or more embodiments, the at least one processor is further configured to receive fourth input information associated with the cargo weight and cargo type inside the container of the vehicle, and to control the operation of the TRU by setting the one or more temperature adjustment parameters of the container based on the fourth input information.

[0026] In order to further illustrate the advantages and features of these methods, systems and devices, a more specific description of these methods, systems and devices will be presented by reference to their specific embodiments shown in the accompanying drawings. It is to be appreciated that these drawings only depict typical embodiments of the present disclosure and are therefore not to be considered as limiting the scope thereof. The accompanying drawings will be used to describe and explain the present disclosure with additional specificity and detail. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] These and other features, aspects and advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings, in which like characters represent like parts throughout the drawings, wherein:

[0028] Figure 1 A system environment for controlling operation of a transport refrigeration unit of a vehicle is shown;

[0029] Figure 2 Another exemplary system environment including one or more components for determining temperature adjustment parameters is shown;

[0030] Figure 3 Shows Figure 1 A detailed schematic block diagram of a server;

[0031] Figure 4 An example block diagram of an ECU of a vehicle is shown;

[0032] Figure 5 A process flow describing a method for controlling operation of a transport refrigeration unit of a vehicle is shown; and

[0033] Fig. 6A and Figure 6B An example use case associated with controlling the operation of a transport refrigeration unit of a vehicle is shown.

[0034] Furthermore, those skilled in the art will appreciate that the elements in the drawings are shown for simplicity and may not necessarily be drawn to scale. For example, a flow chart illustrates a method in terms of the most salient steps involved to help promote understanding of various aspects of the present disclosure. Furthermore, with respect to the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details relevant to understanding the embodiments of the present disclosure, lest the drawings be obscured by details that would be readily apparent to those skilled in the art having the benefit of the description herein. DETAILED DESCRIPTION

[0035] To promote an understanding of the principles of the present disclosure, reference will now be made to various embodiments and specific language will be used to describe these embodiments. It will be understood, however, that no limitation of the scope of the present disclosure is intended thereby, and such changes and further modifications in the illustrated systems, and such further applications of the principles of the present disclosure as illustrated therein are deemed to be what would normally occur to one skilled in the art to which the present disclosure relates.

[0036] Those skilled in the art will understand that the foregoing general description and the following detailed description are illustrative of the present disclosure and are not intended to limit the present disclosure.

[0037] Throughout this specification, references to "aspect," "another aspect," or similar language mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present disclosure. Thus, throughout this specification, appearances of the phrases "in an embodiment," "in another embodiment," "some embodiments," "one or more embodiments," and similar language may, but do not necessarily, all refer to the same embodiment.

[0038] The terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, such that a process or method that includes a series of steps does not include only those steps, but may include other steps that are not explicitly listed or inherent to such process or method. Similarly, one or more devices or subsystems or elements or structures or components beginning with "includes ... a" do not exclude the presence of other devices or other subsystems or other elements or other structures or other components or additional devices or additional subsystems or additional elements or additional structures or additional components without more constraints.

[0039] Embodiments disclosed herein provide a method and system for controlling the operation of a transport refrigeration unit by setting temperature regulation parameters in a container of a vehicle. Specifically, the disclosed system uses one or more sensors (such as, but not limited to, light detection and ranging (LiDAR) sensors) to determine the current amount of cargo load in the container. Based on the current amount of cargo load in the container (e.g., cargo volume), one or more temperature regulation parameters can be set or adjusted, thereby providing an energy-efficient system and method for operating a refrigeration system associated with the container. Therefore, based on monitoring the cargo volume, the temperature regulation parameters can be adjusted in real time, which optimizes and ensures efficient operation of the refrigeration system and also avoids excessive consumption, thereby improving temperature regulation near the set point.

[0040] In addition, embodiments disclosed herein also provide a method and system for controlling the operation of a transport refrigeration unit by monitoring the current concentration level of a type of refrigerant in a container (i.e., a refrigerant leak in the container). If the current concentration exceeds a predefined threshold level, a specific safety mode can be selected. Each of the multiple safety modes indicates a specific safety trigger mechanism based on a determined current amount of cargo load in the container and a determination that the current concentration level is greater than a predefined threshold concentration level. Thus, the safety level is dynamically modified based on a specific type of refrigerant and further based on the detected concentration level, thereby ensuring minimal interference with the operation / travel of the vehicle.

[0041] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0042] Figure 1A system environment 100 is shown for controlling operation of a transport refrigeration unit 114 of a vehicle 102. In non-limiting examples, the vehicle 102 may be a gasoline vehicle, a diesel vehicle, a compressed natural gas (CNG) vehicle, an electric vehicle, etc. The system environment 100 may include the vehicle 102, a communication network 116, and a server 118.

[0043] The vehicle 102 may further include a container 104, a sensor 106, a transport refrigeration unit 114, and an electronic control unit (ECU) 122. The container 104 may refer to a shipping container, a trailer, an intermodal container, a marine container, a truck, and / or other containers that can be used to store and / or transport merchandise by road, rail, air, or sea. The container 104 may be refrigerated or non-refrigerated. "Cargo" and "cargo load" may refer to items located inside the container 104, items to be loaded (placed) inside the container 104, and / or items unloaded (removed) from the container 104.

[0044] The vehicle 102 includes a transport refrigeration unit 114 coupled to the container 104. The ECU 122 may be coupled to the transport refrigeration unit 114 and an engine (not shown) of the vehicle 102. In a non-limiting example, the vehicle 102 includes a cargo load 120 that may be refrigerated during transportation of the merchandise in the cargo load 120. The cargo load 120 may include one or more perishable commodities / items to be transported from one location to another.

[0045] According to an embodiment, the transport refrigeration unit 114 may further include a refrigerant sensor 108, a compressor 110, and a power supply unit 112. The transport refrigeration unit 114 may be configured to cool the container 104. The compressor 110 may correspond to a cooling compressor. In addition to the compressor 110, the transport refrigeration unit 114 may further include a cooling fan (not shown) for cooling the container 104 and a heating device for thawing and heating the container 104. The heating device may correspond to at least one of a heating compressor or an electric heater. As an example, the type of the compressor 110 depends on the transport refrigeration unit 114 and may vary depending on the type of the container 104.

[0046] During the driving mode of the vehicle 102, the engine is configured to provide power to the transport refrigeration unit 114 through the power system 112, so that the transport refrigeration unit 114 can maintain one or more temperature regulation parameters of the container 104. The temperature regulation parameters may include cooling parameters of the vehicle 102, which may further include at least one of the following: temperature inside the vehicle 102, humidity inside the vehicle 102, fresh air ventilation inside the vehicle 102, parameters associated with the exhaust outlet motor of the vehicle 102, defrost rate, and dehumidification. In addition, the control of the temperature regulation parameters may correspond to cooling capacity, airflow, set point accuracy, and fuel combustion in the vehicle 102. Since the cargo load 120 may include perishable goods, the transport refrigeration unit 114 may be configured to maintain appropriate one or more temperature regulation parameters inside the container 104. In one embodiment, the aforementioned temperature regulation parameters may be determined based on the current amount of the cargo load 120 in the container 104, thereby helping to reduce energy consumption associated with fuel, gas, and electricity, and provide better temperature control. The current amount of the cargo load 120 may be determined based on information received from the sensor 106. The amount of cargo load 120 may correspond to the current volume of the cargo or the area occupied by the cargo within the total capacity of the container 104. In an embodiment, the sensor 106 may include one of a 3D light detection and ranging (LiDAR) sensor, a return air sensor, and a supply air sensor. LiDAR sensor scanning (also known as laser scanning or 3D scanning) can be used to measure the exact distance of the sensor from an object (e.g., the cargo load 120 in the container 104). Specifically, the sensor 106 may include a system / module to determine the duration it takes for one or more light beams transmitted via the LiDAR to hit an object or surface and reflect to a laser scanner in the LiDAR system. The speed of light can then be used to calculate the distance. This measurement is referred to as a "time of flight" measurement. Although Figure 1 Only one sensor 106 is depicted, but one skilled in the art will appreciate that more than one sensor 106 may be present in the container 104 to determine the current amount of the cargo load 120 in the container 104 .

[0047] The sensor 106 may be configured to provide information associated with a current amount of cargo in the container 104 to at least one processor / controller of the transport refrigeration unit 114 or ECU 122, the current amount of cargo being determined based on a distance of one or more objects (e.g., boxes) associated with the cargo load 120 from the location of the sensor 106. The information may include, for example, a time of flight measurement or a reflected signal received at the sensor 106 in response to the transmission of a signal from the sensor 106. In response to receiving the information from the sensor 106, the processor / controller associated with the ECU 122 or transport refrigeration unit 114 in conjunction with the server 118 may be configured to determine a volume / current amount of cargo load 120 in the container 104 of the vehicle 102. In one or more embodiments, the exchange of information between the sensor 106 and the transport refrigeration unit 114 or ECU 122 may be performed using one or more of the following: a controller area network; Bus, wireless network (such as Wi-Fi or ) or through analog commands of variable voltages.

[0048] In one embodiment, the temperature conditioning parameters may be dynamically adjusted based on any changes in the current amount (e.g., volume) of the cargo load 120 determined in real time. Thus, as cargo is loaded or unloaded from the container 104, the temperature conditioning parameters may be adjusted based on the volume of the cargo load 120 measured in real time.

[0049] In one or more embodiments, the sensor 106 may be used alone or in combination with other transport refrigeration unit sensors or vehicle data communicated via the vehicle 102 or trailer communication device. In embodiments where a LiDAR sensor is used alone to determine the amount of cargo load 120, one or more LiDAR sensors may be positioned anywhere in the vehicle 102 where merchandise is loaded inside the container 104. In another embodiment, the LiDAR sensor(s) may be used in conjunction with a return air sensor (RAT) or a supply air sensor (SAT) from the evaporator. In another embodiment, the LiDAR sensor may be used in conjunction with a camera (e.g., a thermal camera) mounted within the container 104 of the vehicle 102. In another embodiment, the LiDAR sensor may be used in conjunction with vehicle data such as tire pressure, weight on axle data, operating status of the vehicle, door opening information (from the transport refrigeration unit 114 or the vehicle 102), global positioning system Data, central processing unit of vehicle 102 Or cloud data associated with planned journeys and stops, vehicle battery operation and consumption status, and clock time. For example, the sensor 106 can be configured to determine the amount / volume of the cargo load 120, and the axle weight data can be used to determine the mass of the cargo load 120. Therefore, the combination of the sensor 106 and the axle weight data can be used to determine the density of the cargo load 120, and the refrigeration operation can be adjusted accordingly. Similarly, using the trailer communication device, it can be determined that the door is open, and the amount / volume of the cargo load 120 can be determined by the sensor 106. The combined information can be used to limit the cooling capacity of the transport refrigeration unit 114. In yet another embodiment, the LiDAR sensor can be used in conjunction with a humidity sensor to determine the amount of the cargo load 120. In yet another embodiment, the LiDAR sensor can be used in conjunction with radio frequency identification (RFID) information from the commodity container to transport the refrigeration unit 114 (e.g., commodity type, temperature requirements, humidity requirements, etc.).

[0050] As is well known in the art, in most compressor technologies, lower speeds correspond to less cooling capacity, but provide higher efficiency. The present disclosure provides a solution to optimize energy consumption in a transport refrigeration unit 114 based on whether the container 104 is empty, full, half full, etc. When the container 104 is empty, the operation of the transport refrigeration unit 114 is controlled to keep the temperature controlled, so lower consumption can be triggered, or this requires pulling down the heat load to detect a high. Specifically, if the sensors of the transport refrigeration unit determine that reaching the set point may not be feasible, and when it is determined that the container 104 is full, it can be inferred that the cargo load 120 has been "hot" loaded (i.e., not at the set point). In this case, a special enhancement can be activated in the transport refrigeration unit to reach the set point. Similarly, for the evaporator fan in the transport refrigeration unit 114, a lower speed involves lower consumption, thereby providing better efficiency.

[0051] In embodiments where the LiDAR sensor(s) are used alone, temperature control operations may be performed based on maintaining less airflow and / or less cooling for low volumes (e.g., 0-50% volume) unless the temperature deviation is too high (i.e., up to 3 degrees Celsius deviation), in which case the system may be overridden with higher cooling and airflow.

[0052] In one embodiment, the cargo load measured using the LiDAR sensor(s) may be used along with a customer selection of a temperature control mode to control the operation of the transport refrigeration unit 114. The customer selection may be performed using a user interface provided by the transport refrigeration unit 114 or the ECU 122. For example, a customer may select to increase / decrease cooling when the cargo volume is full / empty and vice versa, depending on the specific requirement(s). Additionally, a customer may select a product type to run a predefined program using the user interface of the transport refrigeration unit 114 or the ECU 122. For example, flowers may require high airflow when the box is fully combined with a lower compressor speed t.

[0053] In another embodiment, the sensor information may be used with weight information from the truck / trailer vehicle data or from a dedicated sensor to determine the density associated with the cargo load 120. Control operations of the transport refrigeration unit 114 may be performed by establishing the type of commodity being transported based on the sensor data and the weight information. For example, control operations of the transport refrigeration unit 114 may include a cooling strategy based on a low density associated with vegetables and a high density associated with meat.

[0054] In another embodiment, greater efficiency in the operational control of the transport refrigeration unit 114 may include using the sensor 106 to cover basic functions, such as keeping the transport refrigeration unit 114 operating at very low airflow when the container / vehicle door is open. Another example includes when the sensor 106 detects that there is no cargo left inside and / Route data confirms that the defined journey has ended, and the transport refrigeration unit 114 is turned off (with the possibility for the driver to override and keep the transport refrigeration unit 114 turned on).

[0055] Additionally, temperature conditioning parameters may be set or adjusted by transport refrigeration unit 114 prior to a particular transport trip of perishable goods. In another embodiment, the temperature of container 104 may also be manually set by the user of vehicle 102 prior to or during a particular transport trip of perishable goods.

[0056] According to an embodiment, the ECU 122 of the vehicle 102 may include one or more controllers ( Figure 1102 ), which is configured to control the overall operating mode of the vehicle 102. In addition, the ECU 122 can be configured to wirelessly communicate with the server 118 via the communication network 116. According to an embodiment, the ECU 122 can be configured to obtain real-time temperature data from the transport refrigeration unit 114. In addition, the ECU 122 can be configured to receive real-time sensor data from the sensor 106 to determine the temperature adjustment parameters of the container 104 based on the current amount of the cargo load 120. According to an embodiment, the server 118 can be configured to receive such temperature and sensor data to determine the temperature adjustment parameters. Without departing from the scope of the present invention, throughout this disclosure, the foregoing information may alternatively be referred to as the first input information.

[0057] In an embodiment, the refrigerant sensor 108 may be configured to monitor the current concentration level of a type of refrigerant being used in the vehicle 102. Although the refrigerant sensor 108 is depicted as part of the transport refrigeration unit 114, it is understood that the refrigerant sensor 108 may be external to the transport refrigeration unit 114, but internal to the container 104 to detect any refrigerant leaks. A processor / controller associated with the ECU 122 or the transport refrigeration unit 114 may be configured to obtain information associated with the refrigerant data detected by the refrigerant sensor 108. In addition, if the current concentration is greater than a predefined threshold level and / or further based on the determined cargo load 120, the ECU 122 may be configured to select a specific safety mode. Each of the multiple safety modes indicates a specific safety trigger mechanism based on the determined current amount of the cargo load 120 in the container 104 and the determination that the current concentration level is greater than the predefined threshold concentration level. Therefore, based on the specific type of refrigerant, the detected concentration level, and the cargo volume, the safety level is dynamically modified to ensure minimal interference with the operation / trip of the vehicle. In another embodiment, the current concentration level may be compared to more than one predefined threshold concentration level, wherein each predefined threshold level may be associated with a different safety trigger mechanism.

[0058] In an embodiment, the LiDAR sensor data may be combined with the refrigerant sensor 108 (e.g., an A2L or A3 sensor) to control the operation of the transport refrigeration unit 114 of the vehicle 102. If the refrigerant sensor 108 triggers a shutdown threshold limit, the fan in the transport refrigeration unit 114 may be turned on to purify the air. In addition, if the sensor 106 determines that the container 104 is empty (i.e., the cargo load 120 is zero) and the A2L / A3 sensor 108 is no longer active, it may be determined that there is no longer a risk and a safety mode corresponding to no action may be selected. However, if the sensor 106 determines that the container 104 is empty and the refrigerant sensor 108 is still active at a predefined limit, the safety mode selection may only correspond to triggering a check alarm. In addition, if the sensor 106 determines that the container 104 is close to its total capacity and the refrigerant sensor 108 is no longer active at a predefined limit, the safety mode selection may only correspond to triggering a check alarm. Furthermore, the safety mode selection may only correspond to triggering a unit shutdown or pump down if the sensor 106 determines that the container 104 is near its total capacity, and the refrigerant sensor 108 is still active.

[0059] In various embodiments, selecting a safety mode based on cargo volume, predefined threshold limits of refrigerant, and / or type of refrigerant provides a finer level of adjustment for the trigger point, which avoids useless shutdowns (e.g., if container 104 is empty, the risk of a thermal event becomes lower).

[0060] Conventional refrigerant sensors (e.g., A2L sensors) estimate the percentage of A2L leakage around the sensor inside the most risky energy source (e.g., an evaporator fan or electric heater). Once all of the refrigerant leaks, the heavier refrigerant tends to stay on the ground, and the refrigerant sensor may return to a state below the trigger point for the transport refrigeration unit 114 to shut down. Therefore, without the sensor 106, air would need to be removed to attempt to estimate the percentage of refrigerant inside the compartment. However, according to one or more embodiments, using the sensor 106, the remaining volume in the container 104 can be determined based on the volume initially set relative to the actual volume of the cargo load 120 in the container 104. In addition, based on the estimated remaining volume and the volume of the cargo load 120, it can be estimated whether there is still an actual risk of a thermal event, thereby avoiding useless shutdowns.

[0061] The power supply unit 112 may be configured to supply power to the compressor 110. The power supply unit 112 includes a controller (not shown) configured to control the operation of the power supply unit 112 to supply power to the compressor 110 and the cooling fan. The controller may be configured to operate the power supply unit 112 to continuously draw power from the engine based on the current amount of cargo load 120, thereby operating the compressor 110 and the cooling fan to maintain the temperature environment within the container 104. The controller may be configured to communicate with the compressor 110 and the cooling fan via a controller area network (CAN) bus ( Figure 1 102). The CAN bus is commonly used in connection with vehicle systems, and advantageously, the controller of the power system 112 can utilize a pre-existing bus connection of the vehicle 102. According to an embodiment, in addition to receiving data from the sensor 106, the ECU 122 may also be configured to receive other data related to temperature data, humidity data, location data, etc. The container 104 and / or the transport refrigeration unit 114 may also include a plurality of sensors (not shown) to measure the temperature and pressure inside the container 104. The plurality of sensors may include, but are not limited to, compressor exhaust and suction pressure measurement sensors, temperature sensors, evaporator outlet temperature sensors, and supply air, return air and ambient air temperature sensors, gas sensors, ethylene sensors, etc. The ECU 122 may further include a transceiver (e.g., such as Figure 4 ), which provides various real-time data to the server 118 to determine the temperature adjustment parameters.

[0062] In further non-limiting examples, the real-time temperature data may include interior air temperature values ​​of the container 104 , which may be obtained from a data logger, the transport refrigeration unit 114 , or a sensor mounted external to the transport refrigeration unit 114 or the container 104 .

[0063] In a non-limiting example, information related to the cargo load 120 may also include data related to the arrangement pattern of some of the perishable items within the container 104, the packaging of the perishable items, the number / volume of perishable items loaded inside the vehicle, and / or the loading pattern of the perishable items.

[0064] In a non-limiting example, the type of vehicle 102 mentioned herein may correspond to one of the following: an electric vehicle, a hybrid vehicle, a CNG-based vehicle, a gasoline vehicle, a diesel vehicle, etc. In a still further non-limiting example, the size of the vehicle 102 corresponds herein to a light commercial vehicle (LCV), a light rigid vehicle, a heavy commercial vehicle with a large trailer, a vehicle with a semi-trailer (articulated truck), etc. Furthermore, in a non-limiting example, the volume of perishable items loaded in the vehicle 102 mentioned herein may indicate the amount of perishable items or cargo loaded in the vehicle 102.

[0065] According to an embodiment, server 118 can correspond to any traditional physical server or cloud-based server. Various monitoring systems or (one or more) computer systems can access server 118 via the Internet or through any wireless communication network / medium 116. Here, server 118 refers to any physical server or virtual server that interacts with one or more computer systems having one or more processors. Such an arrangement can also be referred to as a cloud that can be implemented in an extensible manner. As another example, the processor can be virtually implemented in server 118.

[0066] Figure 2 Another exemplary system environment 200 including one or more components for determining temperature adjustment parameters is shown. Figure 3 Shows Figure 1 For ease of explanation, Figure 2 and Figure 3 The system environment 200 includes an ECU 122 and a server 118 configured to communicate via the communication network 116. The ECU 122 corresponds to the ECU of the vehicle 102.

[0067] The ECU 122 corresponds to a hardware system, a software system, or a combination of hardware and software designed to determine the temperature conditioning parameters of the container 104 of the vehicle 102. The ECU 122 may include an independent system or one or more modules connected to the server 118 via a communication network 116 (e.g., a wireless network), which will be described later. As discussed throughout this disclosure, the ECU 122 in conjunction with the server 118 may perform one or more operations for processing data received from various sensors to determine the amount / volume of the cargo load 120, and further determine the temperature conditioning parameters and trigger a safety mode for efficient transportation of the cargo load 120.

[0068] Additionally, the ECU 122 may be configured to track the real-time location of the vehicle 102 using GPS or other tracking technology. The ECU 122 may be further configured to collect a wide range of data from one or more sensors and other system components in the vehicle 102, such as a user dashboard, input devices, etc. installed in the vehicle 102. As non-limiting examples, the collected data may include information associated with fuel consumption, engine performance, driver behavior, battery state of charge (SoC), cargo load, and other vehicle parameters.

[0069] In addition, if Figure 3 As shown in , the components of the server 118 may include, but are not limited to, one or more processing units (referred to herein as 'processors') 301, memory 303, and communication channels 315, which may be in the form of a bus, a wired or wireless network, or other forms, coupling various system components including the processor 301 and the memory 303. The server 118 typically also includes various computer system readable media. Such media can be any available media that can be accessed by the server 118, and it includes both volatile and non-volatile media, removable and non-removable media. The server 118 also includes an operation control module 309 and a communication interface 311.

[0070] The processor 301 may receive computer-readable program instructions from the memory 303 and execute the received instructions to perform one or more process or method steps, as discussed throughout this disclosure and as defined by the server 118. The processor 301 may include any processing hardware, software, or combination of hardware and software utilized by the server 118 that implements computer-readable program instructions by performing arithmetic, logic, and / or input / output operations. Examples of the processor 301 may include, but are not limited to, an arithmetic logic unit that performs arithmetic and logic operations, a control unit that fetches, decodes, and executes instructions from a memory, and an array unit that utilizes multiple parallel computing elements.

[0071] The processor 301 and the operation control module 309 may be configured to control the operation of the transport refrigeration unit 114 by setting / adjusting temperature regulation parameters and triggering various safety modes for the cargo load 120 in the container 104 of the vehicle 102. The setting / adjustment of the temperature regulation parameters may correspond to, but is not limited to, adjusting the temperature regulation parameters using at least one of: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve, and an evaporator fan in the transport refrigeration unit 114 of the vehicle 102. The temperature regulation parameters may include cooling parameters of the vehicle 102, which may further include at least one of: a temperature inside the vehicle 102, a humidity inside the vehicle 102, fresh air ventilation inside the vehicle 102, parameters associated with an exhaust outlet motor of the vehicle 102, a defrost rate, and dehumidification. The following will refer to the accompanying drawings. Figure 5 A description of the method flow diagram depicting operations performed by the processor 301 for controlling the operation of the transport refrigeration unit 114 in the vehicle 102 is provided.

[0072] Memory 303 may include a tangible device that retains and stores computer-readable program instructions, such as provided by server 118, for use by processor 301. Memory 303 may include computer system-readable media in the form of volatile memory, such as random access memory (RAM) 305.

[0073] In addition, the memory 303 may include a database 307 for storing temperature conditioning parameters of the vehicle 102. The database 307 may also store energy consumption and performance parameters, vehicle type information, and transportation information associated with the vehicle 102. The database 307 may correspond to a data storage and management system hosted on the server 118 and may be accessed by the ECU 122 via the Internet.

[0074] In a non-limiting example, memory 303 may be provided for reading from and writing to a non-removable, non-volatile magnetic medium (not shown and commonly referred to as a "hard drive", which is mechanical or solid state). Although not shown, a magnetic disk drive for reading from and writing to a removable, non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading from or writing to a removable, non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In such an example, each memory element described herein may be connected to bus 315 via one or more data medium interfaces (not shown). As will be further depicted and described below, memory 303 may include at least one computer program product having a set (e.g., at least one) of program modules configured to implement the operations of embodiments of the present disclosure.

[0075] Bus 315 represents one or more of any of several types of bus structures including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures.

[0076] The operation control module 309 may be configured to receive information from one or more sensors, determine the amount / volume of the cargo load 120, determine the refrigerant concentration in the container 104, and set / adjust temperature regulation parameters and generate safety triggers, as described throughout this disclosure. The operation control module 309 may also be configured to manage notification of one or more alarms (e.g., safety trigger alarms) for users of the vehicle 102. The operation control module 309 may also be configured to manage notification of one or more alarms for external devices associated with a maintenance team responsible for maintaining the vehicle 102. The one or more alarms may correspond to an alarm notification message, a voice message, a control signal, or any command generated by the processor 301 to notify at least one of a user of the vehicle 102 and an external device that manages the vehicle 102.

[0077] The communication interface 311 may be software-based or may be a physical connection of hardware. The communication interface 311 may be configured with, but not limited to The communication interface 311 may also be configured to connect to a network, an external medium, a display, or any other component or combination thereof in the system environment 200. The connection to the network may be a physical connection, such as a wired connection. The network can include wired network, wireless network, Audio Video Bridging (AVB) network or a combination thereof. The wireless network can be a cellular telephone network, 802.11, 802.16, 802.20, 802.1Q, or Worldwide Interoperability for Microwave Access Network. In addition, the network can be a public network such as the Internet, a private network (such as an intranet), or a combination thereof, and can utilize various currently available networking protocols or later developed networking protocols.

[0078] Units include, among other things, routines, programs, objects, components, data structures, etc., which perform specific tasks or implement data types. Units may also be implemented as (one or more) signal processors, (one or more) state machines, logic circuits, and / or any other devices or components that manipulate signals based on operating instructions.

[0079] Furthermore, the ECU 122 may include a control unit (ie, a central processing unit (CPU)), one or more sensors, a system memory, a system bus, and a communication interface.

[0080] The above-described system environment 200 is an example implementation for setting or adjusting temperature conditioning parameters and triggering a safety mode for a cargo load 120 in a vehicle 102, as discussed throughout this disclosure, and is not intended to impose any limitations on the scope of use or operability of one or more embodiments described herein (indeed, additional or alternative components and / or implementations may be used). That is, the system environment 200 and the elements therein may take many different forms and include multiple and / or alternative components and facilities. In addition, the system environment 200 may include and / or employ any number of computing devices and networks utilizing various communication technologies and combinations thereof, as described herein. Regardless, the system environment 200 is capable of being implemented and / or performing any operability set forth above.

[0081] Figure 4 An example block diagram of the ECU 122 of the vehicle 102 is shown. Figure 4 As shown in , ECU 122 includes a CPU 401 , a system memory 403 , one or more sensors 405 , a communication interface 407 , and a system bus 409 .

[0082] The CPU 401 may be configured to control various system components of the vehicle 102. The CPU 401 may essentially be a completely self-contained computing system, including multiple cores or processors, buses, memory controllers, caches, etc. (e.g., a system on a chip). Multi-core processors may be symmetric or asymmetric.

[0083] System memory 403 may include tangible devices that save and store computer-readable program instructions for use by CPU 401. System memory 403 may include computer system-readable media in the form of volatile memory, such as random access memory (RAM). In addition, system memory 403 may also include non-tangible devices including read-only memory (ROM).

[0084] The one or more sensors 405 may be configured to periodically measure a vehicle parameter of the vehicle 102. The vehicle parameter includes at least one of British Thermal Unit (BTU) consumption of the vehicle 102, fuel consumption of the vehicle 102, or speed of the vehicle 102. The one or more sensors may include, but are not limited to, a fuel level sensor, an odometer sensor, an engine revolutions per minute (RPM) sensor, a throttle position sensor, a mass air flow sensor, an exhaust oxygen sensor, a battery SoC sensor, a current sensor, a voltage sensor, a regenerative braking sensor, a temperature sensor, an acceleration sensor, a motion sensor, a gyroscope sensor, an air index measurement sensor, an intake air temperature sensor, an engine coolant temperature sensor, and the like.

[0085] The CPU 401 may be configured to periodically share the energy consumption and vehicle performance parameters measured by the one or more sensors to the server 118 via the communication network 116. Sharing the energy consumption and vehicle performance parameters measured by the one or more sensors to the server 118 at periodic intervals helps to perform better comparison and analysis in order to set or modify temperature adjustment parameters based on fewer BTUs and energy consumption.

[0086] The communication interface 407 can be connected to a network, such as a wireless network as described above. A detailed description of wireless networks and wireless network types is described in the above paragraphs herein. Therefore, for the sake of brevity of this disclosure, a detailed description thereof is omitted herein. The communication interface 407 may include a transceiver having a transmitter and a receiver for receiving data from the server 118 or transmitting data to the server 118.

[0087] The system bus 409 may be any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, and a local bus using any of a variety of bus architectures. The system memory 403 may correspond to one of the following: a hard disk drive, a magnetic disk drive, an optical disk drive, a tape drive, a solid-state drive, etc. The system memory 403 may include software modules that may be controlled and executed by the CPU 401. Other hardware or software modules are also contemplated. The system memory 403 may be connected to the ECU 122 via a drive interface. The drive and associated computer-readable storage media provide non-volatile storage of computer-readable instructions, data structures, program modules, and other data for the ECU 122.

[0088] Figure 5 A process flow depicting a method 500 for controlling operation of a transport refrigeration unit 114 of a vehicle 102 is shown.

[0089] At step 502, the method 500 includes receiving first input information from at least one sensor located inside the container 104. In one or more embodiments, the at least one sensor includes a 3D light detection and ranging (LiDAR) sensor, a return air sensor, and a supply air sensor.

[0090] At step 504, method 500 includes determining a current amount of cargo load 120 in container 104 based on the first input information received from the at least one sensor. In one or more embodiments, the determination may include determining the current amount of cargo load 120 in container 104 based on a distance of one or more objects associated with cargo load 120 from a location of the at least one sensor inside container 104, wherein the distance is determined based on a time-of-flight measurement of a signal transmitted from the at least one sensor to the one or more objects associated with cargo load 120.

[0091] At step 506, the method 500 includes receiving one or more of second input information, third input information, and fourth input information. The second input information may be received from at least one refrigerant sensor located inside the container 104 of the vehicle 102. In one or more embodiments, the second input information indicates a current concentration level of a type of refrigerant being used in the vehicle 102. In one or more embodiments, the third input information may be associated with a current travel route and a current location of the vehicle 102. In one or more embodiments, the fourth input information may be associated with a cargo weight and cargo type inside the container 104 of the vehicle 102.

[0092] At step 508, the method 500 includes controlling the operation of the transport refrigeration unit 114 by setting or adjusting one or more temperature conditioning parameters of the container 104 based on the determined current amount of the cargo load 120 in the container 104. In one or more embodiments, setting or adjusting the one or more temperature conditioning parameters may be performed based on controlling the operation of at least one of: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve, and an evaporator fan in the transport refrigeration unit 114 of the vehicle 102.

[0093] In response to receipt of the third input information, control operations of the transport refrigeration unit 114 may include setting or adjusting one or more temperature conditioning parameters of the container 104 based on the determined current amount of the cargo load 120 and the third input information.

[0094] In response to receipt of the fourth input information, control operations of the transport refrigeration unit 114 may include setting or adjusting one or more temperature conditioning parameters of the container 104 based on the determined current amount of the cargo load 120 and the fourth input information.

[0095] At step 510, the method 500 includes processing the second input information to determine whether the current concentration level of the type of refrigerant is greater than a predefined threshold concentration level of the type of refrigerant. When it is determined that the current concentration level of the type of refrigerant is greater than the predefined threshold concentration level of the type of refrigerant, thereby indicating a refrigerant leak, the control operation of the transport refrigeration unit 114 may include selecting a safety mode among a plurality of safety modes. Each of the plurality of safety modes indicates a particular safety trigger mechanism based on a determined current amount of the cargo load 120 in the container 104 and a determination that the current concentration level is greater than the predefined threshold concentration level. In one or more embodiments, the plurality of safety modes include a first safety trigger mechanism based on an alarm, a second safety trigger mechanism involving shutting down the transport refrigeration unit in the vehicle, and a third safety trigger mechanism for evacuating the refrigerant.

[0096] Although shown and described in a particular order Figure 5 However, according to various embodiments of the present disclosure, the steps may appear in a variation of this order. In addition, for the sake of brevity, Figure 1-Figure 4 The relevant descriptions have already covered Figure 5 The details related to the various steps will not be discussed in detail here.

[0097] Fig. 6A and Figure 6B 1 shows a use case associated with controlling the operation of a transport refrigeration unit 114 of a vehicle 102. Fig. 6A and Figure 6B As depicted in , the container 104 may be loaded at 50% and 100% of the total capacity of the cargo load 120, respectively, and the sensor 106 may be used to monitor the container volume. With this data availability, the refrigeration unit may be able to adapt its cooling capacity and airflow. Thus, using the aforementioned method of controlling temperature regulation parameters of the present disclosure, energy consumption will be reduced and better temperature control may be achieved relative to conventional solutions.

[0098] In contrast, in the traditional approach, the operation of pre-existing transport refrigeration units is based on the temperature difference between the set point and the current temperature. In this case, the transport refrigeration unit is usually operated at maximum cooling capacity at full airflow, thereby maximizing energy consumption. This traditional operation also results in poor temperature control.

[0099] In addition, if Fig. 6A and Figure 6B, the container 104 may be loaded at 50% and 100% of the cargo load 120, respectively, and the refrigerant sensor 108 may be used to monitor the refrigerant concentration (i.e., any leakage of refrigerant) in the container 104. The present disclosure provides a mechanism for controlling the operation of the transport refrigeration unit 114 based on the type of refrigerant (e.g., A2L or A3) and LFL calculation and taking into account the cargo volume. When the cargo load 120 is 100% and the LFL limit is reached, the transport refrigeration unit 114 may be shut down. However, when the cargo load 120 is 50% and the LFL limit is not reached, the present disclosure selects a safety level associated with an alarm with only no unit shutdown, thereby ensuring cargo safety and cold chain performance.

[0100] Thus, the present disclosure provides several advantages over conventional controls by setting or adjusting temperature regulation parameters based on the monitored amount / volume of the cargo load 120 in the container 104. Specifically, key advantages relate to more accurate temperature control, optimization of energy consumption, improved efficiency, reduced TCO, and avoidance of loss of perishable goods due to efficient temperature control. Furthermore, efficient triggering of safety modes also helps optimize and ensure the correct safety level for various types of refrigerants compared to conventional solutions.

[0101] Although specific language has been used to describe the subject matter, it is not intended that any limitation will arise therefrom. As will be appreciated by those skilled in the art, various feasible modifications may be made to the method to realize the inventive concept as taught herein. The accompanying drawings and the foregoing description provide examples of embodiments. Those skilled in the art will appreciate that one or more of the elements described may be well combined into a single functional element. Alternatively, some elements may be segmented into multiple functional elements. Elements from one embodiment may be added to another embodiment.

Claims

1. A method for controlling operation of a transport refrigeration unit (TRU) of a vehicle, the vehicle comprising a container configured to store cargo, the method comprising: receiving first input information from at least one sensor positioned within the container; determining a current amount of cargo load in the container based on the received first input information from the at least one sensor; as well as Operation of the TRU is controlled by setting one or more temperature conditioning parameters of the container based on the determined current amount of cargo load in the container.

2. The method according to claim 1, wherein: The determining includes determining the current amount of the cargo load in the container based on a distance of one or more objects associated with the cargo load from a location of the at least one sensor inside the container, wherein the distance is determined based on a time-of-flight measurement of signals transmitted from the at least one sensor to the one or more objects associated with the cargo load.

3. The method according to claim 1, wherein: Controlling operation of the TRU includes setting the one or more temperature conditioning parameters by controlling operation of at least one of: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve, and an evaporator fan in the TRU of the vehicle.

4. The method according to claim 1, further comprising: receiving second input information from at least one refrigerant sensor positioned within the container, the second input information indicating a current concentration level of a type of refrigerant being used in the vehicle; as well as The second input information is processed to determine whether the current concentration level of the one type of refrigerant is greater than a predefined threshold concentration level of the one type of refrigerant.

5. The method according to claim 4, wherein: Controlling the operation of the TRU further includes selecting a safety mode among a plurality of safety modes, wherein each of the plurality of safety modes indicates a specific safety trigger mechanism based on a determined current amount of the cargo load in the container and a determination that the current concentration level is greater than the predefined threshold concentration level.

6. The method according to claim 5, wherein: The plurality of safety modes include a first safety trigger mechanism based on an alarm, a second safety trigger mechanism involving shutting down the TRU, and a third safety trigger mechanism for pumping down the refrigerant.

7. The method according to claim 1, wherein: The at least one sensor includes a 3D Light Detection and Ranging (LiDAR) sensor, a return air sensor, and a supply air sensor.

8. The method according to claim 1, further comprising: receiving third input information associated with a current travel route and a current location of the vehicle, Wherein controlling the operation of the TRU includes setting the one or more temperature conditioning parameters of the container based on the determined current amount of the cargo load and the third input information.

9. The method according to claim 1, further comprising: receiving fourth input information associated with a weight and a type of cargo inside the container of the vehicle, Wherein controlling the operation of the TRU includes setting the one or more temperature conditioning parameters of the container based on the determined current amount of the cargo load and the fourth input information.

10. A system for controlling operation of a transport refrigeration unit (TRU) of a vehicle, the vehicle including a container configured to store cargo, the system comprising: at least one sensor positioned within said container of said vehicle; as well as at least one processor communicatively coupled to the at least one sensor, wherein the at least one processor is configured to: receiving first input information from the at least one sensor positioned within the container; determining a current amount of cargo load in the container based on the received first input information from the at least one sensor; and Operation of the TRU is controlled by setting one or more temperature conditioning parameters of the container based on the determined current amount of cargo load in the container.

11. The system according to claim 10, wherein: The at least one processor is further configured to determine the current amount of cargo load in the container based on a distance of one or more objects associated with the cargo load from a location of the at least one sensor inside the container, wherein the distance is determined based on a time-of-flight measurement of signals transmitted from the at least one sensor to the one or more objects associated with the cargo load.

12. The system according to claim 10, wherein: The at least one processor is further configured to control operation of the TRU by setting the one or more temperature regulation parameters based on controlling operation of at least one of: a compressor, a modular flow intake valve, a modular flow expansion valve, a bypass valve, and an evaporator fan in the TRU of the vehicle.

13. The system according to claim 10, wherein: The at least one processor is further configured to: receiving second input information from at least one refrigerant sensor positioned within the container, the second input information indicating a current concentration level of a type of refrigerant being used in the vehicle; as well as The second input information is processed to determine whether the current concentration level of the one type of refrigerant is greater than a predefined threshold concentration level of the one type of refrigerant.

14. The system according to claim 13, wherein: To control the operation of the TRU, the at least one processor is further configured to select a safety mode among a plurality of safety modes, wherein each of the plurality of safety modes indicates a specific safety trigger mechanism based on a determined current amount of the cargo load in the container and a determination that the current concentration level is greater than the predefined threshold concentration level.

15. The system of claim 14, wherein: The plurality of safety modes include a first safety trigger mechanism based on an alarm, a second safety trigger mechanism involving shutting down the TRU, and a third safety trigger mechanism for pumping down the refrigerant.

16. The system of claim 10, wherein: The at least one sensor includes a 3D Light Detection and Ranging (LiDAR) sensor, a return air sensor, and a supply air sensor.

17. The system according to claim 10, wherein: The at least one processor is further configured to: receiving third input information associated with a current travel route and a current location of the vehicle; and Operation of the TRU is controlled by setting the one or more temperature conditioning parameters of the container based on the determined current amount of the cargo load and the third input information.

18. The system of claim 10, wherein: The at least one processor is further configured to: receiving fourth input information associated with a weight and a type of cargo within the container of the vehicle, and Operation of the TRU is controlled by setting the one or more temperature conditioning parameters of the container based on the determined current amount of the cargo load and the fourth input information.

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