Shared Fuel Cell Architecture for Transport Refrigeration Power
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing transport refrigeration systems require distinct power sources for the vehicle and refrigeration unit, increasing system size and complexity due to the use of separate power sources like diesel engines or onboard fuel cells.
Innovation Solution
A transport refrigeration system with a shared power system architecture, where a single fuel source is used for both the refrigeration unit and the tractor, and includes power electronics devices to manage power distribution between the refrigeration unit and the tractor's subsystems, allowing for a single fuel source to power both units and enabling the refrigeration unit to operate independently of the tractor.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If distinct power sources are used for the vehicle and refrigeration unit, then each unit can operate independently, but the system size and complexity increase
Solution Approach 1:
The patent implements a shared power system where a single power source (fuel cell or battery) serves dual purposes: powering both the vehicle propulsion system and the refrigeration unit. This multi-functional approach eliminates the need for separate power sources while maintaining the ability of the refrigeration unit to operate independently when needed, through selective power distribution control.
2Reliability
If distinct power sources are used for the vehicle and refrigeration unit, then each unit has dedicated power supply, but the system size increases
Solution Approach 1:
The patent merges the power supply systems by using a single shared power source that can supply power to both the vehicle and refrigeration unit. This consolidation reduces the total volume occupied by power sources and associated components while maintaining reliable power supply to both systems through intelligent power management and distribution.
3Power
If separate power sources like diesel engines are used, then the refrigeration unit has sufficient power, but the system cost and complexity increase
Solution Approach 1:
The patent replaces traditional mechanical power sources (diesel engines) with alternative power systems such as fuel cells or battery systems. This substitution provides sufficient power output for both vehicle and refrigeration operations while reducing mechanical complexity, moving towards electrical power systems that can be more efficiently managed and distributed.
4Device complexity
If a shared power system is used, then system size and complexity are reduced, but power management complexity increases
Solution Approach 1:
The patent implements feedback control mechanisms in the power management system that continuously monitor power demands from both the vehicle and refrigeration unit, as well as the state of charge or fuel level of the shared power source. This feedback enables automatic power distribution decisions, optimizing power allocation in real-time and reducing the perceived complexity for operators while maintaining efficient system operation.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach simplifies the system architecture, reduces size and cost, and allows the refrigeration unit to function when disconnected from the tractor, utilizing a single fuel source and power electronics to manage power efficiently between the refrigeration unit and the tractor's subsystems.
Implementation Method 1
a fuel cell located on board the transport refrigeration system
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A transport refrigeration system including a tractor, a container connected to the tractor, a refrigeration unit (30) for conditioning a compartment of the container, a first power source (70) associated with the container and operably coupled to the refrigeration unit (30), and a second power source (82) associated with the tractor wherein one or more components are shared between the first power source (70) and the second power source (82).